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The Ford Focus is a compact car manufactured by the Ford Motor Company since 1998. Ford began sales of the Focus to Europe in July 1998 and in North America during 1999 for the 2000 model year.
In Europe, New Zealand, and South Africa, the Focus replaced the various Ford Escort models sold in those markets. In Asia and Australasia, it replaced the Ford Laser.
Design and engineering
Codenamed CW170 during its development, and briefly known to some Ford contractors as the Ford Fusion,[citation needed] the original Focus took its eventual name from a Ghia concept car which was shown at the Geneva Motor Show in 1991. Certain elements of the design had been seen even earlier in prototypes used by Ford to demonstrate forthcoming safety features, such as the eye-level rear lighting clusters. As a continuation of Ford's New Edge styling philosophy, first seen in the Ford Ka in 1996, and Ford Cougar in 1998, the Focus' styling had been often described as polarising. The styling had been overseen by Jack Telnack and executed by Claude Lobo and Australian designer, John Doughty.
The decision to name the new car the Ford Focus was made in early 1998, as Ford's overheads had been planning to keep the "Escort" nameplate for its new generation of small family cars. A last minute problem arose in July 1998 when a Cologne court, responding to a case brought by the publishers Burda, ordered Ford to avoid the name "Focus" for the German market cars since the name was already taken by the publisher's Focus magazine. This eleventh hour dispute was overcome, however, and the car was launched without a different "German market" name.
Rear suspension
Control Blade suspension
Engineers for the Focus, including Richard Parry-Jones, developed a class-leading, space-saving independent multi-link rear suspension, marketed as Control Blade suspension, combining the packaging of a trailing arm, with the geometry of a double wishbone suspension . The system was developed from that used in the CDW27 Ford Mondeo estate, but with various modifications to make it simpler and cheaper to build and therefore economically viable on a mass-market vehicle.
Where many competitors in the compact class, or small family car (European) class, used the less expensive non-independent twist beam suspension, Control Blade offered enhanced elasto-kinematic performance, i.e., strong body control, sharp and accurate steering regardless of the car's attitude, and an absorbent and quiet ride over bumps.
Unlike conventional multi-link suspension, Control Blade features a wide, simple, uniform thickness, pressed steel trailing arm with hub carrier — taking the place of two longitudinal locating rods, eliminating an expensive cast knuckle, and offering the same level of body control — with a lower center of gravity, reduced road noise, and at lower production cost. The long rear lateral arm controls toe, a pair of shorter front lateral arms, vertically above each other, control the camber, and the Control Blade reacts to brake and traction loads.
In testing the suspension in 2000, Motor Trend writer Jack Keebler noted "The Focus' average speed of 62.6 mph through our slalom makes it faster around the cones than a $62,000 Jaguar XJ8L and a $300,000 Bentley Continental. The impression is of having plenty of wheel travel for gobbling the larger stuff and big-car, full-frame isolation when encountering expansion joints and smaller road imperfections."
Following the 1998 introduction of Control Blade suspension and popularization by the Focus, other manufacturers (e.g., Volkswagen with the Golf V) began offering multi-link design rear suspensions in the compact class, or small family car (European) class.
Manufacturing:
The Mark 1 was also previously produced in factories in Saarlouis, Germany; General Pacheco, Argentina; Valencia, Spain; Santa Rosa, Philippines; Chungli City, Taiwan and Vsevolozhsk, Russia; Valencia, Venezuela.
Overall sales and history:
In Europe, the hatchback is the biggest selling body style. Ford attempted to market the saloon in Europe as a mini-executive car by only offering it in the Ghia trim level, something that it had tried before with the Orion of the 1980s. It has since given up on this strategy, and has started selling lower specified versions of the saloon.
Despite its radical styling (the hatchback version in particular), and some controversial safety recalls in North America, the car has been a runaway success across the globe, even in the United States, where Ford has traditionally failed to successfully sell its European models. In Europe, where the Focus was positioned at the heart of the largest market segment by volume, Ford's overall market share had declined by 25% between 1995 and 2000 as the aging Ford Escort failed to match up in technological terms to the Vauxhall/Opel Astra and Volkswagen Golf without being able to achieve compensating sales volumes in the low price sector where Korean manufacturers, in particular, were becoming increasingly competitive. The Focus stopped the rot for Ford in Europe, selling particularly strongly in the UK. This was the best-selling car in the world in 1999 through 2004. It was elected Car of the Year in 1999, ahead of GM's new Astra model. The Focus won the North American Car of the Year award for 2000.
Both versions of the Focus have been the 1999 and 2005 Semperit Irish Car of the Year In Ireland.
The Focus, unlike the Escort, was never offered in a dedicated panel van body style; however, a commercial Focus based on the 3-door hatch is available in Europe - most commonly in Ireland.
Ford therefore continued the Escort Van until the purpose-designed Transit Connect was introduced in 2002 as its replacement. A convertible version was another notable omission that was rectified with the Mk2 Coupe-Cabriolet.
The European Focus, in 2002, according to German reports and surveys, was claimed to be the most reliable car between one and three years old in the German car market. This was a remarkable feat as the Focus was competing against German prestige manufacturers as well as Japanese manufacturers, all of which have strong reputations for quality and reliability.
[Text from Wikipedia]
en.wikipedia.org/wiki/Ford_Focus_(first_generation)
This miniland-scale Lego Ford Focus Zetec 3-Door Hatch (C170 - MkI) has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.
This model is one of many 'redo' models planned for this month - many of the early Lego models that I have posted on the internet have come from this time period. And they are a bit tired looking.
The Ford Focus is a compact car manufactured by the Ford Motor Company since 1998. Ford began sales of the Focus to Europe in July 1998 and in North America during 1999 for the 2000 model year.
In Europe, New Zealand, and South Africa, the Focus replaced the various Ford Escort models sold in those markets. In Asia and Australasia, it replaced the Ford Laser.
Design and engineering
Codenamed CW170 during its development, and briefly known to some Ford contractors as the Ford Fusion,[citation needed] the original Focus took its eventual name from a Ghia concept car which was shown at the Geneva Motor Show in 1991. Certain elements of the design had been seen even earlier in prototypes used by Ford to demonstrate forthcoming safety features, such as the eye-level rear lighting clusters. As a continuation of Ford's New Edge styling philosophy, first seen in the Ford Ka in 1996, and Ford Cougar in 1998, the Focus' styling had been often described as polarising. The styling had been overseen by Jack Telnack and executed by Claude Lobo and Australian designer, John Doughty.
The decision to name the new car the Ford Focus was made in early 1998, as Ford's overheads had been planning to keep the "Escort" nameplate for its new generation of small family cars. A last minute problem arose in July 1998 when a Cologne court, responding to a case brought by the publishers Burda, ordered Ford to avoid the name "Focus" for the German market cars since the name was already taken by the publisher's Focus magazine. This eleventh hour dispute was overcome, however, and the car was launched without a different "German market" name.
Rear suspension
Control Blade suspension
Engineers for the Focus, including Richard Parry-Jones, developed a class-leading, space-saving independent multi-link rear suspension, marketed as Control Blade suspension, combining the packaging of a trailing arm, with the geometry of a double wishbone suspension . The system was developed from that used in the CDW27 Ford Mondeo estate, but with various modifications to make it simpler and cheaper to build and therefore economically viable on a mass-market vehicle.
Where many competitors in the compact class, or small family car (European) class, used the less expensive non-independent twist beam suspension, Control Blade offered enhanced elasto-kinematic performance, i.e., strong body control, sharp and accurate steering regardless of the car's attitude, and an absorbent and quiet ride over bumps.
Unlike conventional multi-link suspension, Control Blade features a wide, simple, uniform thickness, pressed steel trailing arm with hub carrier — taking the place of two longitudinal locating rods, eliminating an expensive cast knuckle, and offering the same level of body control — with a lower center of gravity, reduced road noise, and at lower production cost. The long rear lateral arm controls toe, a pair of shorter front lateral arms, vertically above each other, control the camber, and the Control Blade reacts to brake and traction loads.
In testing the suspension in 2000, Motor Trend writer Jack Keebler noted "The Focus' average speed of 62.6 mph through our slalom makes it faster around the cones than a $62,000 Jaguar XJ8L and a $300,000 Bentley Continental. The impression is of having plenty of wheel travel for gobbling the larger stuff and big-car, full-frame isolation when encountering expansion joints and smaller road imperfections."
Following the 1998 introduction of Control Blade suspension and popularization by the Focus, other manufacturers (e.g., Volkswagen with the Golf V) began offering multi-link design rear suspensions in the compact class, or small family car (European) class.
Manufacturing:
The Mark 1 was also previously produced in factories in Saarlouis, Germany; General Pacheco, Argentina; Valencia, Spain; Santa Rosa, Philippines; Chungli City, Taiwan and Vsevolozhsk, Russia; Valencia, Venezuela.
Overall sales and history:
In Europe, the hatchback is the biggest selling body style. Ford attempted to market the saloon in Europe as a mini-executive car by only offering it in the Ghia trim level, something that it had tried before with the Orion of the 1980s. It has since given up on this strategy, and has started selling lower specified versions of the saloon.
Despite its radical styling (the hatchback version in particular), and some controversial safety recalls in North America, the car has been a runaway success across the globe, even in the United States, where Ford has traditionally failed to successfully sell its European models. In Europe, where the Focus was positioned at the heart of the largest market segment by volume, Ford's overall market share had declined by 25% between 1995 and 2000 as the aging Ford Escort failed to match up in technological terms to the Vauxhall/Opel Astra and Volkswagen Golf without being able to achieve compensating sales volumes in the low price sector where Korean manufacturers, in particular, were becoming increasingly competitive. The Focus stopped the rot for Ford in Europe, selling particularly strongly in the UK. This was the best-selling car in the world in 1999 through 2004. It was elected Car of the Year in 1999, ahead of GM's new Astra model. The Focus won the North American Car of the Year award for 2000.
Both versions of the Focus have been the 1999 and 2005 Semperit Irish Car of the Year In Ireland.
The Focus, unlike the Escort, was never offered in a dedicated panel van body style; however, a commercial Focus based on the 3-door hatch is available in Europe - most commonly in Ireland.
Ford therefore continued the Escort Van until the purpose-designed Transit Connect was introduced in 2002 as its replacement. A convertible version was another notable omission that was rectified with the Mk2 Coupe-Cabriolet.
The European Focus, in 2002, according to German reports and surveys, was claimed to be the most reliable car between one and three years old in the German car market. This was a remarkable feat as the Focus was competing against German prestige manufacturers as well as Japanese manufacturers, all of which have strong reputations for quality and reliability.
[Text from Wikipedia]
en.wikipedia.org/wiki/Ford_Focus_(first_generation)
This miniland-scale Lego Ford Focus Zetec 3-Door Hatch (C170 - MkI) has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.
This model is one of many 'redo' models planned for this month - many of the early Lego models that I have posted on the internet have come from this time period. And they are a bit tired looking.
+++ 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 Heinkel He 162 Volksjäger ("People's Fighter"), the name of a project of the Emergency Fighter Program design competition, was a German single-engine, jet-powered fighter aircraft fielded by the Luftwaffe in World War II. It was designed and built quickly and made primarily of wood as metals were in very short supply and prioritised for other aircraft. Volksjäger was the Reich Air Ministry's official name for the government design program competition won by the He 162 design. Other names given to the plane include Salamander, which was the codename of its construction program, and Spatz ("Sparrow"), which was the official name given to the plane by Heinkel.
The official RLM Volksjäger design competition was issued 10 September 1944 and its parameters specified a single-seat fighter, powered by a single BMW 003, a slightly lower-thrust engine not in demand for either the Me 262 or the Ar 234, already in service. The main structure of the Volksjäger competing airframe designs would use cheap and unsophisticated parts made of wood and other non-strategic materials and, more importantly, could be assembled by semi- and non-skilled labor. Specifications included a weight of no more than 2,000 kg (4,400 lb), with maximum speed specified as 750 km/h (470 mph) at sea level, operational endurance at least a half hour, and the takeoff run no more than 500 m (1,640 ft). Armament was specified as either two 20 mm (0.79 in) MG 151/20 cannons with 100 rounds each, or two 30 mm (1.2 in) MK 108 cannons with 50 rounds each. The Volksjäger needed to be easy to fly. Some suggested even glider or student pilots should be able to fly the jet effectively in combat, and indeed had the Volksjäger gone into full production, and that is precisely what would have happened.
The basic designs had to be returned within 10 days (!!!) and large-scale production was to start by 1 January 1945. Because the winner of the new lightweight fighter design competition would be building huge numbers of the planes, nearly every German aircraft manufacturer expressed interest in the project, such as Blohm & Voss, and Focke-Wulf, whose Focke-Wulf Volksjäger 1 design contender, likewise meant for BMW 003 turbojet power bore a resemblance to their slightly later Ta 183 Huckebein jet fighter design. However, Heinkel had already been working on a series of projects for light single-engine fighters over the last year under the designation P.1073, with most design work being completed by Professor Benz, and had gone so far as to build and test several models and conduct some wind tunnel testing.
Although some of the competing designs were technically superior, with Heinkel's head start the outcome was largely a foregone conclusion. The results of the competition were announced in October 1944, only three weeks after being announced, and to no one's surprise, the Heinkel entry was selected for production. In order to confuse Allied intelligence, the RLM chose to reuse the 8-162 airframe designation (formerly that of a Messerschmitt fast bomber) rather than the other considered designation He 500.
Heinkel had designed a relatively small, 'sporty'-looking aircraft, with a sleek, streamlined fuselage. Overall, the look of the plane was extremely modernistic for its time, appearing quite contemporary in terms of layout and angular arrangement even to today's eyes. The BMW 003 axial-flow turbojet was mounted in a pod nacelle uniquely situated atop the fuselage, just aft of the cockpit and centered directly over the wing's center section. Twin roughly rectangular vertical tailfins were perpendicularly mounted at the ends of highly dihedralled horizontal tailplanes – possessing dihedral of some 14º apiece – to clear the jet exhaust, a high-mounted straight wing (attached to the fuselage with just four bolts) with a forward-swept trailing edge and a noticeably marked degree of dihedral, with an ejection seat provided for the.
The He 162 airframe design featured an uncomplicated tricycle landing gear, that retracted into the fuselage, performed simply with extension springs, mechanical locks, cables and counterweights, and a minimum of any hydraulics employed in its design. Partly due to the late-war period it was designed within, some of the He 162's landing gear components were "recycled" existing landing gear components from a contemporary German military aircraft to save development time: the main landing gear's oleo struts and wheel/brake units came from the Messerschmitt Bf 109K, as well as the double-acting hydraulic cylinders, one per side, used to raise and lower each maingear leg.
The He 162 V1 first prototype flew within an astoundingly short period of time: the design was chosen on 25 September 1944 and first flew on 6 December, less than 90 days later. This was despite the fact that the factory in Wuppertal making Tego film plywood glue — used in a substantial number of late-war German aviation designs whose airframes and/or major airframe components were meant to be constructed mostly from wood — had been bombed by the Royal Air Force and a replacement had to be quickly substituted, without realizing that the replacement adhesive was highly acidic and would disintegrate the wooden parts it was intended to be fastening.
The first flight of the He 162 was fairly successful, but during a high-speed run at 840 km/h (520 mph), the highly acidic replacement glue attaching the nose gear strut door failed and the pilot was forced to land. Other problems were noted as well, notably a pitch instability and problems with sideslip due to the rudder design. None were considered important enough to hold up the production schedule for even a day. On a second flight on 10 December, the glue again caused a structural failure. This allowed the aileron to separate from the wing, causing the plane to roll over and crash, killing the pilot.
An investigation into the failure revealed that the wing structure had to be strengthened and some redesign was needed, as the glue bonding required for the wood parts was in many cases defective. However, the schedule was so tight that testing was forced to continue with the current design. Speeds were limited to 500 km/h (310 mph) when the second prototype flew on 22 December. This time, the stability problems proved to be more serious, and were found to be related to Dutch roll, which could be solved by reducing the dihedral. However, with the plane supposed to enter production within weeks, there was no time to change the design. A number of small changes were made instead, including adding lead ballast to the nose to move the centre of gravity more to the front of the plane, and slightly increasing the size of the tail surfaces.
The third and fourth prototypes, which now used an "M" for "Muster" (model) number instead of "V" for "Versuchs" (experimental) number, as the He 162 M3 and M4, after being fitted with the strengthened wings, flew in mid-January 1945. These versions also included small, anhedraled aluminium "drooped" wingtips, reportedly designed by Alexander Lippisch, in an attempt to cure the stability problems via effectively "decreasing" the main wing panels' marked three degree dihedral angle. Both prototypes were equipped with two 30 mm (1.18 in) MK 108 cannons in the He 162 A-1 anti-bomber variant; in testing, the recoil from these guns proved to be too much for the lightweight fuselage to handle, and plans for production turned to the A-2 fighter with two 20 mm MG 151/20 cannons instead while a redesign for added strength started as the A-3. The shift to 20 mm guns was also undertaken because the smaller-calibre weapons would allow a much greater amount of ammunition to be carried.
Various changes had raised the weight over the original 2,000 kg (4,410 lb) limit, but even at 2,800 kg (6,170 lb), the aircraft was still among the fastest aircraft in the air with a maximum airspeed of 790 km/h (427 kn; 491 mph) at sea level and 839 km/h (453 kn; 521 mph) at 6,000 m (20,000 ft).
While still trying to optimize the basic He 162 A for production and frontline service, Heinkel was already working on improved variants, slated for production in 1946. Among these were the He 162 B, powered by Heinkel's own, more powerful 12 kN (2,700 lb) thrust Heinkel HeS 011A turbojet, with a stretched fuselage to provide more fuel and endurance as well as increased wingspan, with reduced dihedral which allowed the omission of the anhedral wingtip devices. Another, even more radical variant, was the He 162 C. It was based on the B-series longer fuselage and was to carry the stronger Heinkel HeS 011A engine, too, but it had totally different aerodynamic surfaces: swept-back, anhedraled outer wing panels with slats formed a gull wing and a new swept V-tail stabilizing surface assembly replaced the original twin-tail. The armament was also changed and was to consist of upward-aimed twin 30 mm (1.18 in) MK 108s as a Schräge Musik weapons fitment, located right behind the cockpit, with the option to add a 20 mm MG 151/20 cannon in an external fairing under the fuselage.
In order to test the new aerodynamic layout, a He 162 C prototype was converted from airframe 220023, the He 162 A prototype M35, which had been damaged through Allied bombings. The resulting He 162 C-0, how this interim type was called, received the new serial number 390635 and retained the short He 162 A airframe and its forward-firing armament, as well as the weaker BMW 003 engine (the HeS 011A turbojet was still on the horizon, after all).
To carry the new swept "C-wing", the fuselage was structurally altered and the wing attachment points were moved forward. The wings, which were still manufactured mostly from wood, were still held only by four bolts apiece. As a novelty, the new wings featured, thanks to a thicker profile, additional tanks inside of their inner portions which held some 325 litres (86 US gal), feeding by gravity into the main fuselage tank. Slats were also added for better staring and landing handling and to improve agility at lower speeds. The tail cone was also modified in order to carry the new butterfly tail, but the fuselage structure as well as the cockpit and the landing gear were taken over from the He 162 A.
The first He 162 C-0 (registered with the Stammkennzeichen VN+DA and designated "M48") made its successful maiden flight at Heinkel's production facility at Salzburg in Austria on 7th of May 1945. The initial flight tests, which only lasted two weeks, were positive. Esp. the handling and directional stability had improved in comparison with the rather trappy He 162 A, and despite the higher weight due to more fuel and the bigger wings, the He 162 C-0's performance was better than the He 162 A's. Beyond the better handling characteristics, top speed was slightly higher (plus 20 km/h or 15 mph) and the aircraft's endurance was almost doubled. Plans were made to replace the He 162 A soon on the production lines, but with the end of hostilities the He 162 C program was prematurely terminated. Two more prototypes (M49 and 50) were under construction at Salzburg when the Red Army arrived, and all airframes including the project's documentations were destroyed - probably by German engineers who tried to prevent them to fall into Allied hands.
General characteristics:
Crew: 1, pilot
Length (incl. pitot): 10, 73 m (35 ft 1 1/2 in)
Wingspan: 8,17 m (26 ft 9 in)
Height: 2.6 m (8 ft 6 in)
Wing area: 16.4 m2 (177 sq ft)
Empty weight: 1.980 kg (4.361 lb)
Max. takeoff weight: 3.500 kg (7.710 lb)
Fuel capacity of 1,020 litres (270 US gallons)
Powerplant:
1× BMW 003E-1 axial flow turbojet, rated at 7.85 kN (1,760 lbf)
Performance:
Maximum speed: 810 km/h (503 mph) at normal thrust at sea level;
865 km/h (537 mph) at 6000 m; using short burst of extra thrust
Range: 1.800 km (1.110 mi)
Service ceiling: 13.000 m (42.570 400 ft)
Rate of climb: 1.650 m/min (5.400 ft/min)
Armament (as flown):
2× 20 mm MG 151/20 autocannons with 120 RPG
The kit and its assemby:Painting and markings:
As a prototype aircraft I wanted something unusual, but nothing flashy or too exotic. I iamgined that the He 162 C prototype might have been converted from an existing airframe, so I gave some parts of the model (tail cone, upper fuselage, engine pod) standard He 162 A colors, RLM 81, 82 and 76.
However, for the modified cockpit section and the new ing attachment points, I decided to add section in natural metal finish, and as a special detail I added greenish filler that was used on panel seams. The nose cone became RLM 02, for more variety.
The makeshift look was further emphasized through wing panels that were left in bare laminated wood look, with metal tips and camouflaged rudders. The wooden texture was created with a basis of Humbrol 63 (Sand) and some poorly-stirred Humbrol 62 (Leather) added on top with a flat, rather hard brush. Very simple, but the effect - at least at fist glance - is very good, and the unusual color makes the model look much more interesting than camouflaged surfaces.
The markings were puzzled together from various sources, including German crosses from a Special Hobby Fw 189 sheet and from TL Modellbau. The Stammkennzeichen and the "M48" designation were created with single black decals letters, also from TL Modellbau.
Finally, after a black ink washing and some post-shading, the model was sealed with matt acrylic varnish.
A nice and simple what-if/Luft '46 project, done in less than a week. And for the attempt to create a model of a paper project (beyond pure fantasy), I am happy with the result, the model comes pretty close to the drawings, even though noone can tell what a real prototype might have looked like.
+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
In the aftermath of the Second World War, Sweden required a strong air defense, utilizing the newly developed jet propulsion technology. This led to a pair of proposals being issued by the Saab design team, led by Lars Brising. The first of these, codenamed R101, was a cigar-shaped aircraft, which bore a resemblance to the American Lockheed P-80 Shooting Star. The second design, which would later be picked as the winner, was a barrel-shaped design, codenamed R 1001, which proved to be both faster and more agile upon closer study.
The original R 1001 concept had been designed around a mostly straight wing, but after Swedish engineers had obtained German research data on swept-wing designs, the prototype was altered to incorporate a 25° sweep. In order to make the wing as thin as possible, Saab elected to locate the retractable undercarriage in the aircraft's fuselage rather than into the wings.
Extensive wind tunnel testing performed at the Swedish Royal University of Technology and by the National Aeronautical Research Institute had also influenced aspects of the aircraft's aerodynamics, such as stability and trim across the aircraft's speed range. In order to test the design of the swept wing further and avoid any surprises, it was decided to modify a single Saab Safir. It received the designation Saab 201 and a full-scale R 1001 wing for a series of flight tests. The first 'final' sketches of the aircraft, incorporating the new information, was drawn in January 1946.
The originally envisioned powerplant for the new fighter type was the de Havilland Goblin turbojet engine. However, in December 1945, information on the newer and more powerful de Havilland Ghost engine became available. The new engine was deemed to be ideal for Saab's in-development aircraft, as not only did the Ghost engine had provisions for the use of a central circular air intake, the overall diameter of the engine was favorable for the planned fuselage dimensions, too. Thus, following negotiations between de Havilland and Saab, the Ghost engine was selected to power the type instead and built in license as the RM 2.
By February 1946 the main outline of the proposed aircraft had been clearly defined. In Autumn 1946, following the resolution of all major questions of principal and the completion of the project specification, the Swedish Air Force formally ordered the completion of the design and that three prototype aircraft be produced, giving the proposed type the designation J 29.
On 1 September 1948, the first of the Saab 29 prototypes conducted its maiden flight, which lasted for half an hour. Because of the shape of its fuselage, the Saab J 29 quickly received the nickname "Flygande Tunnan" ("The Flying Barrel"), or "Tunnan" ("The Barrel") for short. While the demeaning nickname was not appreciated by Saab, its short form was eventually officially adopted.
A total of four prototypes were built for the aircraft's test program. The first two lacked armament, carrying heavy test equipment instead, while the third prototype was armed with four 20mm automatic guns. Various different aerodynamic arrangements were tested, such as air brakes being installed either upon the fuselage or on the wings aft of the rear spar, along with both combined and conventional aileron/flap arrangements.
The flight test program revealed that the J 29 prototypes were capable of reaching and exceeding the maximum permissible Mach number for which they had been designed, and the flight performance figures gathered were found to be typically in excess of the predicted values.
In 1948 production of the type commenced and in May 1951 the first deliveries of operational production aircraft were received by F 13 Norrköping. The J 29 proved to be very successful and several variants and updates of the Tunnan were produced, including a dedicated reconnaissance variant and an all-weather fighter with an on-board radar.
A trainer variant was deemed to be useful, too, since the transition of young pilots from relatively slow, piston-engine basic trainers to jet-powered aircraft was considered to be a major step in the education program. At that time, the only jet-powered two-seater in Swedish inventory was the DH 115 Vampire. 57 of these, designated J 28C by the Swedish Air Force, had been procured from Great Britain in the late Forties, but an indigenous alternative (and a more capable successor) was politically favored.
In 1952 initial wind tunnel tests with scaled-down models were conducted, since it was not clear which layout would be the best from an aerodynamic, structural and educational point of view. After a thorough inspection of wooden 1:1 mock-ups of alternative tandem and a side-by-side cockpit layouts, as well as much political debate between Saab, the Swedish Air Force and the Swedish government concerning the costs and budget for a dedicated Saab 29 trainer fleet’s development and production, a compromise was settled upon in early 1953: No new trainer airframes would be produced. Instead, only existing airframes would be converted into two seaters, in an attempt to keep as much of the existing structure and internal fuel capacity as possible.
The side-by-side arrangement was adopted, not only because it was considered to be the more effective layout for a trainer aircraft. It also had the benefit that its integration would only mean a limited redesign of the aircraft’s cockpit section above the air intake duct and the front landing gear well, allowing to retain the single-seater’s pressurized cabin’s length and internal structure. A tandem cockpit would have been aerodynamically more efficient, but it would have either considerably reduced the J 29’s internal fuel capacity, or the whole aircraft had had to be lengthened with a fuselage plug, with uncertain outcome concerning airframe and flight stability. It would also have been the more costly option,
However, it would take until 1955 that the first trainer conversions were conducted by Saab, in the wake of the major wing and engine updates for the J 29 A/B fleet that lasted until 1956. The trainer, designated Sk 29 B, was exclusively based on the J 29 B variant and benefited from this version’s extra fuel tanks in the wings and fully wired underwing weapon hardpoints, which included two wet pylons for drop tanks and made the Sk 29 B suitable for weapon training with the J 29’s full ordnance range.
The trainer conversions only covered the new cockpit section, though. The Sk 29 B did not receive the new dogtooth wing which was only introduced to the converted J 29 D, E and F fighters. The upper pair of 20mm cannon in the lower front fuselage was deleted, too, in order to compensate for the two-seater’s additional cockpit equipment weight and drag. Performance suffered only marginally under the enlarged canopy, though, and the Sk 29 B turned out to be a very sound and useful design for the advanced jet trainer role.
However, budgetary restraints and the quick development of aircraft technology in the Fifties limited the number of fighter conversions to only 22 airframes. The aging Vampire two-seaters still turned out to be adequate for the advanced trainer role, and the Sk 29 B did not offer a significant advantage over the older, British aircraft. Another factor that spoke against more Sk 29 Bs was the simple fact that more trainer conversions would have reduced the number of airframes eligible for the running fighter aircraft updates.
All Sk 29 Bs were concentrated at the F 5 Ljungbyhed Kungliga Krigsflygskolan training wing in southern Sweden, where two flights were equipped with it. Unofficially dubbed “Skola Tunnan” (literally “School Barrel”), the Sk 29B performed a solid career, even though the machines were gradually retired from 1966 onwards. A dozen Sk 29 B remained active until 1972 in various supportive roles, including target tugging, air sampling and liaison duties, while the final Vampire trainer was already retired in 1968. But by the early Seventies, the trainer role had been taken over by the brand new Saab 105/Sk 60 trainer, the long-awaited domestic development, and Sk 35 Draken trainers.
General characteristics:
Crew: 2
Length: 10.23 m (33 ft 7 in)
Wingspan: 11.0 m (36 ft 1 in)
Height: 3.75 m (12 ft 4 in)
Wing area: 24.15 m² (260.0 ft²)
Empty weight: 5,120 kg (11,277 lb)
Max. takeoff weight: 8,375 kg (18,465 lb)
Powerplant:
1× Svenska Flygmotor RM2 turbojet, rated at 5,000 lbf (22.2 kN)
Performance:
Maximum speed: 1,010 km/h (627 mph)
Range: 1,060 km (658 mi)
Service ceiling: 15,500 m (50,850 ft)
Rate of climb: 30.5 m/s (6,000 ft/min)
Armament:
2x 20mm Hispano Mark V autocannon in the lower front fuselage
Underwing hardpoints for various unguided missiles and iron bombs, or a pair drop tanks
The kit and its assembly:
Another Saab 29 conversion of a variant that was thought about but never materialized, much like the radar-equipped all-weather fighter. The impulse to tackle this stunt was a leftover D. H. Vampire trainer fuselage pod in my stash (from the ‘Mystery Jet’ conversion a couple of months ago, from an Airfix kit). The canopy’s shape and dimensions appeared like a sound match for the tubby J 29, and so I decided to try this stunt.
The basis is the Heller J 29 kit, which is, despite raised surface details, IMHO the better kit than the rather simple Matchbox offering. However, what makes things more hazardous, though, is the kit’s option to build the S 29 C reconnaissance variant – the lower front fuselage is a separate part, and any surgery around the cockpit weakens the kit’s overall stability considerably. Unlike the J 29D all-weather fighter built recently, I had no visual reference material. The only valid information I was able to dig up was that a side-by-side cockpit had been the preferred layout for this paper project.
Implanting a new cockpit is always hazardous, and I have never tried to integrate a side-by-side arrangement into a single seater. The Vampire cockpit was finished first, and also mounted into the Vampire’s original cockpit pod halves, because I was able to use its side walls and also had the original canopy parts left over – and using the Vampire’s cockpit opening would ensure a good fit and limit PSR work around the clear parts. Once the Vampire cockpit tub was complete, the “implant” was trimmed down as far as possible.
Next step was to prepare the Tunnan to accept the donor cockpit. In order to avoid structural trouble I finished the two fuselage halves first, mounted the air intake with the duct to the front end, but left the fighter version’s gun tray away (while preparing it with a load of lead). The idea was to put the Vampire cockpit into position from below into the Tunnan’s fuselage, until all outer surfaces would more or less match in order to minimize PSR work.
With the Vampire cockpit as benchmark, I carefully tried to draw its outlines onto the upper front fuselage. The following cutting and trimming sessions too several turns. To my surprise, the side-by-side cockpit’s width was the least problem – it fits very well inside of the J 29 fuselage’s confines, even though the front end turned out to be troublesome. Space in length became an issue, too, because the Airfix Vampire cockpit is pretty complete: it comes with all pedals, a front and a rear bulkhead, and its bulged canopy extends pretty far backwards into an aerodynamic fairing. As a result, it’s unfortunately very long… Furthermore, air intake duct reaches deep into the Tunnan’s nose, too, so that width was not the (expected) problem, but rather length!
Eventually, the cockpit lost the front bulkhead and had to trimmed and slimmed down further, because, despite its bulky fuselage, the Tunnan’s nose is rather narrow. As a consequence the Vampire cockpit had to be moved back by about 3mm, relative to the single-seater’s canopy, and the area in front of the cockpit/above the air intake duct had to be completely re-sculpted, which took several PSR stages. Since the Vampire’s canopy shape is very different and its windscreen less steep (and actually a flat glass panel), I think this change is not too obvious, tough, and looks like a natural part of the fictional real-life conversion. However, a fiddly operation, and it took some serious effort to blend the new parts into the Tunnan fuselage, especially the windscreen.
Once the cockpit was in place, the lower front fuselage with the guns (the upper pair had disappeared in the meantime) was mounted, and the wings followed suit. In this case, I modified the flaps into a lowered position, and, as a subtle detail, the Tunnan kit lost its retrofitted dogtooth wings, so that they resemble the initial, simple wing of the J 29 A and B variants. Thanks to the massive construction of the kit’s wings (they consist of two halves, but these are very thin and almost massive), this was a relatively easy task.
The rest of the Tunnan was built mostly OOB; it is a typical Heller kit of the Seventies: simple, with raised surface detail, relatively good fit (despite the need to use putty) and anything you could ask for a J 29 in 1:72 scale. I just replaced the drop tanks with shorter, thicker alternatives – early J 29 frequently carried Vampire drop tanks without fins, and the more stout replacements appeared very suitable for a trainer.
The pitots on the wing tips had to be scratched, since they got lost with the wing modifications - but OOB they are relatively thick and short, anyway. Further additions include a tail bumper and extra dorsal and ventral antennae, plus a fairing for a rotating warning light, inspired by a similar installation on the late J 29 target tugs.
Painting and markings:
As usual, I wanted a relatively plausible livery and kept things simple. Early J 29 fighters were almost exclusively left in bare metal finish, and the Swedish Vampire trainers were either operated in NMF with orange markings (very similar to the RAF trainers), or they carried the Swedish standard dark green/blue grey livery.
I stuck to the Tunnan’s standard NMF livery, but added dark green on wing tips and fin, which were widely added in order to make formation flight and general identification easier. However, some dayglow markings were added on the fuselage and wings, too, so that – together with the tactical markings – a colorful and distinct look was created, yet in line with typical Swedish Air Force markings in the late Fifties/early Sixties.
The NMF livery was created with an overall coat of Revell 99 acrylic paint (Aluminum), on top of which various shades of Metallizer were dry-brushed, panel by panel. Around the exhaust, a darker base tone (Revell 91, Iron Metallic and Steel Metallizer) was used. Around the cockpit, in order to simulate the retrofitted parts, some panels received a lighter base with Humbrol 191.
The raised panel lines were emphasized through a light black in wash and careful rubbing with grinded graphite on a soft cotton cloth – with the benefit that the graphite adds a further, metallic shine to the surface and destroys the uniform, clean NMF look. On the front fuselage, where many details got lost through the PSR work, panel lines were painted with a thin, soft pencil.
The cockpit interior became dark green-grey (Revell 67 comes pretty close to the original color), the landing gear wells medium grey (Revell 57). The dark green markings on fin and wing tips were painted with Humbrol 163 (RAF Dark Green), which comes IMHO close to the Swedish “Mörkgrön”. The orange bands were painted, too, with a base of Humbrol 82 (Orange Lining) on top of which a thin coat of fluorescent orange (Humbrol 209) was later added. Even though the NMF Tunnan did not carry anti-dazzle paint in front of the windscreen, I added a black panel because of the relatively flat area there on the modified kit.
Decals come from different sources: roundels and stencils come from the Heller kit’s sheet, the squadron code number from a Flying Colors sheet with Swedish ciphers in various colors and sizes for the late Fifties time frame, while the tactical code on the fin was taken from a Saab 32 sheet.
Finally the kit was sealed with a “¾ matt”, acrylic varnish, mixed from glossy and matt varnishes.
An effective and subtle conversion, and a bigger stunt than one might think at first sight. The Tunnan two-seater does, hoewever, not look as disturbing as, for instance, the BAC Lightning or Hawker Hunter trainer variants? The rhinoplasty was massive and took some serious PSR, though, and the livery was also more demanding than it might seem. But: this is what IMHO a real Saab 29 trainer could have looked like, if it had left the drawing boards in the early Fifties. And it even looks good! :D
c/n 06175.
Full serial ‘617’.
Anti-Submarine variant. One of four to see Polish Navy service. The type had the NATO codename ‘Hound-C’.
On outside display at the Muzeum Lotnictwa Polskiego.
Krakow, Poland.
23-8-2013.
The following info is taken from the museum website:-
“In 1953, the Mil OKB 329 Experimental and Construction Bureau got engaged in the development on an anti-submarine helicopter. The designation WM-12 was reserved for it, however the aircraft entered service in 1955 as the Mi-4M. The helicopter's desgin was based on the Mi-4 and the Mi-4A variant. The Mi-4M was intended for the defence of naval bases against attack from the sea and to seek and destroy enemy submarines and surface vessels. The crew consisted of two pilots and a navigator-operator.
Several changes, made necessary by the new radio equipment, were introduced into the design. A bomb bay with a bomb cassette was built-in. The ventral gunner station was replaced by a nacelle for navigator, an operating radar, a magnetometer and a bomb sight. The nacelle could be dropped in emergency. A radar station was placed in front under the nose. At the end of the fuselage, a magnetometer aerial, lowered by a small hand operated (later electrical) crank, were placed.
Due to the helicopter's limited payload, two machines were required to conduct a combat mission. One, acting as a submarine spotter, was equipped with hydro acoustic buoys (the "Baku" system). The other was to attack enemy targets and was armed with depth charges.
The Mi-4 anti-submarine searching equipment fared rather poorly. It was caused by the helicopter's high level noise in the crew stations, high construction vibrations and lack of radar equipment appropriate shielding. In 1959 "Klazma" lowered hydroacoustic station was introduced. In 1961–1962 it was delivered to naval aviation units. Its low efficiency, large mass and troublesome maintenance made it reach the stores instead of helicopter boards. Worse still, the Mi-4M offered little for its crew in terms of survival in case of emergency water landing. If it came to this, the helicopter just turned over and sunk rapidly, leaving the crew no time to escape.
In 1964, based on the Mi-4M, an export derivative was developed under a designation Mi-4ME. Poland bought 4 examples, which were operated by No. 28 Navy Rescue Squadron and formed an ASW flight. After they were withdrawn an Mi-4ME number 617 was donated to the Museum.”
Omaha Beach - view from WN60 - Normandy, France
Omaha Beach
Omaha beach is a stretch of beach roughly 5 miles or 8 km. long between Vierville-sur-Mer and Ste Honorine des pertes on the coast of Normandy. It was one of the five designated landing areas for the biggest invasion ever during WWII in the summer of 1944.
Omaha was divided into ten sectors by the Allies; 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 div.("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 German defenders were not stupid; they knew the draws were vital and concentrated their limited resources in defending them. To this end and lead by the famous "Desert Fox" Field-Marshall Erwin Rommel they built "Widerstandsneste" with AT guns, mortars, MG's in Tobruk's, trenches and bunkers. These were manned by soldiers of the German 716th and 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.
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. Most of the floating tanks (Sherman DD type) never made it to the beach due to the rough seas or were taken out by AT guns. Their role to support the infantry following them was reduced to almost zero before the battle even begun.
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 app. 300 yards (270 m) of beach just ahead of the incoming tide. Casualties were especially heavy amongst the first waves of infantry and the "gap assault teams" made by Combat Engineers - at Omaha these were tasked with blasting channels through the beach obstacles.
Situation at Dog Green and Easy Red and Fox Green 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 first waves of infantry, tanks and combat engineers landing directly opposite the "draws" were pinned down it was up to forces landing on the flanks of these strongpoints to penetrate the weaker German defences by climbing the bluffs. Doing this they had to overcome 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. By the end of the day most of the German strongpoints had been taken and the battle was won - albeit at a terrible cost.
Robert Capa and the battle for Easy Red
Amongst the second wave of infantry and Combat Engineers at Easy Red was the famous war photographer Robert Capa. He arrived around 07.30, and waded ashore towards the beach overlooked by bluffs.
Judging from the photo's Capa made with his Zeiss Ikon Contax II he disembarked on the western end of Easy Red just missing the killzone and in a relatively lighter defended area between two German positions. It's the very same place from where Lt. Spalding and his men are the first to climb the bluff and take out a German position.
Capa is the last man to leave the "Higgins Boat" which probably carries the support team of a Company. His first few shots show him following these men towards the beach. Capa takes some more shots and then embarks on an LCI which takes wounded men towards the bigger ships. He hands over the film which is shipped back to England the very same morning. What we see are blurred, surreal shots, which succinctly conveyed the chaos and confusion of the day.
Example; See: www.flickr.com/photos/herbnl/7002443857/in/photostream (one of the first shots; note the men of Easy Company wading towards the DD tanks which arrived minutes before the infantry to support them. Most of them were either sunk before reaching the beach or consequently destroyed by the German AT fire.
On the Photo:
Photo was taken from WN60 (Widerstandsnest 60), the Eastermost of the 14 German Widerstandsneste that guarded Omaha Beach in june 1944. It has a great view over the whole of Omaha. Note the curve in the beach and the high bluffs overlooking it from East to West.
For a map of the eastern part of Omaha click here. The German WN's are marked as well as the Draws and beach sections.
See my other Omaha beach photo's for more viewpoints, panorama shots and notes on the fighting
The Ford Focus is a compact car manufactured by the Ford Motor Company since 1998. Ford began sales of the Focus to Europe in July 1998 and in North America during 1999 for the 2000 model year.
In Europe, New Zealand, and South Africa, the Focus replaced the various Ford Escort models sold in those markets. In Asia and Australasia, it replaced the Ford Laser.
Design and engineering
Codenamed CW170 during its development, and briefly known to some Ford contractors as the Ford Fusion,[citation needed] the original Focus took its eventual name from a Ghia concept car which was shown at the Geneva Motor Show in 1991. Certain elements of the design had been seen even earlier in prototypes used by Ford to demonstrate forthcoming safety features, such as the eye-level rear lighting clusters. As a continuation of Ford's New Edge styling philosophy, first seen in the Ford Ka in 1996, and Ford Cougar in 1998, the Focus' styling had been often described as polarising. The styling had been overseen by Jack Telnack and executed by Claude Lobo and Australian designer, John Doughty.
The decision to name the new car the Ford Focus was made in early 1998, as Ford's overheads had been planning to keep the "Escort" nameplate for its new generation of small family cars. A last minute problem arose in July 1998 when a Cologne court, responding to a case brought by the publishers Burda, ordered Ford to avoid the name "Focus" for the German market cars since the name was already taken by the publisher's Focus magazine. This eleventh hour dispute was overcome, however, and the car was launched without a different "German market" name.
Rear suspension
Control Blade suspension
Engineers for the Focus, including Richard Parry-Jones, developed a class-leading, space-saving independent multi-link rear suspension, marketed as Control Blade suspension, combining the packaging of a trailing arm, with the geometry of a double wishbone suspension . The system was developed from that used in the CDW27 Ford Mondeo estate, but with various modifications to make it simpler and cheaper to build and therefore economically viable on a mass-market vehicle.
Where many competitors in the compact class, or small family car (European) class, used the less expensive non-independent twist beam suspension, Control Blade offered enhanced elasto-kinematic performance, i.e., strong body control, sharp and accurate steering regardless of the car's attitude, and an absorbent and quiet ride over bumps.
Unlike conventional multi-link suspension, Control Blade features a wide, simple, uniform thickness, pressed steel trailing arm with hub carrier — taking the place of two longitudinal locating rods, eliminating an expensive cast knuckle, and offering the same level of body control — with a lower center of gravity, reduced road noise, and at lower production cost. The long rear lateral arm controls toe, a pair of shorter front lateral arms, vertically above each other, control the camber, and the Control Blade reacts to brake and traction loads.
In testing the suspension in 2000, Motor Trend writer Jack Keebler noted "The Focus' average speed of 62.6 mph through our slalom makes it faster around the cones than a $62,000 Jaguar XJ8L and a $300,000 Bentley Continental. The impression is of having plenty of wheel travel for gobbling the larger stuff and big-car, full-frame isolation when encountering expansion joints and smaller road imperfections."
Following the 1998 introduction of Control Blade suspension and popularization by the Focus, other manufacturers (e.g., Volkswagen with the Golf V) began offering multi-link design rear suspensions in the compact class, or small family car (European) class.
Manufacturing:
The Mark 1 was also previously produced in factories in Saarlouis, Germany; General Pacheco, Argentina; Valencia, Spain; Santa Rosa, Philippines; Chungli City, Taiwan and Vsevolozhsk, Russia; Valencia, Venezuela.
Overall sales and history:
In Europe, the hatchback is the biggest selling body style. Ford attempted to market the saloon in Europe as a mini-executive car by only offering it in the Ghia trim level, something that it had tried before with the Orion of the 1980s. It has since given up on this strategy, and has started selling lower specified versions of the saloon.
Despite its radical styling (the hatchback version in particular), and some controversial safety recalls in North America, the car has been a runaway success across the globe, even in the United States, where Ford has traditionally failed to successfully sell its European models. In Europe, where the Focus was positioned at the heart of the largest market segment by volume, Ford's overall market share had declined by 25% between 1995 and 2000 as the aging Ford Escort failed to match up in technological terms to the Vauxhall/Opel Astra and Volkswagen Golf without being able to achieve compensating sales volumes in the low price sector where Korean manufacturers, in particular, were becoming increasingly competitive. The Focus stopped the rot for Ford in Europe, selling particularly strongly in the UK. This was the best-selling car in the world in 1999 through 2004. It was elected Car of the Year in 1999, ahead of GM's new Astra model. The Focus won the North American Car of the Year award for 2000.
Both versions of the Focus have been the 1999 and 2005 Semperit Irish Car of the Year In Ireland.
The Focus, unlike the Escort, was never offered in a dedicated panel van body style; however, a commercial Focus based on the 3-door hatch is available in Europe - most commonly in Ireland.
Ford therefore continued the Escort Van until the purpose-designed Transit Connect was introduced in 2002 as its replacement. A convertible version was another notable omission that was rectified with the Mk2 Coupe-Cabriolet.
The European Focus, in 2002, according to German reports and surveys, was claimed to be the most reliable car between one and three years old in the German car market. This was a remarkable feat as the Focus was competing against German prestige manufacturers as well as Japanese manufacturers, all of which have strong reputations for quality and reliability.
[Text from Wikipedia]
en.wikipedia.org/wiki/Ford_Focus_(first_generation)
This miniland-scale Lego Ford Focus Zetec 3-Door Hatch (C170 - MkI) has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.
This model is one of many 'redo' models planned for this month - many of the early Lego models that I have posted on the internet have come from this time period. And they are a bit tired looking.
The Ford Focus is a compact car manufactured by the Ford Motor Company since 1998. Ford began sales of the Focus to Europe in July 1998 and in North America during 1999 for the 2000 model year.
In Europe, New Zealand, and South Africa, the Focus replaced the various Ford Escort models sold in those markets. In Asia and Australasia, it replaced the Ford Laser.
Design and engineering
Codenamed CW170 during its development, and briefly known to some Ford contractors as the Ford Fusion,[citation needed] the original Focus took its eventual name from a Ghia concept car which was shown at the Geneva Motor Show in 1991. Certain elements of the design had been seen even earlier in prototypes used by Ford to demonstrate forthcoming safety features, such as the eye-level rear lighting clusters. As a continuation of Ford's New Edge styling philosophy, first seen in the Ford Ka in 1996, and Ford Cougar in 1998, the Focus' styling had been often described as polarising. The styling had been overseen by Jack Telnack and executed by Claude Lobo and Australian designer, John Doughty.
The decision to name the new car the Ford Focus was made in early 1998, as Ford's overheads had been planning to keep the "Escort" nameplate for its new generation of small family cars. A last minute problem arose in July 1998 when a Cologne court, responding to a case brought by the publishers Burda, ordered Ford to avoid the name "Focus" for the German market cars since the name was already taken by the publisher's Focus magazine. This eleventh hour dispute was overcome, however, and the car was launched without a different "German market" name.
Rear suspension
Control Blade suspension
Engineers for the Focus, including Richard Parry-Jones, developed a class-leading, space-saving independent multi-link rear suspension, marketed as Control Blade suspension, combining the packaging of a trailing arm, with the geometry of a double wishbone suspension . The system was developed from that used in the CDW27 Ford Mondeo estate, but with various modifications to make it simpler and cheaper to build and therefore economically viable on a mass-market vehicle.
Where many competitors in the compact class, or small family car (European) class, used the less expensive non-independent twist beam suspension, Control Blade offered enhanced elasto-kinematic performance, i.e., strong body control, sharp and accurate steering regardless of the car's attitude, and an absorbent and quiet ride over bumps.
Unlike conventional multi-link suspension, Control Blade features a wide, simple, uniform thickness, pressed steel trailing arm with hub carrier — taking the place of two longitudinal locating rods, eliminating an expensive cast knuckle, and offering the same level of body control — with a lower center of gravity, reduced road noise, and at lower production cost. The long rear lateral arm controls toe, a pair of shorter front lateral arms, vertically above each other, control the camber, and the Control Blade reacts to brake and traction loads.
In testing the suspension in 2000, Motor Trend writer Jack Keebler noted "The Focus' average speed of 62.6 mph through our slalom makes it faster around the cones than a $62,000 Jaguar XJ8L and a $300,000 Bentley Continental. The impression is of having plenty of wheel travel for gobbling the larger stuff and big-car, full-frame isolation when encountering expansion joints and smaller road imperfections."
Following the 1998 introduction of Control Blade suspension and popularization by the Focus, other manufacturers (e.g., Volkswagen with the Golf V) began offering multi-link design rear suspensions in the compact class, or small family car (European) class.
Manufacturing:
The Mark 1 was also previously produced in factories in Saarlouis, Germany; General Pacheco, Argentina; Valencia, Spain; Santa Rosa, Philippines; Chungli City, Taiwan and Vsevolozhsk, Russia; Valencia, Venezuela.
Overall sales and history:
In Europe, the hatchback is the biggest selling body style. Ford attempted to market the saloon in Europe as a mini-executive car by only offering it in the Ghia trim level, something that it had tried before with the Orion of the 1980s. It has since given up on this strategy, and has started selling lower specified versions of the saloon.
Despite its radical styling (the hatchback version in particular), and some controversial safety recalls in North America, the car has been a runaway success across the globe, even in the United States, where Ford has traditionally failed to successfully sell its European models. In Europe, where the Focus was positioned at the heart of the largest market segment by volume, Ford's overall market share had declined by 25% between 1995 and 2000 as the aging Ford Escort failed to match up in technological terms to the Vauxhall/Opel Astra and Volkswagen Golf without being able to achieve compensating sales volumes in the low price sector where Korean manufacturers, in particular, were becoming increasingly competitive. The Focus stopped the rot for Ford in Europe, selling particularly strongly in the UK. This was the best-selling car in the world in 1999 through 2004. It was elected Car of the Year in 1999, ahead of GM's new Astra model. The Focus won the North American Car of the Year award for 2000.
Both versions of the Focus have been the 1999 and 2005 Semperit Irish Car of the Year In Ireland.
The Focus, unlike the Escort, was never offered in a dedicated panel van body style; however, a commercial Focus based on the 3-door hatch is available in Europe - most commonly in Ireland.
Ford therefore continued the Escort Van until the purpose-designed Transit Connect was introduced in 2002 as its replacement. A convertible version was another notable omission that was rectified with the Mk2 Coupe-Cabriolet.
The European Focus, in 2002, according to German reports and surveys, was claimed to be the most reliable car between one and three years old in the German car market. This was a remarkable feat as the Focus was competing against German prestige manufacturers as well as Japanese manufacturers, all of which have strong reputations for quality and reliability.
[Text from Wikipedia]
en.wikipedia.org/wiki/Ford_Focus_(first_generation)
This miniland-scale Lego Ford Focus Zetec 3-Door Hatch (C170 - MkI) has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.
This model is one of many 'redo' models planned for this month - many of the early Lego models that I have posted on the internet have come from this time period. And they are a bit tired looking.
Equipment Type: anti-aircraft robot, series 05
Government: U.N. Spacy
Manufacturer: Viggers/Chrauler
Introduction: August 2012
Unofficial codename: Whistler, Lawn Mower
Accommodation: 1 pilot and 1 radar operator
Dimensions: height 10.7 meters (hull only), 12.4 meters (incl. extended surveillance antenna); length 5,6 meters; width 6,8 meters
Mass: 29.8 metric tons
Power Plant: Kranss-Maffai MT830 thermonuclear reactor developing 2750 shp; auxillary fuel generator AOS-895-3 rated at 810 kW.
Propulsion: many x low-thrust vernier thrusters beneath multipurpose hook/handles.
Design Features: 'Nimrod' Mk. III tracking radar with dish antenna, MPDR 'Argus' range setting and surveillance radar, starlight scope; fully enclosed cockpit.
Armament: 4 x 37 mm air-cooled 6-barrel gatling guns, Type Bofors KDF-11B (firing at 2.000 or 4.000 RPM, standard 1.550 rounds each).
Optional Equipment: 2 x large capacity ammunition drums.
Description and History
The Mk. XI series was immediately developed after the ADR-04-Mk. X Defender proved a successful and powerful anti-aircraft weapon at medium to long ranges. Even though earlier ADR-04 marks with gun armament did not advance into service, the lack of a close range support vehicle with a high rate of fire against smaller and highly maneouverable targets like drones, missiles or even small ground vehicles was detected - even though no official Operative Requirement was published.
From the successful joint development of Viggers-Chrauler which would, besides the ADR-04 also yield MBR designs like the Tomahawk, a prototype of the ADR-04-Mk. XI was built as a private initiative. Utilizing the destroid ambulatory system of the proven 04 chassis series, the new design featured a new torso which housed, beyond the main armament and its ammunition load, a crew of two plus a sophisticated radar system, specifically designed to track and fight multiple, quick and small target at lower height. The whole system offered the option to link up with other sources like the long range radar from the Defender, so that the "Manticore", as the prototype was called, inspired by the mythical beast that would shoot iron spikes from its tail at its enemies, could support aerial defense at close range. The design was presented and approved, and a small batch of 10 pre-production Manticores was converted from the still running ADR-04-Mk.X production line and introduced for field tests in late 2012.
The fire power of the Manticore proved to be impressive: its four 37mm six-barrel Gatling guns theoretically allowed a total maximum output of 16.000 rounds per minute, with a velocity of 1.450m/s, and a maximum range of 7.600m horizontally.
Tactically, the Manticore weapon system is able to put up and maintain a 2.000m wide and 1.000m high, 180° aerial barrier. In reality, though, only short, short, controlled bursts would be fired at selected targets. The two pairs of guns and the weapon system would allow the attack of two separate target "clouds" at a time, and the system proved to be very effective against mass attacks with missiles even at close range.
Switching from HE to AP ammunition through separate round feeds allowed the Manticore to work effectively even against lightly armored targets and to switch between air and ground targets within seconds, strafing large areas with deadly fire. As standard, 1.300 HE rounds and 250 AP rounds would be carried per gun - HE ammunition stored in alcoves at the main hull sides, and the AP ammunition stored in boxes on the weapons themselves. This limited internal ammunition capacity could, similar to the ADR-04-Mk. X, be extended through external magazines on the back. For static defense, the four guns could alternatively be fed by external belts, ROF was just limited by the heat generated through constant firing!
After first trials of the 11 Mk.XI pre-production Manticores, the following serial version, with improved radar, more passive sensors and a stronger auxiliary fuel generator, was introduced in January 2013. A second series of another 40 of this 04-Destroid series in the updated version were built at slow pace in parallel to the Defender.
Production of the Manticore already stopped in 2014, though. Being very specialized and limited, and only a supportive unit, the ADR-04-Mk. XI never saw much action in the open field, just as an addendum to the more versatile ADR-04-Mk.X. Like its long range counterpart, the few Manticores were mainly used as point defense unit for selected, vital potential enemy targets. They fulfilled their intended role well, esp. against missiles and Fighter Pods, but had only limited success against Zentraedi Tactical Pods: even a simple Regult was hard to crack. Hence, the Manticores remained in the background. Since the Manticore Destroids proved to be very vulnerable to close range attacks, more than 30 were lost in open field battles before they were retired into pomit defense roles and consequently already taken out of active service in 2021.
The kit and its assembly:
Did you like the story? This mecha was inspired (or better triggered) by a post about an anti aircraft robot project in a German SF forum. I remembered that I once had the plan to convert a Defender into a lighter aerial defense robot with Gatling gun armament. I had a kit for that purpose stashed away years ago, but never the drive to do the conversion job.
But as I thought about the project, I had another weird idea: I also had a leftover "chassis" from a Tomahawk (legs and lower torso), as well as two sets of impressive double Gatling hand guns from Gundam kits (two 1:144 "Serpent Customs", from Endless Waltz, actually part donation kits for other projects). This basis, combined with a new torso and some radar equipment... Looking for a torso option (and a dramatic radar equipment in the correct size), I came across a 1:72 kit of the Russian S6R "Tunguska" anti-aircraft tank, a limited edition kit from Military Wheels, a Polish company, and the rest is glue, putty and free drifting of ideas.
Putting the things together went pretty straightforward. The legs were already complete, but hidden under lots of old paint (I counted four layers...). These old parts consequently needed some cosmetic surgery. The material was already quite brittle, so I did not dare a brake fluid bath and tried my best with sand paper. Results are so so, so that many details were later added with small polystyrene strips. But at least, the spare parts found new and good use!
The Gatling gun stub arms were 100% taken from the Gundam kits, just minor things added. With internal vinyl caps they'd fit onto the original breast part and allow free rotation as well as side movement of about 20° to the left and right - good for a "natural" pose.
Most attention went into the crew compartment and upper torso, which was placed on top of one Serpent Custom's shoulder pieces. It consists mainly of the Tunguska's box-shaped central turret section, with added pieces on the hull's sides/shoulders which are supposed to be ammunition storage containers for a quick change. These parts, which blend very well into the overall design, are actually shortened halves of a camera pod from a 1:72 scale F-14 kit from Italeri!
The radar equipment was taken from the Tunguska tank, too, only the rear antenna had to be modified because the original parts were so crude that I did not want to use them. Finally, flexible hydraulic hoses and ammunition belts were added between mecha hull and arms, as well as small details like the hydraulic telescopes at the hips, searchlights, vents, handles, etc.
The result looks very compact, functional and plausible. I wanted to stay true to the Destroids' design as grungy tank-like vehicles with massive firepower and a menacing look, and that's what I think I achieved pretty well.
Painting and markings:
For the mecha's livery, I also wanted to stay true to the Destroid look: only a single overall ground color (brown or green, even though I have seen dark blue Phalanx') and some white 'decoration stripes'. Additionally, some 'nose art' was to be added, because it is a frequent sight on these mecha.
To set it apart from the Defender in my collection (olive drab), I went for a brown tone. After long search, the Manticore's basic paint became 'Israel Armor Sand/Grey' (Testors 2138), a murky, almost undefineable tone. Some details were painted in a dark brown (Burnt Umber, Testors 2005), the stripes were painted by hand in flat white.
Then, standard weathering was done with a black ink wash and dry painting with lighter tones like Humbrol 83 (Ochre), 140 (Gull Gray), 84 (Mid Stone) and 121 (Pale Stone). Decals came from the scrap box and are only few, the 'nose art' piece is a donation of a friend of mine (many thanks, André!) and actually belongs to a Czech MiG-21(!). Finally, everything was sealed under matte varnish.
All in all, this build-up was rather simple, since I had most components at hand and the paint job did not require much effort. But I like the simple look, and this fictional Manticore Destroids blends well into the line of the official Macross mecha. And finally, the leftover Tomahawk chassis has found a good use after waiting for resurrection for more than 15 years.
I just went ahead and renewed my Sailor-Moon Manga Collection with these~! I had a few of the older paperbacks from TOKYOPOP but decided I needed something sharper, I was contemplating getting all the Eternal Editions instead but the waiting for all the volumes to be published, costing almost triple the price of the smaller volumes and not having enough space to store them was what turned me off but guaaahh, after taking just a tiny glimpse inside the first issue of the Eternal Edition I have to say this is the most awesome Sailor Moon publication to date and I dunno, kinda regretting my decision to go smaller and cheaper right now, lol!!! T___T Maybe next time...
Codename: Sailor Vol. 01 ISBN10 #1935429779
Codename: Sailor Vol. 02 ISBN10 #1935429787
Sailor Moon Eternal Edition Vol.1 ISBN10 #1632361523
Sailor Moon Vol. 01 ISBN10 #1935429744
Sailor Moon Vol. 02 ISBN10 #1935429752
Sailor Moon Vol. 03 ISBN10 #1935429760
Sailor Moon Vol. 04 ISBN10 #1612620000
Sailor Moon Vol. 05 ISBN10 #1612620019
Sailor Moon Vol. 06 ISBN10 #1612620027
Sailor Moon Vol. 07 ISBN10 #1612620035
Sailor Moon Vol. 08 ISBN10 #1612620043
Sailor Moon Vol. 09 ISBN10 #1612620051
Sailor Moon Vol. 10 ISBN10 #161262006X
Sailor Moon Vol. 11 ISBN10 #1612620078
Sailor Moon Vol. 12 ISBN10 #1612620086
Sailor Moon Short Stories Vol. 01 ISBN10 #1612624421
Sailor Moon Short Stories Vol. 02 ISBN10 #1612620108
A total of 13 raids have been carried out in two weeks by officers in the City of Manchester division as part of an operation to crackdown on sophisticated cannabis farms.
The operation, codenamed 'Operation Download', was launched at the start of the month after a number of violent disputes believed to be involving criminal groups and cannabis farms in recent months.
Yesterday (24 June 2021), three further warrants were executed in the Strangeways and Moston areas of the city. Last week, on 15 June 2021, the team of officers recovered over 170 plants on Eadington Street in Crumpsall and over 70kilos were found at other addresses on Haversham Road and Huntley Road.
Today's action follows a number of warrants already executed by the team in the Crumpsall, Blackley, Prestwich and Moston. A total of nine suspected cannabis farms have been dismantled and seized.
Seven men have been charged and one has been released under investigation pending further enquiries.
Police are set to continue with the action in the coming weeks and appeal to any members of the public with concerns or information to contact them.
Detective Inspector Paul Crompton, of GMP's City of Manchester North division, said: "This targeted action comes after an increase in violent disputes between rival groups that we believe concerns cannabis farms in north Manchester.
"We are aiming to take out as many of these cannabis farms as we possibly can. Part of our crackdown is about us working with Manchester City Council and relevant local partners to develop an understanding of how these groups are managing to use properties in the city to carry out this alleged activity.
"The local community understandably has strong concerns about such activity and this operation is also to reassure them that we are listening and that we are taking robust action.
"Not only is the production of illegal drugs a criminal offence, but the mechanics of producing such substances pose a really dangerous threat to neighbouring addresses and it is vital we continue this work and seize assets."
Anyone with concerns or information can contact GMP's City of Manchester CID on 0161 856 3548. Details can also be passed to the independent charity Crimestoppers on 0800 555 111.
You should call 101, the national non-emergency number, to report crime and other concerns that do not require an emergency response.
Always call 999 in an emergency, such as when a crime is in progress, violence is being used or threatened or where there is danger to life.
You can access many of our services online at www.gmp.police.uk
The Ford Capri name was revived in Australia in 1989. The Australian Capri, codenamed the SA30, was an entry-level convertible, based on Mazda 323 engines and mechanicals that Ford Australia had also used in the Laser. It had a body shell designed by Ghia and an interior by ItalDesign. During development of the Capri, Mazda was developing the MX-5, a vehicle that, although considerably more expensive, was commonly considered its direct competitor.
History:
The Australian-built Capri was intended primarily for export to the US. Exports began in 1991, as the Mercury Capri. When the car was new, it had a poor reputation for reliability, although many still exist today perhaps due to the mechanical robustness of the Laser/323 upon which it was based.[6] In particular, the Capri's roof was prone to leaking, due to poor-quality materials being used; although Ford quickly resolved the issue, the car's poor reputation stuck. As a result, the MX-5 was comfortably more popular, particularly as that car was rear-wheel-drive, and enthusiasts were skeptical about the front-wheel-drive arrangement that the Capri used.
Two models were initially offered in the Capri's range: a base model, with a 1.6 L B6-2E SOHC inline-4 engine that produced 61 kW (82 hp; 83 PS),[1] and a turbocharged model, which used the 1.6 L B6T DOHC inline-4, which produced 100 kW (134 hp; 136 PS). The base model was available with a 5-speed manual transmission or a 3-speed automatic transmission, whilst the turbocharged model only had the manual gearbox. In 1990, the naturally-aspirated 1.6 L B6D DOHC unit, which produced 75 kW (101 hp; 102 PS), was added to the range, and this was the only engine available in 1991.
For 1992, the Capri was updated, and given the codename SC; the turbocharged engine was also re-added to the range.[9] An XR2 trim level was also introduced for both engines, whilst the base trim for the naturally-aspirated model was renamed Barchetta, and the base trim for the turbo model renamed to Clubsprint. In 1993, the Capri was updated again, and this time was given the codename SE. Production ended in 1994, after a total of 66,279 Capri convertibles had been built; of which 10,347 were right-hand-drive (RHD) models for the Oceania/South East Asia market. 9,787 Capris were sold in Australia, whilst the remaining RHD Capris went to New Zealand and South East Asia.
[Text from Wikipedia]
en.wikipedia.org/wiki/Ford_Capri_(Australia)
This miniland-scale Lego Mercury Capri Convertible (1991 -nee Ford Capri) has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.
This has been an interesting build, from a historical perspective. Most histories casually mention the concurrent Mazda Miata/MX5 development. The interesting part is many of the Ford Australia engineers with whom I work, did engineering design work for the Capri. The father of one engineer whom I work closely with was actually the program manager, and spent time in Japan, working with the Japanese regarding the Mazda platform and mechanicals that the Capri used. Never once, did the Japanese let on that they were developing a roadster/convertible of their own.
To be honest, it is quite clear which one I would prefer - though in classic Ford-speak, the Capri was a 'better' marketing proposition that the cohort of FWD hatchback-based 'Cabriolets' that were available at the time, or the ancient MGB and FIAT/Bertone X1/9. Lets just say that there were many people at this end of the world who were a bit upset with Mazda.
///////Codename Fire Storm\\\\\
/////Objective: Invade NHE held Germany opening up room for further UAF operations in Europe.\\\\
/////Message: We bring a message that will either spare the lives of thousands or end those lives. An unconditional Surrender can save your people. Surrender now!\\\\\\\\
In 1989 I left apartheid South Africa and spent much of the next year travelling Europe. In October I found myself in the outback of Turkey, and the word on the street was that the Berlin Wall was about to fall. With it's fascinating history, cold war angst and strong David Bowie connection, Berlin had always been on my "must visit" list and I accelerated my plans to get there. Unfortunately the wall began crumbling on the evening of November 9, 1989 and continued over the following days and weeks. Nevertheless, I skipped through the Greek islands and caught the ferry from the port of Piraeus in Athens to Brindisi in Italy. I decided to bypass Naples and caught a fast train north to Rome. I think it was either on the ferry or on the train that I met fellow traveller, Serge Bowers from Pennsylvania in the USA. He and I made good companions and has a Chianti-fuelled blast through Rome, Florence, Pisa and Venice (but that's another story).
On November 25, Serge and I went our own ways - he headed for Amsterdam, while I spent a couple of days in Milan, visiting the magnificent Il Museo Storico dell’Alfa Romeo in Arese. I then skipped through Switzerland (Lausanne, Bern, Luzern and Lurich) beofre finally making it to Stuttgart in Germany, taking in the Mercedes-Benz Museum and the Porsche Museum. By this time (December 4) I was running low on cash and so resorted to hitch-hiking from Stuttgart to Mannheim, heading for Bonn where I was going to be staying with Prof. Dr. Marcella Rietschel (a Research Fellow at the Institute of Human Genetics, University of Bonn) who I had met in Istanbul in October. It was freezing cold and snowing out on the road, and by the time I reached Mannheim, I had had enough and headed to the Hauptbahnhof. After a cup of steaming coffee, I bought a ticket to Bonn, boarded the milk-train and continued the journey north. As fate would have it, I ended up in Zeppelinheim, close to Frankfurt, and that extraordinary interlude is detailed here.
Being on the bones of my financial arse, and with a severe cold snap making hitch-hiking a really bad idea, I now resorted to using the Mitfahrzentrale - an organised hitch-hiking (or "cap pooling") service where a driver can register how many spare seats they have in their car and where they are travelling from, to, and on what date. Potential passengers are provided with contact details and descriptions of the journey including any proposed stops along the way. As all travellers share costs, the savings can be extensive and it also serves as a good way to meet interesting people and to practice your German!
Our route to the east The so-called "inner German border" (a.k.a. "Zonengrenze") was the frontier between the German Democratic Republic (GDR, East Germany) and the Federal Republic of Germany (FRG, West Germany) from 1949 to 1990. The border was a physical manifestation of Winston Churchill's metaphorical Iron Curtain that separated the Soviet and Western blocs during the Cold War. The border could be crossed legally only through a limited number of routes and foreigners were able to traverse East German territory to or from West Berlin via a limited number of road corridors, the most used of which was at Helmstedt-Marienborn on the Hanover–Berlin A2 autobahn. Codenamed Checkpoint Alpha, this was the first of three Allied checkpoints on the road to Berlin. The others were Checkpoint Bravo, where the autobahn crossed from East Germany into West Berlin, and most famous of all, Checkpoint Charlie, the only place where non-Germans could cross from West to East Berlin. Lengthy inspections caused long delays to traffic at the crossing points, and for some the whole experience was very disturbing: "Travelling from west to east through [the inner German border] was like entering a drab and disturbing dream, peopled by all the ogres of totalitarianism, a half-lit world of shabby resentments, where anything could be done to you, I used to feel, without anybody ever hearing of it, and your every step was dogged by watchful eyes and mechanisms." (Jan Morris) Personally, having spent almost three decades of my life under the oppression of the apartheid regime, it felt all too familiar.
So, after an uncomfortable 6-8 hour road trip, I was finally there - Berlin! One of my German friends from South Africa (P.A.) had been a regular visitor to Berlin during our high school and university years, before relocating to the city in the mid-80's. In those days it made a lot of sense - getting out of South Africa after studying meant escaping two years military service with the south African Defence Force and moving to Berlin meant avoiding conscription into the German military as well. That is, in order to encourage young people to move to West Berlin, they were lured in with exemptions from national service and good study benefits. It was December 8, 1989 and P.A. was unfortunately not in town. But a mutual friend was - L.M. had left Africa at about the same time as Pierre and was an aspirant artist in Berlin. He offered me a place to stay and we spent a brilliant week together, partying, clubbing and taking in all the delights that this city in change had to offer! I don't remember too much, but have some photos that I am sharing for the first time, a quarter of a century later, to the day.
45657-27-ew - the caption on the back of the photo reads:
"Near the Potsdamer Platz (in the direction of the Brandenburger Tor). "The Wall", West Berlin, Germany. Zooming in!! Photo 2 in a series of 3...keep your eye on the second block from the left! Sunday, December 10, 1989."
A total of 13 raids have been carried out in two weeks by officers in the City of Manchester division as part of an operation to crackdown on sophisticated cannabis farms.
The operation, codenamed 'Operation Download', was launched at the start of the month after a number of violent disputes believed to be involving criminal groups and cannabis farms in recent months.
Yesterday (24 June 2021), three further warrants were executed in the Strangeways and Moston areas of the city. Last week, on 15 June 2021, the team of officers recovered over 170 plants on Eadington Street in Crumpsall and over 70kilos were found at other addresses on Haversham Road and Huntley Road.
Today's action follows a number of warrants already executed by the team in the Crumpsall, Blackley, Prestwich and Moston. A total of nine suspected cannabis farms have been dismantled and seized.
Seven men have been charged and one has been released under investigation pending further enquiries.
Police are set to continue with the action in the coming weeks and appeal to any members of the public with concerns or information to contact them.
Detective Inspector Paul Crompton, of GMP's City of Manchester North division, said: "This targeted action comes after an increase in violent disputes between rival groups that we believe concerns cannabis farms in north Manchester.
"We are aiming to take out as many of these cannabis farms as we possibly can. Part of our crackdown is about us working with Manchester City Council and relevant local partners to develop an understanding of how these groups are managing to use properties in the city to carry out this alleged activity.
"The local community understandably has strong concerns about such activity and this operation is also to reassure them that we are listening and that we are taking robust action.
"Not only is the production of illegal drugs a criminal offence, but the mechanics of producing such substances pose a really dangerous threat to neighbouring addresses and it is vital we continue this work and seize assets."
Anyone with concerns or information can contact GMP's City of Manchester CID on 0161 856 3548. Details can also be passed to the independent charity Crimestoppers on 0800 555 111.
You should call 101, the national non-emergency number, to report crime and other concerns that do not require an emergency response.
Always call 999 in an emergency, such as when a crime is in progress, violence is being used or threatened or where there is danger to life.
You can access many of our services online at www.gmp.police.uk
Nine people have been arrested in raids as part of an operation to target drug dealing in Oldham.
They were arrested when officers from Greater Manchester Police raided 9 addresses just after 6am today, Thursday 26 January 2012.
Officers from Oldham's neighbourhood policing teams launched the operation, codenamed Operation Rescind IV, as their response to concerns the community had that drug dealing was a problem and, in turn, increasing crime and antisocial behaviour in the area.
The raids follow on from Operation Rescind I, Operation Rescind II and Operation Rescind III where officers raided 16 addresses in March 2011, 15 addresses in July 2011 and 7 addresses in November 2011, to date 50 people have been arrested for drugs offences.
These arrests came after months of investigations by officers from the Oldham division and Serious Crime Division into the distribution of heroin and crack cocaine.
In the latest raids this morning, 8 men and 1 woman were arrested on suspicion of drugs offences, including possession with intent to supply class A drugs, after officers executed warrants across the Oldham area.
Properties were raided in the, Chadderton, Limeside, St. Marys and Clarksfield areas of Oldham and an address in Blackburn, Lancashire.
More than 100 officers were involved in the raids and included officers from the neighbourhood policing teams, Serious Crime Division, tactical aid units, dog handlers and officers from DWP.
Extra officers from Oldham's Neighbourhood Policing Teams will be patrolling the area for today and the next few days to provide a visible presence and reassurance to the community. Drugs support workers will be involved in the operation to offer support.
Superintendent Catherine Hankinson, from Greater Manchester Police's Oldham Division, said: "Today shows that the desire to rid our communities of the blight of drugs is continuous and we will go back and keep tackling the issue in the same area as many times as necessary until the problem is dealt with.
"Residents told us that class A drug dealing was a worry to them so we have responded robustly to combat this.
"Drugs wreck lives and the crime associated with them causes misery to the whole community - so we do everything possible to find out who is responsible and put them before the courts.
"These arrests are the culmination of hundreds of hours of work by officers and our counterparts at the Crown Prosecution Service. We have used divisional and force resources to gather the intelligence we needed to take this action. It is not a quick process and we thank the community for their patience while we have been building the strongest case possible."
To report a crime call police on 101 the new national non-emergency number.
You can also call anonymously with information about crime to Crimestoppers on 0800 555 111. Crimestoppers is an independent charity who will not want your name, just your information. Your call will not be traced or recorded and you do not have to go to court or give a statement.
For information about Greater Manchester Police please visit our website.
Draggone elite fighter codename "Komodo Dragon". Micro scale fighter of the main enemy in the GAIA universe.
Given the NATO codename 'Bull', the Tu-4 was a direct copy of the Boeing B-29 Superfortress. It first flew in 1947 and was the first Soviet strategic bomber.
A total of 847 were built, some serving until the 1960's.
There are three known survivors, two in China and this sole example in Russia.
c/n 2805103.
Russian Air Force Museum.
Monino, Russia.
13-8-2012
Police will be targeting wanted offenders as part of month-long crackdown on crime.
The initiative codenamed Operation Olympus will see over 250 local officers from across the Force and specialist units including traffic, tactical aid and the ANPR intercept teams target offenders for a range of offences including domestic abuse, sexual offences and general criminality.
The days of action, which will focus on known and wanted criminals are being held across the Force’s 11 divisions from 3 to 20 February.
Greater Manchester Police Superintendent Craig Thompson, operational lead, said: “Operation Olympus sends a clear message to criminals that there will be no hiding place for them and that the safety of our community comes first and will always be our priority. We will leave no stone unturned and will use all of our disruption tactics to make life difficult for them.
“By using all of our resources during the month we will put a stop to their criminal ways and show them that there’s always a place for them in our cells.”
For live updates from the operation follow #OpOlympus from the GMP twitter accounts. You can find your local Twitter account by visiting: www.gmp.police.uk/socialmedia.
To find out more about Greater Manchester Police please visit our website.
You should call 101, the national non-emergency number, to report crime and other concerns that do not require an emergency response.
Always call 999 in an emergency, such as when a crime is in progress, violence is being used or threatened or where there is danger to life.
You can also call anonymously with information about crime to Crimestoppers on 0800 555 111.
Crimestoppers is an independent charity who will not want your name, just your information. Your call will not be traced or recorded and you do not have to go to court or give a statement.
Okay, last one for a bit.
Made with (codename) Flint, a C++ framework being developed by Barbarian Group.
Working on a new sample project. Basically, Andrew is suggesting things for me to try in C++ that are just out of my comfort zone. It is like an evolving quiz.
What you see are 20,000 particles being pulled by a combination of gravitational forces and orbital forces.
All of the fields are placed manually with mouse clicks. Runs in realtime.
This 'swirling' galaxy is MCG-01-24-014. It is located about 275 million light years from Earth within the constellation Hydra. The image potw2351a (codenamed according to the ESA Hubble catalogue), was published on 18 December 2023 at 06:00 UTC. In addition to possessing a crisp, practically perfect spiral shape, MCG-01-244 has an extremely energetic core, known as an active galactic nucleus (AGN), which is why it is called an 'active' galaxy. Specifically, it is classified as a Type 2 Seyfert galaxy. The light emissions of type 2 Seyfert galaxies are particularly associated with specific so-called 'forbidden' emissions.
Forbidden emission lines, therefore, are spectral emission lines that should not exist according to certain rules of quantum physics. But quantum physics is complex and, some of the rules used to predict it, use assumptions that fit the laboratory conditions here on Earth. According to these rules, this emission is 'forbidden', so improbable as to be ignored. But in space, in the midst of an incredibly energetic galactic core, these assumptions no longer hold and the 'forbidden' light has a chance to shine towards us.
This image was reconstructed using our artificial intelligence model. The file is available at 320 millions of pixels for download at a resolution of 16000x20000 pixels.
Credits: original image courtesy ESA/Hubble & NASA, C. Kilpatrick. Full AI processing by PipploIMP.
Our Facebook page: bit.ly/PipploFB
Our YouTube channel: bit.ly/PipploYT
Fox Green sector - view towards the west
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 - on this sector units of the 1st American division "The Big Red One" and combat engineers of the 299th - landed on 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 on this spot were especially heavy amongst the first waves of soldiers and the demolition teams - at Omaha these were tasked with blasting 16 channels through the beach obstacles, each 70 meters wide. 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 here on Easy Red and at Dog Green 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.
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.
On the Photo:
Omaha Beach, view from Easy-3 exit towards the west overlooking Fox Green sector with Easy Red in the distance. One of the stretches of beach with the highest casualty rate during the opening hours of the d-day landings due to the machine gun fire of WN62 to the left of this photo.
See my other Omaha beach photo's for more viewpoints, panorama shots and notes on the fighting
Photo was tonemapped using 3 differently exposed shots (handheld).
For a map of the eastern part of Omaha click here. The German WN's are marked as well as the Draws and beach sections.
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.
Codenamed Revuelto, Automotive Rhythms witnessed Lamborghini’s plug-in hybrid HPEV in person during a private event at the Lamborghini Lounge in NY. The high-performance electrified bull (maximum rev range of 9500 rpm) combines a naturally-aspirated 6.5-liter V12 mid-engine with an 8-speed, double-clutch gearbox and three electric motors. Additionally, the artisan-crafted carbon fiber supercar offers three new drive modes: Recharge, Hybrid, and Performance, to be combined with the Città (City), Strada, Sport, and Corsa modes, for a total of 13 dynamic settings including electric 4WD.
⁃ 2.5 seconds 0 to 62 mph
⁃ 217 mph top speed
We got a lot of stuff this time! So many costumes!
3-D Chess chess board game, Castle Panic board game, Codenames board game, Duff Woman Simpsons costume, Game Of Phones board game, Gravity Maze board game, Hello Kitty, Marge Simpson Simpsons costume, Polka Dotty costume, Roaring 20's Honey costume, Rummikub board game, Super Skins Tie dye costume, The Simpsons, bracelets, drum, earrings, floor lamp, hard hat, necklace, slinky, steel drum.
upstairs, Clio and Carolyn's house, Alexandria, Virginia.
April 14, 2018.
... Read my blog at clintjcl at wordpress dot com
... Read Carolyn's blog at CarolynCASL at wordpress dot com
... Read my yard sale-related blogposts at clintjcl dot wordpress dot com/category/yard-sales/
BACKSTORY: Got up around 7:00AM, made it out driving by 8:30AM and went out until 2:10PM for a total of 05:40 hours. Spent $138.50 plus ~$2.71 gas for 26.7 miles of driving (26.6mpg @ $2.7/G), for a total cost of $141.21. We drove to 22 yard sales, stopping at 11 (50%) of them. We made 49 purchases (54 items) for a total estimated value of $834.51, leading to a profit/savings of $693.30. So in essence, we multiplied our $141.21 investment by 5.9. (Also, if you think about it, the profit counts for even more when you consider that we have to earn $790.27 on the job, pre-tax, in order to take home the $693.30 in cash that we saved. How long does $693.30 of disposable income take to earn, vs the 05:40 hrs we spent here?) Anyway, this works out to a *post-tax* wage of $138.66/hr as a couple or $69.33/hr per person.
THE TAKE:
* $25.00: blacklights (4), 48", Spirit, Super Black Light (EV:$119.96 ($29.99 price tags))
* $15.00: floor lamp, Hampton Bay, 834536 (EV:$39.95)
* $10.00: hangers, velvet, gray, 40 (EV:$19.70)
* $5.00: necklace & earrings, twisty metal (EV:$3.19)
* $5.00: rice cooker, includes serving spoon (EV:$13.50)
* $5.00: slinky, metal (EV:$2.99)
* $5.00: socks, 10 pairs, ankle socks, emojis (EV:$16.99)
* $5.00: lip gloss, L.A. Colors, Lipaholic, 2 lipliners, 2 chinky lip pencils, 7 lipgloss wands, 2 lipgloss tubes, item# 31386fd (EV:$7.99)
* $3.00: bracelets, set of 4, blue stones, Macy's (EV:$16.00 price tag)
* $3.00: costume, Polka Dotty, s/m 4-8, Spirit, Leg Avenue, sku 01158559 (EV:$24.97 price tag)
* $3.00: costume, Simpsons, Marge Simpson, s/p (4-6), Disguise, sku 01186709, 2013, rn 75092, ca# 41535 (EV:$32.49)
* $3.00: costume, Teenage Mutant Ninja Turtles, T-shirt and mask combo (4 masks included), S, Bioworld, 2015, sku 01245737 (EV:$24.99 price tag)
* $3.00: costume, Pink Devil Kit, Pink Cookie, trident, headband, tail, Spirit, sku 01195353 (EV:$4.97 price tag)
* $3.00: costume, Super Skins Tie dye, large 5'4-5'10, Spirit, sku 01195320 (EV:$29.98 price tag)
* $3.00: costume, Simpsons, Duff Woman, S (4-6), Disguise, sku 01119767, 2013, rn 75092, ca# 41535 (EV:$34.98 price tag)
* $3.00: costume, Roaring 20's Honey, dress and headband, size l/g, Leg Avenue, 302110, style 83800, barcode 7147184535343 (EV:$41.88). Clio wore it to the Great Gatsby Risque that night.
* $2.00: steel drum, A6, A8, B5, B7, C#, C1, C8, D2, D9, E3, E10, F4, F11, G5, G12, Barbados (EV:$40.07)
* $2.00: game, Castle Panic, Fireside Games (EV:$35.00 price tag)
* $2.00: game, chess, 3-D Chess set, Strato Chess (EV:$27.58)
* $2.00: game, Codenames, Czech Games Edition (EV:$13.97)
* $2.00: game, Clue, Master Detective, Parker Brothers (EV:$36.49)
* $2.00: game, Monopoly, Bookopoly (EV:$29.94)
* $2.00: dish drainer, white, Sterilite, 14.5x21x6" (EV:$4.88)
* $2.00: necklace, green beads (EV:$6.98)
* $2.00: bracelets (2), silver (EV:$3.90)
* $2.00: bracelets (2), rainbow valentines (EV:$4.00 based on average Goodwill price)
* $1.00: bracelet, white stones (EV:$4.00 based on average Goodwill price)
* $1.00: bracelet, yellow and brown (EV:$4.00 based on average Goodwill price)
* $1.00: bracelet, yellow wooden bangle, thick with painted flowers (EV:$4.00 based on average Goodwill price)
* $1.00: bracelet, red bangle, thin, colorful paint stripes (EV:$4.00 based on average Goodwill price)
* $1.00: bracelet, bangle, black with red polka dots (EV:$4.00 based on average Goodwill price)
* $1.00: bracelet, clear stones (EV:$4.00 based on average Goodwill price)
* $1.00: earrings, yellow teardrop, dream catchery gold string art (EV:$5.90)
* $1.00: earrings, plastic eyeballs (EV:$1.00)
* $1.00: wig, Candy Girl wig, blue, Spirit, sku 01118009 (EV:$14.98 price tag)
* $1.00: water spritzer, Six Flags, purple, SF Spray Bottle Fan, FML0004B0C012SIX (EV:$14.99 price tag)
* $1.00: masks, Pinkie Pie, Twilight Sparkle, Transformer, glasses type, McDonald's, 2016, 7x6" (EV:$11.19)
* $1.00: hard hat, pink, Hello Kitty (EV:$5.49)
* $1.00: socks, gray, Hello Kitty (EV:$7.45)
* $1.00: earrings, pink eccentric circles, 2.5" (EV:$5.00)
* $1.00: game, Game Of Phones, barcode 852468006380 (EV:$19.95)
* $1.00: temporary tattoos, Suicide Squad, 6 sheets, 17145cdl01 (EV:$7.99)
* $1.00: game, My First Rummikub, Pressman (EV:$10.48)
* $1.00: game, Gravity Maze, ThinkFun (EV:$15.90)
* $1.00: game, Lord Of The Rings, The Two Towers trading game, Decipher, product # 861, 2002, starter deck + loose cards (maybe ~3 decks' worth) (EV:$23.15)
* $0.50: costume, syringe necklace, Spirit, 01194240 (EV:$3.97 price tag)
* $FREE: stickers, Hello Kitty, 77 stickers (4 out of 6 sheets), Stickety-Doo-Dah, 07020412, barcode 067008654277 (EV:$3.49 price tag). We gave one sheet to our friend who likes Hello Kitty.
* $FREE: chair, outdoor patio, metal, green (EV:$19.95)
* $FREE: silverware drawer, Sterilite, 15.5x9.5x3", 4 vertical slots, 2 horizontal slots (EV:$2.29)
The Tay Rail Bridge
---------------------------
The Tay Bridge (sometimes unoffically the Tay Rail Bridge) is a railway bridge approximately 2.75 miles (3.5 kilometers) long that spans the Firth of Tay in Scotland,between the city of Dundee and the suburb of Wormit in Fife.
As with the Forth Bridge,the Tay Bridge has als been called the Tay Bridge since the construction of the road bridge over the Firth of Tay,the Tay Road Bridge.The rail bridge replaced an earl train ferry.
"Tay Bridge" was also the codename for the funeral plans for Queen Elizabeth,The Queen Mother.
The First Tay Bridge
----------------------------
The original Tay Bridge was designed by noted railway engineer Sir Thomas Bouch,who received a knighthood following the bridge's completion.It was a lttice-grid design,combining cast and wrought iron.The design was well known,having been used first by Kennard in the Crumlin Viaduct in South Wales in 1858,following the innovative use of cast iron in Crystal Palace of London England.However,the Crystal Palace was not as heavil loaded as a railway bridge.A previous cast iron desing,the Dee Bridge in Chester,England which collapsed in 1847,failed due to poor use of cast-iron cirders.Later,Alexander Gustave Eiffel used a similar design to create several large viaducts in the Massif Central ,France (1867).
Proposal for constructing a bridge across the River Tay date back to at least 1854.The North Britsh Railway (Tay Bridge) Act receiving the Royal Assent on July 15,1870 and the foundation stone was laid on July 22,1871.
The Bridge Design -The Basic Concept
-----------------------------------------------------
The original design was for lattice griders supported by brick piers resting on bedrock shown by trail borings to lie at no great depth under the river.At either end of the bridge the single track rail ran on top of the bridge girder,most of which therefore lay below the pier tops.However,in the center section of the bridge,(the "high girder") the railway ran inside the bridge,which could then run above the pier tops to give the required clearance to allow passage of sailing ships upriver(e.g. to Perth).To accommodate thermal expansion there were few rigid connectiions between girders and piers.
However as the bridge extended out into the river,it became clear (December 1873) that the bedrock really much deeper,to act as a foundation for the bridge piers.Sir Thomas Bouch had to redesign the bridge.
He reduced the number of piers and correspondingly increased the span of the girders.The pier foundations were no longer taken down to bedrock,instead they were constructed by sinking brick-lind wrought-iron caissons onto the riverbed,removing sand until the caissons rested upon the consoildated gravel layer which had been misreported as rock,and then filling the caissons with concrete.To reduce the weight the ground under the caissons would have to support the brick piers were replaced by lattice iron skeleton piers(each pier had multiple cast-iron columns taking the weight of the bridge girder,with wrought iron horizontal braces and diagonal tiebars lining the columns of the pier to give rigidity and stability). the basic concept was well known,having been used first by Kennard in the Crumlin Viaduct in South Wales in 1858;Sir Thomas Bouch had used it for Viaducts (notable the Beelah Viaducts (1860) on the South Durham and Lancashire Union Railway line over Stainmore,England,but for the Tay Bridge,even with the largest praticale caissons pier dimensions were significantly constrained by the caissons in a hexagon; this maximsed the pier widtgh but not the amount of diagononal bracing directly resiting sidewalk forces.
The Bridge Design -- Design Details
------------------------------------------------
The engineering details on the Tay Bridge was considerably simpler,lighter,and cheaper then on earlier Viaducts.On these the machined based of each column section docked securely into a machine enlarged section of the top of the section below.The joint was then secured by bolts through matching holes on lugs (Crumlin) or flanges (Belah) on the two sections.This 'spigot and faucet' configuration was used (apparently without machining) on some Tay Bridge pier columns,but on some the bolts were relied upon to ensure correct alignment.(In the event,the joint were using undersized bolts.This give greater tolerances when assembling the column,but the less positive alignment of the column joints as initially assembled and after any subsequent 'working' of the joint would have weakened the column).
On the Tay Bridge the diagonal bracing was by means of flat bars running from one lug at the column section top (and integral part of the column casting) to two sling plates bolted to the diagonally opposite lug.Bar and sling plates all had a matching longditudinal slot in them; the tie bar was placed between the sling plates with all three slots aligned and overlapping and a gib driven through all three slots and secured.Two cotters (medal wedges) were then positioned to fill the rest of the slot overlap,and driven in hard to put the tie under tension.Horizontal Bracing was provided by (wrought iron) channel iron.The various bolt head were too close to each other,and to the column for easy tightening up with spanners;this coupled with lack of precision in the preparation of the channeliron braces led to various on the site fitting expedients (one of them described by a witness to the enquirey as "about' as alovently a piece of work as ever i saw in my life').
On the Crumin Viaduct and Belah Viaduct,however,horizontal bracing was provided by substantial fitting cast-iron girders securely attached to the columns with the diagonal braces the girders.The Chairman of the court of Inquiry quoted at length from a contemporary book praising the detailed engineering of the belah Viaduct pier (and describing the Viaduct as one of the lightest and cheapest of the kind that had ever beenerected.)
...it is a distinguished feature in the Viaduct that the cross,or distance girders of the piers encircle the columns,which are turned up at that point,the girder being bored oput to fit the turned part with great accuracy.No cement of any kind was used in the whole structure,and the piers when completed,and the vertical horizontal wrought-iron bracing keyed up,are nearly as riged as though they were one solid piece...
...The fitting was all done by machines,which were specially designed for the purposed,finshed the work with mathematical accuracy.The flanges of the column were all faced up and their edges turned,and ever column was stepper into the one below it with a lip of about 5/8 of an inch (1.5 centimeters) in depth,the lip and socket for it being actualyly turned and bored,That portion of the column against which the cross girders rested was also turned.The whole operations were performed at one time,the column being centered in a hollow mandriil lathe.After being turned the column passed on to a drilling machine,in which all the holes in each flange were drilled out the solid simultaneously.And as this was done with them all in the same machine,the holes of couse,perfectly coincided when the columns were placed on the other in the progress of erection.Similar care was taken with the cross-girders,which were bored out at the ends by machines designed for the purpose.Thus,when the pieces of the Viaduct had to be put together at the place of erction these was literally not a tool required,and neither chipping or filing to retard the program to work.
Either,said the Chairman,the Belah Viaduct had been over-engineered.
Bridge Construction
---------------------------
Whilst Sir Thomas Bouch was revising his design,A Grothe C.E.G,manage of the Tay Bridge contract,the company which had the contract for construction went out of business and the contract passed (June 1874) to Hopkins Gilkes and Company,successors to the Middlesbrough Company which had made the ironwork for the Belah Viaduct Hopkin Gilkes and Company originally intended to produce all the bridge ironwork on Teesside,but in the event continued to use a foundry at Wormit to oroduce the cast-iron components,and carry out limited post-casting machine operations.
The change in design increased cast and necessitated dalay,intensified after two of the high girders fell when being lifted into place (Fedruary 1877).
The fallengirders had to be removed and new ones built.One of the fallen griders was recovered and reused and piers to be earcted again;and this threatened seirously to interfere with the expection of having the bridge finshed passage of a train by September.Only eight months were now available for the erection and floating out of six,and the lifting of ten 245 feet (74.6 meters) spans.Five andseven respectively of the 145 feet (44.1 meters) spans had yet to go through the same process.Seven large piers and three small piers had to be built.The weight of the iron which to be put in its place was 2,700 tons,and it seemed incredible that all could he done in eight months.A good deal would depend on the weather but this was far from favourable.
Dispite this,the first enging crossed the bridge on September 22,1877,and upon its completion in early 1878 the Tay Bridge was the longest in the world.While visiting the city former United States Presidend Ulysses Simpon "SAM" Grant commented that was "a big bridge for a small city".
Inspection and opening
--------------------------------
Like all rail lines,the Tay Bridge was subject to a Board of Trade inspection before it could carry passenger trains.The inspection was conducted Febuary 25,1878 -- February 27,1878 by Major General Charles Scrope Hutchinson Corps of Royal Engineers Companions of the Order of Bath of the Railway Inspectorate,who measured the deflection of the 245 feet (774.6 meters) bridge girder under a distributed load of 1.5 tons per foot (5 T/M) due to heavy locomotives (travelling at up to 40 miles per hour (65 kilometers per hour) as less then 2 inchs 50 milimeters).He reported that "these results are in my opinion to be satisfactory.The lateral oscillation,as observed by the theodolite ehen the engines ran over at speed,was very slight and the stucture overall showed great stiffness.He required some minor remedial work and 'recommended' a 25 miles per hour speed limit over the bridge.(Major General Charles Scrope Hutchinson Corps of Royal Engineers Comanions of the Order of Bath subsequently explained to the Inquire that he had suggested the speed limit because of minimal taper on the piers.) The inspection report added '... when again visiting the sport should whish,if possible,to have an opportunity of observing the effects of high wind when a train of carriages is running over the bridge...'.
The bridge was opened for passenger traffic on June 1,1878,formal opening cememonies having taking place the previous day,in the couse of which Sior Thomas Bouch was made a Burgess of Dundee "in respect of his meritorious service as engineer of the bridge...".
The following year (une 20,1879)Her Majesty Queen Victoria of Great Britain crossed the bridge to return south from Balmoral Castle;Sir Thomas Bouch was presented to Her Majesty before she did so,on June 26,1879 he was knighted by Her Majesty Queen Victoria of Great Britain at Windsor Castle.
The Tay Bridge Disaster
---------------------------------
On the night of December 28,1879 at 7:15 pm,the first bridge collapsed after its central span gave way during high winter gales.A train with six carriages carry seventy-five passengers and crew,crossing at the time of the collapse,plunged into the icy waters of the River Tay.All seventy-five were lost.The disaster stunned the whole contry and sent shock waves through the Victorian engineering community.The ensuring enquiry revealed that the bridge did not allow for high winds.At the time gale estimated at force ten or eleven (Tropical Storm force winds: 55 miles per hour -- 75 miles per hour (80 kilometers per hour -- 117 kilometers per hour0 had been blowing down the River Tay estury at right angles to the bridge.The engine itself was salvaged from the river and restored to the railway service.The collapsed of the bridge,opened only nineteen months earlier and passed as safe by the Board of Trade,is still the most famous bridge disaster of the British Isles.The disaster was commenorated in "The Tay Bridge Disaster",one of the best-known verse efforts of William Topaz McGonagall.German pote Theodor Fontane within 10 days of the disaster wrote his famous poem Die Bruck'am Tay.
The stumps of the original bridge piers are still visible above the surface on the River Tay even at high tide.
The Second Tay Bridge
---------------------------------
A new double-track bridge was designed by William Henry Borlow and built by Sir William Arrol & Company 18 meters (59 feet) upstream of ,and parallel to the original bridge.The bridge proposal was formally incorported in July 1881 and the foundation stone laid on July 6,1883.Contruction involed 25,000 metric tons (28,000 short tons) of iron and steel,70,000 metric tons 77,000 short tons) of concrete ten million bricks (weighing 37,500 metric tons (41,300 short tons) and three million rivets.Fourteen men lost their lives during construction,most by browning.
The second bridge opened on July 13,1887 and remain's in use.A $33,516,60.00 million strenghtening and refurbishment project ($32,976,480.00 million),on the bridge won the Bridge Construction Industy Civil Engineering Award,in consideration of the staggering scale logistics involed.More than 1,000 metric tons (1,100 short tons) of bird broppings were scraped off the bridge ironwork lattice of the bridge using hand tools,and bagged into 25 kllogram (55 pound) sacks.Hundeds of thousands of riviets were removed and replaced,all work being done in very exposed conditions high over a Firth of Tay with fast -running tides.
Double-heading of locomotives is prophibited across the bridge;consecutive locomotives must be separated by at 60 feet (18 meters) using barrie or reach wagons.
+++ 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 Heinkel He 162 Volksjäger ("People's Fighter"), the name of a project of the Emergency Fighter Program design competition, was a German single-engine, jet-powered fighter aircraft fielded by the Luftwaffe in World War II. It was designed and built quickly and made primarily of wood as metals were in very short supply and prioritised for other aircraft. Volksjäger was the Reich Air Ministry's official name for the government design program competition won by the He 162 design. Other names given to the plane include Salamander, which was the codename of its construction program, and Spatz ("Sparrow"), which was the official name given to the plane by Heinkel.
The official RLM Volksjäger design competition was issued 10 September 1944 and its parameters specified a single-seat fighter, powered by a single BMW 003, a slightly lower-thrust engine not in demand for either the Me 262 or the Ar 234, already in service. The main structure of the Volksjäger competing airframe designs would use cheap and unsophisticated parts made of wood and other non-strategic materials and, more importantly, could be assembled by semi- and non-skilled labor. Specifications included a weight of no more than 2,000 kg (4,400 lb), with maximum speed specified as 750 km/h (470 mph) at sea level, operational endurance at least a half hour, and the takeoff run no more than 500 m (1,640 ft). Armament was specified as either two 20 mm (0.79 in) MG 151/20 cannons with 100 rounds each, or two 30 mm (1.2 in) MK 108 cannons with 50 rounds each. The Volksjäger needed to be easy to fly. Some suggested even glider or student pilots should be able to fly the jet effectively in combat, and indeed had the Volksjäger gone into full production, and that is precisely what would have happened.
The basic designs had to be returned within 10 days (!!!) and large-scale production was to start by 1 January 1945. Because the winner of the new lightweight fighter design competition would be building huge numbers of the planes, nearly every German aircraft manufacturer expressed interest in the project, such as Blohm & Voss, and Focke-Wulf, whose Focke-Wulf Volksjäger 1 design contender, likewise meant for BMW 003 turbojet power bore a resemblance to their slightly later Ta 183 Huckebein jet fighter design. However, Heinkel had already been working on a series of projects for light single-engine fighters over the last year under the designation P.1073, with most design work being completed by Professor Benz, and had gone so far as to build and test several models and conduct some wind tunnel testing.
Although some of the competing designs were technically superior, with Heinkel's head start the outcome was largely a foregone conclusion. The results of the competition were announced in October 1944, only three weeks after being announced, and to no one's surprise, the Heinkel entry was selected for production. In order to confuse Allied intelligence, the RLM chose to reuse the 8-162 airframe designation (formerly that of a Messerschmitt fast bomber) rather than the other considered designation He 500.
Heinkel had designed a relatively small, 'sporty'-looking aircraft, with a sleek, streamlined fuselage. Overall, the look of the plane was extremely modernistic for its time, appearing quite contemporary in terms of layout and angular arrangement even to today's eyes. The BMW 003 axial-flow turbojet was mounted in a pod nacelle uniquely situated atop the fuselage, just aft of the cockpit and centered directly over the wing's center section. Twin roughly rectangular vertical tailfins were perpendicularly mounted at the ends of highly dihedralled horizontal tailplanes – possessing dihedral of some 14º apiece – to clear the jet exhaust, a high-mounted straight wing (attached to the fuselage with just four bolts) with a forward-swept trailing edge and a noticeably marked degree of dihedral, with an ejection seat provided for the.
The He 162 airframe design featured an uncomplicated tricycle landing gear, that retracted into the fuselage, performed simply with extension springs, mechanical locks, cables and counterweights, and a minimum of any hydraulics employed in its design. Partly due to the late-war period it was designed within, some of the He 162's landing gear components were "recycled" existing landing gear components from a contemporary German military aircraft to save development time: the main landing gear's oleo struts and wheel/brake units came from the Messerschmitt Bf 109K, as well as the double-acting hydraulic cylinders, one per side, used to raise and lower each maingear leg.
The He 162 V1 first prototype flew within an astoundingly short period of time: the design was chosen on 25 September 1944 and first flew on 6 December, less than 90 days later. This was despite the fact that the factory in Wuppertal making Tego film plywood glue — used in a substantial number of late-war German aviation designs whose airframes and/or major airframe components were meant to be constructed mostly from wood — had been bombed by the Royal Air Force and a replacement had to be quickly substituted, without realizing that the replacement adhesive was highly acidic and would disintegrate the wooden parts it was intended to be fastening.
The first flight of the He 162 was fairly successful, but during a high-speed run at 840 km/h (520 mph), the highly acidic replacement glue attaching the nose gear strut door failed and the pilot was forced to land. Other problems were noted as well, notably a pitch instability and problems with sideslip due to the rudder design. None were considered important enough to hold up the production schedule for even a day. On a second flight on 10 December, the glue again caused a structural failure. This allowed the aileron to separate from the wing, causing the plane to roll over and crash, killing the pilot.
An investigation into the failure revealed that the wing structure had to be strengthened and some redesign was needed, as the glue bonding required for the wood parts was in many cases defective. However, the schedule was so tight that testing was forced to continue with the current design. Speeds were limited to 500 km/h (310 mph) when the second prototype flew on 22 December. This time, the stability problems proved to be more serious, and were found to be related to Dutch roll, which could be solved by reducing the dihedral. However, with the plane supposed to enter production within weeks, there was no time to change the design. A number of small changes were made instead, including adding lead ballast to the nose to move the centre of gravity more to the front of the plane, and slightly increasing the size of the tail surfaces.
The third and fourth prototypes, which now used an "M" for "Muster" (model) number instead of "V" for "Versuchs" (experimental) number, as the He 162 M3 and M4, after being fitted with the strengthened wings, flew in mid-January 1945. These versions also included small, anhedraled aluminium "drooped" wingtips, reportedly designed by Alexander Lippisch, in an attempt to cure the stability problems via effectively "decreasing" the main wing panels' marked three degree dihedral angle. Both prototypes were equipped with two 30 mm (1.18 in) MK 108 cannons in the He 162 A-1 anti-bomber variant; in testing, the recoil from these guns proved to be too much for the lightweight fuselage to handle, and plans for production turned to the A-2 fighter with two 20 mm MG 151/20 cannons instead while a redesign for added strength started as the A-3. The shift to 20 mm guns was also undertaken because the smaller-calibre weapons would allow a much greater amount of ammunition to be carried.
Various changes had raised the weight over the original 2,000 kg (4,410 lb) limit, but even at 2,800 kg (6,170 lb), the aircraft was still among the fastest aircraft in the air with a maximum airspeed of 790 km/h (427 kn; 491 mph) at sea level and 839 km/h (453 kn; 521 mph) at 6,000 m (20,000 ft).
While still trying to optimize the basic He 162 A for production and frontline service, Heinkel was already working on improved variants, slated for production in 1946. Among these were the He 162 B, powered by Heinkel's own, more powerful 12 kN (2,700 lb) thrust Heinkel HeS 011A turbojet, with a stretched fuselage to provide more fuel and endurance as well as increased wingspan, with reduced dihedral which allowed the omission of the anhedral wingtip devices. Another, even more radical variant, was the He 162 C. It was based on the B-series longer fuselage and was to carry the stronger Heinkel HeS 011A engine, too, but it had totally different aerodynamic surfaces: swept-back, anhedraled outer wing panels with slats formed a gull wing and a new swept V-tail stabilizing surface assembly replaced the original twin-tail. The armament was also changed and was to consist of upward-aimed twin 30 mm (1.18 in) MK 108s as a Schräge Musik weapons fitment, located right behind the cockpit, with the option to add a 20 mm MG 151/20 cannon in an external fairing under the fuselage.
In order to test the new aerodynamic layout, a He 162 C prototype was converted from airframe 220023, the He 162 A prototype M35, which had been damaged through Allied bombings. The resulting He 162 C-0, how this interim type was called, received the new serial number 390635 and retained the short He 162 A airframe and its forward-firing armament, as well as the weaker BMW 003 engine (the HeS 011A turbojet was still on the horizon, after all).
To carry the new swept "C-wing", the fuselage was structurally altered and the wing attachment points were moved forward. The wings, which were still manufactured mostly from wood, were still held only by four bolts apiece. As a novelty, the new wings featured, thanks to a thicker profile, additional tanks inside of their inner portions which held some 325 litres (86 US gal), feeding by gravity into the main fuselage tank. Slats were also added for better staring and landing handling and to improve agility at lower speeds. The tail cone was also modified in order to carry the new butterfly tail, but the fuselage structure as well as the cockpit and the landing gear were taken over from the He 162 A.
The first He 162 C-0 (registered with the Stammkennzeichen VN+DA and designated "M48") made its successful maiden flight at Heinkel's production facility at Salzburg in Austria on 7th of May 1945. The initial flight tests, which only lasted two weeks, were positive. Esp. the handling and directional stability had improved in comparison with the rather trappy He 162 A, and despite the higher weight due to more fuel and the bigger wings, the He 162 C-0's performance was better than the He 162 A's. Beyond the better handling characteristics, top speed was slightly higher (plus 20 km/h or 15 mph) and the aircraft's endurance was almost doubled. Plans were made to replace the He 162 A soon on the production lines, but with the end of hostilities the He 162 C program was prematurely terminated. Two more prototypes (M49 and 50) were under construction at Salzburg when the Red Army arrived, and all airframes including the project's documentations were destroyed - probably by German engineers who tried to prevent them to fall into Allied hands.
General characteristics:
Crew: 1, pilot
Length (incl. pitot): 10, 73 m (35 ft 1 1/2 in)
Wingspan: 8,17 m (26 ft 9 in)
Height: 2.6 m (8 ft 6 in)
Wing area: 16.4 m2 (177 sq ft)
Empty weight: 1.980 kg (4.361 lb)
Max. takeoff weight: 3.500 kg (7.710 lb)
Fuel capacity of 1,020 litres (270 US gallons)
Powerplant:
1× BMW 003E-1 axial flow turbojet, rated at 7.85 kN (1,760 lbf)
Performance:
Maximum speed: 810 km/h (503 mph) at normal thrust at sea level;
865 km/h (537 mph) at 6000 m; using short burst of extra thrust
Range: 1.800 km (1.110 mi)
Service ceiling: 13.000 m (42.570 400 ft)
Rate of climb: 1.650 m/min (5.400 ft/min)
Armament (as flown):
2× 20 mm MG 151/20 autocannons with 120 RPG
The kit and its assemby:Painting and markings:
As a prototype aircraft I wanted something unusual, but nothing flashy or too exotic. I iamgined that the He 162 C prototype might have been converted from an existing airframe, so I gave some parts of the model (tail cone, upper fuselage, engine pod) standard He 162 A colors, RLM 81, 82 and 76.
However, for the modified cockpit section and the new ing attachment points, I decided to add section in natural metal finish, and as a special detail I added greenish filler that was used on panel seams. The nose cone became RLM 02, for more variety.
The makeshift look was further emphasized through wing panels that were left in bare laminated wood look, with metal tips and camouflaged rudders. The wooden texture was created with a basis of Humbrol 63 (Sand) and some poorly-stirred Humbrol 62 (Leather) added on top with a flat, rather hard brush. Very simple, but the effect - at least at fist glance - is very good, and the unusual color makes the model look much more interesting than camouflaged surfaces.
The markings were puzzled together from various sources, including German crosses from a Special Hobby Fw 189 sheet and from TL Modellbau. The Stammkennzeichen and the "M48" designation were created with single black decals letters, also from TL Modellbau.
Finally, after a black ink washing and some post-shading, the model was sealed with matt acrylic varnish.
A nice and simple what-if/Luft '46 project, done in less than a week. And for the attempt to create a model of a paper project (beyond pure fantasy), I am happy with the result, the model comes pretty close to the drawings, even though noone can tell what a real prototype might have looked like.
The Ford EA Falcon is a car which was produced by Ford Australia from 1988 to 1991. The vehicle was developed under the codename EA26, representing a large 'E' segment car, developed in 'A' Australia. The 26 represented the nominal 26th engineering project. The program launched as the EA in 1988, with EB, ED, EF and EL major updates in 1991, 1993, 1994 and 1996 respectively.
The EA series was available in eight model variants. Comprising Base (GL), sporty (S), mid-spec (Fairmont) and luxury (Fairmont Ghia). These models were available in four-door sedan and 5-door wagon variants.
The Falcon nameplate was not used on Fairmont & Fairmont Ghia models.
No commercial vehicle variants of the EA were developed and the existing XF Falcon utility and panel van both continued in production alongside the EA passenger vehicles.
Long-wheelbase sedans (Fairlane and LTD) were further developed from the standard Falcon, sharing the longer wheelbase and doors of the wagon models.
Engines and transmissions:
Engine choice comprised three straight-six units: the 3.2 litre and 3.9 litre with ”CFI” throttle body injection and a 3.9 litre with ”MPI” multi-point fuel injection. The Falcon GL was equipped with the 3.2 L straight-six, although most were sold with the 3.9 CFI. The 3.9 L CFI engine was available in the Falcon S and in the Fairmont and the MPI version was standard in the top of the range Fairmont Ghia. The return of the V8 "Windsor" engine did not occur until the EB update.Engines for all Falcon models were manufactured and assembled at Ford's Geelong operations (also home to the Stamping Plant)
A five-speed T50D fully synchronised manual and Borg-Warner Model M51 three-speed automatic transmission were offered, however the latter was replaced by a four-speed BTR Model 85LE in the Series II range then updated to the BTR 95LE in the EB update in 1991. Taxi owners, however, would continue to fit reconditioned 3-speed M51 automatic transmissions (as these were less costly) to these cars, until the bellhousing design was finally changed in later models preventing this practice[citation needed].
Development:
The result of a A$700 million development program, the EA Falcon bore a passing resemblance to the European Ford Scorpio. However under the skin, it remained an entirely Australian design, and is credited as the first Falcon model to employ wind tunnel testing. It would retain the traditional Falcon hallmarks of width and rear-wheel drive. This proved to be the correct move as sales of the Falcon began to climb after the fuel crisis aftermath, while those of the rival Commodore slipped. It became clear that Australian buying patterns had not truly changed and what the public wanted was a full-size (albeit smaller) family car.
The story of what might have been, regarding Falcon is as interesting as what 'was'. The furl crises of the 1970s caused a significant down-sizing of vehicles in the US, whilst in all markets a larger number of smaller vehicles were introduced from manufacturers who previously had focused on larger cars. Also. at this time, the Ford Motor Company had taken a large shareholding in Toyo Kogyo (more commonly known as Mazda). Ford intended to use Mazda's expertise in designing small efficient vehicles to provide a range of platforms that Ford (through its joint venture studio in Hiroshima) and also Ford Australia's design and engineering operations, to make suitable alterations to these platforms such that the vehicles could be sold as Fords throughout Asia-Pacific, and even the US.
Project Capricorn was the codename for a vehicle derived from the front-wheel-drive Mazda 626, utilising a longer wheelbase, that was to replace the Falcon XF (the last update of the XD-XE-XF series launched in 1979). Work commenced shortly after the XD launch.
An image and small amount of text is shown at the following link:
www.fordforums.com.au/showthread.php?t=11301296
The EA, however retained much of the platform from preceding generations of Falcon model, dating back to the 1960s. This allowed the vehicle to retain its 'full-size' status, something that was considered an asset in the Australian market prior to the rise in popularity of 4WD wagons, crossovers, or comfortable 5-seat pickup trucks.
In addition, Ford's dominance of the taxi market in Australia meant that a car that could comfortably seat three along the back seat—and even the front, with a bench seat installed—was necessary. It also ensured that Ford could retain, at least until Holden released the new Statesman/Caprice in 1990, the market for official cars for governmental use.
Success of the EA generation Ford Falcon allowed Ford to be the top selling car brand through much of the 1980s and into the 1990s, along with Falcon being the most popular car for much of this time.
[Some text taken from Wikipedia].
This Lego miniland-scale Ford Falcon S Sedan (EA26) has been created for Flickr LUGNuts' 85th Build Challenge, - "Like, Totally 80's", - for vehicles created during the decade of the 1980's.
+++ 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 Heinkel He 162 Volksjäger ("People's Fighter"), the name of a project of the Emergency Fighter Program design competition, was a German single-engine, jet-powered fighter aircraft fielded by the Luftwaffe in World War II. It was designed and built quickly and made primarily of wood as metals were in very short supply and prioritised for other aircraft. Volksjäger was the Reich Air Ministry's official name for the government design program competition won by the He 162 design. Other names given to the plane include Salamander, which was the codename of its construction program, and Spatz ("Sparrow"), which was the official name given to the plane by Heinkel.
The official RLM Volksjäger design competition was issued 10 September 1944 and its parameters specified a single-seat fighter, powered by a single BMW 003, a slightly lower-thrust engine not in demand for either the Me 262 or the Ar 234, already in service. The main structure of the Volksjäger competing airframe designs would use cheap and unsophisticated parts made of wood and other non-strategic materials and, more importantly, could be assembled by semi- and non-skilled labor. Specifications included a weight of no more than 2,000 kg (4,400 lb), with maximum speed specified as 750 km/h (470 mph) at sea level, operational endurance at least a half hour, and the takeoff run no more than 500 m (1,640 ft). Armament was specified as either two 20 mm (0.79 in) MG 151/20 cannons with 100 rounds each, or two 30 mm (1.2 in) MK 108 cannons with 50 rounds each. The Volksjäger needed to be easy to fly. Some suggested even glider or student pilots should be able to fly the jet effectively in combat, and indeed had the Volksjäger gone into full production, and that is precisely what would have happened.
The basic designs had to be returned within 10 days (!!!) and large-scale production was to start by 1 January 1945. Because the winner of the new lightweight fighter design competition would be building huge numbers of the planes, nearly every German aircraft manufacturer expressed interest in the project, such as Blohm & Voss, and Focke-Wulf, whose Focke-Wulf Volksjäger 1 design contender, likewise meant for BMW 003 turbojet power bore a resemblance to their slightly later Ta 183 Huckebein jet fighter design. However, Heinkel had already been working on a series of projects for light single-engine fighters over the last year under the designation P.1073, with most design work being completed by Professor Benz, and had gone so far as to build and test several models and conduct some wind tunnel testing.
Although some of the competing designs were technically superior, with Heinkel's head start the outcome was largely a foregone conclusion. The results of the competition were announced in October 1944, only three weeks after being announced, and to no one's surprise, the Heinkel entry was selected for production. In order to confuse Allied intelligence, the RLM chose to reuse the 8-162 airframe designation (formerly that of a Messerschmitt fast bomber) rather than the other considered designation He 500.
Heinkel had designed a relatively small, 'sporty'-looking aircraft, with a sleek, streamlined fuselage. Overall, the look of the plane was extremely modernistic for its time, appearing quite contemporary in terms of layout and angular arrangement even to today's eyes. The BMW 003 axial-flow turbojet was mounted in a pod nacelle uniquely situated atop the fuselage, just aft of the cockpit and centered directly over the wing's center section. Twin roughly rectangular vertical tailfins were perpendicularly mounted at the ends of highly dihedralled horizontal tailplanes – possessing dihedral of some 14º apiece – to clear the jet exhaust, a high-mounted straight wing (attached to the fuselage with just four bolts) with a forward-swept trailing edge and a noticeably marked degree of dihedral, with an ejection seat provided for the.
The He 162 airframe design featured an uncomplicated tricycle landing gear, that retracted into the fuselage, performed simply with extension springs, mechanical locks, cables and counterweights, and a minimum of any hydraulics employed in its design. Partly due to the late-war period it was designed within, some of the He 162's landing gear components were "recycled" existing landing gear components from a contemporary German military aircraft to save development time: the main landing gear's oleo struts and wheel/brake units came from the Messerschmitt Bf 109K, as well as the double-acting hydraulic cylinders, one per side, used to raise and lower each maingear leg.
The He 162 V1 first prototype flew within an astoundingly short period of time: the design was chosen on 25 September 1944 and first flew on 6 December, less than 90 days later. This was despite the fact that the factory in Wuppertal making Tego film plywood glue — used in a substantial number of late-war German aviation designs whose airframes and/or major airframe components were meant to be constructed mostly from wood — had been bombed by the Royal Air Force and a replacement had to be quickly substituted, without realizing that the replacement adhesive was highly acidic and would disintegrate the wooden parts it was intended to be fastening.
The first flight of the He 162 was fairly successful, but during a high-speed run at 840 km/h (520 mph), the highly acidic replacement glue attaching the nose gear strut door failed and the pilot was forced to land. Other problems were noted as well, notably a pitch instability and problems with sideslip due to the rudder design. None were considered important enough to hold up the production schedule for even a day. On a second flight on 10 December, the glue again caused a structural failure. This allowed the aileron to separate from the wing, causing the plane to roll over and crash, killing the pilot.
An investigation into the failure revealed that the wing structure had to be strengthened and some redesign was needed, as the glue bonding required for the wood parts was in many cases defective. However, the schedule was so tight that testing was forced to continue with the current design. Speeds were limited to 500 km/h (310 mph) when the second prototype flew on 22 December. This time, the stability problems proved to be more serious, and were found to be related to Dutch roll, which could be solved by reducing the dihedral. However, with the plane supposed to enter production within weeks, there was no time to change the design. A number of small changes were made instead, including adding lead ballast to the nose to move the centre of gravity more to the front of the plane, and slightly increasing the size of the tail surfaces.
The third and fourth prototypes, which now used an "M" for "Muster" (model) number instead of "V" for "Versuchs" (experimental) number, as the He 162 M3 and M4, after being fitted with the strengthened wings, flew in mid-January 1945. These versions also included small, anhedraled aluminium "drooped" wingtips, reportedly designed by Alexander Lippisch, in an attempt to cure the stability problems via effectively "decreasing" the main wing panels' marked three degree dihedral angle. Both prototypes were equipped with two 30 mm (1.18 in) MK 108 cannons in the He 162 A-1 anti-bomber variant; in testing, the recoil from these guns proved to be too much for the lightweight fuselage to handle, and plans for production turned to the A-2 fighter with two 20 mm MG 151/20 cannons instead while a redesign for added strength started as the A-3. The shift to 20 mm guns was also undertaken because the smaller-calibre weapons would allow a much greater amount of ammunition to be carried.
Various changes had raised the weight over the original 2,000 kg (4,410 lb) limit, but even at 2,800 kg (6,170 lb), the aircraft was still among the fastest aircraft in the air with a maximum airspeed of 790 km/h (427 kn; 491 mph) at sea level and 839 km/h (453 kn; 521 mph) at 6,000 m (20,000 ft).
While still trying to optimize the basic He 162 A for production and frontline service, Heinkel was already working on improved variants, slated for production in 1946. Among these were the He 162 B, powered by Heinkel's own, more powerful 12 kN (2,700 lb) thrust Heinkel HeS 011A turbojet, with a stretched fuselage to provide more fuel and endurance as well as increased wingspan, with reduced dihedral which allowed the omission of the anhedral wingtip devices. Another, even more radical variant, was the He 162 C. It was based on the B-series longer fuselage and was to carry the stronger Heinkel HeS 011A engine, too, but it had totally different aerodynamic surfaces: swept-back, anhedraled outer wing panels with slats formed a gull wing and a new swept V-tail stabilizing surface assembly replaced the original twin-tail. The armament was also changed and was to consist of upward-aimed twin 30 mm (1.18 in) MK 108s as a Schräge Musik weapons fitment, located right behind the cockpit, with the option to add a 20 mm MG 151/20 cannon in an external fairing under the fuselage.
In order to test the new aerodynamic layout, a He 162 C prototype was converted from airframe 220023, the He 162 A prototype M35, which had been damaged through Allied bombings. The resulting He 162 C-0, how this interim type was called, received the new serial number 390635 and retained the short He 162 A airframe and its forward-firing armament, as well as the weaker BMW 003 engine (the HeS 011A turbojet was still on the horizon, after all).
To carry the new swept "C-wing", the fuselage was structurally altered and the wing attachment points were moved forward. The wings, which were still manufactured mostly from wood, were still held only by four bolts apiece. As a novelty, the new wings featured, thanks to a thicker profile, additional tanks inside of their inner portions which held some 325 litres (86 US gal), feeding by gravity into the main fuselage tank. Slats were also added for better staring and landing handling and to improve agility at lower speeds. The tail cone was also modified in order to carry the new butterfly tail, but the fuselage structure as well as the cockpit and the landing gear were taken over from the He 162 A.
The first He 162 C-0 (registered with the Stammkennzeichen VN+DA and designated "M48") made its successful maiden flight at Heinkel's production facility at Salzburg in Austria on 7th of May 1945. The initial flight tests, which only lasted two weeks, were positive. Esp. the handling and directional stability had improved in comparison with the rather trappy He 162 A, and despite the higher weight due to more fuel and the bigger wings, the He 162 C-0's performance was better than the He 162 A's. Beyond the better handling characteristics, top speed was slightly higher (plus 20 km/h or 15 mph) and the aircraft's endurance was almost doubled. Plans were made to replace the He 162 A soon on the production lines, but with the end of hostilities the He 162 C program was prematurely terminated. Two more prototypes (M49 and 50) were under construction at Salzburg when the Red Army arrived, and all airframes including the project's documentations were destroyed - probably by German engineers who tried to prevent them to fall into Allied hands.
General characteristics:
Crew: 1, pilot
Length (incl. pitot): 10, 73 m (35 ft 1 1/2 in)
Wingspan: 8,17 m (26 ft 9 in)
Height: 2.6 m (8 ft 6 in)
Wing area: 16.4 m2 (177 sq ft)
Empty weight: 1.980 kg (4.361 lb)
Max. takeoff weight: 3.500 kg (7.710 lb)
Fuel capacity of 1,020 litres (270 US gallons)
Powerplant:
1× BMW 003E-1 axial flow turbojet, rated at 7.85 kN (1,760 lbf)
Performance:
Maximum speed: 810 km/h (503 mph) at normal thrust at sea level;
865 km/h (537 mph) at 6000 m; using short burst of extra thrust
Range: 1.800 km (1.110 mi)
Service ceiling: 13.000 m (42.570 400 ft)
Rate of climb: 1.650 m/min (5.400 ft/min)
Armament (as flown):
2× 20 mm MG 151/20 autocannons with 120 RPG
The kit and its assemby:Painting and markings:
As a prototype aircraft I wanted something unusual, but nothing flashy or too exotic. I iamgined that the He 162 C prototype might have been converted from an existing airframe, so I gave some parts of the model (tail cone, upper fuselage, engine pod) standard He 162 A colors, RLM 81, 82 and 76.
However, for the modified cockpit section and the new ing attachment points, I decided to add section in natural metal finish, and as a special detail I added greenish filler that was used on panel seams. The nose cone became RLM 02, for more variety.
The makeshift look was further emphasized through wing panels that were left in bare laminated wood look, with metal tips and camouflaged rudders. The wooden texture was created with a basis of Humbrol 63 (Sand) and some poorly-stirred Humbrol 62 (Leather) added on top with a flat, rather hard brush. Very simple, but the effect - at least at fist glance - is very good, and the unusual color makes the model look much more interesting than camouflaged surfaces.
The markings were puzzled together from various sources, including German crosses from a Special Hobby Fw 189 sheet and from TL Modellbau. The Stammkennzeichen and the "M48" designation were created with single black decals letters, also from TL Modellbau.
Finally, after a black ink washing and some post-shading, the model was sealed with matt acrylic varnish.
A nice and simple what-if/Luft '46 project, done in less than a week. And for the attempt to create a model of a paper project (beyond pure fantasy), I am happy with the result, the model comes pretty close to the drawings, even though noone can tell what a real prototype might have looked like.
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👑 Destiny : Cinematic 🔽
🎮 Game : Hitman Codename 47
️ Platform : Computer
🎭 Style : Action/Stealth/Adventure
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Hitman: Codename 47 is a stealth video game developed by IO Interactive and published by Eidos Interactive exclusively for Microsoft Windows. It is the first installment in the Hitman video game series.
The story centers on Agent 47, a genetically enhanced human clone branded with a barcode tattooed on the back of his head, who is rigorously trained in methods of murder. Upon escaping from a test facility, 47 is hired by the Agency, a European contract killing organization. His mission takes him to several locations in Asia and Europe to assassinate wealthy and decadent criminals.
In the basement of a remote sanatorium, a bald man, referred to as "Subject 47", is awakened by an unidentified man over a loudspeaker. Following the man's instructions, the Subject completes an obstacle course, undergoes firearms training, and practices various assassination techniques. He then ambushes and kills a guard, using his uniform to escape. The man watches him through the CCTV surveillance, with a satisfied laugh.
A year later, the Subject resurfaces as a hitman for the International Contract Agency (ICA), under the designation "Agent 47". He is briefed by his handler, Diana Burnwood, who sends him to Hong Kong to kill triad leader Lee Hong. He kills Hong's negotiator during a peace summit with a rival gang, frames him for a retaliatory car bombing, and assassinates the police chief protecting him, stripping Hong of his allies. He then infiltrates Hong's restaurant and assassinates him. For his next assignment, 47 travels to Colombia and kills cocaine trafficker Pablo Belisario Ochoa in a staged drug raid. His third target is Austrian mercenary Franz Fuchs, who has been hired to detonate a dirty bomb at an international conference in Budapest. 47 kills him at a hotel and recovers the bomb. His final contract takes him to Rotterdam, where he finds gunrunner Arkadij "Boris" Jegorov trying to sell weapons, including a nuclear warhead, to an extremist group. After confirming Jegorov's death, 47 finds a letter addressed to him, similar to the other three targets. He learns from Diana that all four were once part of a French Foreign Legion unit serving in Vietnam, and that they've been discussing something involving an "experimental human". The letters also mention a fifth man, Professor Ort-Meyer.
Diana then informs him that all four contracts were ordered by the same man in violation of Agency rules, and that her superiors have authorized an additional mission. 47 is to kill Odon Kovacs, a doctor at a sanatorium in Satu Mare, Romania, which turns out to be the one from which 47 escaped. Ort-Meyer is revealed to be the client, as well as the man who oversaw 47's orientation. Romanian special forces raid the building while 47 kills Kovacs, who he recognizes as Ort-Meyer's assistant.
47 then learns the truth behind his existence. He is the result of a cloning experiment which combined the genetic material of each of his four previous targets, as well as Ort-Meyer, with the goal of creating a flawless human being. Ort-Meyer orchestrated 47's escape from the asylum in order to test his performance in the outside world and ordered his associates' deaths because they wanted to use 47 for their own purposes.
With the help of CIA Agent Carlton Smith, who he rescued earlier during his time in Hong Kong, 47 discovers a sophisticated lab beneath the hospital. In response, Ort-Meyer reveals "Subject 48", a perfect replica of 47 who is both mindless and loyal. A squad of 48's are sent to hunt down 47, who manages to kill them using his superior training and experience.
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A further seven people have been arrested in raids as part of an operation to target drug dealing in Oldham.
They were arrested when officers from Greater Manchester Police raided five addresses just after 6am today, Tuesday 7 February 2012.
Officers from Oldham's neighbourhood policing teams launched the operation, codenamed Operation Rescind V, as their response to concerns the community had that drug dealing was a problem and, in turn, increasing crime and antisocial behaviour in the area.
The raids follow on from Operation Rescind I, Operation Rescind II, Operation Rescind III and Operation rescind IV where officers raided 16 addresses in March 2011, 15 addresses in July 2011, seven addresses in November 2011 and 9 addresses in January 2012, to date 60 people have been arrested for drugs offences.
These arrests came after months of investigations by officers from the Oldham division and Serious Crime Division into the distribution of heroin and crack cocaine.
In the latest raids this morning, five men and two women were arrested on suspicion of drugs offences, including possession with intent to supply class A drugs, after officers executed warrants across the Oldham area.
Properties were raided in the, Chadderton and Failsworth areas of Oldham.
More than 100 officers were involved in the raids and included officers from the neighbourhood policing teams, Serious Crime Division, tactical aid units, dog handlers and officers from the Department of Working Pensions.
Extra officers from Oldham's Neighbourhood Policing Teams will be patrolling the area for today and the next few days to provide a visible presence and reassurance to the community. Oldham drugs intervention team and First Choice homes will be involved in the operation to offer support.
Superintendent Catherine Hankinson, from Greater Manchester Police's Oldham Division, said: "Today shows that the desire to rid our communities of the blight of drugs is continuous and we will go back and keep tackling the issue in the same area as many times as necessary until the problem is dealt with.
"Residents told us that class A drug dealing was a worry to them so we have responded robustly to combat this.
"Drugs wreck lives and the crime associated with them causes misery to the whole community - so we do everything possible to find out who is responsible and put them before the courts.
"These arrests are the culmination of hundreds of hours of work by officers and our counterparts at the Crown Prosecution Service. We have used divisional and force resources to gather the intelligence we needed to take this action. It is not a quick process and we thank the community for their patience while we have been building the strongest case possible."
To report crime call police on 101 or for more information about Greater Manchester Police visit www.gmp.police.uk.
You can also call anonymously with information about crime to Crimestoppers on 0800 555 111. Crimestoppers is an independent charity who will not want your name, just your information. Your call will not be traced or recorded and you do not have to go to court or give a statement.
+++ 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 Heinkel He 162 Volksjäger ("People's Fighter"), the name of a project of the Emergency Fighter Program design competition, was a German single-engine, jet-powered fighter aircraft fielded by the Luftwaffe in World War II. It was designed and built quickly and made primarily of wood as metals were in very short supply and prioritised for other aircraft. Volksjäger was the Reich Air Ministry's official name for the government design program competition won by the He 162 design. Other names given to the plane include Salamander, which was the codename of its construction program, and Spatz ("Sparrow"), which was the official name given to the plane by Heinkel.
The official RLM Volksjäger design competition was issued 10 September 1944 and its parameters specified a single-seat fighter, powered by a single BMW 003, a slightly lower-thrust engine not in demand for either the Me 262 or the Ar 234, already in service. The main structure of the Volksjäger competing airframe designs would use cheap and unsophisticated parts made of wood and other non-strategic materials and, more importantly, could be assembled by semi- and non-skilled labor. Specifications included a weight of no more than 2,000 kg (4,400 lb), with maximum speed specified as 750 km/h (470 mph) at sea level, operational endurance at least a half hour, and the takeoff run no more than 500 m (1,640 ft). Armament was specified as either two 20 mm (0.79 in) MG 151/20 cannons with 100 rounds each, or two 30 mm (1.2 in) MK 108 cannons with 50 rounds each. The Volksjäger needed to be easy to fly. Some suggested even glider or student pilots should be able to fly the jet effectively in combat, and indeed had the Volksjäger gone into full production, and that is precisely what would have happened.
The basic designs had to be returned within 10 days (!!!) and large-scale production was to start by 1 January 1945. Because the winner of the new lightweight fighter design competition would be building huge numbers of the planes, nearly every German aircraft manufacturer expressed interest in the project, such as Blohm & Voss, and Focke-Wulf, whose Focke-Wulf Volksjäger 1 design contender, likewise meant for BMW 003 turbojet power bore a resemblance to their slightly later Ta 183 Huckebein jet fighter design. However, Heinkel had already been working on a series of projects for light single-engine fighters over the last year under the designation P.1073, with most design work being completed by Professor Benz, and had gone so far as to build and test several models and conduct some wind tunnel testing.
Although some of the competing designs were technically superior, with Heinkel's head start the outcome was largely a foregone conclusion. The results of the competition were announced in October 1944, only three weeks after being announced, and to no one's surprise, the Heinkel entry was selected for production. In order to confuse Allied intelligence, the RLM chose to reuse the 8-162 airframe designation (formerly that of a Messerschmitt fast bomber) rather than the other considered designation He 500.
Heinkel had designed a relatively small, 'sporty'-looking aircraft, with a sleek, streamlined fuselage. Overall, the look of the plane was extremely modernistic for its time, appearing quite contemporary in terms of layout and angular arrangement even to today's eyes. The BMW 003 axial-flow turbojet was mounted in a pod nacelle uniquely situated atop the fuselage, just aft of the cockpit and centered directly over the wing's center section. Twin roughly rectangular vertical tailfins were perpendicularly mounted at the ends of highly dihedralled horizontal tailplanes – possessing dihedral of some 14º apiece – to clear the jet exhaust, a high-mounted straight wing (attached to the fuselage with just four bolts) with a forward-swept trailing edge and a noticeably marked degree of dihedral, with an ejection seat provided for the.
The He 162 airframe design featured an uncomplicated tricycle landing gear, that retracted into the fuselage, performed simply with extension springs, mechanical locks, cables and counterweights, and a minimum of any hydraulics employed in its design. Partly due to the late-war period it was designed within, some of the He 162's landing gear components were "recycled" existing landing gear components from a contemporary German military aircraft to save development time: the main landing gear's oleo struts and wheel/brake units came from the Messerschmitt Bf 109K, as well as the double-acting hydraulic cylinders, one per side, used to raise and lower each maingear leg.
The He 162 V1 first prototype flew within an astoundingly short period of time: the design was chosen on 25 September 1944 and first flew on 6 December, less than 90 days later. This was despite the fact that the factory in Wuppertal making Tego film plywood glue — used in a substantial number of late-war German aviation designs whose airframes and/or major airframe components were meant to be constructed mostly from wood — had been bombed by the Royal Air Force and a replacement had to be quickly substituted, without realizing that the replacement adhesive was highly acidic and would disintegrate the wooden parts it was intended to be fastening.
The first flight of the He 162 was fairly successful, but during a high-speed run at 840 km/h (520 mph), the highly acidic replacement glue attaching the nose gear strut door failed and the pilot was forced to land. Other problems were noted as well, notably a pitch instability and problems with sideslip due to the rudder design. None were considered important enough to hold up the production schedule for even a day. On a second flight on 10 December, the glue again caused a structural failure. This allowed the aileron to separate from the wing, causing the plane to roll over and crash, killing the pilot.
An investigation into the failure revealed that the wing structure had to be strengthened and some redesign was needed, as the glue bonding required for the wood parts was in many cases defective. However, the schedule was so tight that testing was forced to continue with the current design. Speeds were limited to 500 km/h (310 mph) when the second prototype flew on 22 December. This time, the stability problems proved to be more serious, and were found to be related to Dutch roll, which could be solved by reducing the dihedral. However, with the plane supposed to enter production within weeks, there was no time to change the design. A number of small changes were made instead, including adding lead ballast to the nose to move the centre of gravity more to the front of the plane, and slightly increasing the size of the tail surfaces.
The third and fourth prototypes, which now used an "M" for "Muster" (model) number instead of "V" for "Versuchs" (experimental) number, as the He 162 M3 and M4, after being fitted with the strengthened wings, flew in mid-January 1945. These versions also included small, anhedraled aluminium "drooped" wingtips, reportedly designed by Alexander Lippisch, in an attempt to cure the stability problems via effectively "decreasing" the main wing panels' marked three degree dihedral angle. Both prototypes were equipped with two 30 mm (1.18 in) MK 108 cannons in the He 162 A-1 anti-bomber variant; in testing, the recoil from these guns proved to be too much for the lightweight fuselage to handle, and plans for production turned to the A-2 fighter with two 20 mm MG 151/20 cannons instead while a redesign for added strength started as the A-3. The shift to 20 mm guns was also undertaken because the smaller-calibre weapons would allow a much greater amount of ammunition to be carried.
Various changes had raised the weight over the original 2,000 kg (4,410 lb) limit, but even at 2,800 kg (6,170 lb), the aircraft was still among the fastest aircraft in the air with a maximum airspeed of 790 km/h (427 kn; 491 mph) at sea level and 839 km/h (453 kn; 521 mph) at 6,000 m (20,000 ft).
While still trying to optimize the basic He 162 A for production and frontline service, Heinkel was already working on improved variants, slated for production in 1946. Among these were the He 162 B, powered by Heinkel's own, more powerful 12 kN (2,700 lb) thrust Heinkel HeS 011A turbojet, with a stretched fuselage to provide more fuel and endurance as well as increased wingspan, with reduced dihedral which allowed the omission of the anhedral wingtip devices. Another, even more radical variant, was the He 162 C. It was based on the B-series longer fuselage and was to carry the stronger Heinkel HeS 011A engine, too, but it had totally different aerodynamic surfaces: swept-back, anhedraled outer wing panels with slats formed a gull wing and a new swept V-tail stabilizing surface assembly replaced the original twin-tail. The armament was also changed and was to consist of upward-aimed twin 30 mm (1.18 in) MK 108s as a Schräge Musik weapons fitment, located right behind the cockpit, with the option to add a 20 mm MG 151/20 cannon in an external fairing under the fuselage.
In order to test the new aerodynamic layout, a He 162 C prototype was converted from airframe 220023, the He 162 A prototype M35, which had been damaged through Allied bombings. The resulting He 162 C-0, how this interim type was called, received the new serial number 390635 and retained the short He 162 A airframe and its forward-firing armament, as well as the weaker BMW 003 engine (the HeS 011A turbojet was still on the horizon, after all).
To carry the new swept "C-wing", the fuselage was structurally altered and the wing attachment points were moved forward. The wings, which were still manufactured mostly from wood, were still held only by four bolts apiece. As a novelty, the new wings featured, thanks to a thicker profile, additional tanks inside of their inner portions which held some 325 litres (86 US gal), feeding by gravity into the main fuselage tank. Slats were also added for better staring and landing handling and to improve agility at lower speeds. The tail cone was also modified in order to carry the new butterfly tail, but the fuselage structure as well as the cockpit and the landing gear were taken over from the He 162 A.
The first He 162 C-0 (registered with the Stammkennzeichen VN+DA and designated "M48") made its successful maiden flight at Heinkel's production facility at Salzburg in Austria on 7th of May 1945. The initial flight tests, which only lasted two weeks, were positive. Esp. the handling and directional stability had improved in comparison with the rather trappy He 162 A, and despite the higher weight due to more fuel and the bigger wings, the He 162 C-0's performance was better than the He 162 A's. Beyond the better handling characteristics, top speed was slightly higher (plus 20 km/h or 15 mph) and the aircraft's endurance was almost doubled. Plans were made to replace the He 162 A soon on the production lines, but with the end of hostilities the He 162 C program was prematurely terminated. Two more prototypes (M49 and 50) were under construction at Salzburg when the Red Army arrived, and all airframes including the project's documentations were destroyed - probably by German engineers who tried to prevent them to fall into Allied hands.
General characteristics:
Crew: 1, pilot
Length (incl. pitot): 10, 73 m (35 ft 1 1/2 in)
Wingspan: 8,17 m (26 ft 9 in)
Height: 2.6 m (8 ft 6 in)
Wing area: 16.4 m2 (177 sq ft)
Empty weight: 1.980 kg (4.361 lb)
Max. takeoff weight: 3.500 kg (7.710 lb)
Fuel capacity of 1,020 litres (270 US gallons)
Powerplant:
1× BMW 003E-1 axial flow turbojet, rated at 7.85 kN (1,760 lbf)
Performance:
Maximum speed: 810 km/h (503 mph) at normal thrust at sea level;
865 km/h (537 mph) at 6000 m; using short burst of extra thrust
Range: 1.800 km (1.110 mi)
Service ceiling: 13.000 m (42.570 400 ft)
Rate of climb: 1.650 m/min (5.400 ft/min)
Armament (as flown):
2× 20 mm MG 151/20 autocannons with 120 RPG
The kit and its assemby:Painting and markings:
As a prototype aircraft I wanted something unusual, but nothing flashy or too exotic. I iamgined that the He 162 C prototype might have been converted from an existing airframe, so I gave some parts of the model (tail cone, upper fuselage, engine pod) standard He 162 A colors, RLM 81, 82 and 76.
However, for the modified cockpit section and the new ing attachment points, I decided to add section in natural metal finish, and as a special detail I added greenish filler that was used on panel seams. The nose cone became RLM 02, for more variety.
The makeshift look was further emphasized through wing panels that were left in bare laminated wood look, with metal tips and camouflaged rudders. The wooden texture was created with a basis of Humbrol 63 (Sand) and some poorly-stirred Humbrol 62 (Leather) added on top with a flat, rather hard brush. Very simple, but the effect - at least at fist glance - is very good, and the unusual color makes the model look much more interesting than camouflaged surfaces.
The markings were puzzled together from various sources, including German crosses from a Special Hobby Fw 189 sheet and from TL Modellbau. The Stammkennzeichen and the "M48" designation were created with single black decals letters, also from TL Modellbau.
Finally, after a black ink washing and some post-shading, the model was sealed with matt acrylic varnish.
A nice and simple what-if/Luft '46 project, done in less than a week. And for the attempt to create a model of a paper project (beyond pure fantasy), I am happy with the result, the model comes pretty close to the drawings, even though noone can tell what a real prototype might have looked like.
+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
In the aftermath of the Second World War, Sweden required a strong air defense, utilizing the newly developed jet propulsion technology. This led to a pair of proposals being issued by the Saab design team, led by Lars Brising. The first of these, codenamed R101, was a cigar-shaped aircraft, which bore a resemblance to the American Lockheed P-80 Shooting Star. The second design, which would later be picked as the winner, was a barrel-shaped design, codenamed R 1001, which proved to be both faster and more agile upon closer study.
The original R 1001 concept had been designed around a mostly straight wing, but after Swedish engineers had obtained German research data on swept-wing designs, the prototype was altered to incorporate a 25° sweep. In order to make the wing as thin as possible, Saab elected to locate the retractable undercarriage in the aircraft's fuselage rather than into the wings.
Extensive wind tunnel testing performed at the Swedish Royal University of Technology and by the National Aeronautical Research Institute had also influenced aspects of the aircraft's aerodynamics, such as stability and trim across the aircraft's speed range. In order to test the design of the swept wing further and avoid any surprises, it was decided to modify a single Saab Safir. It received the designation Saab 201 and a full-scale R 1001 wing for a series of flight tests. The first 'final' sketches of the aircraft, incorporating the new information, was drawn in January 1946.
The originally envisioned powerplant for the new fighter type was the de Havilland Goblin turbojet engine. However, in December 1945, information on the newer and more powerful de Havilland Ghost engine became available. The new engine was deemed to be ideal for Saab's in-development aircraft, as not only did the Ghost engine had provisions for the use of a central circular air intake, the overall diameter of the engine was favorable for the planned fuselage dimensions, too. Thus, following negotiations between de Havilland and Saab, the Ghost engine was selected to power the type instead and built in license as the RM 2.
By February 1946 the main outline of the proposed aircraft had been clearly defined. In Autumn 1946, following the resolution of all major questions of principal and the completion of the project specification, the Swedish Air Force formally ordered the completion of the design and that three prototype aircraft be produced, giving the proposed type the designation J 29.
On 1 September 1948, the first of the Saab 29 prototypes conducted its maiden flight, which lasted for half an hour. Because of the shape of its fuselage, the Saab J 29 quickly received the nickname "Flygande Tunnan" ("The Flying Barrel"), or "Tunnan" ("The Barrel") for short. While the demeaning nickname was not appreciated by Saab, its short form was eventually officially adopted.
A total of four prototypes were built for the aircraft's test program. The first two lacked armament, carrying heavy test equipment instead, while the third prototype was armed with four 20mm automatic guns. Various different aerodynamic arrangements were tested, such as air brakes being installed either upon the fuselage or on the wings aft of the rear spar, along with both combined and conventional aileron/flap arrangements.
The flight test program revealed that the J 29 prototypes were capable of reaching and exceeding the maximum permissible Mach number for which they had been designed, and the flight performance figures gathered were found to be typically in excess of the predicted values.
In 1948 production of the type commenced and in May 1951 the first deliveries of operational production aircraft were received by F 13 Norrköping. The J 29 proved to be very successful and several variants and updates of the Tunnan were produced, including a dedicated reconnaissance variant and an all-weather fighter with an on-board radar.
A trainer variant was deemed to be useful, too, since the transition of young pilots from relatively slow, piston-engine basic trainers to jet-powered aircraft was considered to be a major step in the education program. At that time, the only jet-powered two-seater in Swedish inventory was the DH 115 Vampire. 57 of these, designated J 28C by the Swedish Air Force, had been procured from Great Britain in the late Forties, but an indigenous alternative (and a more capable successor) was politically favored.
In 1952 initial wind tunnel tests with scaled-down models were conducted, since it was not clear which layout would be the best from an aerodynamic, structural and educational point of view. After a thorough inspection of wooden 1:1 mock-ups of alternative tandem and a side-by-side cockpit layouts, as well as much political debate between Saab, the Swedish Air Force and the Swedish government concerning the costs and budget for a dedicated Saab 29 trainer fleet’s development and production, a compromise was settled upon in early 1953: No new trainer airframes would be produced. Instead, only existing airframes would be converted into two seaters, in an attempt to keep as much of the existing structure and internal fuel capacity as possible.
The side-by-side arrangement was adopted, not only because it was considered to be the more effective layout for a trainer aircraft. It also had the benefit that its integration would only mean a limited redesign of the aircraft’s cockpit section above the air intake duct and the front landing gear well, allowing to retain the single-seater’s pressurized cabin’s length and internal structure. A tandem cockpit would have been aerodynamically more efficient, but it would have either considerably reduced the J 29’s internal fuel capacity, or the whole aircraft had had to be lengthened with a fuselage plug, with uncertain outcome concerning airframe and flight stability. It would also have been the more costly option,
However, it would take until 1955 that the first trainer conversions were conducted by Saab, in the wake of the major wing and engine updates for the J 29 A/B fleet that lasted until 1956. The trainer, designated Sk 29 B, was exclusively based on the J 29 B variant and benefited from this version’s extra fuel tanks in the wings and fully wired underwing weapon hardpoints, which included two wet pylons for drop tanks and made the Sk 29 B suitable for weapon training with the J 29’s full ordnance range.
The trainer conversions only covered the new cockpit section, though. The Sk 29 B did not receive the new dogtooth wing which was only introduced to the converted J 29 D, E and F fighters. The upper pair of 20mm cannon in the lower front fuselage was deleted, too, in order to compensate for the two-seater’s additional cockpit equipment weight and drag. Performance suffered only marginally under the enlarged canopy, though, and the Sk 29 B turned out to be a very sound and useful design for the advanced jet trainer role.
However, budgetary restraints and the quick development of aircraft technology in the Fifties limited the number of fighter conversions to only 22 airframes. The aging Vampire two-seaters still turned out to be adequate for the advanced trainer role, and the Sk 29 B did not offer a significant advantage over the older, British aircraft. Another factor that spoke against more Sk 29 Bs was the simple fact that more trainer conversions would have reduced the number of airframes eligible for the running fighter aircraft updates.
All Sk 29 Bs were concentrated at the F 5 Ljungbyhed Kungliga Krigsflygskolan training wing in southern Sweden, where two flights were equipped with it. Unofficially dubbed “Skola Tunnan” (literally “School Barrel”), the Sk 29B performed a solid career, even though the machines were gradually retired from 1966 onwards. A dozen Sk 29 B remained active until 1972 in various supportive roles, including target tugging, air sampling and liaison duties, while the final Vampire trainer was already retired in 1968. But by the early Seventies, the trainer role had been taken over by the brand new Saab 105/Sk 60 trainer, the long-awaited domestic development, and Sk 35 Draken trainers.
General characteristics:
Crew: 2
Length: 10.23 m (33 ft 7 in)
Wingspan: 11.0 m (36 ft 1 in)
Height: 3.75 m (12 ft 4 in)
Wing area: 24.15 m² (260.0 ft²)
Empty weight: 5,120 kg (11,277 lb)
Max. takeoff weight: 8,375 kg (18,465 lb)
Powerplant:
1× Svenska Flygmotor RM2 turbojet, rated at 5,000 lbf (22.2 kN)
Performance:
Maximum speed: 1,010 km/h (627 mph)
Range: 1,060 km (658 mi)
Service ceiling: 15,500 m (50,850 ft)
Rate of climb: 30.5 m/s (6,000 ft/min)
Armament:
2x 20mm Hispano Mark V autocannon in the lower front fuselage
Underwing hardpoints for various unguided missiles and iron bombs, or a pair drop tanks
The kit and its assembly:
Another Saab 29 conversion of a variant that was thought about but never materialized, much like the radar-equipped all-weather fighter. The impulse to tackle this stunt was a leftover D. H. Vampire trainer fuselage pod in my stash (from the ‘Mystery Jet’ conversion a couple of months ago, from an Airfix kit). The canopy’s shape and dimensions appeared like a sound match for the tubby J 29, and so I decided to try this stunt.
The basis is the Heller J 29 kit, which is, despite raised surface details, IMHO the better kit than the rather simple Matchbox offering. However, what makes things more hazardous, though, is the kit’s option to build the S 29 C reconnaissance variant – the lower front fuselage is a separate part, and any surgery around the cockpit weakens the kit’s overall stability considerably. Unlike the J 29D all-weather fighter built recently, I had no visual reference material. The only valid information I was able to dig up was that a side-by-side cockpit had been the preferred layout for this paper project.
Implanting a new cockpit is always hazardous, and I have never tried to integrate a side-by-side arrangement into a single seater. The Vampire cockpit was finished first, and also mounted into the Vampire’s original cockpit pod halves, because I was able to use its side walls and also had the original canopy parts left over – and using the Vampire’s cockpit opening would ensure a good fit and limit PSR work around the clear parts. Once the Vampire cockpit tub was complete, the “implant” was trimmed down as far as possible.
Next step was to prepare the Tunnan to accept the donor cockpit. In order to avoid structural trouble I finished the two fuselage halves first, mounted the air intake with the duct to the front end, but left the fighter version’s gun tray away (while preparing it with a load of lead). The idea was to put the Vampire cockpit into position from below into the Tunnan’s fuselage, until all outer surfaces would more or less match in order to minimize PSR work.
With the Vampire cockpit as benchmark, I carefully tried to draw its outlines onto the upper front fuselage. The following cutting and trimming sessions too several turns. To my surprise, the side-by-side cockpit’s width was the least problem – it fits very well inside of the J 29 fuselage’s confines, even though the front end turned out to be troublesome. Space in length became an issue, too, because the Airfix Vampire cockpit is pretty complete: it comes with all pedals, a front and a rear bulkhead, and its bulged canopy extends pretty far backwards into an aerodynamic fairing. As a result, it’s unfortunately very long… Furthermore, air intake duct reaches deep into the Tunnan’s nose, too, so that width was not the (expected) problem, but rather length!
Eventually, the cockpit lost the front bulkhead and had to trimmed and slimmed down further, because, despite its bulky fuselage, the Tunnan’s nose is rather narrow. As a consequence the Vampire cockpit had to be moved back by about 3mm, relative to the single-seater’s canopy, and the area in front of the cockpit/above the air intake duct had to be completely re-sculpted, which took several PSR stages. Since the Vampire’s canopy shape is very different and its windscreen less steep (and actually a flat glass panel), I think this change is not too obvious, tough, and looks like a natural part of the fictional real-life conversion. However, a fiddly operation, and it took some serious effort to blend the new parts into the Tunnan fuselage, especially the windscreen.
Once the cockpit was in place, the lower front fuselage with the guns (the upper pair had disappeared in the meantime) was mounted, and the wings followed suit. In this case, I modified the flaps into a lowered position, and, as a subtle detail, the Tunnan kit lost its retrofitted dogtooth wings, so that they resemble the initial, simple wing of the J 29 A and B variants. Thanks to the massive construction of the kit’s wings (they consist of two halves, but these are very thin and almost massive), this was a relatively easy task.
The rest of the Tunnan was built mostly OOB; it is a typical Heller kit of the Seventies: simple, with raised surface detail, relatively good fit (despite the need to use putty) and anything you could ask for a J 29 in 1:72 scale. I just replaced the drop tanks with shorter, thicker alternatives – early J 29 frequently carried Vampire drop tanks without fins, and the more stout replacements appeared very suitable for a trainer.
The pitots on the wing tips had to be scratched, since they got lost with the wing modifications - but OOB they are relatively thick and short, anyway. Further additions include a tail bumper and extra dorsal and ventral antennae, plus a fairing for a rotating warning light, inspired by a similar installation on the late J 29 target tugs.
Painting and markings:
As usual, I wanted a relatively plausible livery and kept things simple. Early J 29 fighters were almost exclusively left in bare metal finish, and the Swedish Vampire trainers were either operated in NMF with orange markings (very similar to the RAF trainers), or they carried the Swedish standard dark green/blue grey livery.
I stuck to the Tunnan’s standard NMF livery, but added dark green on wing tips and fin, which were widely added in order to make formation flight and general identification easier. However, some dayglow markings were added on the fuselage and wings, too, so that – together with the tactical markings – a colorful and distinct look was created, yet in line with typical Swedish Air Force markings in the late Fifties/early Sixties.
The NMF livery was created with an overall coat of Revell 99 acrylic paint (Aluminum), on top of which various shades of Metallizer were dry-brushed, panel by panel. Around the exhaust, a darker base tone (Revell 91, Iron Metallic and Steel Metallizer) was used. Around the cockpit, in order to simulate the retrofitted parts, some panels received a lighter base with Humbrol 191.
The raised panel lines were emphasized through a light black in wash and careful rubbing with grinded graphite on a soft cotton cloth – with the benefit that the graphite adds a further, metallic shine to the surface and destroys the uniform, clean NMF look. On the front fuselage, where many details got lost through the PSR work, panel lines were painted with a thin, soft pencil.
The cockpit interior became dark green-grey (Revell 67 comes pretty close to the original color), the landing gear wells medium grey (Revell 57). The dark green markings on fin and wing tips were painted with Humbrol 163 (RAF Dark Green), which comes IMHO close to the Swedish “Mörkgrön”. The orange bands were painted, too, with a base of Humbrol 82 (Orange Lining) on top of which a thin coat of fluorescent orange (Humbrol 209) was later added. Even though the NMF Tunnan did not carry anti-dazzle paint in front of the windscreen, I added a black panel because of the relatively flat area there on the modified kit.
Decals come from different sources: roundels and stencils come from the Heller kit’s sheet, the squadron code number from a Flying Colors sheet with Swedish ciphers in various colors and sizes for the late Fifties time frame, while the tactical code on the fin was taken from a Saab 32 sheet.
Finally the kit was sealed with a “¾ matt”, acrylic varnish, mixed from glossy and matt varnishes.
An effective and subtle conversion, and a bigger stunt than one might think at first sight. The Tunnan two-seater does, hoewever, not look as disturbing as, for instance, the BAC Lightning or Hawker Hunter trainer variants? The rhinoplasty was massive and took some serious PSR, though, and the livery was also more demanding than it might seem. But: this is what IMHO a real Saab 29 trainer could have looked like, if it had left the drawing boards in the early Fifties. And it even looks good! :D
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The Heinkel He 162 Volksjäger ("People's Fighter"), the name of a project of the Emergency Fighter Program design competition, was a German single-engine, jet-powered fighter aircraft fielded by the Luftwaffe in World War II. It was designed and built quickly and made primarily of wood as metals were in very short supply and prioritised for other aircraft. Volksjäger was the Reich Air Ministry's official name for the government design program competition won by the He 162 design. Other names given to the plane include Salamander, which was the codename of its construction program, and Spatz ("Sparrow"), which was the official name given to the plane by Heinkel.
The official RLM Volksjäger design competition was issued 10 September 1944 and its parameters specified a single-seat fighter, powered by a single BMW 003, a slightly lower-thrust engine not in demand for either the Me 262 or the Ar 234, already in service. The main structure of the Volksjäger competing airframe designs would use cheap and unsophisticated parts made of wood and other non-strategic materials and, more importantly, could be assembled by semi- and non-skilled labor. Specifications included a weight of no more than 2,000 kg (4,400 lb), with maximum speed specified as 750 km/h (470 mph) at sea level, operational endurance at least a half hour, and the takeoff run no more than 500 m (1,640 ft). Armament was specified as either two 20 mm (0.79 in) MG 151/20 cannons with 100 rounds each, or two 30 mm (1.2 in) MK 108 cannons with 50 rounds each. The Volksjäger needed to be easy to fly. Some suggested even glider or student pilots should be able to fly the jet effectively in combat, and indeed had the Volksjäger gone into full production, and that is precisely what would have happened.
The basic designs had to be returned within 10 days (!!!) and large-scale production was to start by 1 January 1945. Because the winner of the new lightweight fighter design competition would be building huge numbers of the planes, nearly every German aircraft manufacturer expressed interest in the project, such as Blohm & Voss, and Focke-Wulf, whose Focke-Wulf Volksjäger 1 design contender, likewise meant for BMW 003 turbojet power bore a resemblance to their slightly later Ta 183 Huckebein jet fighter design. However, Heinkel had already been working on a series of projects for light single-engine fighters over the last year under the designation P.1073, with most design work being completed by Professor Benz, and had gone so far as to build and test several models and conduct some wind tunnel testing.
Although some of the competing designs were technically superior, with Heinkel's head start the outcome was largely a foregone conclusion. The results of the competition were announced in October 1944, only three weeks after being announced, and to no one's surprise, the Heinkel entry was selected for production. In order to confuse Allied intelligence, the RLM chose to reuse the 8-162 airframe designation (formerly that of a Messerschmitt fast bomber) rather than the other considered designation He 500.
Heinkel had designed a relatively small, 'sporty'-looking aircraft, with a sleek, streamlined fuselage. Overall, the look of the plane was extremely modernistic for its time, appearing quite contemporary in terms of layout and angular arrangement even to today's eyes. The BMW 003 axial-flow turbojet was mounted in a pod nacelle uniquely situated atop the fuselage, just aft of the cockpit and centered directly over the wing's center section. Twin roughly rectangular vertical tailfins were perpendicularly mounted at the ends of highly dihedralled horizontal tailplanes – possessing dihedral of some 14º apiece – to clear the jet exhaust, a high-mounted straight wing (attached to the fuselage with just four bolts) with a forward-swept trailing edge and a noticeably marked degree of dihedral, with an ejection seat provided for the.
The He 162 airframe design featured an uncomplicated tricycle landing gear, that retracted into the fuselage, performed simply with extension springs, mechanical locks, cables and counterweights, and a minimum of any hydraulics employed in its design. Partly due to the late-war period it was designed within, some of the He 162's landing gear components were "recycled" existing landing gear components from a contemporary German military aircraft to save development time: the main landing gear's oleo struts and wheel/brake units came from the Messerschmitt Bf 109K, as well as the double-acting hydraulic cylinders, one per side, used to raise and lower each maingear leg.
The He 162 V1 first prototype flew within an astoundingly short period of time: the design was chosen on 25 September 1944 and first flew on 6 December, less than 90 days later. This was despite the fact that the factory in Wuppertal making Tego film plywood glue — used in a substantial number of late-war German aviation designs whose airframes and/or major airframe components were meant to be constructed mostly from wood — had been bombed by the Royal Air Force and a replacement had to be quickly substituted, without realizing that the replacement adhesive was highly acidic and would disintegrate the wooden parts it was intended to be fastening.
The first flight of the He 162 was fairly successful, but during a high-speed run at 840 km/h (520 mph), the highly acidic replacement glue attaching the nose gear strut door failed and the pilot was forced to land. Other problems were noted as well, notably a pitch instability and problems with sideslip due to the rudder design. None were considered important enough to hold up the production schedule for even a day. On a second flight on 10 December, the glue again caused a structural failure. This allowed the aileron to separate from the wing, causing the plane to roll over and crash, killing the pilot.
An investigation into the failure revealed that the wing structure had to be strengthened and some redesign was needed, as the glue bonding required for the wood parts was in many cases defective. However, the schedule was so tight that testing was forced to continue with the current design. Speeds were limited to 500 km/h (310 mph) when the second prototype flew on 22 December. This time, the stability problems proved to be more serious, and were found to be related to Dutch roll, which could be solved by reducing the dihedral. However, with the plane supposed to enter production within weeks, there was no time to change the design. A number of small changes were made instead, including adding lead ballast to the nose to move the centre of gravity more to the front of the plane, and slightly increasing the size of the tail surfaces.
The third and fourth prototypes, which now used an "M" for "Muster" (model) number instead of "V" for "Versuchs" (experimental) number, as the He 162 M3 and M4, after being fitted with the strengthened wings, flew in mid-January 1945. These versions also included small, anhedraled aluminium "drooped" wingtips, reportedly designed by Alexander Lippisch, in an attempt to cure the stability problems via effectively "decreasing" the main wing panels' marked three degree dihedral angle. Both prototypes were equipped with two 30 mm (1.18 in) MK 108 cannons in the He 162 A-1 anti-bomber variant; in testing, the recoil from these guns proved to be too much for the lightweight fuselage to handle, and plans for production turned to the A-2 fighter with two 20 mm MG 151/20 cannons instead while a redesign for added strength started as the A-3. The shift to 20 mm guns was also undertaken because the smaller-calibre weapons would allow a much greater amount of ammunition to be carried.
Various changes had raised the weight over the original 2,000 kg (4,410 lb) limit, but even at 2,800 kg (6,170 lb), the aircraft was still among the fastest aircraft in the air with a maximum airspeed of 790 km/h (427 kn; 491 mph) at sea level and 839 km/h (453 kn; 521 mph) at 6,000 m (20,000 ft).
While still trying to optimize the basic He 162 A for production and frontline service, Heinkel was already working on improved variants, slated for production in 1946. Among these were the He 162 B, powered by Heinkel's own, more powerful 12 kN (2,700 lb) thrust Heinkel HeS 011A turbojet, with a stretched fuselage to provide more fuel and endurance as well as increased wingspan, with reduced dihedral which allowed the omission of the anhedral wingtip devices. Another, even more radical variant, was the He 162 C. It was based on the B-series longer fuselage and was to carry the stronger Heinkel HeS 011A engine, too, but it had totally different aerodynamic surfaces: swept-back, anhedraled outer wing panels with slats formed a gull wing and a new swept V-tail stabilizing surface assembly replaced the original twin-tail. The armament was also changed and was to consist of upward-aimed twin 30 mm (1.18 in) MK 108s as a Schräge Musik weapons fitment, located right behind the cockpit, with the option to add a 20 mm MG 151/20 cannon in an external fairing under the fuselage.
In order to test the new aerodynamic layout, a He 162 C prototype was converted from airframe 220023, the He 162 A prototype M35, which had been damaged through Allied bombings. The resulting He 162 C-0, how this interim type was called, received the new serial number 390635 and retained the short He 162 A airframe and its forward-firing armament, as well as the weaker BMW 003 engine (the HeS 011A turbojet was still on the horizon, after all).
To carry the new swept "C-wing", the fuselage was structurally altered and the wing attachment points were moved forward. The wings, which were still manufactured mostly from wood, were still held only by four bolts apiece. As a novelty, the new wings featured, thanks to a thicker profile, additional tanks inside of their inner portions which held some 325 litres (86 US gal), feeding by gravity into the main fuselage tank. Slats were also added for better staring and landing handling and to improve agility at lower speeds. The tail cone was also modified in order to carry the new butterfly tail, but the fuselage structure as well as the cockpit and the landing gear were taken over from the He 162 A.
The first He 162 C-0 (registered with the Stammkennzeichen VN+DA and designated "M48") made its successful maiden flight at Heinkel's production facility at Salzburg in Austria on 7th of May 1945. The initial flight tests, which only lasted two weeks, were positive. Esp. the handling and directional stability had improved in comparison with the rather trappy He 162 A, and despite the higher weight due to more fuel and the bigger wings, the He 162 C-0's performance was better than the He 162 A's. Beyond the better handling characteristics, top speed was slightly higher (plus 20 km/h or 15 mph) and the aircraft's endurance was almost doubled. Plans were made to replace the He 162 A soon on the production lines, but with the end of hostilities the He 162 C program was prematurely terminated. Two more prototypes (M49 and 50) were under construction at Salzburg when the Red Army arrived, and all airframes including the project's documentations were destroyed - probably by German engineers who tried to prevent them to fall into Allied hands.
General characteristics:
Crew: 1, pilot
Length (incl. pitot): 10, 73 m (35 ft 1 1/2 in)
Wingspan: 8,17 m (26 ft 9 in)
Height: 2.6 m (8 ft 6 in)
Wing area: 16.4 m2 (177 sq ft)
Empty weight: 1.980 kg (4.361 lb)
Max. takeoff weight: 3.500 kg (7.710 lb)
Fuel capacity of 1,020 litres (270 US gallons)
Powerplant:
1× BMW 003E-1 axial flow turbojet, rated at 7.85 kN (1,760 lbf)
Performance:
Maximum speed: 810 km/h (503 mph) at normal thrust at sea level;
865 km/h (537 mph) at 6000 m; using short burst of extra thrust
Range: 1.800 km (1.110 mi)
Service ceiling: 13.000 m (42.570 400 ft)
Rate of climb: 1.650 m/min (5.400 ft/min)
Armament (as flown):
2× 20 mm MG 151/20 autocannons with 120 RPG
The kit and its assemby:Painting and markings:
As a prototype aircraft I wanted something unusual, but nothing flashy or too exotic. I iamgined that the He 162 C prototype might have been converted from an existing airframe, so I gave some parts of the model (tail cone, upper fuselage, engine pod) standard He 162 A colors, RLM 81, 82 and 76.
However, for the modified cockpit section and the new ing attachment points, I decided to add section in natural metal finish, and as a special detail I added greenish filler that was used on panel seams. The nose cone became RLM 02, for more variety.
The makeshift look was further emphasized through wing panels that were left in bare laminated wood look, with metal tips and camouflaged rudders. The wooden texture was created with a basis of Humbrol 63 (Sand) and some poorly-stirred Humbrol 62 (Leather) added on top with a flat, rather hard brush. Very simple, but the effect - at least at fist glance - is very good, and the unusual color makes the model look much more interesting than camouflaged surfaces.
The markings were puzzled together from various sources, including German crosses from a Special Hobby Fw 189 sheet and from TL Modellbau. The Stammkennzeichen and the "M48" designation were created with single black decals letters, also from TL Modellbau.
Finally, after a black ink washing and some post-shading, the model was sealed with matt acrylic varnish.
A nice and simple what-if/Luft '46 project, done in less than a week. And for the attempt to create a model of a paper project (beyond pure fantasy), I am happy with the result, the model comes pretty close to the drawings, even though noone can tell what a real prototype might have looked like.
Aircraft technology accelerated so quickly during the 1930s that the Aichi D3A (codenamed "Val" by the Allies) was already approaching obsolescence by 1938. The Imperial Japanese Navy issued a requirement for a replacement that year, and Yokosuka Naval Air Technical Arsenal was awarded the contract for the D4Y Suisei (Comet).
The D4Y certainly showed promise: it was slim and fast, with plenty of room for its two man crew, and its Aichi Atsuta inline engine--based on the highly successful Daimler-Benz DB 601--gave it excellent performance in the vertical: it was actually faster than contemporary fighters in 1940, when the prototype flew, and would be the fastest dive bomber of World War II. Bombs could be carried in an internal weapons bay or on wing hardpoints, and the pilot also had a pair of machine guns in the cowl for strafing, while the navigator doubled as a gunner with a single machine gun in the rear. There were structural problems, however, and as a result the first D4Y1s did not reach the Japanese fleet until 1942, after the nation's entry into World War II. Two saw limited service as scout aircraft during the Battle of Midway, and both were lost when their carriers were sunk. By that time, the Suisei was in production to replace the D3A. It was codenamed "Judy" by the Allies.
Wartime conditions pointed up issues with the D4Y, however. The Atsuta engine was unreliable, and the IJN preferred radial engine aircraft in any case. In the D4Y3, the Atsuta was replaced with a more reliable Mitsubishi Kinsei radial engine, and this superseded the Atsuta-powered aircraft on the production line. The Kinsei gave the Suisei even better performance in the vertical, but the bigger engine made it tough to get back aboard a carrier, and reduced range. Operations in the Marianas also revealed the D4Y's biggest flaw: like most wartime Japanese aircraft, it traded protection for range, and if the Suisei was hit, its lack of crew armor and self-sealing fuel tanks usually killed the pilot and/or turned it into a torch.
As the Allies closed on Japan, the Suisei found another purpose, for which is was superbly suited: kamikaze. The D4Y's excellent dive speed made it hard to intercept, and though its flat-out speed no longer allowed it to outdistance the newer F6F Hellcat or F4U Corsair, it gave its crews a better chance than older aircraft. Suiseis were deadly against American carriers in the last year of the war: bomb-carrying D4Ys sank the USS Princeton (CVL-23) and heavily damaged the USS Franklin (CV-13); the latter was hit by two bombs that landed in a crowded hangar deck with a fully fueled and armed strike, and came very close to sinking the carrier. The Bunker Hill (CV-17) was also badly damaged by D4Y kamikazes, making it the most successful of the late-war Japanese attack aircraft. Some D4Y3s were modified as night fighters with cannon armament, but were unsuccessful, as they lacked radar with which to intercept the B-29 raids over Japan. The last kamikaze attack of the war, on 15 August 1945, was undertaken by D4Ys. A respectable 2038 Suiseis were built during the war, and two survive to this day.
This is the only D4Y outside of Japan, and one of the two survivors. License-built by Aichi as D4Y1 serial number 483, it was assigned to the 202nd Kokutai at Babo, New Guinea and saw combat against Allied forces. After Babo was knocked out by USAAF raids, 483 was abandoned at Babo. It was then forgotten, left to the jungle to reclaim, until 1991, when it was rediscovered. Jungle wrecks had been dismissed as useless except as spare parts sources (if that) when warbird restorations began in the 1950s, but by the 1990s, a combination of improved technology and the growing scarcity of warbirds meant that, while 483 was little more than a wreck, it was considered salvagable. The aircraft was brought to Planes of Fame in Chino, California, and restored using a Pratt and Whitney R-1830 Twin Wasp radial, as a D4Y3.
This was one of the aircraft I'd promised myself was a "don't miss," and I didn't. The aircraft is in theory flyable, as the engine can be run up and the aircraft can taxi, but as 483 is one of only two surviving Suiseis, Planes of Fame understandably does not fly the aircraft.
16 Men and 1 Woman have been arrested in raids as part of an operation to crackdown on drug dealing in Oldham.
They were arrested when officers from Greater Manchester Police raided 14 addresses just after 6am today, Wednesday 30 April 2014.
Officers from Oldham's Operation Caminada Organised Crime Unit launched the operation, codenamed Operation Alamos, as their response to community concerns that street drug dealing was a problem in the area.
This operation forms part of Operation Challenger, which is the Force's strategy for tackling organised crime groups across Greater Manchester.
These arrests came after months of investigations by officers from the Oldham Organised Crime Unit into the distribution of heroin.
In the raids this morning, 16 men and 1 Woman were arrested on suspicion of drugs offences, after officers executed warrants across Oldham and Burnley.
More than 80 officers were involved in the raids and included officers from the Oldham Division and force tactical aid unit supported by Lancashire Police.
Extra officers from Oldham's Neighbourhood Policing Teams will be patrolling the area from today and the next few days to provide a visible presence and reassurance to the community.
A multi-agency plan is now in place for the area to ensure support for drug users and to prevent any further offending in the area.
Superintendant Denise Worth of the Oldham Division, said: "Today shows that the desire to rid our communities of the blight of drugs is continuous and that we shall keep tackling the issue as many times as is necessary until the problem is dealt with.
"This operation has taken months of intricate planning and dedication by officers from Operation Caminada.
"The people of Oldham have told us that they want drugs and drug dealing tackled across the borough and I hope that today's action highlights how seriously we take these crimes.
"It also sends a message out that we will not let people profit from spreading their misery in our neighbourhoods and we will continue to use all the powers and resources available to put people before the courts."
If you have information on anyone who may be committing crime in your area, please call police on 101 or for more information visit gmp.police.uk.
People with any concerns can contact your Neighbourhood Policing Team directly about any issues related to crime or anti-social behaviour on: Oldham Neighbourhood Policing Team Central on 0161 8568927.
To find out more about Greater Manchester Police please visit our website.
You should call 101, the new national non-emergency number, to report crime and other concerns that do not require an emergency response.
Always call 999 in an emergency, such as when a crime is in progress, violence is being used or threatened or where there is danger to life.
You can also call anonymously with information about crime to Crimestoppers on 0800 555 111.
Crimestoppers is an independent charity who will not want your name, just your information. Your call will not be traced or recorded and you do not have to go to court or give a statement.
ce's strategy for tackling organised crime groups across Greater Manchester.
These arrests came after months of investigations by officers from the Oldham Organised Crime Unit into the distribution of heroin.
In the raids this morning, 16 men and 1 Woman were arrested on suspicion of drugs offences, after officers executed warrants across Oldham and Burnley.
More than 80 officers were involved in the raids and included officers from the Oldham Division and force tactical aid unit supported by Lancashire Police.
Extra officers from Oldham's Neighbourhood Policing Teams will be patrolling the area from today and the next few days to provide a visible presence and reassurance to the community.
A multi-agency plan is now in place for the area to ensure support for drug users and to prevent any further offending in the area.
Superintendant Denise Worth of the Oldham Division, said: "Today shows that the desire to rid our communities of the blight of drugs is continuous and that we shall keep tackling the issue as many times as is necessary until the problem is dealt with.
"This operation has taken months of intricate planning and dedication by officers from Operation Caminada.
"The people of Oldham have told us that they want drugs and drug dealing tackled across the borough and I hope that today's action highlights how seriously we take these crimes.
"It also sends a message out that we will not let people profit from spreading their misery in our neighbourhoods and we will continue to use all the powers and resources available to put people before the courts."
If you have information on anyone who may be committing crime in your area, please call police on 101 or for more information visit gmp.police.uk.
People with any concerns can contact your Neighbourhood Policing Team directly about any issues related to crime or anti-social behaviour on: Oldham Neighbourhood Policing Team Central on 0161 8568927.
To find out more about Greater Manchester Police please visit our website.
You should call 101, the new national non-emergency number, to report crime and other concerns that do not require an emergency response.
Always call 999 in an emergency, such as when a crime is in progress, violence is being used or threatened or where there is danger to life.
You can also call anonymously with information about crime to Crimestoppers on 0800 555 111.
Crimestoppers is an independent charity who will not want your name, just your information. Your call will not be traced or recorded and you do not have to go to court or give a statement.
➡️ Logo and intro created by eMagination : www.youtube.com/channel/UCb1N-vNT8Y1-qx0PdlvLRpg
✔️ Download VIDEO by L.Guidali : www.dropbox.com/s/zj3xnfso1lzm38n/target-4-red-dragon-neg...
👑 Destiny : 💀 Target
🎮 Game : Hitman Codename 47
️ Platform : Computer
🎭 Style : Action/Stealth/Adventure
🏆Difficulty : Hard
️ You can use your playlists as filters, to find what you're looking for exactly : www.youtube.com/user/YouAreTheN3xt/playlists?
⚠️ This is not the best method to perform the task.
Hitman: Codename 47 is a stealth video game developed by IO Interactive and published by Eidos Interactive exclusively for Microsoft Windows. It is the first installment in the Hitman video game series.
The story centers on Agent 47, a genetically enhanced human clone branded with a barcode tattooed on the back of his head, who is rigorously trained in methods of murder. Upon escaping from a test facility, 47 is hired by the Agency, a European contract killing organization. His mission takes him to several locations in Asia and Europe to assassinate wealthy and decadent criminals.
In the basement of a remote sanatorium, a bald man, referred to as "Subject 47", is awakened by an unidentified man over a loudspeaker. Following the man's instructions, the Subject completes an obstacle course, undergoes firearms training, and practices various assassination techniques. He then ambushes and kills a guard, using his uniform to escape. The man watches him through the CCTV surveillance, with a satisfied laugh.
A year later, the Subject resurfaces as a hitman for the International Contract Agency (ICA), under the designation "Agent 47". He is briefed by his handler, Diana Burnwood, who sends him to Hong Kong to kill triad leader Lee Hong. He kills Hong's negotiator during a peace summit with a rival gang, frames him for a retaliatory car bombing, and assassinates the police chief protecting him, stripping Hong of his allies. He then infiltrates Hong's restaurant and assassinates him. For his next assignment, 47 travels to Colombia and kills cocaine trafficker Pablo Belisario Ochoa in a staged drug raid. His third target is Austrian mercenary Franz Fuchs, who has been hired to detonate a dirty bomb at an international conference in Budapest. 47 kills him at a hotel and recovers the bomb. His final contract takes him to Rotterdam, where he finds gunrunner Arkadij "Boris" Jegorov trying to sell weapons, including a nuclear warhead, to an extremist group. After confirming Jegorov's death, 47 finds a letter addressed to him, similar to the other three targets. He learns from Diana that all four were once part of a French Foreign Legion unit serving in Vietnam, and that they've been discussing something involving an "experimental human". The letters also mention a fifth man, Professor Ort-Meyer.
Diana then informs him that all four contracts were ordered by the same man in violation of Agency rules, and that her superiors have authorized an additional mission. 47 is to kill Odon Kovacs, a doctor at a sanatorium in Satu Mare, Romania, which turns out to be the one from which 47 escaped. Ort-Meyer is revealed to be the client, as well as the man who oversaw 47's orientation. Romanian special forces raid the building while 47 kills Kovacs, who he recognizes as Ort-Meyer's assistant.
47 then learns the truth behind his existence. He is the result of a cloning experiment which combined the genetic material of each of his four previous targets, as well as Ort-Meyer, with the goal of creating a flawless human being. Ort-Meyer orchestrated 47's escape from the asylum in order to test his performance in the outside world and ordered his associates' deaths because they wanted to use 47 for their own purposes.
With the help of CIA Agent Carlton Smith, who he rescued earlier during his time in Hong Kong, 47 discovers a sophisticated lab beneath the hospital. In response, Ort-Meyer reveals "Subject 48", a perfect replica of 47 who is both mindless and loyal. A squad of 48's are sent to hunt down 47, who manages to kill them using his superior training and experience.
Posing as a 48, 47 tricks Ort-Meyer into granting him access to his office and shoots him. As Ort-Meyer lies bleeding on the floor, he regrets that he wasn't able to recognize "his own son" and accepts his death at the hands of 47, who subsequently breaks his neck.
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️ Video made by LG (Windows Movie Maker 2017)
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🔖 React with official Hashtags : #Etoile #ETL #eXultation
The first stage of a simulated terrorist attack at intu Trafford centre finished this morning.
The exercise, codenamed Exercise Winchester Accord, began at midnight on Monday 9 May 2016 at intu Trafford Centre. Greater Manchester Police officers and other emergency services, including Merseyside Police, Greater Manchester Fire and Rescue Service and North West Ambulance Service, were deployed in the staged exercise, to test and evaluate the emergency services response to a major terrorist incident.
The first stage of the exercise at intu Trafford Centre took place whilst the centre was closed to the public, and ran from midnight and into the early hours.
Over the following two days the exercise will continue in locations in the North West, including Redbank Community Home, in Newton-le-Willows, Merseyside on Wednesday 11 May 2016.
Assistant Chief Constable Rebekah Sutcliffe said: “Stage one of the exercise finished this morning and will continue until Wednesday.
“Residents in the area may have heard loud noises and noticed emergency services around intu Trafford Centre in the early hours of this morning and I would like to thank them for their patience whilst this first stage of the exercise took place.
“Our priority is to stop terrorists from planning and orchestrating attacks and with exercises like this, we can put our response to the test in a safe environment, so we are fully prepared for a time when it may be critical.
“I want to make it clear that this is not linked to any specific terror threat or attack, but is an opportunity for us to make sure we are in the best position possible, should a terrorist attack happen in the North West.
“I would like to thank everyone who took part in the exercise and intu Trafford Centre for following us to use their centre. Their support in the planning of this exercise demonstrates their commitment to test their response to a major incident and protect their staff and customers.”
Richard Paxton, General Manager of intu Trafford Centre, said: "This exercise was a unique opportunity to test both intu Trafford Centre and the emergency services’ working practices on such a large scale. It was a great success and a worthwhile experience for everyone involved.”
Any suspicious activity or behaviour can be reported to police via the confidential Anti-Terrorist Hotline by calling 0800 789 321. Extremist or terrorist content online can be reported at www.gov.uk/report-terrorism.
To find out more about Greater Manchester Police please visit www.gmp.police.uk
You should call 101, the national non-emergency number, to report crime and other concerns that do not require an emergency response.
Always call 999 in an emergency, such as when a crime is in progress, violence is being used or threatened or where there is danger to life.
You can also call anonymously with information about crime to Crimestoppers on 0800 555 111. Crimestoppers is an independent charity who will not want your name, just your information. Your call will not be traced or recorded and you do not have to go to court or give a statement.
Omaha Beach, Normandy . Photo was taken overlooking Easy Red Sector towards the east with the hill and US cemetery on the right side.
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 - on this sector units of the 1st American division "The Big Red One" and combat engineers of the 299th - landed on 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 on this spot were especially heavy amongst the first waves of soldiers and the demolition teams - at Omaha these were tasked with blasting 16 channels through the beach obstacles, each 70 meters wide. 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 here on Easy Red and at Dog Green 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.
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.
Robert Capa and the battle for Easy Red
Amongst the first wave of infantry and Combat Engineers here at Easy Red was the famous war photographer Robert Capa. He came ashore with the men of Easy Company, 16th Infantry Regiment, 1st Infantry Division. They left their LCVP at H-Hour, 06.30, and waded ashore towards Widerstandsnest 62.
Judging from the photo's Capa made with his Zeiss Ikon Contax II they disembarked on the edge of Easy Red and Fox Green sectors, directly opposite WN62. Capa is the last man to leave the "Higgins Boat" which probably carries the support team of the Company. His first few shots show him following these men towards the beach. In the next hour or so Capa shoots three rolls of film before he manages to embark on an LCI which takes wounded men towards the bigger ships. He hands over the rolls of film and they are shipped back to England the very same morning but in the rush to develop them all but 11 are destroyed. Those that remained are blurred, surreal shots, which succinctly conveyed the chaos and confusion of the day.
Example; See: www.flickr.com/photos/herbnl/7002443857/in/photostream (one of the first shots; note the men of Easy Company wading towards the DD tanks which arrived minutes before the infantry to support them. Most of them were either sunk before reaching the beach or consequently destroyed by the German AT fire.
As the US assault forces and combat engineers landing directly opposite the "draws" were pinned down it was up to forces landing to the left and right to penetrate the weaker German defences and attack these stronpoints from the side and the rear. German defenses were strongest around the "draws", all in all some 1100 German soldiers defended the entire Omaha beach sector of over 5 miles.
On the Photo:
View towards the East overlooking Easy Red .
I found the contrast of the peaceful beach and threatening clouds fitting the history of this stretch of beach which saw some of the bloodiest action in World War II.
Photo made with a Nikon D70 and Tokina 12-24 mm. Tonemapped using two differently exposed (handheld) shots
August 2010.
See my other Omaha beach photo's for more viewpoints, panorama shots and notes on the fighting
For a map of the eastern part of Omaha click here. The German WN's are marked as well as the Draws and beach sections.