Bus No: 1536

Model: 2011 Yutong ZK6107HA/Surot 1st Gen

Engine: Yuchai YC6A240-20 (G52YA/G52MA)

Chassis: Yutong ZK6107CRA

Body: Zhengzhou Yutong Bus Co. Ltd.

Suspension: Air Suspension

Seating Configuration: 2x2

Seat Type: Synthetic Leather Fabric (Blue Metallic Silver Upholstery) 1st Gen ZK6107HA Seats

Seating Capacity: 45

Operator: Jac Liner Inc.

Transmission: M/T

Fare: Airconditioned

Route: Cubao Q.C. - Dagupan City Pangasinan via: EDSA/NLEX/Dau Mabalacat Pampanga/SCTEX/Concepcion Exit SCTEX Tarlac, Capas, San Miguel, Tarlac City, Gerona, Paniqui, Moncada, San Manuel Tarlac/Rosales, Villasis, Urdaneta City, Binalonan, Laoac, Manaoag, San Jacinto, Mangaldan Pangasinan.

Waterton Lakes NP, Alberta.

A pair of VF-1SPs in clean configuration, soaring among the clouds like albatross seabirds.

 

History:

The VF-1SP was a series of early VF-1A Block 2 Valkyries, modified for long range naval patrol, reconnaissance and manned guidance platform for land-started cruise missiles against large sea, ground and aerial targets during mid and final flight stage.

Taking the basic single seater hull, the VF-1SP received a much larger wingspan with extra weapon hardpoints (the inner pair most often dedicated to a pair of 500 gal. drop tanks) and additional internal fuel capacity. While agility and top speed was reduced, the new glide wing allowed a much longer loiter time on duty.

For the intended patrol and reconnaissance role, the sensor equipment was enhanced, too. This included an IR tracking system, a laser painter for guided precision weapons and a comlink for long range missile guidance.

The first SP ("Special Performance") Valkyrie prototype was built and flown in 2011, and after trails and approval a total of 50 serial machines followed in 2012 and 2013. The whole series was based on the Japanese homeland with SVF-52 and SVF-53, on Hokkaido and Okinawa, respectively.

 

The idea:

Inspired by my recent "Viggen"-Valkyrie in "Fields & Meadows" camouflage I found enough drive to work on another lookalike-Valykrie: emulating the not-so-well-known Mitsubishi F-2. The Japanese F-2 fighter is, more or less, a converted General Dynamics F-16 with larger wings, optimized for defense of the Japanese coast against sea attacks, and for close air support. The F-2 is also used for interception tasks as secondary role, and it is primarily replacing the F-1 and F-4EJ. Beyond looking quite elegant and being Japanese, the typical camouflage pattern of these machines (also found on late F-4EJ Phantom II's) is very appealing, too: medium blue overall with dark blue contrast fields from above, a light grey radome and bright red Hinomaru markings. These machines are VERY attractive - reason enough to dedicate a Valkyrie to these beauties ;)

 

Assembly:

The kit is, as usual, a vintage 1:100 scale VF-1 Valkyrie Fighter kit from ARII, in this case even a bash of two kits due to various modifications. Usual added details include a HUD, a pilot figure, seat belts and an ejection seat trigger in the cockpit. Externally, some typical Valkyrie antennae on the outside were added.

 

But this time, things went further: The whole airframe was enlarged, much like the F-2 compared to the original F-16! Each wing was elongated by ~1/2", with parts from another Valkyrie's wings, holding a third, outer weapon hardpoint now, too. In the intersection area between cockpit and main body, the fuselage was elongated by about 4mm in order to compensate for the considerably larger wing span, balancing proportions.

Another trick to stretch the Valkyrie was a thorough modification of its vertical fins: These parts received a leading edge extension at the root, additional 3mm in height and a rear extension which mimics the F-2's fin shape with its bulbous parachute container. Furthermore, the fins were placed about 4mm further back, shifting the visual "center of gravity" backwards. Additional F-2 features are several typical radar sensor bulbs all over the fuselage, and the small antennae (or spoilers?) in front of the cockpit.

With so many changes (and a VF-1D head under the hull), I deemed a new designation to be appropriate: the VF-1SP, reminiscent of the Boeing 747 SP ("Special Performance"), a heavily modified, long range version of the Jumbo Jet ;)

 

The underwing weapons are a mix from various sources. The two pairs of slender laser-guided bombs under the innermost pylons come from a Hasegawa weapon set (actually, these are Japanese weapons with an IR head and even authentic for an F-2!), the racks are scratch-built. The grey missiles are 1:72 AIM-4F Falcon, but at 1:100 scale they look like neat air-to-ground missiles like AGM-65 Mavericks. The outermost hardpoints finally hold standard AMM-1 missiles for self-defence - I just added two on each side, to create an asymmetrical look and to avoid a cramped impression.

 

Paint & decals:

The paint scheme is rather simple, and you find lots of very good reference pictures of the F-2. But finding a good match for the blue tones is another thing! I found some color reference in painting instructions (e .g. from Hasegawa), but I am not sold on the recommended tones at all. According to these sources, the "real" colors are FS35164 (Intermediate Blue) and FS15042 (Sea Blue) - actually two tones which were used on US Navy planes in WWII? Depending on light, film material and processing, F-2 pics offer no hard evidence, though: the tones appear in a very wide range from bright sky blue to a murky and dull blue-gray for the lighter blue, and the dark blue cannot be defined at all, it is just "very dark blue".

 

Since impression counts, I went for something brighter and settled on Humbrol 109 (WWI Blue, a very deep tone) for the lighter blue and Humbrol 104 (Oxford Blue, very dark and with a violet hue) for the dark tone. The radome was finished in Humbrol 28 (Camouflage Grey, FS36622, probably the authentic color), and the wings'/fins' leading edges were painted in grey (Humbrol 140) for some extra contrast. This color can also be found at some other details

 

Concerning markings, I tried to stick to the F-2 paradigm but could not resist to add some squadron markings on the fins: what looks like abstract kanji on the fins' outer sides are highly stylized "53"s - symbols of Japanese WWII 53rd Sentai. They come from an AeroMaster aftermarket decal sheet for Ki-45 Toryu fighters - and in red, they fit perfectly, and we have a plausible SVF-53 squadron ;)

 

After basic painting, the kit received a light wash with black ink and some fine liner treatment. Then, decals and finally a coat of matte varnish was appllied.

 

In the end I think the decision for the brighter colors paid out - we are doing anime here, after all, so something bright is IMHO not wrong at all! Looks pretty, methinks?

The Cessna 208B Grand Caravan is an all metal, high wing, single-engine aircraft powered by a Pratt & Whitney Canada PT6A-114A engine. This engine drives a constant speed, fully feathering, reversible propeller. The aircraft has fixed gear, extendable flaps and manually adjustable trim tabs on the primary controls for the roll and pitch axis and full rudder trim for the yaw axes. The aircraft is equipped with full de-icing equipment and sufficient avionics for instrument flying including a flight control system and weather radar. Supplementary fuel can be added for transoceanic flight. The Caravan is certified for IFR flights in known icing conditions.

GEOPHYSICAL SURVEYING SGL aircraft have a rigid aluminum and composite material 3 m tail stinger designed to accommodate the magnetometer sensor. The stinger can be easily removed and the aircraft returned to its original configuration. There is a camera hole in the belly of the aircraft and provisions for other survey and navigation systems.

The Cessna Grand Caravan uses the extremely reliable Pratt & Whitney Canada PT6 turbine engine. These engines have recorded tens of millions of hours of flight time and with virtually no in-flight engine stoppages due to mechanical failure. Over 2,000 Caravans are in use around the world. Because the Caravan has one engine, fixed landing gear, and no single engine control speed limitations, it is considered an easy and very safe aircraft to fly. The PT6 turbine engine provides ample power for climbing over terrain, working at altitudes up to 7,000 m and can withstand frequent rapid power changes. The low stall speeds and abundant available power, mean that the Caravan is a safe and effective aircraft for surveys which require low airspeeds, drape flying over rough topography, or flights at high altitudes.

 

A rare migrant still in her greyish brownish winter plumage. In the summer, her plumage would change into something more comfortable, naked. This beautifully evolved fair skin wingless species usually found above 35,000ft elevation but sometimes (in this rare case) was sighted in jap gardens SG, at eye-level.

Fossil records from the Triassic Period some 200 million years go clearly indicated this particular bird did have wings during its early stages of development. However, it has abandon the idea of further advancement in favour of the wingless design in view of a series of radical evolutionary advantages over the winged configuration.

200 million years has produce this masterpiece with unrivalled qualities in every aspects.

This is a special edition Long-hair Grey Shrike with a stunning body coated with fair skin, a pair of boob-like organs, a well constructed butt without tail feathers, sweet looking bird face with no beak, long black flowing hair which could sway with the wind.

The conventional beak design has since being replaced with a pair of soft and tender tissue shaped like lips which allows her to put up an appealing smile in all weather especially during a typhoon.

Last and not least the wingless design enable her to fly just like a rocket (the latest species without wings, the older version is called a cocket which is based on the concept of a cock and come with 2 chicken wings)

Flight propulsion is by means of high pressure gases exiting from the tiny little nozzle located at her bottom at super high velocity. The system is known as Super Charged Turbo Ass (SCTA). With this state-of-the-art device installed, she can fly faster and higher than any known bird on the planet.

If necessary, the exhaust gases can be ignited by a flick of a switch to turn it into an After-Burner ass. At this instance, she will be transformed into a supersonic shrike. She can outfly anything that flies including French fries.

Shrikes are known for their habit of impaling their captured prey item on sharp thorns before consuming them in bite size portion. I think she is no exception. If I got captured by her I would save her some time by impaling myself into her while she makes preparation to consume me...lots of fun for sure....

Manage to catch her with this lovely look over the shoulder pose moments before she take flight. All in all, a one of its kind lovely bird

Another rare species :

www.flickr.com/photos/lonesomecrow/sets/72157632540953639...

 

additional note :

1. with a perpetual sady look she's trying to seduce me to feed her worms. However, the only worm-like possession I have is a rather huge one especially when excited, permanently attached in between 2 legs. Sorry sweetheart that one is taken but as an exception, with prior approval she may use it gently for a period of time and return in tip top well oiled condition.

 

2.. Original contour body by Fender

My favourite Stratocaster

You would have notice this sweet little bird come without any tail feathers. Nature has proved that it's evolutionary beneficial without a tail in order to have a clear and unobstructed view of her attractive butt. This in turn facilitate the courting process for those horny male species Due to the reduced drag this design is considered to be aerodynamically more efficient as well. However I have yet to test out the hypothesis.

This is believed to be the last remaining migratory shrike left in sg at this time of the year as the rest have already embarked on the returned journey back to their respective homeland in the northern hemisphere preparing for another breeding cycle.

In extremely rare case, this shrike has learned to hitch a ride from another migratory bird species such as a male Red-tailed Ah-Hock (scientific name : redpenis sg ahhockcock)

This is a subspecies of the Red-tailed Hawk found in the USA. (prey hate them because they hunt in pack and always win) Both having similar size, migratory behaviour, colouration and flight characteristics but there's where the similarity ends with the male Red-tailed Ah-Hock being a much more powderful flyer attaining a whopping airspeed of over 13mm/hr with a pair of air-powered, air-cooled high velocity rotating balls engine. Flight control is provided by a single 6inch flight stick with adjustable length, size and grip depending on head wind or tail wind condition as well as his passenger horny request.

This is an energy saving strategy whereby the Shrike could ride piggy-back on the Ah-Hock not withstanding that Ah-Hock is a totally different species from herself. Together they take flight back to the north and simultaneously begin the mating process while still on the way back to her homeland and still in the air, saving her precious time and energy without having to flap her featherless wings. The energy saved would then be translated into more mating cycles on the ground known as motorcycle..

 

Shocking info :

On the right side of the image, there is a blurry apparition which resemble a fairly large stone-like structure of unknown origin.

This is the moon rock which NASA reported lost since 1969 after it was brought back to earth by astronauts during the Apollo 11 mission. A gust of wind had blew it out of its exhibit's window from the Smithsonian Institution and it rolled all the way here to jap gardens, sg some 8,000 miles away. A stone throw away as compared to the whopping distance of 240,000 miles which separate earth from moon.

For security reasons, I have intentionally throw it out of focus to hide its identity.

The rock will sits here for another 4.5 billion years before somebody from the moon will drop by to bring it home.

Don't tell NASA about it.

 

At the top of the photo just above her lovely head, there is an image of a tree(purposely blurred out to hide its true identity)

this is the actual original forbidden tree which Airdam and If used to sit around in the Garden of Eaten. The 2 fellas have long gone but the tree stood the test of time and remains for 4.5billion years In fact, carbon 14.13 dating confirms that this is the exact location of the Garden of Eaten at the dawn of the creation of mankind (dunno when) and the tree is still alive and kicking here in Chinese garden ever since and most if not all the fruits have been consumed by monkeys.

Over time, the forbidden tree bears a very different kind of fruit known as the horny fruit.

These newly designed fruit won't produce negative and destructive concepts of shame and evil after eating but provide the power to be productive and produce more chicks

 

extra info :

This is a featherless bird species (almost certainly female)

Only 4 species known to have existed in this world.

I got 3 and the forth one is still at large.

Believe to be hiding in a place far far away. A place so remote that even MRT+LRT+SBS bus can't reach.

I'm determined to track her down one day, shoot her and post her in flickr backside....i mean ...website.

 

Behind the scene:

This group of people/photographer together with their supposedly hired model came by while I was busy shooting the Stork-billed Kingfisher hunting beside a small pond.

Out of nowhere a lady came over accusing me for trying to shoot their model and thus scaring her demanding me to move off from the area. I was rather taken aback and pissed off at her rude remarks. I then reminded her that this was a public place. I shoot my bird while you guys shoot your model. In fact I think the appearance of this huge group of people really impacted my photography.

It was at this moment that I decided to do exactly what they were accusing me.....shoot their fucking model !

A subject that was last on my list. I turn my lens away from the king and started framing this girl which I soon found her to be more appealing than my kingfisher.

Later, while I was reviewing the pics that I decided to do a write-up on this rather unexpected encounter. Inject a little humor, married it with a little avian favour and turn it into something amusing.

This strange little configuration caught my eye from across the street in downtown Columbia City, Indiana. It looks like it was designed to drain water down the front of the building from the roof. Somebody got really carried away with designing it. I can just hear one person say, "Well you need a hole there for a drain." The other person says, "That's going to look like crap!" "No it won't when we get done with it!" Or something like that. Then the neighbors got in on it, sneaking a little tube over from their gutter.

When i was a kid I made a cardboard model similar to this, and it also sported the folding vertical wing. I supposed that the wing tips housed targeting sensors, and that they were placed in that geometric configuration for triangulation calculations.

 

The folding wing allows the ground crew to access all the sensors and adjust or replace them more easily.

+++ DISCLAIMER +++

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

  

The Supermarine Spitfire was a British single-seat fighter aircraft used by the Royal Air Force and other Allied countries before, during and after World War II. Many variants of the Spitfire were built, using several wing configurations, and it was produced in greater numbers than any other British aircraft. It was also the only British fighter produced continuously throughout the war.

 

The Spitfire was designed as a short-range, high-performance interceptor aircraft by R. J. Mitchell, chief designer at Supermarine Aviation Works, which operated as a subsidiary of Vickers-Armstrong from 1928. Mitchell pushed the Spitfire's distinctive elliptical wing designed by Beverley Shenstone to have the thinnest possible cross-section, helping give the aircraft a higher top speed than several contemporary fighters, including the Hawker Hurricane. Mitchell continued to refine the design until his death in 1937, whereupon his colleague Joseph Smith took over as chief designer, overseeing the Spitfire's development through its multitude of variants and many sub-variants. These covered the Spitfire in development from the Merlin to Griffon water-cooled inline engines, the high-speed photo-reconnaissance variants and the different wing configurations.

 

One exception was the Spitfire Mk. X: it was the only variant powered by a radial engine, and it looked quite different from its sleek Merlin-powered brethren. Early in its development, the Merlin engine's lack of fuel injection meant that Spitfires and Hurricanes, unlike the Bf 109E, were unable to simply nose down into a steep dive. This meant a Luftwaffe fighter could simply "bunt" into a high-power dive to escape an attack, leaving the Spitfire behind, as its fuel was forced out of the carburetor by negative "g". An alternative engine was to solve this issue. Another factor that suggested an air-cooled engine were theatres of operations in the Far East, primarily India: the hot and humid climate was expected to be a severe operational problem for the liquid-cooled Merlin. As a further side effect a radial engine was expected to be easier to maintain under these conditions than the Merlin.

 

The project of a radial-powered Spitfire variant was eventually launched in late 1940. The choice for the power unit fell on a Bristol Taurus II 14-Cylinder engine, which had an appreciable small diameter, was available in ample numbers and had about the same power output as the early Merlin variants used in the Spitfire Mk. I and II (1.030 hp/740kW). In order to save time and keep the radial engine variant as close as possible to the Spitfire V design, the production type of that era. The new type’s structure and fuselage were only adapted to a minimum to allow the bulkier power unit and its periphery to be taken. The fuselage was widened in front of the cockpit section, a new engine mount was integrated and the Merlin’s radiator bath and respective piping were removed. The oil cooler under the port wing was retained, though, and the Taurus engine was from the start outfitted with dust filters, so that all resulting Spitfire Mk. Xs left the factory tropicalized. Like the Spitfire Mk. V, different wing armaments were available, e.g. an “A” wing with eight .303 in machine guns and a “B” wing with two 20 mm cannon and four machine guns.

 

The first Spitfire Mk. Xs, finally outfitted with a more powerful Taurus VI engine, were delivered to homeland RAF units for evaluation from May 1941 onwards. From the start, the radial-powered Spitfire proved to be inferior to the Merlin-powered variants - even to the early Mk. Is – and they were no match to the modern German fighters, especially at high altitude. As a consequence many Mk. Xs received clipped wing tips for better roll characteristics at low altitude (receiving an additional “L.F.” designation), but this did not significantly improve the type’s overall mediocre performance. Only a few Mk. Xs were actually employed by front line units, most were quickly relegated to training units. Later production aircraft were immediately shipped to the Far East or to units in Northern Africa, where they could be used more effectively.

A few machines were also delivered to Egypt (30), the Netherlands (12 for the East Indies NL-KNIL, which eventually ended up in RAAF service) and Turkey (24). In 1942, many machines still based in Great Britain were handed over to the USAAF, being either used for USAAF pilot and conversion training, or they were allocated to the Northern Africa invasion force during Operation Torch.

 

Since the Taurus-powered Spitfire turned out to be quite ineffective (it was no good either in the fighter or in an alternative ground attack role and 20 mph slower than the comparable Mk. V), production was already stopped in late 1942 after 353 aircraft. At the same time, the Spitfire Mk. IX with a much more powerful Merlin engine entered service, and all resources were immediately allocated to this more potent fighter variant and the idea of the Spitfire with a radial engine was ultimately dropped. Since the Taurus-powered type was quickly phased out of frontline service, the designation was later re-used for a pressurized high-altitude photo reconnaissance variant of the Spitfire, the PR.X, of which only 16 machines were built.

  

General characteristics:

Crew: one pilot

Length: 29 ft 6 in (9.00 m)

Wingspan: 32 ft 2 in (9.80 m)

Height: 11 ft 5 in (3.86 m)

Wing area: 242.1 ft2 (22.48 m²)

Airfoil: NACA 2213 (root)

NACA 2209.4 (tip)

Empty weight: 5,065 lb (2,297 kg)

Loaded weight: 6,622 lb (3,000 kg)

Max. takeoff weight: 6,700 lb (3,039 kg)

 

Powerplant:

1× Bristol Taurus VI 14-Cylinder sleeve valve radial engine, 1.130 hp (830 kW)

 

Performance:

Maximum speed: 350 mph (312 kn, 565 km/h)

Combat radius: 410 nmi (470 mi/756 km)

Ferry range: 991 nmi (1,135 mi/1,827 km)

Service ceiling: 36,500 ft (11,125 m)

Rate of climb: 2,535 ft/min (12.9 m/s)

Wing loading: 27.35 lb/ft2 (133.5 kg/m²)

Power/mass: 0.22 hp/lb (0.36 kW/kg)

 

Armament:

2× 20 mm Hispano Mk II with 60 RPG

4× .303 in Browning Mk II machine guns with 350 RPG

  

The kit and its assembly:

My third contribution to the “RAF Centenary” Group Build at whatifmodelers.com, and the next one in chronological order. This one was spawned by the simple thought of “What would a Spitfire with a radial engine look like…?”. I have seen this stunt done in the form of a Fw190/Spitfire kitbash – nice result, but it did IMHO just not look like a “real” Spitfire with a radial engine, rather like an Fw 190 with elliptical wings. And the fact that I had already successfully transplanted a Centaurus engine onto a P-51 airframe made me feel positive that the stunt could be done!

 

Consequently, the conversion was pretty straightforward. The basis is a Revell 1:72 Spitfire VB (1996 mold), which was – except for the nose section – taken OOB. A simple, nice kit, even though it comes with some flaws, like a depression at the rear of the wing/fuselage intersection and the general need for PSR – not much, but I expected a better fit for such a relatively young mold?

 

For the engine, I used a personal replacement favorite, the cowling and the engine block from a Mitsubishi A6M2 “Zero” (Hasegawa). The Nakajima Sakae radial engine has a relatively small diameter, so that it serves well as a dummy for the compact Bristol Taurus engine – a replacement I have already used for a radial-powered Westland Whirlwind. The other benefit of the small diameter is that it is relatively easy to blend the round front end into the oval and very slender fuselage of the early Spitfire airframe. This was realized through massive body sculpting from scratch with 2C putty, widening the area in front of the cockpit and expanding its width to match the cowling – I guess that real life engineers would have followed a similar, simple path.

 

Since the radial engine would not need a radiator, I simple omitted this piece (cut out from the single piece lower wing half) and faired the respective underwing area over with a piece of styrene sheet and PSR. The asymmetrical oil cooler was retained, though. The propeller is a replacement from the scrap box, with a smaller diameter spinner and more slender blades which better suit the open cowling.

 

Since the Taurus had its best performance at low altitudes, I used the Revell kit’s OOB option of clipped wing tips – a move that makes the aircraft look much faster, esp. with the new, deeper nose section.

  

Painting and markings:

I did not want classic RAF markings, but still keep the model well within the Centenary GB confines. The original plan had been a classic Dark Green/Ocean Grey livery, which all Spitfire’s in USAAF service and based in the UK received. But I rather wanted to create a frontline aircraft, operated during Operation Torch in late 1942/early 1943 with American roundels – and the grey/green look would not look plausible on a machine taking part in the North African campaign. In fact, any Spitfire with American roundels I found that was used in North Africa carried the RAF Tropical Scheme in Dark Earth/Middle Stone. And, AFAIK, during Operation 'Torch' all British aircraft received American markings in the hope that the Vichy French, who were anti-British due to them bombing their ships in 1940, would switch to the allied cause. They were supposed to think that the Americans would be invading, not British troops as well. So I eventually switched to the classic Tropical Scheme (using Humbrol 29 and Modelmaster 2052 as basic tones), and it does not look bad at all - even though the yellow trim around the roundels does not stand out as much as on a Grey/Green aircraft.

 

Typically, the RAF codes were retained, as well as – at least during the early phases of Operation Torch – the RAF fin flash. A little personal twist is the pale blue (Humbrol 23, Duck Egg Blue) underside of the aircraft, instead of the typical Azure Blue. The rationale behind is that the Tropical Scheme was originally designed with Sky undersides, and the blue shades were later modifications after initial field experience.

The red spinner is a typical Northern Africa marking, and found on many 5th FS aircraft.

 

The interior (cockpit, landing gear wells) was painted with RAF Cockpit Green (Modelmaster), while wheels and struts became light grey.

 

As a standard procedure, the kit received a light black ink wash and a post shading treatment.

 

The decals were puzzled together from various sheets and sources, the design benchmark was a real USAAF Spitfire Vb from Operation Torch, though. The code letters were taken from an Xtradecal sheet, the roundels come from a Carpena Spitfire sheet, even though I placed American markings in all six positions – the roundels without yellow trim under the wings were taken from a Hobby Boss F6F sheet.

The serial number comes from the Revell kit’s OOB sheet, because it fits perfectly into the kit’s intended time frame. The nose art comes from a P-38 sheet (PrintScale) – not a typical feature for an RAF Spitfire, but a frequent personal decoration among USAAF machines during Operation Torch (e.g. on P-40s).

The Allied yellow ID markings on the wings’ leading edges, which were typically carried by Operation Torch Spitfires, too, were created with generic yellow decal sheet (TL Modellbau), while the maroon machine gun nozzle covers are part of Revell’s OOB sheet.

 

Finally, the kit received some soot stains around gun and exhaust nozzles, and was finally sealed with matt acrylic varnish.

  

A bold experiment, and it turned out well. The Zero’s cowling has the perfect diameter for this transplant, and the scratch-sculpted new front fuselage section blends well with the new engine – the whole thing really looks intentional! I am just not certain if the resulting aircraft still deserves the “Spitfire” designation? Even though only the engine was changed, the aircraft looks really different and has a Ki-43ish aura? I guess that a dark green livery and some hinomaru would also look great and pretty plausible?

 

Model of a mining excavator in front shovel configuration in scale 1:28.5. This 300 tonne machine is a representative of Liebherr's most popular size class and is ideally suited to load a fleet of 100 tonne payload mining trucks.

 

When LEGO introduced its 42100 Liebherr R 9800, I knew I had to get that set immediately after release. But I also knew from the beginning, that I would not like the official model's Technic design and that I had to build my own version.

 

Here it is, scaled larger than 42100, but on the other hand representing a much smaller machine than the 9800. About 300 vs. 800 tonnes in real life. This allowed me to use the main components of the official LEGO model to build my R 994 B. I used the clamshell bucket, the Power Functions XL actuators and the tracks and sprockets.

 

The main difference from 42100 lies in the electric components of my model. The following functions are all powered by two Power Functions rechargeable battery boxes and controlled by three SBricks via bluetooth connection and Brick Controller 2 app:

 

- Left and right crawler treads each using a Power Functions L motor

- Slewing of the upper structure using two Power Functions M motors

- Boom cylinders: one Power Functions XL motor

- Stick cylinders: one Power Functions L motor

- Bucket cylinders: one Power Functions M motor

- Clamshell bucket: one Brick Engine V1 motor (compatible to Power Functions)

- Access ladder: one Power Functions M motor

- Service flap: one Power Functions M motor

- Lighting: three pairs of Power Functions LEDs

 

Besides the main drive and digging functions, the model features a retractable access ladder and a lowerable service flap on the underside of the upper structure frame. The service flap is used to refuel and grease the excavator.

 

While building the Liebherr R 994 B Litronic in 1:28.5 scale, I could refer to a highly detailed diecast model of the very same machine in 1:50 scale.

The Ford Model 18 (as it was officially named) marked a beginning of an era of affordable power for the common man. The Model 18 was Ford’s V8 – a configuration otherwise confined to high price luxury cars. Priced from $490 for Coupes ($495 for Roadsters), the V8 was significantly less expensive than any car offering eight cylinders. The concurrent 4-Cylinder ‘B’ Model priced just $10 less would have been a failure, but for Ford’s inability to produce greater numbers of V8 engines and cars.

 

A V8 has many advantages. Chiefly it offers smooth running, and high power density for its overall length. The engine was barely heavier than an inline-four, and lighter than an inline-six. This made for a fantastic recipe: Small car + big engine = maximum mayhem. All getaway drivers knew this. Famously Bonnie & Clyde, whilst on the run, penned a thank you note to Henry Ford.

Dear Sir: -

 

While I still have got breath in my lungs I will tell you what a dandy car you make. I have drove Fords exclusivly when I could get away with one. For sustained speed and freedom from trouble the Ford has got ever other car skinned and even if my business hasen't been strickly legal it don't hurt enything to tell you what a fine car you got in the V8 -

 

Yours truly, Clyde Champion Barrow (April 10th, 1934)

 

After WWII returned servicemen from the theatre of war sought the adrenaline a modified Ford V8 could offer. The culture of hot rodding came to life chiefly thanks to cheaply available pre-war Ford V8s. The Ford V8 was updated in 1933 to the Model 40, and in 1934 to the 40B, offering a styling change to a more shovel-like radiator and hood line.

 

The Ford V8 was the original Hot Rod. Roadsters and Coupes were the favoured styles, and very few cars from this period are left in original condition.

 

The 1932 Ford Coupe & Roadster featured here form Chapter 1 of my first book: "How to Build Brick Cars":

 

www.amazon.com/exec/obidos/ASIN/0760352658/creativepubco-20

 

This lego MotorCity-scale Ford 1932 V8 Hotrod Coupe & Roadster has been created for Flickr LUGNuts' 120th Build Challenge, - 'Happy 10th Anniversary, LUGNuts', - where all the previous challenge themes are open for use in creating builds for the Challenge.

 

The Challenge theme chosen is number 109 - 'Deuces Wild' - for any 1932-34 Ford (or similar)

Model of a mining excavator in front shovel configuration in scale 1:28.5. This 300 tonne machine is a representative of Liebherr's most popular size class and is ideally suited to load a fleet of 100 tonne payload mining trucks.

 

When LEGO introduced its 42100 Liebherr R 9800, I knew I had to get that set immediately after release. But I also knew from the beginning, that I would not like the official model's Technic design and that I had to build my own version.

 

Here it is, scaled larger than 42100, but on the other hand representing a much smaller machine than the 9800. About 300 vs. 800 tonnes in real life. This allowed me to use the main components of the official LEGO model to build my R 994 B. I used the clamshell bucket, the Power Functions XL actuators and the tracks and sprockets.

 

The main difference from 42100 lies in the electric components of my model. The following functions are all powered by two Power Functions rechargeable battery boxes and controlled by three SBricks via bluetooth connection and Brick Controller 2 app:

 

- Left and right crawler treads each using a Power Functions L motor

- Slewing of the upper structure using two Power Functions M motors

- Boom cylinders: one Power Functions XL motor

- Stick cylinders: one Power Functions L motor

- Bucket cylinders: one Power Functions M motor

- Clamshell bucket: one Brick Engine V1 motor (compatible to Power Functions)

- Access ladder: one Power Functions M motor

- Service flap: one Power Functions M motor

- Lighting: three pairs of Power Functions LEDs

 

Besides the main drive and digging functions, the model features a retractable access ladder and a lowerable service flap on the underside of the upper structure frame. The service flap is used to refuel and grease the excavator.

 

While building the Liebherr R 994 B Litronic in 1:28.5 scale, I could refer to a highly detailed diecast model of the very same machine in 1:50 scale.

Location: JAM Terminal Brgy. Turbina, Calamba City, Laguna

Operator: Philtranco Service Enterprises Inc.

Bus No: 1750

Classification: Ordinary Fare

Area of Operation: Provincial Operation

Model: Daewoo SR Cityliner BS 106

Body: Santarosa Philippines Motorworks Inc.

Seating Configuration: 2x3

Transmission: Manual (6 gears forward & 1 reverse)

 

NOTE: Provincial Operation is suspended trip during COVID-19 crisis.

 

#TransportPH

Classification: Airconditioned Tourist Bus

Seating Configuration: 2x2

Seating Capacity: 49 Passengers

Model: Mitsubishi Fuso Aero Queen

Bus Body Manufacturer: Nishi-Nippon Shatai Kogyo, Ltd.

Chassis Manufacturer: Mitsubishi Fuso Truck and Bus Corporation

Chassis: MS821

Engine: Mitsubishi Fuso 8M20-1

Suspension: Air Suspension

(Note: Specification are subjected for verification and may be changed without prior notice.)

 

Shot Location: NLEX, Caloocan City

Artist's view of the two configurations of Ariane 6 using two boosters (A62) or four boosters (A64).

 

ESA and European industry are currently developing a new-generation launcher: Ariane 6. This follows the decision taken at the ESA Council meeting at Ministerial level in December 2014, to maintain Europe’s leadership in the fast-changing commercial launch service market while responding to the needs of European institutional missions.

 

This move is associated with a change in the governance of the European launcher sector, based on a sharing of responsibility, cost and risk by ESA and industry.

 

The participating states are: Austria, Belgium, France, Germany, Ireland, Italy, Netherlands, Norway, Romania, Spain, Sweden and Switzerland.

 

Credit: ESA–David Ducros, 2016

Taken @ Araneta Center Cubao Bus Terminal Station - April 27, 2010

 

RORO BUS

 

Bus number: 908

Classification: Airconditioned School Bus

Coachbuilder: Pilipinas Hino Bus Body, Incorporated

Chassis: Hino RK1JST (long wheelbase)

Model: Pilipinas Hino RK / Partex RK

Engine: Hino J08C-TK

Displacement: 485.701 cu. inches (7,961 cc / 8.0 Liters)

Cylinders: I-6

Aspiration: Turbocharged

Power Output: 246.58 bhp (250 PS - metric hp / 183.88 kW) @ 2,700 rpm

Torque Output: 552 lb.ft (747.56 N.m) @ 1,500 rpm

Layout: Rear-Mounted Engine Rear-Wheel Drive

Airconditioning unit: Overhead Unit

Suspension: Leaf Spring Suspension

Seating Configuration: 2x2

Seating Capacity: 45 Passengers

Bus Operator: Dagupan Bus Co., Inc.

Fleet Number: 71743

Area of Operation: Provincial Operation

Seating Configuration: 2x2

Seating Capacity: 45+1

 

Bus Manufacturer: Zhengzhou Yutong Bus Co., Ltd.

Model: ZK6107HA

Chassis: Yutong ZK6107CRA

Engine: Yuchai YC6A260-30

Suspension: Air Suspension

 

Taken at: Km. 146, McArthur Highway, Paniqui, Tarlac, Philippines

 

*Specifications are subjected for verification and may be changed without prior notice.

 

*note: ---

No 3814 is thought to be an old Great Western Railway freight locomotive of 2-8-0 configuration.

There is a well established mulberry tree in the Bible Plants Garden, on the grounds of the Australian Centre of Christianity and Culture / St Mark’s National Theological Centre. As you can see, it is bearing fruit at this time of year ... and they were delicious!

 

The plaque for this plant was as follows ...

 

“ Mulberry - Morus nigra - By using the example of the mulberry tree Jesus is pointing to what can become a large tree. It is contrasted with the mustard seed, so that faith begin as small as the mustard seed and become as large as the mulberry tree. (Luke 17:6) (Australian Centre of Christianity and Culture) “

 

-———

Links for background information ...

 

en.wikipedia.org/wiki/Morus_(plant)

en.wikipedia.org/wiki/Morus_nigra

 

stmarks.edu.au/

 

www.csu.edu.au/special/accc/biblegarden/plants-of-the-garden

 

My thanks to the staff of St Mark’s National Theological Centre (St Mark’s NTC) for their friendliness and encouragement of photographing on the grounds of their Barton campus and the Australian Centre of Christianity and Culture.

 

———

 

[ Location - Barton, Australian Capital Territory, Australia ]

 

———

 

Photography notes ...

The photograph was taken using the following hardware configuration ...

- Hasselblad 501CM Body (Chrome) - S/N 10SH26953 (2002).

- Hasselblad CFV-50c Digital Back for Hasselblad V mount camera.

- Hasselblad Focusing Screen for the CFV-50c digital back, with focussing prism and crop markings.

- Hasselblad 45 Degree Viewfinder PME-45 42297 (2001).

- Hasselblad Carl Zeiss lens - Planar T* 80mm f2.8 CFE lens (2000).

- FotodioX B60 Lens Hood for Select Hasselblad Standard Length CF Lenses.

- Hasselblad Extension Tube 32E (32mm) for 200 and 500 Series - MFR # 30 40655.

(Year of manufacture indicated in braces where known.)

 

I acquired the photograph (8272 x 6200 pixels) with an ISO of 400. I did not record the exposure time nor the aperture.

 

Post-processing ...

Finder - Removed the CF card from the camera digital back and placed it in a Lexar 25-in-1 USB card reader. Then used Finder on my MacBook Air to download the raw image file (3FR extension) from the card.

Lightroom - Imported the 3FR image. Applied a standard metadata preset (20161110 Import 001) during the import process.

Lightroom - Used the Map module to add the location details to the EXIF header.

Lightroom - Used the Spot Removal tool to attenuate a number of sensor dust artifacts.

Lightroom - Made various lighting and color adjustments to the image.

Lightroom - Applied a square crop (1:1 aspect ratio) to the image.

Lightroom - Saved the Develop module settings as a preset.

Lightroom - Output the image as a JPEG image using the “Maximum” quality option (5881 x 5881 pixels).

PhotoSync - Copied the JPEG file to my iPad Mini for any final processing, review, enjoyment, and posting to social media.

 

@MomentsForZen #MomentsForZen #MFZ #Hasselblad #501CM #CFV50c #Lightroom #Macro #Closeup #ExtensionTube #Mulberry #MorusNigra #Red #Black #Green #Fruit #Berries #Leaves #StMarks #StMarksNationalTheologicalCentre #StMarksNTC #BiblePlantsGardens #AustralianCentreOfChristianityAndCulture

Dating BS106 ang 721.

 

Company/Owner: San Quintin Bus Lines, Inc.

Fleet/Bus Number: 721

Classification: Air-conditioned Provincial Bus

Coachbuilder: (Zhengzhou) Yutong Bus Company, Ltd.

Body Model: Yutong ZK6115HT5Z

Engine Model: Yuchai YC6J245-42 (J010N-T1/J01YA-K1)

Chassis Model: Yutong ZK6106CR5 (LZYTBTD60K1****)

Transmission: 6-speed Manual Transmission

Suspension: Air Suspension

Seating Configuration: 3×2

Seating Capacity: 60

Franchise route: San Quintin–Quezon City

Route: San Quintin, Pangasinan [SQN, PN]–Cubao, Quezon City [CUB, QC] via Tayug–San Quintin Road / Nueva Vizcaya–Pangasinan Road / N56 (Umingan–Rosales Road) / N2 (MacArthur Highway) / N213 (Magalang–Concepcion Road); N215 (Dau Access Road); E1 (NLEX-Dau–NLEX-Harbor Link)–E5 [NLEX Segment 8.1 (Mindanao Avenue Link)] / N128 (Mindanao Avenue)

Municipalities/cities passing: Tayug [TAY]/Santa Maria/Rosales/San Manuel/Moncada/Paniqui/Gerona/Tarlac City [TRL]/Capas/Concepcion–Dau (Mabalacat City) [DAU]

Type of Operation: Provincial Operation Public Utility Bus (Economy Class)

Area of Operation: Ilocos Region (Region I)

 

Shot location: N215 (Dau Access Road), Brgy. Dau, Mabalacat City, Pampanga

Date and time taken: April 9, 2024 (4:31 pm)

 

Notices:

* Please DON'T GRAB A PHOTO WITHOUT A PERMISSION. If you're going to GRAB IT, please give A CREDIT TO THE OWNER. Also, don't PRINT SCREEN my photos. Do not (re)upload this in any social media platforms (especially in YouTube and TikTok).

** If I have mistakes on the specifications, please comment in a good manner so that I can edit it immediately.

*** The specifications and routes (for provincial, inter-provincial, and city operation) mentioned above are subjected for verification and may be changed without prior notice.

**** The vehicle's registration plate(s), conduction sticker(s), and/or persons (if applicable) were pixelated/blurred to prevent any conflict with the photographer, the bus company and/or to the car owner for their security and/or privacy purposes. So, don't use their plate number, conduction sticker, and vehicle tag as an evidence for any incident. And, I have taken this photo for bus fanatics, bus enthusiasts, and bus lovers purposes.

New Haven Railroad condemned GE EP-3 (Flat Bottom) electric locomotive # 351 & GE EP-4 (Streamliner) electric locomotive, both of the 2-C+C-2 configuration, are seen stored at the Oak Point Yard in the Bronx, New York, during the early 1960's. Big white condemned "C" letters have been painted on the sides of these locomotives. The New Haven's big electric locomotive fleet was retired much too early, because many miles of service were remaining in these locomotives. Both of these locomotives had a 2-C+C-2 wheel arrangement, with six powered driving axles. The pantographs have been removed from the locomotives.

 

The name of the photographer that took this photo is unknown. This photo is from the Mac Seabree Collection.

 

Copyright Disclaimer under Section 107 of the Copyright Act of 1976, allowance is made for “fair use” for the purposes such as criticism, comment, news reporting, teaching, scholarship, and research. Fair use is a use permitted by copyright statute that might otherwise be infringing. Non-profit, educational or personal use tips the balance in favor of fair use.

shadow box from Tim Holtz 'Configurations' decorated with individually hand cut paper from various suppliers, notably K&Co, 7 Gypsies, & Basic Grey. interior boxes have five separate pieces cut to fit box dimensions. Exterior has about six to eight pieces attached. exterior edges coverd with Tim Holtz tissue tape. interior edges hand sanded and retouched with Ranger 'rusty hinge' distress ink. charms and embellishment various sources; Tim Holtz, Industrial Chic, Blue Moon etc including personal stash. Legs from Tim Holtz. natural pieces: sticks, twigs, moss, lichen from my back yard. birds, nests and eggs from Michaels Crafts.

irrestible to nature & bird lovers! my first attempt at such a project; it took over a year to complete.

+++ 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 Víðarr (or Vidar, "Wide ruler", a Nordic god among the Æsir associated with vengeance) or officially SAAB OAS 41 is Sweden's first manned aircraft with stealth technology, and the first aircraft of its kind in Europe in operational service.

 

"OAS" is an abbreviation of the aircraft's primary tactical roles: "Osynlig Attack Spaning", "Unseen attack and reconnaissance missions". Much of the OAS 41's technology and elements were developed and tested on unmanned vehicles, namely SAAB's SHARC and FILUR demonstrators.

 

SHARC (Swedish Highly Advanced Research Configuration) was an experimental unmanned aerial vehicle (UAV) built by Saab AB. Since the late 90-ies SAAB had been carrying out preliminary studies about several Unmanned Aerial Vehicles (UAV) concepts but not taking them into flying demonstrators.

 

In 2001 it was decided to start the SHARC Technology Demonstrator (SHARC TD) project.

Because of a limited budget and good in-house experiences from flight tests of instrumented sub-scale aircraft, it was decided that the SHARC TD should be in 1:4 scale of the original SHARC design. One of the major goals of the project was to test the airworthiness process for a military UAV or aircraft of similar layout, and this could well be achieved even with sub scaled aircraft. Even the goal of testing a lean development process for demonstrators could be achieved in that way.

 

The SHARC TD project was initiated in 2001 with first flight less than one year later, on February 11th 2002, with the basic version. The more advanced version made its maiden flight on April 9th 2003, less than two years after project start.

 

In September 2003 the SHARC flew a number of missions out of visual range, ranging around 20 km from the control station location. In January 2004 the effort towards the development of the ATOL functionalities was initiated, and led to a successful flight test campaign in August 2004, during which fully autonomous mission were demonstrated, from standstill to standstill.

 

The SHARC system was composed by two flying demonstrators (BS-001 and -002), a GCS and some GSE for engine start and cooling air supply on ground. The SHARC TD is a 60 kg jet-engine driven aircraft. The airframe was manufactured in light-weight composite materials; the airframe weighed only 8 kg (without landing gear).

 

The payload consisted of a forward looking colour video camera. The avionic system (hardware and software) was designed and manufactured by SAAB and is based on Flight Test Instrumentation system COMET 15 used in the Gripen and Viggen fighter a/c.

Before the decision to develop an in house avionic system, a market survey was conduced, but no existing system had been fulfilling specifications. Electro-optic fibres, or “fly-by-light”, were used to the actuators in order to minimize the risk for Electro Magnetic Interference.

 

Saab and FMV’s technology demonstrator program FILUR made its first flight in 2006. FILUR’s main objective was to show the tactical importance of stealth technology applied on aerial vehicles, to gain experience and to set a foundation for stealth requirements for future aerial systems and air-surveillance systems.

 

The focus with the FILUR program was on low signature, for both radar and IR-signature. “Static measurements of radar cross section (RCS) made late 2004 showed really good performance and corresponded with calculated data. In flight measurements of stealth performance will be done as a next step”, said Jan Boström FILUR Project Manager, Saab Aerosystems.

 

The technology developed in FILUR would be used for future Saab systems, being UAVs or manned aircraft, which became the OAS 41 which had been under development since 2004.

The SAAB OAS 41 made its maiden flight in 2012, and in early 2014 a pre-production batch of five aircraft has been assigned to Skaraborgs Flygflottilj ("Skaraborg Air Force Wing") F 7 in Satenäs, where the aircraft are operated alongside JAS 39 Gripen multi-purpose fighters for evaluation and integration.

 

Conceptually the OAS 41 is very similar to the much earlier US-American F-117, dedicated to ground attacks with precision weapons, attacks against coastal/sea targets and reconnaissance missions.

 

All ordnance or equipment is carried internally in a large bay which is covered by sliding doors. Typical weapons include up to three Rb 75 (AGM-65 Maverick) missiles, two GBU-12 laser-guided smart bombs or two AGM 119 "Penguin" anti-ship missiles. Iron or cluster bombs as well as pods with unguided missiles are also an option.

 

Beyond that, the aircraft can also carry air-to-air missiles like the actice radar RB 99 (AIM-129 AMRAAM) or the IR-guided Rb 74 (AIM-9L Sidewinder), up to four of each.

 

The OAS 41 does not feature an internal gun, even though up to two podded Mauser BK 27 cannons can be carried internally. Overall, its range of weapons is highly identical to what the JAS 39 Gripen can deploy.

 

Alternatively to offensive loads, the OAS 41 can carry camera of sensor pallets in its belly, making it highly adaptable.

 

It is uncertain how many aircraft wil actually be built, since the Swedish Air Force officially announced that the OAS 41 is not to replace its JAS 39 fleet, rather complement it or take over exclusive missions due to its stealth features. The type's limited performance will probably confine to a limited scope of missions, and with the running cost reductions it is not expected that more than 30 OAS 41's will ever leave the production line for the Swedish Air Force, unless it would be exported and follow in the Gripen's footsteps, but this remains doubtful.

  

General characteristics:

Crew: 1

Length: 6.70 m (21 ft 11 in)

Wingspan: 18,29 m (59 ft 11 in)

Height: 3,96 m (13 ft)

Wing area: ~68 m² (729 ft²)

Empty weight: 6.739 kg (14.844 lb)

Internal fuel: 2.500 l

Max. takeoff weight: 13.600 kg (29,760 lb)

 

Powerplant:

2× Svenska Flygmotor RM13S turbofans (General Electric CF34-3S), with 4.150 each

 

Performance:

Maximum speed: 692 mph (1.115 km/h) at height

Cruise speed: Mach 0.7

Landing speed: 210 km/h

Range: 4.828 km (3.000 mi) with internal fuel

Service ceiling: 13.381 m (43.830 ft)

Rate of climb: 60 m/s (11.811 ft/min)

 

Armament:

Up to 3.000 kg of ordnance, all carried in a ventral bomb bay, including air-to-ground and air-to-air missile, smart and iron bombs, gun and rocket pods, ECM equipment and pallets with cameras and sensors for reconnaissance missions.

  

The kit and its assembly:

This stealth aircraft is basically a scale-o-rama project: it is a Dragon B-2 bomber in 1:200 scale turned into a 1:72 scale aircraft.

 

What sounds easy is more complex than it appears: you need a cockpit with a proper canopy, the landing gear has to be adjusted and there are many small details that need attention.

 

For the cockpit installation I decided to implant a complete X-32 section from a Revell kit, it replaces the complete B-2 spine. It appears a bit bulgy, but upon close inspection of the potential internal layout I found that you can either have a flush canopy OR a bomb bay. Since I wanted to keep the latter (and enlarged it), the cockpit went a bit higher.

 

As a result, the original X-32 canopy looked much to bulbous, it was way too high. Searching through the spares pile I eventually turned up an old F-18B canopy, which, reversed and cut into shape, could be transplanted onto the X-32's cockpit frame, even tough some sculpting at the rear was necessary. Since the F-18 canopy had some glue stains I had to sand and polish it, and as a final coat I decided to apply some light brown translucent paint. Fit is not 100%, though, but it looks good now.

 

The high cockpit necessitated some visual counter-balance at the rear. Originally I had hoped to keep the OAS 41 fin-free, but I eventually dug out a pair of F-117 fins that were cut down in length and glued to the airframe, slightly canted outwards.

 

The landing gear is all new. The massive front strut comes from a F-117, the wheel from the X-32. The front well was enlarged, as good as possible, but it is still too short... don't lokk there closely. ;)

 

The main landing gear struts were taken from the X-32, while the wheels come from the F-117. The wells were lengthened at the rear, so that the longer legs find enough space.

 

The B-2's original bomb bay was cut out and replaced by a completely scratched interior that allows the carriage of a pair of laser-guided bombs, which come from the scrap box.

 

The exhaust slits were modified, too. They were made wider, and inside a kind of ramps were added - the original 1:200 B-2 has nothing inside. For the same reason I also added light blocks, pieces of dark grey foamed plastic, inside of the air intakes and the exhausts.

Finally, at the aircraft's front, some pitots were added, but that's all since the overall hull was to remain clean.

  

Painting and markings:

I originally had the plan to make this a Japanese aircraft, but then I decided to make it a (kind of) tribute to the innovative Swedish aircraft industry - the SAAB OAS was born, and it was to carry an appropriate, if not odd, paint scheme.

 

Even though "Fields & Meadows", made popular by the Saab 37 Viggen, was an option, I did not want to copy that style. But an angular scheme appeared logical as to confuse the aircraft contours. The splinter paint scheme I eventually settled upon was vaguely inspired by Norwegian "Skjold" class coastal patrol ships, which have stealthy hulls and carry a three-colored spinter scheme in grey, sand and dark brown. Odd for a ship, one might say, but in front of the typical Norwegian rocky coastline, it is highly effective, and even on the open sea, viewed from above, it is not a bad scheme at all.

 

The pattern was vaguely lent from the Skjold boats, and I used different tones which would IMHO be more versatile: a reddish brown (WWII French Earth Brown), Field Grey and Olive Drab, in a wraparound scheme.

 

Together with the edgy shape of the aircraft this turned out to be pretty effective - a bit of a surprise!

 

The rest was rather straightforward: white for the air intakes and the landing gear, the cockpit and the bomb bay were painted in Neutral Grey.

 

The pair of internal GBU-12s was painted in light grey, a typical tone for such weapons in Swedish use witn the JAS 39 Gripen.

 

The kit received a light black ink washing and some panel painting with lighter shades of the basic tone, just to amphasize contours and simulate some structure and acccess panels esp. in the engine area.

 

After decal application (puzzled together, among others, from an Italeri JAS 39 Gripen) the kit was sealed with Revell's matt acrylic varnish.

  

In the end, a rather simple whif - I am not a friend of stealth aircraft, since they are IMHO boring. The splinter scheme changes this a bit, and the high cockpit does not look that bad at all, even though the original X-32 canopy looked REALLY weird.

The Citroën DS (French pronunciation: ​[si.tʁɔ.ˈɛn de ɛs]) is a front-engine, front-wheel-drive executive car manufactured and marketed by the French company Citroën from 1955 to 1975 in sedan, wagon/estate and convertible body configurations. Italian sculptor and industrial designer Flaminio Bertoni and the French aeronautical engineer André Lefèbvre styled and engineered the car. Paul Magès developed the hydropneumatic self-levelling suspension.

 

Noted for its aerodynamic, futuristic body design and innovative technology, the DS set new standards in ride quality, handling, and braking—and was the first production car equipped with disc brakes.

 

Citroën sold 1,455,746 examples, including 1,330,755 built at the manufacturer's Paris Quai André-Citroën production plant.

 

The DS came third in the 1999 Car of the Century poll recognizing the world's most influential auto designs and was named the most beautiful car of all time by Classic & Sports Car magazine

 

MODEL HISTORY

After 18 years of secret development as the successor to the Traction Avant, the DS 19 was introduced on 5 October 1955 at the Paris Motor Show. In the first 15 minutes of the show, 743 orders were taken, and orders for the first day totalled 12,000. During the 10 days of the show, the DS took in 80,000 deposits; a record that has stood for over 60 years.

 

Contemporary journalists said the DS pushed the envelope in the ride vs. handling compromise possible in a motor vehicle.

 

To a France still deep in reconstruction after the devastation of World War II, and also building its identity in the post-colonial world, the DS was a symbol of French ingenuity. The DS was distributed to many territories throughout the world.

 

It also posited the nation's relevance in the Space Age, during the global race for technology of the Cold War. Structuralist philosopher Roland Barthes, in an essay about the car, said that it looked as if it had "fallen from the sky". An American advertisement summarised this selling point: "It takes a special person to drive a special car".

 

Because they were owned by the technologically aggressive tire manufacturer Michelin, Citroën had designed their cars around the technically superior radial tire since 1948, and the DS was no exception.

 

The car featured a novel hydropneumatic suspension including an automatic leveling system and variable ground clearance, developed in-house by Paul Magès. This suspension allowed the DS to travel quickly on the poor road surfaces common in France.

 

In addition, the vehicle had power steering and a semi-automatic transmission (the transmission required no clutch pedal, but gears still had to be shifted by hand), though the shift lever controlled a powered hydraulic shift mechanism in place of a mechanical linkage, and a fibreglass roof which lowered the centre of gravity and so reduced weight transfer. Inboard front brakes (as well as independent suspension) reduced unsprung weight. Different front and rear track widths and tyre sizes reduced the unequal tyre loading, which is well known to promote understeer, typical of front-engined and front-wheel drive cars.

 

As with all French cars, the DS design was affected by the tax horsepower system, which effectively mandated very small engines. Unlike the Traction Avant predecessor, there was no top-of-range model with a powerful six-cylinder engine. Citroën had planned an air-cooled flat-6 engine for the car, but did not have the funds to put the prototype engine into production.

 

The DS placed third in the 1999 Car of the Century competition, and fifth on Automobile Magazine's "100 Coolest Cars" listing in 2005. It was also named the most beautiful car of all time by Classic & Sports Car magazine after a poll of 20 world-renowned car designers, including Giorgetto Giugiaro, Ian Callum, Roy Axe, Paul Bracq, and Leonardo Fioravanti.

 

NAME

Both the DS and its simpler sibling, the ID, used a punning name. "DS" is pronounced in French as "Déesse" (goddess); "ID" is pronounced as "Idée" (idea). An intermediate model was called the DW.

 

MOTORSPORT

The DS was successful in motorsports like rallying, where sustained speeds on poor surfaces are paramount, and won the Monte Carlo Rally in 1959. In the 1000 Lakes Rally, Pauli Toivonen drove a DS19 to victory in 1962.

 

In 1966, the DS won the Monte Carlo Rally again, with some controversy as the competitive BMC Mini-Cooper team was disqualified due to rule infractions. Ironically, Mini was involved with DS competition again two years later, when a drunk driver in a Mini in Sydney Australia crashed into the DS that was leading the 1968 London–Sydney Marathon, 98 miles from the finish line. The DS was still competitive in the grueling 1974 London-Sahara-Munich World Cup Rally, where it won over 70 other cars, only 5 of which even completed the entire event.

 

TECHNICAL INNOVATION - HYDRAULIC SYSTEMS

In conventional cars, hydraulics are only used in brakes and power steering. In the DS they were also used for the suspension, clutch and transmission. The cheaper 1957 ID19 did have manual steering and a simplified power-braking system. An engine driven pump pressurizes the closed system to 2,400 pounds per square inch.

 

At a time when few passenger vehicles had independent suspension on all wheels, the application of the hydraulic system to the car's suspension system to provide a self-levelling system was an innovative move. This suspension allowed the car to achieve sharp handling combined with very high ride quality, frequently compared to a "magic carpet".

 

The hydropneumatic suspension used was pioneered the year before, on the rear of another car from Citroën, the top of range Traction Avant 15CV-H.

 

IMPACT ON CITROEN BRAND DEVELOPMENT

The 1955 DS cemented the Citroën brand name as an automotive innovator, building on the success of the Traction Avant, which had been the world's first mass-produced unitary body front-wheel-drive car in 1934. In fact, the DS caused such a huge sensation that Citroën was apprehensive that future models would not be of the same bold standard. No clean sheet new models were introduced from 1955 to 1970.

 

The DS was a large, expensive executive car and a downward brand extension was attempted, but without result. Throughout the late 1950s and 1960s Citroën developed many new vehicles for the very large, profitable market segments between the 2CV and the DS, occupied by vehicles like the Peugeot 403, Renault 16 and Ford Cortina, but none made it into production. Either they had uneconomic build costs, or were ordinary "me too" cars, not up to the company's high standard of innovation. As Citroën was owned by Michelin from 1934 to 1974 as a sort of research laboratory, such broad experimentation was possible. Michelin after all was getting a powerful advertisement for the capabilities of the radial tire Michelin had invented, when such experimentation was successful.

 

New models based on the small, utilitarian 2CV economy car were introduced, notably the 1961 Ami. It was also designed by Flaminio Bertoni and aimed to combine Three-box styling with the chassis of the 2CV. The Ami was very successful in France, but less so on export markets. Many found the styling controversial, and the car noisy and underpowered. The Dyane, was a modernised 2CV with a hatchback, competed with the 2CV inspired Renault 4 Hatchback. All these 2 cylinder models were very small, so there remained a wide market gap to the DS range all through the 1960s.

 

In 1970, Citroën finally introduced a car to target the mid-range - the Citroën GS, which won the "European car of the Year" for 1971 and sold 2.5 million units. It combined a small 55 horsepower flat-4 air-cooled engine with Hydropneumatic suspension. The intended 106 horsepower Wankel rotary-engined version with more power did not reach full production.

 

REPLACING THE DS

The DS remained popular and competitive throughout its production run. Its peak production year was 1970. Certain design elements like the somewhat narrow cabin, column-mounted gearstick, and separate fenders began to seem a little old-fashioned in the 1970s.

 

Citroën invested enormous resources to design and launch an entirely new vehicle in 1970, the SM, which was in effect a thoroughly modernized DS, with similar length, but greater width. The manual gearbox was a modified DS unit. The front disc brakes were the same design. Axles, wheel bearings, steering knuckles, and hydraulic components were either DS parts or modified DS parts.

 

The SM had a different purpose than replacing the 15-year-old DS design however - it was meant to launch Citroën into a completely new luxury grand touring market segment. Only fitted with a costly, exotic Maserati engine, the SM was faster and much more expensive than the DS. The SM was not designed to be a practical 4-door saloon suitable as a large family car, the key market for vehicles of this type in Europe. Typically, manufacturers would introduce low-volume coupés based on parts shared with an existing saloon, not as unique models, a contemporary example being the Mercedes-Benz SLC-Class.

 

The SM's high price and limited utility of the 2+2 seating configuration, meant the SM as actually produced could not seize the mantle from the DS.

 

So, while the design funds invested would allow the DS to be replaced by two cars - a 'modern DS' and the smaller CX, it was left to the CX alone to provide Citroën's large family or executive car in the model range.

 

The last DS came off the production line on 24 April 1975 - the manufacturer had taken the elementary precaution of building up approximately eight-month's of inventory of the "break" (estate/station wagon) version of the DS, to cover the period till Autumn 1975 when the estate/station wagon version of the CX would be introduced.

 

DEVELOPMENT

The DS always maintained its size and shape, with easily removable, unstressed body panels, but certain design changes did occur. During the 20-year production life improvements were made on an ongoing basis.

ID 19 submodel to extend brand downwards (1957–69)

 

The 1955 DS19 was 65% more expensive than the car it replaced, the Citroën Traction Avant. This affected potential sales in a country still recovering economically from World War II, so a cheaper submodel, the Citroën ID, was introduced in 1957.

 

The ID shared the DS's body but was less powerful and luxurious. Although it shared the engine capacity of the DS engine (at this stage 1,911 cc), the ID provided a maximum power output of only 69 hp compared to the 75 hp claimed for the DS19. Power outputs were further differentiated in 1961 when the DS19 acquired a Weber-32 twin bodied carburettor, and the increasing availability of higher octane fuel enabled the manufacturer to increase the compression ratio from 7.5:1 to 8.5:1. A new DS19 now came with a promised 83 hp of power. The ID19 was also more traditional mechanically: it had no power steering and had conventional transmission and clutch instead of the DS's hydraulically controlled set-up. Initially the basic ID19 was sold on the French market with a price saving of more than 25% against the DS, although the differential was reduced at the end of 1961 when the manufacturer quietly withdrew the entry level ID19 "Normale" from sale. A station wagon variant, the ID Break, was introduced in 1958.

 

D SPECIAL AND D SUPER (1970–75)

The ID was replaced by the D Spécial and D Super in 1970, but these retained the lower specification position in the range. The D Super was available with the DS21 2175ccm engine and a 5 speed gearbox, and named the D Super 5.

 

SERIE 2 - NOSE REDESIGN IN 1962

In September 1962, the DS was restyled with a more aerodynamically efficient nose, better ventilation and other improvements. It retained the open two headlamp appearance, but was available with an optional set of driving lights mounted on the front fenders. All models in the range changed nose design at the same time, including the ID and station wagon models.

Series 3 - Nose redesign in 1967 with Directional headlights

 

In late 1967, for the 1968 model year, the DS and ID was again restyled, by Robert Opron, who also styled the 1970 SM and 1974 CX. This version had a more streamlined headlamp design, giving the car a notably shark-like appearance. This design had four headlights under a smooth glass canopy, and the inner set swivelled with the steering wheel. This allowed the driver to see "around" turns, especially valuable on twisting roads driven at high speed at night.

 

Behind each glass cover lens, the inboard high-beam headlamp swivels by up to 80° as the driver steers, throwing the beam along the driver's intended path rather than uselessly across the curved road. The outboard low-beam headlamps are self-leveling in response to pitching caused by acceleration and braking.

 

However, this feature was not allowed in the US at the time (see World Forum for Harmonization of Vehicle Regulations), so a version with four exposed headlights that did not swivel was made for the US market.

 

This 'turning headlight' feature was new to the market - it had only been seen before on the very rare three headlight 1935 Tatra 77A. The Tucker, which never was mass-produced, had a central headlight that turned with the steering. 45 years later, it is now a commonly available feature, even in the United States.

 

NEW GREEN HYDRAULIC FLUID

The original hydropneumatic system used a vegetable oil liquide hydraulique végétal (LHV), similar to that used in other cars at the time, but later switched to a synthetic fluid liquide hydraulique synthétique (LHS). Both of these had the disadvantage that they are hygroscopic, as is the case with most brake fluids. Disuse allows water to enter the hydraulic components causing deterioration and expensive maintenance work. The difficulty with hygroscopic hydraulic fluid was exacerbated in the DS/ID due to the extreme rise and fall in the fluid level in the reservoir, which went from nearly full to nearly empty when the suspension extended to maximum height and the six accumulators in the system filled with fluid. With every "inhalation" of fresh moisture- (and dust-) laden air, the fluid absorbed more water.

 

For the 1967 model year, Citroën introduced a new mineral oil-based fluid LHM (Liquide Hydraulique Minéral). This fluid was much less harsh on the system. LHM remained in use within Citroën until the Xantia was discontinued in 2001.

 

LHM required completely different materials for the seals. Using either fluid in the incorrect system would completely destroy the hydraulic seals very quickly. To help avoid this problem, Citroën added a bright green dye to the LHM fluid and also painted all hydraulic elements bright green. The former LHS parts were painted black.

 

All models, including the station wagon and ID, were upgraded at the same time. The hydraulic fluid changed to the technically superior LHM in all markets except the US and Canada, where the change did not take place until January 1969, due to local regulations.

 

INTERNATIONAL SALES AND PRODUCTION

The DS was primarily manufactured at the Quai André-Citroën in the Javel neighborhood of Paris, with other manufacturing facilities in the United Kingdom, South Africa, the former Yugoslavia (mostly Break Ambulances), and Australia.

 

Australia constructed their own D variant in the 1960s at Heidelberg, Victoria, identified as the ID 19 "Parisienne." Australian market cars were fitted with options as standard equipment such as the "DSpecial DeLuxe" that were not available on domestic European models.

 

Until 1965, cars were assembled at the manufacturer's Slough premises, to the west of London, using a combination of French made knock down kits and locally sourced components, some of them machined on site. A French electrical system superseded the British one on the Slough cars in 1962, giving rise to a switch to "continental style" negative earthing. After 1965 cars for the British market were imported fully assembled from the company's French plant. The British-built cars are distinguished by their leather seats, wooden (early ID19 models) one piece plastic (early DS19 models) dashboards, chromed number plate mount let into the front bumper, and (on pre-1962 cars) Lucas-made electrics. These were all right hand drive cars.

 

The DS was built and sold in South Africa from 1959 to 1975.

 

The DS was sold in Japan, but the models were built in France and left hand drive.

 

DS IN NORTH AMERICA

The DS was sold in North America from 1956 to 1972. Despite its popularity in Europe, it didn't sell well in the United States, and little better in Canada. While promoted as a luxury car, it did not have the basic features that American buyers expected to find on such a vehicle, such as an automatic transmission, air conditioning, power windows, or a powerful engine. The DS was designed specifically to address the French market, with punitive tax horsepower taxation of large engines, as well as very poor roads – it's no great mystery that it was a fish out of water when those constraints were removed.

 

Jay Leno described the sporadic supply of spare parts as a problem for 1970s era customers, based on his early experiences working at a Citroën dealer in Boston.

 

The DS was expensive, with a 115 hp (86 kW) vehicle costing $4,170 in 1969, when the price was $4,500 for a 360 hp (268 kW) Buick Electra 225 4 door sedan. For all years, 38,000 units were sold.

 

US regulations at the time also banned one of the car's more advanced features: its composite headlamps with aerodynamic covered lenses. Based on legislation that dated from 1940, all automobiles sold in the U.S. were required to have round, sealed beam headlamps that produced a meager 75,000 candlepower. The powerful quartz iodine swiveling headlamps designed for the 1968 model DS represented so many performance improvements at once that they were far beyond what the regulations could allow.[50] Even the aerodynamic headlight covers were illegal – as seen on the 1968 Jaguar E-Type. It took the lobbying muscle of Ford to point out that the government was requiring two contradictory things – safety, by ensuring that all headlights were best-of-breed circa 1940, and fuel economy through the CAFE standard – by definition, cars with poor aerodynamics are sacrificing fuel economy. Composite bulb lamps and aerodynamic covered headlights were not permitted until 1983.

 

The European lamps were legal in Canada, including the directional headlamps.

 

The hydraulic fluid change in 1967 was another brain teaser for U.S. automotive regulators at the Department of Transportation. NHTSA follows the precautionary principle, also used by the Food and Drug Administration, where new innovations are prohibited until their developers can prove them to the regulators; this stifles the experimentation that automakers need to advance their products. NHTSA had already approved a brake fluid they considered safe – DOT 3 brake fluid, which is red and hygroscopic to promote internal rust. This completely different fluid, used in aircraft applications – the technically superior green LHM (Liquide Hydraulique Mineral) – took NHTSA two years to analyze for automotive use. Approval finally came in January 1969, so half the U.S. cars of the 1969 model year use red fluid and half use green fluid.

 

DESIGN VARIATIONS

PALLAS

In 1965 a luxury upgrade, the DS Pallas (after Greek goddess Pallas), was introduced. This included comfort features such as better noise insulation, a more luxurious (and optional leather) upholstery and external trim embellishments. From 1966 the Pallas model received a driver's seat with height adjustment.

 

STATION WAGON, FAMILIALE AND AMBULANCE

A station wagon version was introduced in 1958. It was known by various names in different markets (Break in France, Safari and Estate in the UK, Wagon in the US, and Citroën Australia used the terms Safari and Station-Wagon). It had a steel roof to support the standard roof rack. 'Familiales' had a rear seat mounted further back in the cabin, with three folding seats between the front and rear squabs. The standard Break had two side-facing seats in the main load area at the back.

 

The Ambulance configuration was similar to that of the Break, but with a 60/30 split in the rear folding seat to accommodate a stretcher. A 'Commerciale' version was also available for a time.

 

The Safari saw use as a camera car, notably by the BBC. The hydropneumatic suspension produces an unusually steady platform for filming while driving.

 

CONVERTIBLE

Rarest and most collectable of all DS variants, a convertible was offered from 1958 until 1973. The Cabriolet d'Usine (factory convertible) were built by French carrossier Henri Chapron, for the Citroën dealer network. It was an expensive car, so only 1,365 were sold. These DS convertibles used a special frame which was reinforced on the sidemembers and rear suspension swingarm bearing box, similar to, but not identical to the Break (Station Wagon) frame.

 

CHAPRON VARIATIONS

In addition, Chapron also produced a few coupés, non-works convertibles and special sedans (including the "Prestige", same wheelbase but with a central divider, and the "Lorraine" notchback).

 

BOSSAERT COUPE

Between 1959 and 1964, Hector Bossaert produced a coupé on a DS chassis shortened by 470 mm. While the front end remained unchanged, the rear end featured notchback styling.

 

THE REACTOR

In 1965, noted American auto customizer Gene Winfield created The Reactor, a Citroën DS chassis, with a turbocharged 180 hp (130 kW) flat-six engine from the Corvair driving the front wheels. Since the DS already had the engine behind the front wheels, the longer engine meant only one row of seats. This was draped in a streamlined, low slung, aluminum body.

 

The Reactor was seen in American Television programs of the era, such as Star Trek: The Original Series episode 2.25 ("Bread and Circuses)," Batman episodes 110 ("Funny Feline Felonies") and 111 (driven by Catwoman Eartha Kitt), and Bewitched, which devoted its episode 3.19 ("Super Car") to The Reactor.

 

MICHELIN PLR

The Michelin PLR is a mobile tire evaluation machine, based on the DS Break, built in 1972, later used for promotion.

Technical details

 

SUSPENSION

In a hydropneumatic suspension system, each wheel is connected, not to a spring, but to a hydraulic suspension unit consisting of a hydraulic accumulator sphere of about 12 cm in diameter containing pressurised nitrogen, a cylinder containing hydraulic fluid screwed to the suspension sphere, a piston inside the cylinder connected by levers to the suspension itself, and a damper valve between the piston and the sphere. A membrane in the sphere prevented the nitrogen from escaping. The motion of the wheels translated to a motion of the piston, which acted on the oil in the nitrogen cushion and provided the spring effect. The damper valve took place of the shock absorber in conventional suspensions. The hydraulic cylinder was fed with hydraulic fluid from the main pressure reservoir via a height corrector, a valve controlled by the mid-position of the anti-roll bar connected to the axle. If the suspension was too low, the height corrector introduced high-pressure fluid; if it was too high, it released fluid back to the fluid reservoir. In this manner, a constant ride height was maintained. A control in the cabin allowed the driver to select one of five heights: normal riding height, two slightly higher riding heights for poor terrain, and two extreme positions for changing wheels. (The correct term, oleopneumatic (oil-air), has never gained widespread use. Hydropneumatic (water-air) continues to be preferred overwhelmingly.)

 

The DS did not have a jack for lifting the car off the ground. Instead, the hydraulic system enabled wheel changes with the aid of a simple adjustable stand. To change a flat tyre, one would adjust the suspension to its topmost setting, insert the stand into a special peg near the flat tyre, then readjust the suspension to its lowermost setting. The flat tyre would then retract upwards and hover above ground, ready to be changed. This system, used on the SM also, was superseded on the CX by a screw jack that, after the suspension was raised to the high position, lifted the tire clear of the ground. The DS system, while impressive to use, sometimes dropped the car quite suddenly, especially if the stand was not placed precisely or the ground was soft or unlevel.

 

SOURCE AND RESERVE OF PRESSURE

The central part of the hydraulic system was the high pressure pump, which maintained a pressure of between 130 and 150 bar in two accumulators. These accumulators were very similar in construction to the suspension spheres. One was dedicated to the front brakes, and the other ran the other hydraulic systems. (On the simpler ID models, the front brakes operated from the main accumulator.) Thus in case of a hydraulic failure, the first indication would be that the steering became heavy, followed by the gearbox not working; only later would the brakes fail.

 

Two different hydraulic pumps were used. The DS used a seven-cylinder axial piston pump driven off two belts and delivering 175 bar (2,540 psi) of pressure. The ID19, with its simpler hydraulic system, had a single-cylinder pump driven by an eccentric on the camshaft.

 

GEARBOX AND CLUTCH

HYDRAULIQUE OR CITROMATIC

The DS was initially offered only with the "hydraulique" four-speed semi-automatic (bvh—"boîte de vitesses hydraulique") gearbox.

 

This was a four-speed gearbox and clutch, operated by a hydraulic controller. To change gears, the driver flicked a lever behind the steering wheel to the next position and eased-up on the accelerator pedal. The hydraulic controller disengaged the clutch, engaged the nominated gear, and re-engaged the clutch. The speed of engagement of the clutch was controlled by a centrifugal regulator sensing engine rpm and driven off the camshaft by a belt, the position of the butterfly valve in the carburettor (i.e., the position of the accelerator), and the brake circuit. When the brake was pressed, the engine idle speed dropped to an rpm below the clutch engagement speed, thus preventing friction while stopped in gear at traffic lights. When the brake was released, the idle speed increased to the clutch dragging speed. The car would then creep forward much like automatic transmission cars. This drop in idle throttle position also caused the car to have more engine drag when the brakes were applied even before the car slowed to the idle speed in gear, preventing the engine from pulling against the brakes. In the event of loss of hydraulic pressure (following loss of system fluid), the clutch would disengage, to prevent driving, while brake pressure reserves would allow safe braking to standstill.

 

MANUAL - FOUR SPEED AND FIVE-SPEED

The later and simpler ID19 had the same gearbox and clutch, manually operated. This configuration was offered as a cheaper option for the DS in 1963. The mechanical aspects of the gearbox and clutch were completely conventional and the same elements were used in the ID 19. In September 1970, Citroën introduced a five-speed manual gearbox, in addition to the original four-speed unit.

 

FULLY AUTOMATIC

In September 1971 Citroën introduced a 3-speed fully automatic Borg-Warner 35 transmission gearbox, on the DS 21 and later DS 23 models. It is ironic that the fully automatic transmission DS was never sold in the US market, where this type of transmission had gained market share so quickly that it became the majority of the market by this time. Many automatic DSs, fuel-injected DS 23 sedans with air conditioning, were sold in Australia.

 

ENGINES

The DS was originally designed around an air-cooled flat-six based on the design of the 2-cylinder engine of the 2CV, similar to the motor in the Porsche 911. Technical and monetary problems forced this idea to be scrapped.

 

Thus, for such a modern car, the engine of the original DS 19 was also old-fashioned. It was derived from the engine of the 11CV Traction Avant (models 11B and 11C). It was an OHV four-cylinder engine with three main bearings and wet liners, and a bore of 78 mm and a stroke of 100 mm, giving a volumetric displacement of 1911 cc. The cylinder head had been reworked; the 11C had a reverse-flow cast iron cylinder head and generated 60 hp (45 kW) at 3800 rpm; by contrast, the DS 19 had an aluminium cross-flow head with hemispherical combustion chambers and generated 75 hp (56 kW) at 4500 rpm.

 

Like the Traction Avant, the DS had the gearbox mounted in front of the engine, with the differential in between. Thus some consider the DS to be a mid engine front-wheel drive car.

 

The DS and ID powerplants evolved throughout its 20-year production life. The car was underpowered and faced constant mechanical changes to boost the performance of the four-cylinder engine. The initial 1911 cc three main bearing engine (carried forward from the Traction Avant) of the DS 19 was replaced in 1965 with the 1985 cc five-bearing wet-cylinder motor, becoming the DS 19a (called DS 20 from September 1969).

 

The DS 21 was also introduced for model year 1965. This was a 2175 cc, five main bearing engine; power was 109 hp This engine received a substantial increase in power with the introduction of Bosch electronic fuel injection for 1970, making the DS one of the first mass-market cars to use electronic fuel injection. Power of the carbureted version also increased slightly at the same time, owing to the employment of larger inlet valves.

 

Lastly, 1973 saw the introduction of the 2347 cc engine of the DS 23 in both carbureted and fuel-injected forms. The DS 23 with electronic fuel injection was the most powerful production model, producing 141 hp (105 kW).

 

IDs and their variants went through a similar evolution, generally lagging the DS by about one year. ID saloon models never received the DS 23 engine or fuel injection, although the Break/Familiale versions received the carburetted version of the DS 23 engine when it was introduced, supplemented the DS20 Break/Familiale.

 

The top of the range ID model, The DSuper5 (DP) gained the DS21 engine (the only model that this engine was retained in) for the 1973 model year and it was mated to a five-speed gearbox. This should not be confused with the 1985 cc DSuper fitted with an optional "low ratio" five-speed gearbox, or with the previous DS21M (DJ) five-speed.

 

IN POPULAR CULTURE

President Charles de Gaulle survived an assassination attempt at Le Petit-Clamart near Paris on August 22, 1962, planned by Algerian War veteran Jean-Marie Bastien-Thiry. The plan was to ambush the motorcade with machine guns, disable the vehicles, and then close in for the kill. De Gaulle praised the unusual abilities of his unarmoured DS with saving his life – the car was peppered with bullets, and the shots had punctured the tyres, but the car could still escape at full speed. This event was accurately recreated in the 1973 film The Day of the Jackal.

 

Beyond de Gaulle and the French aristocracy, the roomy DS also appealed to French taxi drivers.

 

Outside France, the car drew an eclectic customer mix, such as Cosmonaut Yuri Gagarin, Pope John XXIII, painter Marc Chagall, and actors Ken Berry, Jeff Bridges, and Rosamund Pike.

 

The DS appeared in several episodes of contemporary television series Mission: Impossible, including substantial appearances in 'The Slave' (ep. 2.06) and 'Robot' (ep. 4.09).

 

An ode to Jane Child's DS21 appears on her 1989 self-titled album.

 

In 1989, the film Back to the Future Part II featured a modified Citroen DS as a flying taxicab, when the main characters travel 30 years into the future (2015). Scarface (1983 film) with Al Pacino and the 2009 television series The Mentalist both feature the DS in key roles. According to Internet Movie Cars Database, the DS/ID has made over 2,000 film and television appearances so far.

 

Two films focus on the DS, including The Goddess of 1967 about a Japanese man purchasing a DS (goddess or déesse in French) in Australia, and 1995's Icelandic-Japanese road movie Cold Fever.

 

LEGACY

Citroën DS values have been rising – a 1973 DS 23 Injection Electronique "Decapotable" (Chapron Convertible) sold for EUR €176,250 (USD $209,738) at Christie's Rétromobile in February 2006. and a similar car sold by Bonhams in February 2009 brought EUR €343,497 (USD $440,436). On 18 September 2009 a 1966 DS21 Decapotable Usine was sold by Bonhams for a hammer price of UK£131,300. Bonhams sold another DS21 Decapotable (1973) on 23 January 2010 for EUR €189,000.

 

The DS's beloved place in French society was demonstrated in Paris on 9 October 2005 with a celebration of the 50th anniversary of its launch. 1,600 DS cars drove in procession past the Arc de Triomphe.

 

From 2005 to 2008, a young Frenchman named Manuel Boileau travelled around the world in a 1971 DS ambulance. It was an 80,000 kilometer journey across 38 countries called Lunaya World Tour. While traveling through Laos, he located the forlorn 1974 DS Prestige belonging to Sisavang Vatthana, the last King of the Kingdom of Laos, which is now preserved and restored by specialists in Bangkok.

 

In 2009, Groupe PSA created a new brand - DS Automobiles, intended as high quality, high specification variations on existing models, with differing mechanics and bodywork. This brand ranges across four models, the DS3, DS4, DS5, and the China-only SUV DS 6. The DS3, launched in March 2010, is based on Citroen's new C3, but is more customisable and unique, bearing some resemblance to the original DS, with its "Shark Fin" side pillar. These have created their own niches, with the DS4 being a mix of a crossover and a coupe and the DS5 mixing a coupe and an estate. Many feature hybrid-diesel engines to maximise efficiency.

 

WIKIPEDIA

Model of a mining excavator in front shovel configuration in scale 1:28.5. This 300 tonne machine is a representative of Liebherr's most popular size class and is ideally suited to load a fleet of 100 tonne payload mining trucks.

 

When LEGO introduced its 42100 Liebherr R 9800, I knew I had to get that set immediately after release. But I also knew from the beginning, that I would not like the official model's Technic design and that I had to build my own version.

 

Here it is, scaled larger than 42100, but on the other hand representing a much smaller machine than the 9800. About 300 vs. 800 tonnes in real life. This allowed me to use the main components of the official LEGO model to build my R 994 B. I used the clamshell bucket, the Power Functions XL actuators and the tracks and sprockets.

 

The main difference from 42100 lies in the electric components of my model. The following functions are all powered by two Power Functions rechargeable battery boxes and controlled by three SBricks via bluetooth connection and Brick Controller 2 app:

 

- Left and right crawler treads each using a Power Functions L motor

- Slewing of the upper structure using two Power Functions M motors

- Boom cylinders: one Power Functions XL motor

- Stick cylinders: one Power Functions L motor

- Bucket cylinders: one Power Functions M motor

- Clamshell bucket: one Brick Engine V1 motor (compatible to Power Functions)

- Access ladder: one Power Functions M motor

- Service flap: one Power Functions M motor

- Lighting: three pairs of Power Functions LEDs

 

Besides the main drive and digging functions, the model features a retractable access ladder and a lowerable service flap on the underside of the upper structure frame. The service flap is used to refuel and grease the excavator.

 

While building the Liebherr R 994 B Litronic in 1:28.5 scale, I could refer to a highly detailed diecast model of the very same machine in 1:50 scale.

under the century old trees....

 

Bus No: 1017

Year released: 2012

Capacity: 61; 2x3 seating configuration

Route: Cubao/Pasay-San Carlos via Dau/SCTEX-Concepcion/Capas/Tarlac/Camiling/Bayambang/Basista

Body: Santarosa Motorworks Inc.

Model: 2012 SR-Cityliner ORD BS106 Series

Chassis: Daewoo BS106

Engine: Daewoo DE08TiS

Fare: Ordinary Fare

Transmission System: M/T

Plate No.: UVX-245 (NCR- National Capital Region)

Taken on: July 5, 2013

Location: Camiling-Bayambang Road, Brgy. Cacamilingan Norte, Camiling, Tarlac

 

Note: Any individual or representative of this subjected bus who wants to use this picture for commercial or personal purposes, pls coordinate me by sending a private message in my FB Account:

www.facebook.com/profile.php?id=100004753955265&ref=t...

Thank you and have a good day.....

Once you understand how this system works, you can play around with it and make this other configuration of stars.

 

Folded from a square of 20 cm on the side of "Casa de Papel" paper.

 

Using Ale Beber's technique for the KNB Star, similar to some of the works of O'Sorigami.

The Federation starship USS Navigator NCC-1105 was a Gemini-class long range exploration ship from the early 23rd Century. Notable for its distinctive twin saucer sections, the Gemini-class was the last gasp of Starfleet’s early period of experimentation with starship configurations that produced the Daedalus-class.

 

At this early period of Federation history there was a certain amount of experimentation on the part of Starfleet R&D to find the “best” configuration for efficient warp field geometry, and many of these experiments found their way into production as NX vessels. A few of these proved interesting enough to make it all the way into true Federation starship classes, and the dual saucer Gemini design was one of the most promising of these.

 

Designed to replace the Daedalus-class in the long-range exploration role, the dual saucer was intended to combine the greater internal volume of the Daedalus with the more optimal warp configuration of the saucer shape. Development began in the early 2180s, but owing to political dynamics within Starfleet R&D the first prototype USS Gemini NX-1100 was not completed until 2197, one year after the decommissioning of the last of the Daedalus-class.

 

For most of the 2180s, sections of Starfleet’s exploration division were in the grip of a coterie of Daedalus enthusiasts led by Admiral Rafael Cruz. Advocates of the spherical primary hull’s greater internal volume over the now-conventional saucer, they were willing to put up with the lower sustainable warp velocities that a sphere configuration ship could produce, in order to maintain the greater living and working space that they felt was psychologically necessary for long voyages. Admiral Cruz refused to authorise construction of any Starfleet exploration ship that was not designed with a spherical primary hull.

 

The dual saucer design was developed by Andorian Captain Hyel Tashar of Starfleet R&D, in order to try and work around Admiral Cruz’ stubborn adherence to the sphere design. However it was not until the Admiral’s 2189 retirement that construction of the prototype was ordered.

 

Following successful builders’ trials an initial flight of six Gemini-class vessels (including the prototype NCC-1100) were ordered by Starfleet exploration division, who were by now desperate for any vessel that could replace the decommissioned Daedaluses in the long-range explorer role.

 

The Gemini design was a very successful one in terms of its fitness for its role, as the ship’s paired 89m-diameter saucers provided a substantial amount of internal space for a ship so much smaller than classes like the NX and Constitution. This allowed the Gemini--class to incorporate large amounts of laboratory facilities and crew amenities in quite a small hull footprint, making them highly sought-after vessels by Starfleet captains of explorer ships.

 

The Gemini-class’ downfall in terms of ship lineage sprang from the same root as its success. The dual saucer section added a level of complexity that resulted in elongated construction times for the class, and three similarly-sized single-saucer ships could be constructed in the time it took to produce two Geminis. Given the increasing tensions with the Klingon Empire throughout the early 23rd Century, Starfleet was more interested in numbers of hulls as a deterrent to Klingon aggression rather than in the particular qualities of the Gemini design. The class remains the only dual-saucer production design in Starfleet’s history.

 

USS Navigator NCC-1105 was the last of the class to be constructed, and commissioned in 2219 according to the Terran calendar. She performed admirably in several three-year long range exploration missions between the 2220s and 2250s, pushing the boundaries of Federation explored space into the Beta Quadrant.

 

Specifications:

Length:222.25m

Beam:94.3m

Height:48.6m

Decks:15

Complement:280 officers, crew and researchers

Inservice Date:2197-2244

Speed (old scale):Warp 5.8 (cruising)

Warp 7.2 (maximum safe speed)

Weaponry:8 single-emitter phaser turrets

1 forward photon torpedo tube

Defences:Deflector shield

Auxiliary craft:6 shuttlecraft

 

The iPhone 7 Plus is the first iPhone to have a dual camera imaging configuration. The use of lenses with different focal lengths has greatly expanded the options for different composition without having to fall back on software zooming or cropping in tighter on the subject.

 

Ztylus and Kamerar have joined forces to produce a lens systems to utilize the dual configuration of the iPhone 7 Plus. Their "Zoom" system (see links below) consists of 2 pairs of lenses that slide over the native lenses. One of these pairs brings a fisheye lens (160 degree field of view, x 0.35 magnification) and a telephoto lens (x 1.5 magnification) to the x1 and x2 native lenses respectively. The other provides a pair of x10 macro lenses for the the x1 and x2 native lenses.

 

The photograph here was taken using one of the x10 Kamerar/Ztylus macro lenses and the x2 native lense. Although I have only been able to carry out a fairly limited set of trials so far with the macro lenses, I have been quite impressed with the sharpness of the results, as well as the low levels of geometric distortion and vignetting around the edges.

 

----------

Links for background information ...

 

kamerar.com/products/kamerar-zoom-lens-kit-for-iphone-7-plus

ztylus.com/products/kamerar-zoom-lens-kit-for-iphone-7-plus

 

----------

 

[ Location - Barton, Australian Capital Territory, Australia ]

 

----------

Photography notes ...

The photograph was taken using the following hardware ...

- iPhone 7 Plus.

- 56mm* (x2) lens [* 35mm equivalent value of the focal length].

- Gizmon TLR Bluetooth Remote Shutter.

- Gray Card made by ProCamera.

 

I acquired the photograph (4032 x 3024 pixels) with an ISO of 20, exposure time of 1/450 seconds, and an aperture of f/1.8. The iPhone flash was used. A x10 Kamerar/Ztylus macro lens was used in combination with the x2 native lens.

 

Post-processing ...

- I downloaded the photographs from my iPhone 7 Plus to the MacBook Air 11" using a lightning/USB cable and the iExplorer app (Macroplant).

- Sometimes I do this over WiFi using PhotoSync (touchbyte GmbH). Notably, I have found that iExplorer does not handle properly the images that have been edited using the native Apple iPhone "Photos" app (i.e., it will only transfer the original image, not the edited image).

- I viewed and sorted the photographs that were taken using XnViewMP (Pierre-e-Gougelet) and Lightroom (Adobe Systems Incorporated). Saved the images that had some chance of being posted online.

 

Lightroom - Applied basic lighting and color adjustments.

PhotoSync - Copied the JPEG file to my iPad Mini for final processing, review, enjoyment, and posting to social media.

 

@MomentsForZen #MomentsForZen #MFZ #iPhone7Plus #iPhone #iExplorer #Lightroom #XnViewMP #PhotoSync #Kamerar #Ztylus #Macro #Closeup #Moth #Antennae

Sheet and cloud-to-cloud lightning lit up the night sky above the Kingston Foreshore development on the shores of Lake Burley Griffin. The show was a totally captivating sight, the complete silence and a strong breeze added to the surreal atmosphere. Lightning occurred every 10 seconds or so for 30 minutes or so.

 

-———

 

[ Location - Barton, Australian Capital Territory, Australia ]

 

Photography notes ...

The photograph was taken using the following hardware configuration ...

(Year of manufacture indicated in braces where known.)

- Hasselblad 501CM Body (Chrome) - S/N 10SH26953 (2002).

- Hasselblad CFV-50c Digital Back for Hasselblad V mount camera.

- Hasselblad Focusing Screen for the CFV-50c digital back, with focussing prism and crop markings.

- Hasselblad 45 Degree Viewfinder PME-45 42297 (2001).

- Hasselblad Carl Zeiss lens - Sonnar 150mm f/4 CFi T* (2003).

- FotodioX B60 Lens Hood for Select Hasselblad Telephoto CF Lenses - MFR # HASSY-HD-60100.

 

- Really Right Stuff (RRS) TFC-14 Series 1 Carbon Fiber Tripod - MFR # 13996.

- Really Right Stuff (RRS) BH-30 Ball Head with Mini Screw-Knob Clamp - MFR # BH-30 PRO.

- Hasselblad HATQCH (3043326) Tripod Quick Coupling.

- Arca-Swiss ARUCP38 Universal Camera Plate 3/8”.

- Nikon AR-3 Shutter Release Cable.

- Artisan & Artist ACAM-302 Silk Cord for Hassleblad Cameras (Black).

 

I acquired the photograph (8272 x 6200 pixels) with an ISO of 6400, an exposure time of from 8 seconds, and an aperture of f/22.0.

 

Post-processing ...

Finder - Removed the CF card from the camera digital back and placed it in a Lexar 25-in-1 USB card reader. Then used Finder on my MacBook Air to download the raw image file (3FR extension) from the card.

Lightroom - Imported the images. Applied a standard metadata preset (20161110 Import 001) during the import process.

Lightroom - Used the Map module to add the location details to the EXIF header.

Lightroom - Made various lighting and color adjustments to the image.

Lightroom - Saved the Develop module settings as a preset.

Lightroom - Output the image as a JPEG image using the “Maximum” quality option (8272 x 6200 pixels).

PhotoSync - Copied the JPEG file to my iPad Mini for any final processing, review, enjoyment, and posting to social media.

 

@MomentsForZen #MomentsForZen #MFZ #Hasselblad #501CM #CFV50c #Lightroom #Lightning #Sky #Clouds #LightningBolt #Apartments #Lights #StarBursts #Thunderstorm #LightningStorm #Lake #LakeBurleyGriffin #Reflections

The Supermarine Spitfire is a British single-seat fighter aircraft that was used by the Royal Air Force and many other Allied countries during and after the Second World War. The Spitfire was built in many variants, using several wing configurations, and was produced in greater numbers than any other British aircraft. It was also the only British fighter to be in continuous production throughout the war. The Spitfire continues to be a popular aircraft, with approximately 55 Spitfires being airworthy, while many more are static exhibits in aviation museums all over the world.

 

The Spitfire was designed as a short-range, high-performance interceptor aircraft by R. J. Mitchell, chief designer at Supermarine Aviation Works (which operated as a subsidiary of Vickers-Armstrong from 1928). In accordance with its role as an interceptor, Mitchell designed the Spitfire's distinctive elliptical wing to have the thinnest possible cross-section; this thin wing enabled the Spitfire to have a higher top speed than several contemporary fighters, including the Hawker Hurricane. Mitchell continued to refine the design until his death from cancer in 1937, whereupon his colleague Joseph Smith took over as chief designer, overseeing the development of the Spitfire through its multitude of variants.

 

During the Battle of Britain (July–October 1940), the Spitfire was perceived by the public to be the RAF fighter, though the more numerous Hawker Hurricane shouldered a greater proportion of the burden against the Luftwaffe. However, because of its higher performance, Spitfire units had a lower attrition rate and a higher victory-to-loss ratio than those flying Hurricanes.

 

After the Battle of Britain, the Spitfire superseded the Hurricane to become the backbone of RAF Fighter Command, and saw action in the European, Mediterranean, Pacific and the South-East Asian theatres. Much loved by its pilots, the Spitfire served in several roles, including interceptor, photo-reconnaissance, fighter-bomber and trainer, and it continued to serve in these roles until the 1950s. The Seafire was a carrier-based adaptation of the Spitfire which served in the Fleet Air Arm from 1942 through to the mid-1950s. Although the original airframe was designed to be powered by a Rolls-Royce Merlin engine producing 1,030 hp (768 kW), it was strong enough and adaptable enough to use increasingly powerful Merlin and, in later marks, Rolls-Royce Griffon engines producing up to 2,340 hp (1,745 kW); as a consequence of this the Spitfire's performance and capabilities improved, sometimes dramatically, over the course of its life.

 

Mk V (Types 331, 349 & 352)

 

Spitfire LF.Mk VB, BL479, flown by Group Captain M.W.S Robinson, station commander of RAF Northolt, August 1943. This Spitfire has the wide bladed Rotol propeller, the internal armoured windscreen and "clipped" wings.

Late in 1940, the RAF predicted that the advent of the pressurised Junkers Ju 86P bomber series over Britain would be the start of a new sustained high altitude bombing offensive by the Luftwaffe, in which case development was put in hand for a pressurised version of the Spitfire, with a new version of the Merlin (the Mk VI). It would take some time to develop the new fighter and an emergency stop-gap measure was needed as soon as possible: this was the Mk V.

 

The basic Mk V was a Mk I with the Merlin 45 series engine. This engine delivered 1,440 hp (1,074 kW) at take-off, and incorporated a new single-speed single-stage supercharger design. Improvements to the carburettor also allowed the Spitfire to use zero gravity manoeuvres without any problems with fuel flow. Several Mk I and Mk II airframes were converted to Mk V standard by Supermarine and started equipping fighter units from early 1941. The majority of the Mk Vs were built at Castle Bromwich.

 

The VB became the main production version of the Mark Vs. Along with the new Merlin 45 series the B wing was fitted as standard. As production progressed changes were incorporated, some of which became standard on all later Spitfires. Production started with several Mk IBs which were converted to Mk VBs by Supermarine. Starting in early 1941 the round section exhaust stacks were changed to a "fishtail" type, marginally increasing exhaust thrust. Some late production VBs and VCs were fitted with six shorter exhaust stacks per side, similar to those of Spitfire IXs and Seafire IIIs; this was originally stipulated as applying specifically to VB(trop)s. After some initial problems with the original Mk I size oil coolers, a bigger oil cooler was fitted under the port wing; this could be recognised by a deeper housing with a circular entry. From mid-1941 alloy covered ailerons became a universal fitting.

 

Spitfire VC(trop), fitted with Vokes filters and "disc" wheels, of 417 Squadron RCAF in Tunisia in 1943.

A constant flow of modifications were made as production progressed. A "blown" cockpit hood, manufactured by Malcolm, was introduced in an effort to further increase the pilot's head-room and visibility. Many mid to late production VBs - and all VCs - used the modified, improved windscreen assembly with the integral bullet resistant centre panel and flat side screens introduced with the Mk III. Because the rear frame of this windscreen was taller than that of the earlier model the cockpit hoods were not interchangeable and could be distinguished by the wider rear framing on the hood used with the late-style windscreen.

 

Different propeller types were fitted, according to where the Spitfire V was built: Supermarine and Westland manufactured VBs and VCs used 10 ft 9 in (3.28 m) diameter, 3 bladed de Havilland constant speed units, with narrow metal blades, while Castle Bromwich manufactured VBs and VCs were fitted with a wide bladed Rotol constant speed propeller of either 10 ft 9 in (3.28 m) diameter, with metal blades, or (on late production Spitfires) 10 ft 3 in (3.12 m) diameter, with broader, "Jablo" (compressed wood) blades. The Rotol spinners were longer and more pointed than the de Havilland leading to a 3.5 in (8.9 cm) increase in overall length. The Rotol propellers allowed a modest speed increase over 20,000 ft (6,100 m) and an increase in the service ceiling. A large number of Spitfire VBs were fitted with "gun heater intensifier" systems on the exhaust stacks. These piped additional heated air into the gun bays. There was a short tubular intake on the front of the first stack and a narrow pipe led into the engine cowling from the rear exhaust.

 

The VB series were the first Spitfires able to carry a range of specially designed "slipper" drop tanks which were fitted underneath the wing centre-section. Small hooks were fitted, just forward of the inboard flaps: when the tank was released these hooks caught the trailing edge of the tank, swinging it clear of the fuselage.

 

With the advent of the superb Focke Wulf Fw 190 in August 1941 the Spitfire was for the first time truly outclassed, hastening the development of the "interim" Mk IX. In an effort to counter this threat, especially at lower altitudes, the VB was the first production version of the Spitfire to use "clipped" wingtips as an option, reducing the wingspan to 32 ft 2 in (9.8 m).The clipped wings increased the roll rate and airspeed at lower altitudes. Several different versions of the Merlin 45/50 family were used, including the Merlin 45M which had a smaller "cropped" supercharger impeller and boost increased to +18 lb. This engine produced 1,585 hp (1,182 kW) at 2,750 ft (838 m), increasing the L.F VB's maximum rate of climb to 4720 ft/min (21.6 m/s) at 2,000 ft (610 m).

 

VB Trop of 40 Squadron SAAF fitted with the "streamlined" version of the Aboukir filter, a broad-bladed, 10 ft 3 in (3.12 m) diameter Rotol propeller, and clipped wings.

The Mk VB(trop) (or type 352) could be identified by the large Vokes air filter fitted under the nose; the reduced speed of the air to the supercharger had a detrimental effect on the performance of the aircraft, reducing the top speed by 8 mph (13 km/h) and the climb rate by 600 ft/min (3.04 m/s), but the decreased performance was considered acceptable. This variant was also fitted with a larger oil tank and desert survival gear behind the pilot's seat. A new "desert" camouflage scheme was applied. Many VB(trop)s were modified by 103 MU (Maintenance Unit-RAF depots in which factory fresh aircraft were brought up to service standards before being delivered to squadrons) at Aboukir, Egypt by replacing the Vokes filter with locally manufactured "Aboukir" filters, which were lighter and more streamlined. Two designs of these filters can be identified in photos: one had a bulky, squared off filter housing while the other was more streamlined. These aircraft were usually fitted with the wide blade Rotol propeller and clipped wings.

 

Triumph Spitfire Mk I Roadster

 

The Triumph Spitfire is a small English two-seat sports car, introduced at the London Motor Show in 1962.[3] The vehicle was based on a design produced for Standard-Triumph in 1957 by Italian designer Giovanni Michelotti. The platform for the car was largely based upon the chassis, engine, and running gear of the Triumph Herald saloon, and was manufactured at the Standard-Triumph works at Canley, in Coventry. As was typical for cars of this era, the bodywork was fitted onto a separate structural chassis, but for the Spitfire, which was designed as an open top or convertible sports car from the outset, the ladder chassis was reinforced for additional rigidity by the use of structural components within the bodywork. The Spitfire was provided with a manual hood for weather protection, the design improving to a folding hood for later models. Factory-manufactured hard-tops were also available.

 

The Triumph Spitfire was originally devised by Standard-Triumph to compete in the small sports car market that had opened up with the introduction of the Austin-Healey Sprite. The Sprite had used the basic drive train of the Austin A30/35 in a light body to make up a budget sports car; Triumph's idea was to use the mechanicals from their small saloon, the Herald, to underpin the new project. Triumph had one advantage, however; where the Austin A30 range was of unitary construction, the Herald featured a separate chassis. It was Triumph's intention to cut that chassis down and clothe it in a sports body, saving the costs of developing a completely new chassis / body unit.

 

Italian designer Michelotti—who had already penned the Herald—was commissioned for the new project, and came up with a traditional, swooping body. Wind-up windows were provided (in contrast to the Sprite/Midget, which still featured sidescreens, also called curtains, at that time), as well as a single-piece front end which tilted forwards to offer unrivaled access to the engine. At the dawn of the 1960s, however, Standard-Triumph was in deep financial trouble, and unable to put the new car into production; it was not until the company was taken over by the Leyland organization funds became available and the car was launched. Leyland officials, taking stock of their new acquisition, found Michelotti's prototype hiding under a dust sheet in a corner of the factory and rapidly approved it for production.

 

Spitfire 4 or Mark I (1962-1964)

 

Overview:

Production1962–1964

45,753 made

Powertrain:

Engine1,147 cc (1.1 l) I4

Transmission4-speed manual with optional overdrive on top and third from 1963 onwards

Dimensions:

Curb weight1,568 lb (711 kg) (unladen U.K.-spec)

 

The production car changed little from the prototype, although the full-width rear bumper was dropped in favour of two part-bumpers curving round each corner, with overriders. Mechanicals were basically stock Herald. The engine was an 1,147 cc (1.1 l) 4-cylinder with a pushrod OHV cylinder head and 2 valves per cylinder, mildly tuned for the Spitfire, fed by twin SU carburettors. Also from the Herald came the rack and pinion steering and coil-and-wishbone front suspension up front, and at the rear a single transverse-leaf swing axle arrangement. This ended up being the most controversial part of the car: it was known to "tuck in" and cause violent over steer if pushed too hard, even in the staid Herald. In the sportier Spitfire (and later the 6-cylinder Triumph GT6 and Triumph Vitesse) it led to severe criticism. The body was bolted to a much-modified Herald chassis, the outer rails and the rear outriggers having been removed; little of the original Herald chassis design was left, and the Spitfire used structural outer sills to stiffen its body tub.

 

The Spitfire was an inexpensive small sports car and as such had very basic trim, including rubber mats and a large plastic steering wheel. These early cars were referred to both as "Triumph Spitfire Mark I" and "Spitfire 4", not to be confused with the later Spitfire Mark IV.

 

In UK specification the in-line four produced 63 bhp (47 kW) at 5750 rpm, and 67 lb·ft (91 N·m)of torque at 3500 rpm. This gave a top speed of 92 mph (148 km/h), and would achieve 0 to 60 mph (97 km/h) in 17.3 seconds. Average fuel consumption was 31mpg.

 

For 1964 an overdrive option was added to the 4-speed manual gearbox to give more relaxed cruising. Wire wheels and a hard top were also available.

 

Text regarding the Supermarine Spitfire aeroplane and Triumph Spitfire Roadster has been taken from excerpts of Wikipedia articles on each model.

 

The Supermarine Spitfire Mk VB aircraft and 1962 Triumph Spitfire Mk I road car have been modelled in Lego miniland-scale for Flickr LUGNuts' 79th Build Challenge, - 'LUGNuts goes Wingnuts, ' - featuring automotive vehicles named after, inspired by, or with some relationship to aircraft.

Artist's view of the configuration of Ariane 6 using two boosters (A62).

 

ESA and European industry are currently developing a new-generation launcher: Ariane 6. This follows the decision taken at the ESA Council meeting at Ministerial level in December 2014, to maintain Europe’s leadership in the fast-changing commercial launch service market while responding to the needs of European institutional missions.

 

This move is associated with a change in the governance of the European launcher sector, based on a sharing of responsibility, cost and risk by ESA and industry.

 

The participating states are: Austria, Belgium, France, Germany, Ireland, Italy, Netherlands, Norway, Romania, Spain, Sweden and Switzerland.

 

Credit: ESA–David Ducros, 2016

The Supermarine Spitfire is a British single-seat fighter aircraft that was used by the Royal Air Force and many other Allied countries during and after the Second World War. The Spitfire was built in many variants, using several wing configurations, and was produced in greater numbers than any other British aircraft. It was also the only British fighter to be in continuous production throughout the war. The Spitfire continues to be a popular aircraft, with approximately 55 Spitfires being airworthy, while many more are static exhibits in aviation museums all over the world.

 

The Spitfire was designed as a short-range, high-performance interceptor aircraft by R. J. Mitchell, chief designer at Supermarine Aviation Works (which operated as a subsidiary of Vickers-Armstrong from 1928). In accordance with its role as an interceptor, Mitchell designed the Spitfire's distinctive elliptical wing to have the thinnest possible cross-section; this thin wing enabled the Spitfire to have a higher top speed than several contemporary fighters, including the Hawker Hurricane. Mitchell continued to refine the design until his death from cancer in 1937, whereupon his colleague Joseph Smith took over as chief designer, overseeing the development of the Spitfire through its multitude of variants.

 

During the Battle of Britain (July–October 1940), the Spitfire was perceived by the public to be the RAF fighter, though the more numerous Hawker Hurricane shouldered a greater proportion of the burden against the Luftwaffe. However, because of its higher performance, Spitfire units had a lower attrition rate and a higher victory-to-loss ratio than those flying Hurricanes.

 

After the Battle of Britain, the Spitfire superseded the Hurricane to become the backbone of RAF Fighter Command, and saw action in the European, Mediterranean, Pacific and the South-East Asian theatres. Much loved by its pilots, the Spitfire served in several roles, including interceptor, photo-reconnaissance, fighter-bomber and trainer, and it continued to serve in these roles until the 1950s. The Seafire was a carrier-based adaptation of the Spitfire which served in the Fleet Air Arm from 1942 through to the mid-1950s. Although the original airframe was designed to be powered by a Rolls-Royce Merlin engine producing 1,030 hp (768 kW), it was strong enough and adaptable enough to use increasingly powerful Merlin and, in later marks, Rolls-Royce Griffon engines producing up to 2,340 hp (1,745 kW); as a consequence of this the Spitfire's performance and capabilities improved, sometimes dramatically, over the course of its life.

 

Mk V (Types 331, 349 & 352)

 

Spitfire LF.Mk VB, BL479, flown by Group Captain M.W.S Robinson, station commander of RAF Northolt, August 1943. This Spitfire has the wide bladed Rotol propeller, the internal armoured windscreen and "clipped" wings.

Late in 1940, the RAF predicted that the advent of the pressurised Junkers Ju 86P bomber series over Britain would be the start of a new sustained high altitude bombing offensive by the Luftwaffe, in which case development was put in hand for a pressurised version of the Spitfire, with a new version of the Merlin (the Mk VI). It would take some time to develop the new fighter and an emergency stop-gap measure was needed as soon as possible: this was the Mk V.

 

The basic Mk V was a Mk I with the Merlin 45 series engine. This engine delivered 1,440 hp (1,074 kW) at take-off, and incorporated a new single-speed single-stage supercharger design. Improvements to the carburettor also allowed the Spitfire to use zero gravity manoeuvres without any problems with fuel flow. Several Mk I and Mk II airframes were converted to Mk V standard by Supermarine and started equipping fighter units from early 1941. The majority of the Mk Vs were built at Castle Bromwich.

 

The VB became the main production version of the Mark Vs. Along with the new Merlin 45 series the B wing was fitted as standard. As production progressed changes were incorporated, some of which became standard on all later Spitfires. Production started with several Mk IBs which were converted to Mk VBs by Supermarine. Starting in early 1941 the round section exhaust stacks were changed to a "fishtail" type, marginally increasing exhaust thrust. Some late production VBs and VCs were fitted with six shorter exhaust stacks per side, similar to those of Spitfire IXs and Seafire IIIs; this was originally stipulated as applying specifically to VB(trop)s. After some initial problems with the original Mk I size oil coolers, a bigger oil cooler was fitted under the port wing; this could be recognised by a deeper housing with a circular entry. From mid-1941 alloy covered ailerons became a universal fitting.

 

Spitfire VC(trop), fitted with Vokes filters and "disc" wheels, of 417 Squadron RCAF in Tunisia in 1943.

A constant flow of modifications were made as production progressed. A "blown" cockpit hood, manufactured by Malcolm, was introduced in an effort to further increase the pilot's head-room and visibility. Many mid to late production VBs - and all VCs - used the modified, improved windscreen assembly with the integral bullet resistant centre panel and flat side screens introduced with the Mk III. Because the rear frame of this windscreen was taller than that of the earlier model the cockpit hoods were not interchangeable and could be distinguished by the wider rear framing on the hood used with the late-style windscreen.

 

Different propeller types were fitted, according to where the Spitfire V was built: Supermarine and Westland manufactured VBs and VCs used 10 ft 9 in (3.28 m) diameter, 3 bladed de Havilland constant speed units, with narrow metal blades, while Castle Bromwich manufactured VBs and VCs were fitted with a wide bladed Rotol constant speed propeller of either 10 ft 9 in (3.28 m) diameter, with metal blades, or (on late production Spitfires) 10 ft 3 in (3.12 m) diameter, with broader, "Jablo" (compressed wood) blades. The Rotol spinners were longer and more pointed than the de Havilland leading to a 3.5 in (8.9 cm) increase in overall length. The Rotol propellers allowed a modest speed increase over 20,000 ft (6,100 m) and an increase in the service ceiling. A large number of Spitfire VBs were fitted with "gun heater intensifier" systems on the exhaust stacks. These piped additional heated air into the gun bays. There was a short tubular intake on the front of the first stack and a narrow pipe led into the engine cowling from the rear exhaust.

 

The VB series were the first Spitfires able to carry a range of specially designed "slipper" drop tanks which were fitted underneath the wing centre-section. Small hooks were fitted, just forward of the inboard flaps: when the tank was released these hooks caught the trailing edge of the tank, swinging it clear of the fuselage.

 

With the advent of the superb Focke Wulf Fw 190 in August 1941 the Spitfire was for the first time truly outclassed, hastening the development of the "interim" Mk IX. In an effort to counter this threat, especially at lower altitudes, the VB was the first production version of the Spitfire to use "clipped" wingtips as an option, reducing the wingspan to 32 ft 2 in (9.8 m).The clipped wings increased the roll rate and airspeed at lower altitudes. Several different versions of the Merlin 45/50 family were used, including the Merlin 45M which had a smaller "cropped" supercharger impeller and boost increased to +18 lb. This engine produced 1,585 hp (1,182 kW) at 2,750 ft (838 m), increasing the L.F VB's maximum rate of climb to 4720 ft/min (21.6 m/s) at 2,000 ft (610 m).

 

VB Trop of 40 Squadron SAAF fitted with the "streamlined" version of the Aboukir filter, a broad-bladed, 10 ft 3 in (3.12 m) diameter Rotol propeller, and clipped wings.

The Mk VB(trop) (or type 352) could be identified by the large Vokes air filter fitted under the nose; the reduced speed of the air to the supercharger had a detrimental effect on the performance of the aircraft, reducing the top speed by 8 mph (13 km/h) and the climb rate by 600 ft/min (3.04 m/s), but the decreased performance was considered acceptable. This variant was also fitted with a larger oil tank and desert survival gear behind the pilot's seat. A new "desert" camouflage scheme was applied. Many VB(trop)s were modified by 103 MU (Maintenance Unit-RAF depots in which factory fresh aircraft were brought up to service standards before being delivered to squadrons) at Aboukir, Egypt by replacing the Vokes filter with locally manufactured "Aboukir" filters, which were lighter and more streamlined. Two designs of these filters can be identified in photos: one had a bulky, squared off filter housing while the other was more streamlined. These aircraft were usually fitted with the wide blade Rotol propeller and clipped wings.

 

Triumph Spitfire Mk I Roadster

 

The Triumph Spitfire is a small English two-seat sports car, introduced at the London Motor Show in 1962.[3] The vehicle was based on a design produced for Standard-Triumph in 1957 by Italian designer Giovanni Michelotti. The platform for the car was largely based upon the chassis, engine, and running gear of the Triumph Herald saloon, and was manufactured at the Standard-Triumph works at Canley, in Coventry. As was typical for cars of this era, the bodywork was fitted onto a separate structural chassis, but for the Spitfire, which was designed as an open top or convertible sports car from the outset, the ladder chassis was reinforced for additional rigidity by the use of structural components within the bodywork. The Spitfire was provided with a manual hood for weather protection, the design improving to a folding hood for later models. Factory-manufactured hard-tops were also available.

 

The Triumph Spitfire was originally devised by Standard-Triumph to compete in the small sports car market that had opened up with the introduction of the Austin-Healey Sprite. The Sprite had used the basic drive train of the Austin A30/35 in a light body to make up a budget sports car; Triumph's idea was to use the mechanicals from their small saloon, the Herald, to underpin the new project. Triumph had one advantage, however; where the Austin A30 range was of unitary construction, the Herald featured a separate chassis. It was Triumph's intention to cut that chassis down and clothe it in a sports body, saving the costs of developing a completely new chassis / body unit.

 

Italian designer Michelotti—who had already penned the Herald—was commissioned for the new project, and came up with a traditional, swooping body. Wind-up windows were provided (in contrast to the Sprite/Midget, which still featured sidescreens, also called curtains, at that time), as well as a single-piece front end which tilted forwards to offer unrivaled access to the engine. At the dawn of the 1960s, however, Standard-Triumph was in deep financial trouble, and unable to put the new car into production; it was not until the company was taken over by the Leyland organization funds became available and the car was launched. Leyland officials, taking stock of their new acquisition, found Michelotti's prototype hiding under a dust sheet in a corner of the factory and rapidly approved it for production.

 

Spitfire 4 or Mark I (1962-1964)

 

Overview:

Production1962–1964

45,753 made

Powertrain:

Engine1,147 cc (1.1 l) I4

Transmission4-speed manual with optional overdrive on top and third from 1963 onwards

Dimensions:

Curb weight1,568 lb (711 kg) (unladen U.K.-spec)

 

The production car changed little from the prototype, although the full-width rear bumper was dropped in favour of two part-bumpers curving round each corner, with overriders. Mechanicals were basically stock Herald. The engine was an 1,147 cc (1.1 l) 4-cylinder with a pushrod OHV cylinder head and 2 valves per cylinder, mildly tuned for the Spitfire, fed by twin SU carburettors. Also from the Herald came the rack and pinion steering and coil-and-wishbone front suspension up front, and at the rear a single transverse-leaf swing axle arrangement. This ended up being the most controversial part of the car: it was known to "tuck in" and cause violent over steer if pushed too hard, even in the staid Herald. In the sportier Spitfire (and later the 6-cylinder Triumph GT6 and Triumph Vitesse) it led to severe criticism. The body was bolted to a much-modified Herald chassis, the outer rails and the rear outriggers having been removed; little of the original Herald chassis design was left, and the Spitfire used structural outer sills to stiffen its body tub.

 

The Spitfire was an inexpensive small sports car and as such had very basic trim, including rubber mats and a large plastic steering wheel. These early cars were referred to both as "Triumph Spitfire Mark I" and "Spitfire 4", not to be confused with the later Spitfire Mark IV.

 

In UK specification the in-line four produced 63 bhp (47 kW) at 5750 rpm, and 67 lb·ft (91 N·m)of torque at 3500 rpm. This gave a top speed of 92 mph (148 km/h), and would achieve 0 to 60 mph (97 km/h) in 17.3 seconds. Average fuel consumption was 31mpg.

 

For 1964 an overdrive option was added to the 4-speed manual gearbox to give more relaxed cruising. Wire wheels and a hard top were also available.

 

Text regarding the Supermarine Spitfire aeroplane and Triumph Spitfire Roadster has been taken from excerpts of Wikipedia articles on each model.

 

The Supermarine Spitfire Mk VB aircraft and 1962 Triumph Spitfire Mk I road car have been modelled in Lego miniland-scale for Flickr LUGNuts' 79th Build Challenge, - 'LUGNuts goes Wingnuts, ' - featuring automotive vehicles named after, inspired by, or with some relationship to aircraft.

The Supermarine Spitfire is a British single-seat fighter aircraft that was used by the Royal Air Force and many other Allied countries during and after the Second World War. The Spitfire was built in many variants, using several wing configurations, and was produced in greater numbers than any other British aircraft. It was also the only British fighter to be in continuous production throughout the war. The Spitfire continues to be a popular aircraft, with approximately 55 Spitfires being airworthy, while many more are static exhibits in aviation museums all over the world.

 

The Spitfire was designed as a short-range, high-performance interceptor aircraft by R. J. Mitchell, chief designer at Supermarine Aviation Works (which operated as a subsidiary of Vickers-Armstrong from 1928). In accordance with its role as an interceptor, Mitchell designed the Spitfire's distinctive elliptical wing to have the thinnest possible cross-section; this thin wing enabled the Spitfire to have a higher top speed than several contemporary fighters, including the Hawker Hurricane. Mitchell continued to refine the design until his death from cancer in 1937, whereupon his colleague Joseph Smith took over as chief designer, overseeing the development of the Spitfire through its multitude of variants.

 

During the Battle of Britain (July–October 1940), the Spitfire was perceived by the public to be the RAF fighter, though the more numerous Hawker Hurricane shouldered a greater proportion of the burden against the Luftwaffe. However, because of its higher performance, Spitfire units had a lower attrition rate and a higher victory-to-loss ratio than those flying Hurricanes.

 

After the Battle of Britain, the Spitfire superseded the Hurricane to become the backbone of RAF Fighter Command, and saw action in the European, Mediterranean, Pacific and the South-East Asian theatres. Much loved by its pilots, the Spitfire served in several roles, including interceptor, photo-reconnaissance, fighter-bomber and trainer, and it continued to serve in these roles until the 1950s. The Seafire was a carrier-based adaptation of the Spitfire which served in the Fleet Air Arm from 1942 through to the mid-1950s. Although the original airframe was designed to be powered by a Rolls-Royce Merlin engine producing 1,030 hp (768 kW), it was strong enough and adaptable enough to use increasingly powerful Merlin and, in later marks, Rolls-Royce Griffon engines producing up to 2,340 hp (1,745 kW); as a consequence of this the Spitfire's performance and capabilities improved, sometimes dramatically, over the course of its life.

 

Mk V (Types 331, 349 & 352)

 

Spitfire LF.Mk VB, BL479, flown by Group Captain M.W.S Robinson, station commander of RAF Northolt, August 1943. This Spitfire has the wide bladed Rotol propeller, the internal armoured windscreen and "clipped" wings.

Late in 1940, the RAF predicted that the advent of the pressurised Junkers Ju 86P bomber series over Britain would be the start of a new sustained high altitude bombing offensive by the Luftwaffe, in which case development was put in hand for a pressurised version of the Spitfire, with a new version of the Merlin (the Mk VI). It would take some time to develop the new fighter and an emergency stop-gap measure was needed as soon as possible: this was the Mk V.

 

The basic Mk V was a Mk I with the Merlin 45 series engine. This engine delivered 1,440 hp (1,074 kW) at take-off, and incorporated a new single-speed single-stage supercharger design. Improvements to the carburettor also allowed the Spitfire to use zero gravity manoeuvres without any problems with fuel flow. Several Mk I and Mk II airframes were converted to Mk V standard by Supermarine and started equipping fighter units from early 1941. The majority of the Mk Vs were built at Castle Bromwich.

 

The VB became the main production version of the Mark Vs. Along with the new Merlin 45 series the B wing was fitted as standard. As production progressed changes were incorporated, some of which became standard on all later Spitfires. Production started with several Mk IBs which were converted to Mk VBs by Supermarine. Starting in early 1941 the round section exhaust stacks were changed to a "fishtail" type, marginally increasing exhaust thrust. Some late production VBs and VCs were fitted with six shorter exhaust stacks per side, similar to those of Spitfire IXs and Seafire IIIs; this was originally stipulated as applying specifically to VB(trop)s. After some initial problems with the original Mk I size oil coolers, a bigger oil cooler was fitted under the port wing; this could be recognised by a deeper housing with a circular entry. From mid-1941 alloy covered ailerons became a universal fitting.

 

Spitfire VC(trop), fitted with Vokes filters and "disc" wheels, of 417 Squadron RCAF in Tunisia in 1943.

A constant flow of modifications were made as production progressed. A "blown" cockpit hood, manufactured by Malcolm, was introduced in an effort to further increase the pilot's head-room and visibility. Many mid to late production VBs - and all VCs - used the modified, improved windscreen assembly with the integral bullet resistant centre panel and flat side screens introduced with the Mk III. Because the rear frame of this windscreen was taller than that of the earlier model the cockpit hoods were not interchangeable and could be distinguished by the wider rear framing on the hood used with the late-style windscreen.

 

Different propeller types were fitted, according to where the Spitfire V was built: Supermarine and Westland manufactured VBs and VCs used 10 ft 9 in (3.28 m) diameter, 3 bladed de Havilland constant speed units, with narrow metal blades, while Castle Bromwich manufactured VBs and VCs were fitted with a wide bladed Rotol constant speed propeller of either 10 ft 9 in (3.28 m) diameter, with metal blades, or (on late production Spitfires) 10 ft 3 in (3.12 m) diameter, with broader, "Jablo" (compressed wood) blades. The Rotol spinners were longer and more pointed than the de Havilland leading to a 3.5 in (8.9 cm) increase in overall length. The Rotol propellers allowed a modest speed increase over 20,000 ft (6,100 m) and an increase in the service ceiling. A large number of Spitfire VBs were fitted with "gun heater intensifier" systems on the exhaust stacks. These piped additional heated air into the gun bays. There was a short tubular intake on the front of the first stack and a narrow pipe led into the engine cowling from the rear exhaust.

 

The VB series were the first Spitfires able to carry a range of specially designed "slipper" drop tanks which were fitted underneath the wing centre-section. Small hooks were fitted, just forward of the inboard flaps: when the tank was released these hooks caught the trailing edge of the tank, swinging it clear of the fuselage.

 

With the advent of the superb Focke Wulf Fw 190 in August 1941 the Spitfire was for the first time truly outclassed, hastening the development of the "interim" Mk IX. In an effort to counter this threat, especially at lower altitudes, the VB was the first production version of the Spitfire to use "clipped" wingtips as an option, reducing the wingspan to 32 ft 2 in (9.8 m).The clipped wings increased the roll rate and airspeed at lower altitudes. Several different versions of the Merlin 45/50 family were used, including the Merlin 45M which had a smaller "cropped" supercharger impeller and boost increased to +18 lb. This engine produced 1,585 hp (1,182 kW) at 2,750 ft (838 m), increasing the L.F VB's maximum rate of climb to 4720 ft/min (21.6 m/s) at 2,000 ft (610 m).

 

VB Trop of 40 Squadron SAAF fitted with the "streamlined" version of the Aboukir filter, a broad-bladed, 10 ft 3 in (3.12 m) diameter Rotol propeller, and clipped wings.

The Mk VB(trop) (or type 352) could be identified by the large Vokes air filter fitted under the nose; the reduced speed of the air to the supercharger had a detrimental effect on the performance of the aircraft, reducing the top speed by 8 mph (13 km/h) and the climb rate by 600 ft/min (3.04 m/s), but the decreased performance was considered acceptable. This variant was also fitted with a larger oil tank and desert survival gear behind the pilot's seat. A new "desert" camouflage scheme was applied. Many VB(trop)s were modified by 103 MU (Maintenance Unit-RAF depots in which factory fresh aircraft were brought up to service standards before being delivered to squadrons) at Aboukir, Egypt by replacing the Vokes filter with locally manufactured "Aboukir" filters, which were lighter and more streamlined. Two designs of these filters can be identified in photos: one had a bulky, squared off filter housing while the other was more streamlined. These aircraft were usually fitted with the wide blade Rotol propeller and clipped wings.

 

Triumph Spitfire Mk I Roadster

 

The Triumph Spitfire is a small English two-seat sports car, introduced at the London Motor Show in 1962.[3] The vehicle was based on a design produced for Standard-Triumph in 1957 by Italian designer Giovanni Michelotti. The platform for the car was largely based upon the chassis, engine, and running gear of the Triumph Herald saloon, and was manufactured at the Standard-Triumph works at Canley, in Coventry. As was typical for cars of this era, the bodywork was fitted onto a separate structural chassis, but for the Spitfire, which was designed as an open top or convertible sports car from the outset, the ladder chassis was reinforced for additional rigidity by the use of structural components within the bodywork. The Spitfire was provided with a manual hood for weather protection, the design improving to a folding hood for later models. Factory-manufactured hard-tops were also available.

 

The Triumph Spitfire was originally devised by Standard-Triumph to compete in the small sports car market that had opened up with the introduction of the Austin-Healey Sprite. The Sprite had used the basic drive train of the Austin A30/35 in a light body to make up a budget sports car; Triumph's idea was to use the mechanicals from their small saloon, the Herald, to underpin the new project. Triumph had one advantage, however; where the Austin A30 range was of unitary construction, the Herald featured a separate chassis. It was Triumph's intention to cut that chassis down and clothe it in a sports body, saving the costs of developing a completely new chassis / body unit.

 

Italian designer Michelotti—who had already penned the Herald—was commissioned for the new project, and came up with a traditional, swooping body. Wind-up windows were provided (in contrast to the Sprite/Midget, which still featured sidescreens, also called curtains, at that time), as well as a single-piece front end which tilted forwards to offer unrivaled access to the engine. At the dawn of the 1960s, however, Standard-Triumph was in deep financial trouble, and unable to put the new car into production; it was not until the company was taken over by the Leyland organization funds became available and the car was launched. Leyland officials, taking stock of their new acquisition, found Michelotti's prototype hiding under a dust sheet in a corner of the factory and rapidly approved it for production.

 

Spitfire 4 or Mark I (1962-1964)

 

Overview:

Production1962–1964

45,753 made

Powertrain:

Engine1,147 cc (1.1 l) I4

Transmission4-speed manual with optional overdrive on top and third from 1963 onwards

Dimensions:

Curb weight1,568 lb (711 kg) (unladen U.K.-spec)

 

The production car changed little from the prototype, although the full-width rear bumper was dropped in favour of two part-bumpers curving round each corner, with overriders. Mechanicals were basically stock Herald. The engine was an 1,147 cc (1.1 l) 4-cylinder with a pushrod OHV cylinder head and 2 valves per cylinder, mildly tuned for the Spitfire, fed by twin SU carburettors. Also from the Herald came the rack and pinion steering and coil-and-wishbone front suspension up front, and at the rear a single transverse-leaf swing axle arrangement. This ended up being the most controversial part of the car: it was known to "tuck in" and cause violent over steer if pushed too hard, even in the staid Herald. In the sportier Spitfire (and later the 6-cylinder Triumph GT6 and Triumph Vitesse) it led to severe criticism. The body was bolted to a much-modified Herald chassis, the outer rails and the rear outriggers having been removed; little of the original Herald chassis design was left, and the Spitfire used structural outer sills to stiffen its body tub.

 

The Spitfire was an inexpensive small sports car and as such had very basic trim, including rubber mats and a large plastic steering wheel. These early cars were referred to both as "Triumph Spitfire Mark I" and "Spitfire 4", not to be confused with the later Spitfire Mark IV.

 

In UK specification the in-line four produced 63 bhp (47 kW) at 5750 rpm, and 67 lb·ft (91 N·m)of torque at 3500 rpm. This gave a top speed of 92 mph (148 km/h), and would achieve 0 to 60 mph (97 km/h) in 17.3 seconds. Average fuel consumption was 31mpg.

 

For 1964 an overdrive option was added to the 4-speed manual gearbox to give more relaxed cruising. Wire wheels and a hard top were also available.

 

Text regarding the Supermarine Spitfire aeroplane and Triumph Spitfire Roadster has been taken from excerpts of Wikipedia articles on each model.

 

The Supermarine Spitfire Mk VB aircraft and 1962 Triumph Spitfire Mk I road car have been modelled in Lego miniland-scale for Flickr LUGNuts' 79th Build Challenge, - 'LUGNuts goes Wingnuts, ' - featuring automotive vehicles named after, inspired by, or with some relationship to aircraft.

The Khajuraho Group of Monuments is a group of Hindu and Jain temples in Madhya Pradesh, India, about 175 kilometres southeast of Jhansi. They are one of the UNESCO World Heritage Sites in India. The temples are famous for their nagara-style architectural symbolism and their erotic sculptures.

 

Most Khajuraho temples were built between 950 and 1050 by the Chandela dynasty. Historical records note that the Khajuraho temple site had 85 temples by 12th century, spread over 20 square kilometers. Of these, only about 20 temples have survived, spread over 6 square kilometers. Of the various surviving temples, the Kandariya Mahadeva Temple is decorated with a profusion of sculptures with intricate details, symbolism and expressiveness of ancient Indian art.

 

The Khajuraho group of temples were built together but were dedicated to two religions - namely Hinduism and Jainism - suggesting a tradition of acceptance and respect for diverse religious views among Hindus and Jains.

 

LOCATION

Khajuraho group of monuments are located in the Indian state of Madhya Pradesh, in Chhatarpur district, about 620 kilometres southeast of New Delhi. The temples are in a small town also known as Khajuraho, with a population of about 20,000 people (2001 Census).

 

Khajuraho is served by Civil Aerodrome Khajuraho (IATA Code: HJR), with services to Delhi, Agra, Varanasi and Mumbai. The site is also linked by Indian Railways service, with the railway station located approximately six kilometres from the monuments entrance.

 

The monuments are about 10 kilometres off the east-west National Highway 75, and about 50 kilometres from the city of Chhatarpur, that is connected to Bhopal - the state capital - by the SW-NE running National Highway 86.

 

HISTORY

The Khajuraho group of monuments was built during the rule of the Rajput Chandela dynasty. The building activity started almost immediately after the rise of their power, throughout their kingdom to be later known as Bundelkhand. Most temples were built during the reigns of the Hindu kings Yashovarman and Dhanga. Yashovarman's legacy is best exhibited by Lakshmana temple. Vishvanatha temple best highlights King Dhanga's reign. The largest and currently most famous surviving temple is Kandariya Mahadeva built in the reign of King Ganda from 1017-1029 CE. The temple inscriptions suggest many of the currently surviving temples were complete between 970 to 1030 CE, with further temples completed during the following decades.

 

The Khajuraho temples were built about 35 miles from the medieval city of Mahoba, the capital of the Chandela dynasty, in the Kalinjar region. In ancient and medieval literature, their kingdom has been referred to as Jijhoti, Jejahoti, Chih-chi-to and Jejakabhukti.

 

Khajuraho was mentioned by Abu Rihan-al-Biruni, the Persian historian who accompanied Mahmud of Ghazni in his raid of Kalinjar in 1022 CE; he mentions Khajuraho as the capital of Jajahuti. The raid was unsuccessful, and a peace accord was reached when the Hindu king agreed to pay a ransom to Mahmud of Ghazni to end the attack and leave.

 

Khajuraho temples were in active use through the end of 12th century. This changed in the 13th century, after the army of Delhi Sultanate, under the command of the Muslim Sultan Qutb-ud-din Aibak, attacked and seized the Chandela kingdom. About a century later, Ibn Battuta, the Moroccan traveller in his memoirs about his stay in India from 1335 to 1342 CE, mentioned visiting Khajuraho temples, calling them “Kajarra” as follows:

 

...near (Khajuraho) temples, which contain idols that have been mutilated by the Moslems, live a number of yogis whose matted locks have grown as long as their bodies. And on account of extreme asceticism they are all yellow in colour. Many Moslems attend these men in order to take lessons (yoga) from them.

— Ibn Battuta, about 1335 CE, Riḥlat Ibn Baṭūṭah, Translated by Arthur Cotterell

 

Central Indian region, where Khajuraho temples are, remained in the control of many different Muslim dynasties from 13th century through the 18th century. In this period, some temples were desecrated, followed by a long period when they were left in neglect. In 1495 CE, for example, Sikandar Lodi’s campaign of temple destruction included Khajuraho. The remoteness and isolation of Khajuraho protected the Hindu and Jain temples from continued destruction by Muslims. Over the centuries, vegetation and forests overgrew, took over the temples.

 

In the 1830s, local Hindus guided a British surveyor, T.S. Burt, to the temples and they were thus rediscovered by the global audience. Alexander Cunningham later reported, few years after the rediscovery, that the temples were secretly in use by yogis and thousands of Hindus would arrive for pilgrimage during Shivaratri celebrated annually in February or March based on a lunar calendar. In 1852, Maisey prepared earliest drawings of the Khajuraho temples.

 

NOMENCLATURE

The name Khajuraho, or Kharjuravāhaka, is derived from ancient Sanskrit (kharjura, खर्जूर means date palm, and vāhaka, वाहक means "one who carries" or bearer). Local legends state that the temples had two golden date-palm trees as their gate (missing when they were rediscovered). Desai states that Kharjuravāhaka also means scorpion bearer, which is another symbolic name for deity Shiva (who wears snakes and scorpion garlands in his fierce form).

 

Cunningham’s nomenclature and systematic documentation work in 1850s and 1860s have been widely adopted and continue to be in use. He grouped the temples into the Western group around Lakshmana, Eastern group around Javeri, and Southern group around Duladeva.

 

Khajuraho is one of the four holy sites linked to deity Shiva (the other three are Kedarnath, Kashi and Gaya). Its origin and design is a subject of scholarly studies. Shobita Punja has proposed that the temple’s origin reflect the Hindu mythology in which Khajuraho is the place where Shiva got married; with Raghuvamsha verse 5.53, Matangeshvara honoring ‘’Matanga’’, or god of love.

 

DESCRIPTION

The temple site is within Vindhya mountain range in central India. An ancient local legend held that Hindu deity Shiva and other gods enjoyed visiting the dramatic hill formation in Kalinjar area. The center of this region is Khajuraho, set midst local hills and rivers. The temple complex reflects the ancient Hindu tradition of building temples where gods love to play.

 

The temples are clustered near water, another typical feature of Hindu temples. The current water bodies include Sib Sagar, Khajur Sagar (also called Ninora Tal) and Khudar Nadi (river). The local legends state that the temple complex had 64 water bodies, of which 56 have been physically identified by archeologists so far.

 

All temples, except one (Chaturbhuja) face sunrise - another symbolic feature that is predominant in Hindu temples. The relative layout of temples integrate masculine and feminine deities and symbols highlight the interdependence. The art work symbolically highlight the four goals of life considered necessary and proper in Hinduism - dharma, kama, artha and moksha.

 

Of the surviving temples, 6 are dedicated to Shiva and his consorts, 8 to Vishnu and his affinities, 1 to Ganesha, 1 to Sun god, 3 to Jain Tirthanks. For some ruins, there is insufficient evidence to assign the temple to specific deities with confidence.

 

An overall examination of site suggests that the Hindu symbolic mandala design principle of square and circles is present each temple plan and design. Further, the territory is laid out in three triangles that converge to form a pentagon. Scholars suggest that this reflects the Hindu symbolism for three realms or trilokinatha, and five cosmic substances or panchbhuteshvara. The temple site highlights Shiva, the one who destroys and recycles life, thereby controlling the cosmic dance of time, evolution and dissolution. The temples have a rich display of intricately carved statues. While they are famous for their erotic sculpture, sexual themes cover less than 10% of the temple sculpture. Further, most erotic scene panels are neither prominent nor emphasized at the expense of the rest, rather they are in proportional balance with the non-sexual images. The viewer has to look closely to find them, or be directed by a guide. The arts cover numerous aspects of human life and values considered important in Hindu pantheon. Further, the images are arranged in a configuration to express central ideas of Hinduism. All three ideas from Āgamas are richly expressed in Khajuraho temples - Avyakta, Vyaktavyakta and Vyakta.

 

The Beejamandal temple is under excavation. It has been identified with the Vaidyanath temple mentioned in the Grahpati Kokalla inscription.

 

Of all temples, the Matangeshvara temple remains an active site of worship. It is another square grid temple, with a large 2.5 metres high and 1.1 metres diameter lingam, placed on a 7.6 metres diameter platform.

 

The most visited temple, Kandariya Mahadev, has an area of about 6,500 square feet and a shikhara (spire) that rises 116 feet. Jain templesThe Jain temples are located on east-southeast region of Khajuraho monuments. Chausath jogini temple features 64 jogini, while Ghantai temple features bells sculptured on its pillars.

 

ARCHITECTURE OF THE TEMPLES

Khajuraho temples, like almost all Hindu temple designs, follow a grid geometrical design called vastu-purusha-mandala. This design plan has three important components - Mandala means circle, Purusha is universal essence at the core of Hindu tradition, while Vastu means the dwelling structure.

 

The design lays out a Hindu temple in a symmetrical, concentrically layered, self-repeating structure around the core of the temple called garbhagriya, where the abstract principle Purusha and the primary deity of the temple dwell. The shikhara, or spire, of the temple rises above the garbhagriya. This symmetry and structure in design is derived from central beliefs, myths, cardinality and mathematical principles.

 

The circle of mandala circumscribe the square. The square is considered divine for its perfection and as a symbolic product of knowledge and human thought, while circle is considered earthly, human and observed in everyday life (moon, sun, horizon, water drop, rainbow). Each supports the other. The square is divided into perfect 64 sub-squares called padas.

 

Most Khajuraho temples deploy the 8x8 padas grid Manduka Vastupurushamandala, with pitha mandala the square grid incorporated in the design of the spires. The primary deity or lingas are located in the grid’s Brahma padas.

The architecture is symbolic and reflects the central Hindu beliefs through its form, structure and arrangement of its parts. The mandapas as well as the arts are arranged in the Khajuraho temples in a symmetric repeating patterns, even though each image or sculpture is distinctive in its own way. The relative placement of the images are not random but together they express ideas, just like connected words form sentences and paragraphs to compose ideas. This fractal pattern that is common in Hindu temples. Various statues and panels have inscriptions. Many of the inscriptions on the temple walls are poems with double meanings, something that the complex structure of Sanskrit allows in creative compositions. All Khajuraho temples, except one, face sunrise, and the entrance for the devotee is this east side.Above the vastu-purusha-mandala of each temple is a superstructure with a dome called Shikhara (or Vimana, Spire). Variations in spire design come from variation in degrees turned for the squares. The temple Shikhara, in some literature, is linked to mount Kailash or Meru, the mythical abode of the gods.In each temple, the central space typically is surrounded by an ambulatory for the pilgrim to walk around and ritually circumambulate the Purusa and the main deity. The pillars, walls and ceilings around the space, as well as outside have highly ornate carvings or images of the four just and necessary pursuits of life - kama, artha, dharma and moksa. This clockwise walk around is called pradakshina. Larger Khajuraho temples also have pillared halls called mandapa. One near the entrance, on the east side, serves as the waiting room for pilgrims and devotees. The mandapas are also arranged by principles of symmetry, grids and mathematical precision. This use of same underlying architectural principle is common in Hindu temples found all over India. Each Khajuraho temple is distinctly carved yet also repeating the central common principles in almost all Hindu temples, one which Susan Lewandowski refers to as “an organism of repeating cells”.

 

CONSTRUCTION

The temples are grouped into three geographical divisions: western, eastern and southern.

 

The Khajuraho temples are made of sandstone, with a granite foundation that is almost concealed from view. The builders didn't use mortar: the stones were put together with mortise and tenon joints and they were held in place by gravity. This form of construction requires very precise joints. The columns and architraves were built with megaliths that weighed up to 20 tons. Some repair work in the 19th Century was done with brick and mortar; however these have aged faster than original materials and darkened with time, thereby seeming out of place.

 

The Khajuraho and Kalinjar region is home to superior quality of sandstone, which can be precision carved. The surviving sculpture reflect fine details such as strands of hair, manicured nails and intricate jewelry.

 

While recording the television show Lost Worlds (History Channel) at Khajuraho, Alex Evans recreated a stone sculpture under 4 feet that took about 60 days to carve in an attempt to develop a rough idea how much work must have been involved. Roger Hopkins and Mark Lehner also conducted experiments to quarry limestone which took 12 quarrymen 22 days to quarry about 400 tons of stone. They concluded that these temples would have required hundreds of highly trained sculptors.

 

CHRONOLOGY

The Khajuraho group of temples belong to Vaishnavism school of Hinduism, Saivism school of Hinduism and Jainism - nearly a third each. Archaeological studies suggest all three types of temples were under construction at about the same time in late 10th century, and in use simultaneously. Will Durant states that this aspect of Khajuraho temples illustrates the tolerance and respect for different religious viewpoints in the Hindu and Jain traditions. In each group of Khajuraho temples, there were major temples surrounded by smaller temples - a grid style that is observed to varying degrees in Hindu temples in Angkor Wat, Parambaran and South India.

 

The largest surviving Saiva temple is Khandarya Mahadeva, while the largest surviving Vaishnava group includes Chaturbhuja and Ramachandra.

 

Kandariya Mahadeva Temple plan is 109 ft in length by 60 ft, and rises 116 ft above ground and 88 ft above its own floor. The central padas are surrounded by three rows of sculptured figures, with over 870 statues, most being half life size (2.5 to 3 feet). The spire is a self repeating fractal structure.

 

ARTS AND SCULPTURE

The Khajuraho temples feature a variety of art work, of which 10% is sexual or erotic art outside and inside the temples. Some of the temples that have two layers of walls have small erotic carvings on the outside of the inner wall. Some scholars suggest these to be tantric sexual practices. Other scholars state that the erotic arts are part of Hindu tradition of treating kama as an essential and proper part of human life, and its symbolic or explicit display is common in Hindu temples. James McConnachie, in his history of the Kamasutra, describes the sexual-themed Khajuraho sculptures as "the apogee of erotic art": "Twisting, broad-hipped and high breasted nymphs display their generously contoured and bejewelled bodies on exquisitely worked exterior wall panels. These fleshy apsaras run riot across the surface of the stone, putting on make-up, washing their hair, playing games, dancing, and endlessly knotting and unknotting their girdles....Beside the heavenly nymphs are serried ranks of griffins, guardian deities and, most notoriously, extravagantly interlocked maithunas, or lovemaking couples."

 

The temples have several thousand statues and art works, with Kandarya Mahadeva Temple alone decorated with over 870. Some 10% of these iconographic carvings contain sexual themes and various sexual poses. A common misconception is that, since the old structures with carvings in Khajuraho are temples, the carvings depict sex between deities; however the kama arts represent diverse sexual expressions of different human beings. The vast majority of arts depict various aspects the everyday life, mythical stories as well as symbolic display of various secular and spiritual values important in Hindu tradition. For example, depictions show women putting on makeup, musicians making music, potters, farmers, and other folks in their daily life during the medieval era. These scenes are in the outer padas as is typical in Hindu temples.

 

There is iconographic symbolism embedded in the arts displayed in Khajuraho temples. Core Hindu values are expressed in multitude of ways. Even the Kama scenes, when seen in combination of sculptures that precede and follow, depict the spiritual themes such as moksha. In the words of Stella Kramrisch,

 

This state which is “like a man and woman in close embrace” is a symbol of moksa, final release or reunion of two principles, the essence (Purusha) and the nature (Prakriti).

— Stella Kramrisch, 1976

 

The Khajuraho temples represent one expression of many forms of arts that flourished in Rajput kingdoms of India from 8th through 10th century CE. For example, contemporary with Khajuraho were the publications of poems and drama such as Prabodhacandrodaya, Karpuramanjari, Viddhasalabhanjika and Kavyamimansa. Some of the themes expressed in these literary works are carved as sculpture in Khajuraho temples. Some sculptures at the Khajuraho monuments dedicated to Vishnu include the Vyalas, which are hybrid imaginary animals with lions body, and are found in other Indian temples. Some of these hybrid mythical art work include Vrik Vyala (hybrid of wolf and lion) and Gaja Vyala (hybrid of elephant and lion). These Vyalas may represent syncretic, creative combination of powers innate in the two.

 

TOURISM AND CULTURAL EVENTS

The temples in Khajuraho are broadly divided into three parts: the Eastern group, the Southern Group and the Western group of temples of which the Western group alone has the facility of an Audio guided tour wherein the tourists are guided through the seven eight temples. There is also an audio guided tour developed by the Archaeological Survey of India which includes a narration of the temple history and architecture.

 

The Khajuraho Dance Festival is held every year in February. It features various classical Indian dances set against the backdrop of the Chitragupta or Vishwanath Temples.

 

The Khajuraho temple complex offers a light and sound show every evening. The first show is in English language and the second one in Hindi. It is held in the open lawns in the temple complex, and has received mixed reviews.

 

The Madhya Pradesh Tourism Development has set up kiosks at the Khajuraho railway station, with tourist officers to provide information for Khajuraho visitors.

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Der Tempelbezirk von Khajuraho umfasst eine Gruppe von etwa 20 Tempeln im Zentrum und in der näheren Umgebung der Stadt Khajuraho im indischen Bundesstaat Madhya Pradesh. Sie zählen zum UNESCO-Welterbe.

 

GESCHICHTE

Nahezu alle Tempel Khajurahos wurde von den Herrschern der Chandella-Dynastie zwischen 950 und 1120 erbaut. Die Chandellas waren ein zwischen dem 10. und 16. Jahrhundert regierender Rajputen-Klan, welcher sich um 950 in Gwalior festsetzte. Im 10. und 11. Jahrhundert waren die Chandellas die führende Macht in Nordindien, wenngleich sie formell noch bis 1018 Vasallen der Pratihara waren.

 

Nach dem Niedergang der Dynastie im 12. Jahrhundert wurden die Tempel kaum noch oder gar nicht mehr benutzt und blieben dem Wuchs des Dschungels überlassen. Der politisch, militärisch und wirtschaftlich bedeutungslos gewordene Ort lag abseits aller Wege und blieb somit auch in der Zeit des islamischen Vordringens in Nordindien von Zerstörungen verschont. Im 18. und 19. Jahrhundert zählte die einstmals bedeutsame Stadt nur noch etwa 300 Einwohner. Im 19. Jahrhundert wurden die Tempel von den Briten 'wiederentdeckt'. Zu Beginn des 20. Jahrhunderts begannen systematische Sicherungs- und Restaurierungsarbeiten, die schließlich zur Wiederherstellung dieses einzigartigen Architektur-Ensembles führten.

 

TEMPEL

Ursprünglich gab es in Khajuraho etwa 80 Tempelbauten verstreut auf einer Gesamtfläche von ca. 21 Quadratkilometer, heutzutage sind davon nur noch etwa 20 erhalten, von denen die meisten in zwei Gruppen stehen. Die Mehrzahl der Tempel ist den hinduistischen Hauptgöttern geweiht, einige den Jaina-Tirthankaras. Buddhistische Bauten gab es wohl nicht, jedenfalls wurden keine buddhistischen Skulpturen entdeckt.

 

Alle Tempel stehen auf 1,50 bis 3 Meter hohen Plattformen (jagatis), die das Bauwerk vor Witterungseinflüssen (Monsunregen) und freilaufenden Tieren schützten. Hinzu kommt eine Sockelzone, die bei den späteren Tempeln (ab ca. 950) mehrfach gestuft ist und durchaus nochmals 3 Meter hoch sein kann. Plattform und Sockel tragen natürlich auch zu einer 'Erhöhung' des aufstehenden Bauwerks im übertragenen Sinn bei.

 

Die Mehrzahl der Tempeleingänge sind nach Osten, also in Richtung der aufgehenden Sonne ausgerichtet, d. h. die Cella (garbhagriha) liegt im Westen. Bei zwei Tempeln ist es umgekehrt: sie orientieren sich nach Westen, d. h. in Richtung der untergehenden Sonne (Lalguan-Mahadeva-Tempel und Chaturbuja-Tempel). Beide Ausrichtungen sind bei indischen Tempeln seit Jahrhunderten möglich und üblich. Die vorderen zwei Begleitschreine des Lakshmana-Tempels liegen einander gegenüber und sind nach Süden bzw. Norden ausgerichtet.

 

WESTGRUPPE (Hindu-Tempel)

- Matangeshvara-Tempel (ca. 950)

- Varaha-Tempel (ca. 950)

- Lakshmana-Tempel (ca. 950)

- Devi-Tempel

- Vishvanatha-Tempel (ca. 1000)

- Nandi-Schrein

- Parvati-Schrein

- Jagadambi-Tempel

- Chitragupta-Tempel

- Kandariya-Mahadeva-Tempel (1. Hälfte 11. Jh.)

 

OSTGRUPPE (Jain-Tempel)

- Parsvanatha-Tempel (ca. 960)

- Adinatha-Tempel (ca. 1050)

- Shantinatha-Tempel

- Ghantai-Tempel (ca. 990)

 

EINZELTEMPEL (Hindu-Tempel)

- Chausath-Yogini-Tempel (ca. 875)

- Lalguan-Mahadeva-Tempel (ca. 920)

- Brahma-Tempel (ca. 930)

- Khakra-Math-Tempel (ca. 980)

- Vamana-Tempel (ca. 1050)

- Javari-Tempel (ca. 1100)

- Chaturbuja-Tempel (ca. 1120)

- Duladeo-Tempel (ca. 1120)

 

ARCHITEKTUR

Die Tempel von Khajuraho bieten die Möglichkeit, auf engstem Raum die Entwicklung der indischen Baukunst in einer Zeitspanne von etwa 200 Jahren zu verfolgen − von kleinen (wenig gegliederten, einräumigen und geschlossenen) Tempeln hin zu großen (stark gegliederten, mehrräumigen und offenen) Bauten. Auch die Höhe der Bauten erfährt während dieser Zeit eine enorme Steigerung. Gemeinsam ist nahezu allen Bauten (Ausnahme: Chausath-Yogini-Tempel), dass sie über Dachaufbauten (Shikhara-Türme oder Pyramidendächer) verfügen, die von gerippten amalaka-Steinen und kalasha-Krügen bekrönt werden.

 

FRÜHZEIT

Abgesehen vom Chausath-Yogini-Tempel, dem ältesten und vollkommen anderen baulichen Traditionen verpflichteten Tempelbau in Khajuraho, bestehen die frühen Tempel nur aus einer − von einem gestuften Pyramidendach bedeckten − Cella (garbhagriha), der im Fall des Brahma-Tempels noch ein Portalvorbau (antarala), im Fall des Varaha-Tempels und des Matangesvara-Tempels jeweils ein kleiner offener Vorraum (mandapa) vorgesetzt ist. Die Außenwände sind nur geringfügig gegliedert und überwiegend steinsichtig.

 

BLÜHTZEIT

Die Blütezeit der Tempelarchitektur in Khajuraho beginnt mit dem Lakshmana-Tempel (ca. 930−950), der wahrscheinlich vom Maladevi-Tempel in Gyaraspur und von früheren Tempelbauten in Rajasthan beeinflusst ist, die ihrerseits wiederum allesamt auf die beim Bau des Kalika-Mata-Tempels in Chittorgarh (ca. 700) erstmals entwickelten baulichen Innovationen zurückgeführt werden können. Diese sind im Wesentlichen: mehrere hintereinander liegende, aber harmonisch miteinander verbundenen Bauteile (mandapas, antarala und garbhagriha); gleiche Grundfläche von großer Vorhalle (mahamandapa) und Sanktumsbereich; Cella als eigenständiger Baukörper im Innern; Pfeiler − und nicht mehr Wände − als tragende Stützelemente für die Dachaufbauten − dadurch wurde es möglich, die Räume nach außen hin durch balkonähnliche Vorbauten zu öffnen; mehrfache Abstufung und Gliederung der verbliebenen Wandteile außen wie innen − dadurch treten sie gar nicht mehr als 'Wand' in Erscheinung; Fortsetzung der Außenwandgliederung im Dachaufbau.

 

Beim Lakshmana-Tempel ist die Cella als eigener, innenliegender Baukörper gestaltet und von einem Umgang (pradakshinapatha) umgeben. Der gesamte Sanktumsbereich sowie seine vier Nebenschreine werden − erstmals in Khajuraho − von steil und hoch aufragenden Shikhara-Türmen überhöht; die weniger wichtigen Vorhallen werden auch weiterhin von den insgesamt flacheren, pyramidenförmigen Dächern bedeckt, so dass eine architektonische Steigerung der Tempel − einem Gebirge durchaus vergleichbar − hin zur Cella erreicht wird.

 

Die wichtigsten Nachfolgebauten des Lakshmana-Tempels sind der Vishvanatha-Tempel (ca. 1000) und der Kandariya-Mahadeva-Tempel (ca. 1050), bei denen wegen der vielfältigen architektonischen Gliederungen und des dichten Skulpturenprogramms eine Stein- bzw. Wandsichtigkeit nicht mehr wahrzunehmen ist.

 

SKULPTUREN

Auch im Hinblick auf die Entwicklung der indischen Skulptur bieten die Tempel von Khajuraho einen Überblick über ca. 200 Jahre indischer Kunstgeschichte − von den in Architekturelemente eingebundenen und eher unbewegt und statisch erscheinenden Reliefdarstellungen der Frühzeit bis hin zu den beinahe freiplastisch gearbeiteten und durch ihre Posenvielfalt nahezu lebendig wirkenden Figuren.

 

FRÜHZEITLICHE SKULPTUREN

Die nur wenig gegliederten Außenwände der frühen Tempel von Khajuraho zeigen kaum figürlichen oder ornamentalen Schmuck. Dieser ist, noch stark reliefgebunden, auf die Portale (Lalguan-Mahadeva-Tempel, Brahma-Tempel) sowie auf einige Fensternischen (Matangeshvara-Tempel) beschränkt. Erotische Skulpturen sind in den frühen Tempeln noch nicht zu finden.

 

SKULPTUREN DER BLÜHTEZEIT

Auch hier ist es der Lakshmana-Tempel, der für Khajuraho neue Zeichen setzt: Während die Außenwände der Vorhallen nur wenig figürliche Reliefs zeigen, sind die Wände des Sanktums überreich mit Skulpturen geschmückt. Darunter finden sich Götterfiguren (devas oder devis), „schöne Mädchen“ (surasundaris) und Liebespaare (mithunas); auch die ersten erotischen Skulpturen sind in den unteren (erdnahen) Feldern der Mittelregister sowie im Figurenfries der Plattform zu sehen. Die mittleren Felder zeigen dagegen zärtliche Liebespaare mit kleineren Begleitfiguren, die oberen Götterfiguren. Eine Hierarchie der Figurenanordnung ist also deutlich wahrnehmbar. Bei den unmittelbaren Nachfolgebauten (Vishvanatha-Tempel, Jagadambi-Tempel und Kandariya-Mahadeva-Tempel) nimmt die Anzahl der Figuren und somit auch der erotischen Darstellungen zu.

 

Bei den Jain-Tempeln und den späteren Hindu-Tempeln sind kaum noch erotisch-sexuelle Darstellungen zu finden; hier überwiegt die Anzahl der Götterfiguren manchmal sogar die der „schönen Mädchen“.

 

ARCHÄOLOGISCHES MUSEUM

Zu den Sehenswürdigkeiten im Bereich des Tempelbezirks von Khajuraho gehört auch das im Ortskern gelegene Archäologische Museum (auch Rani Durgavati-Museum genannt). Es beherbergt einige sehr schöne Skulpturen, die im Rahmen der Ausgrabungs- und Restaurierungsarbeiten gefunden und hierher verbracht wurden, weil sie keinem der erhaltenen Tempelbauten direkt zuzuordnen waren.

 

WIKIPEDIA

The Citroën DS (French pronunciation: ​[si.tʁɔ.ˈɛn de ɛs]) is a front-engine, front-wheel-drive executive car manufactured and marketed by the French company Citroën from 1955 to 1975 in sedan, wagon/estate and convertible body configurations. Italian sculptor and industrial designer Flaminio Bertoni and the French aeronautical engineer André Lefèbvre styled and engineered the car. Paul Magès developed the hydropneumatic self-levelling suspension.

 

Noted for its aerodynamic, futuristic body design and innovative technology, the DS set new standards in ride quality, handling, and braking—and was the first production car equipped with disc brakes.

 

Citroën sold 1,455,746 examples, including 1,330,755 built at the manufacturer's Paris Quai André-Citroën production plant.

 

The DS came third in the 1999 Car of the Century poll recognizing the world's most influential auto designs and was named the most beautiful car of all time by Classic & Sports Car magazine

 

MODEL HISTORY

After 18 years of secret development as the successor to the Traction Avant, the DS 19 was introduced on 5 October 1955 at the Paris Motor Show. In the first 15 minutes of the show, 743 orders were taken, and orders for the first day totalled 12,000. During the 10 days of the show, the DS took in 80,000 deposits; a record that has stood for over 60 years.

 

Contemporary journalists said the DS pushed the envelope in the ride vs. handling compromise possible in a motor vehicle.

 

To a France still deep in reconstruction after the devastation of World War II, and also building its identity in the post-colonial world, the DS was a symbol of French ingenuity. The DS was distributed to many territories throughout the world.

 

It also posited the nation's relevance in the Space Age, during the global race for technology of the Cold War. Structuralist philosopher Roland Barthes, in an essay about the car, said that it looked as if it had "fallen from the sky". An American advertisement summarised this selling point: "It takes a special person to drive a special car".

 

Because they were owned by the technologically aggressive tire manufacturer Michelin, Citroën had designed their cars around the technically superior radial tire since 1948, and the DS was no exception.

 

The car featured a novel hydropneumatic suspension including an automatic leveling system and variable ground clearance, developed in-house by Paul Magès. This suspension allowed the DS to travel quickly on the poor road surfaces common in France.

 

In addition, the vehicle had power steering and a semi-automatic transmission (the transmission required no clutch pedal, but gears still had to be shifted by hand), though the shift lever controlled a powered hydraulic shift mechanism in place of a mechanical linkage, and a fibreglass roof which lowered the centre of gravity and so reduced weight transfer. Inboard front brakes (as well as independent suspension) reduced unsprung weight. Different front and rear track widths and tyre sizes reduced the unequal tyre loading, which is well known to promote understeer, typical of front-engined and front-wheel drive cars.

 

As with all French cars, the DS design was affected by the tax horsepower system, which effectively mandated very small engines. Unlike the Traction Avant predecessor, there was no top-of-range model with a powerful six-cylinder engine. Citroën had planned an air-cooled flat-6 engine for the car, but did not have the funds to put the prototype engine into production.

 

The DS placed third in the 1999 Car of the Century competition, and fifth on Automobile Magazine's "100 Coolest Cars" listing in 2005. It was also named the most beautiful car of all time by Classic & Sports Car magazine after a poll of 20 world-renowned car designers, including Giorgetto Giugiaro, Ian Callum, Roy Axe, Paul Bracq, and Leonardo Fioravanti.

 

NAME

Both the DS and its simpler sibling, the ID, used a punning name. "DS" is pronounced in French as "Déesse" (goddess); "ID" is pronounced as "Idée" (idea). An intermediate model was called the DW.

 

MOTORSPORT

The DS was successful in motorsports like rallying, where sustained speeds on poor surfaces are paramount, and won the Monte Carlo Rally in 1959. In the 1000 Lakes Rally, Pauli Toivonen drove a DS19 to victory in 1962.

 

In 1966, the DS won the Monte Carlo Rally again, with some controversy as the competitive BMC Mini-Cooper team was disqualified due to rule infractions. Ironically, Mini was involved with DS competition again two years later, when a drunk driver in a Mini in Sydney Australia crashed into the DS that was leading the 1968 London–Sydney Marathon, 98 miles from the finish line. The DS was still competitive in the grueling 1974 London-Sahara-Munich World Cup Rally, where it won over 70 other cars, only 5 of which even completed the entire event.

 

TECHNICAL INNOVATION - HYDRAULIC SYSTEMS

In conventional cars, hydraulics are only used in brakes and power steering. In the DS they were also used for the suspension, clutch and transmission. The cheaper 1957 ID19 did have manual steering and a simplified power-braking system. An engine driven pump pressurizes the closed system to 2,400 pounds per square inch.

 

At a time when few passenger vehicles had independent suspension on all wheels, the application of the hydraulic system to the car's suspension system to provide a self-levelling system was an innovative move. This suspension allowed the car to achieve sharp handling combined with very high ride quality, frequently compared to a "magic carpet".

 

The hydropneumatic suspension used was pioneered the year before, on the rear of another car from Citroën, the top of range Traction Avant 15CV-H.

 

IMPACT ON CITROEN BRAND DEVELOPMENT

The 1955 DS cemented the Citroën brand name as an automotive innovator, building on the success of the Traction Avant, which had been the world's first mass-produced unitary body front-wheel-drive car in 1934. In fact, the DS caused such a huge sensation that Citroën was apprehensive that future models would not be of the same bold standard. No clean sheet new models were introduced from 1955 to 1970.

 

The DS was a large, expensive executive car and a downward brand extension was attempted, but without result. Throughout the late 1950s and 1960s Citroën developed many new vehicles for the very large, profitable market segments between the 2CV and the DS, occupied by vehicles like the Peugeot 403, Renault 16 and Ford Cortina, but none made it into production. Either they had uneconomic build costs, or were ordinary "me too" cars, not up to the company's high standard of innovation. As Citroën was owned by Michelin from 1934 to 1974 as a sort of research laboratory, such broad experimentation was possible. Michelin after all was getting a powerful advertisement for the capabilities of the radial tire Michelin had invented, when such experimentation was successful.

 

New models based on the small, utilitarian 2CV economy car were introduced, notably the 1961 Ami. It was also designed by Flaminio Bertoni and aimed to combine Three-box styling with the chassis of the 2CV. The Ami was very successful in France, but less so on export markets. Many found the styling controversial, and the car noisy and underpowered. The Dyane, was a modernised 2CV with a hatchback, competed with the 2CV inspired Renault 4 Hatchback. All these 2 cylinder models were very small, so there remained a wide market gap to the DS range all through the 1960s.

 

In 1970, Citroën finally introduced a car to target the mid-range - the Citroën GS, which won the "European car of the Year" for 1971 and sold 2.5 million units. It combined a small 55 horsepower flat-4 air-cooled engine with Hydropneumatic suspension. The intended 106 horsepower Wankel rotary-engined version with more power did not reach full production.

 

REPLACING THE DS

The DS remained popular and competitive throughout its production run. Its peak production year was 1970. Certain design elements like the somewhat narrow cabin, column-mounted gearstick, and separate fenders began to seem a little old-fashioned in the 1970s.

 

Citroën invested enormous resources to design and launch an entirely new vehicle in 1970, the SM, which was in effect a thoroughly modernized DS, with similar length, but greater width. The manual gearbox was a modified DS unit. The front disc brakes were the same design. Axles, wheel bearings, steering knuckles, and hydraulic components were either DS parts or modified DS parts.

 

The SM had a different purpose than replacing the 15-year-old DS design however - it was meant to launch Citroën into a completely new luxury grand touring market segment. Only fitted with a costly, exotic Maserati engine, the SM was faster and much more expensive than the DS. The SM was not designed to be a practical 4-door saloon suitable as a large family car, the key market for vehicles of this type in Europe. Typically, manufacturers would introduce low-volume coupés based on parts shared with an existing saloon, not as unique models, a contemporary example being the Mercedes-Benz SLC-Class.

 

The SM's high price and limited utility of the 2+2 seating configuration, meant the SM as actually produced could not seize the mantle from the DS.

 

So, while the design funds invested would allow the DS to be replaced by two cars - a 'modern DS' and the smaller CX, it was left to the CX alone to provide Citroën's large family or executive car in the model range.

 

The last DS came off the production line on 24 April 1975 - the manufacturer had taken the elementary precaution of building up approximately eight-month's of inventory of the "break" (estate/station wagon) version of the DS, to cover the period till Autumn 1975 when the estate/station wagon version of the CX would be introduced.

 

DEVELOPMENT

The DS always maintained its size and shape, with easily removable, unstressed body panels, but certain design changes did occur. During the 20-year production life improvements were made on an ongoing basis.

ID 19 submodel to extend brand downwards (1957–69)

 

The 1955 DS19 was 65% more expensive than the car it replaced, the Citroën Traction Avant. This affected potential sales in a country still recovering economically from World War II, so a cheaper submodel, the Citroën ID, was introduced in 1957.

 

The ID shared the DS's body but was less powerful and luxurious. Although it shared the engine capacity of the DS engine (at this stage 1,911 cc), the ID provided a maximum power output of only 69 hp compared to the 75 hp claimed for the DS19. Power outputs were further differentiated in 1961 when the DS19 acquired a Weber-32 twin bodied carburettor, and the increasing availability of higher octane fuel enabled the manufacturer to increase the compression ratio from 7.5:1 to 8.5:1. A new DS19 now came with a promised 83 hp of power. The ID19 was also more traditional mechanically: it had no power steering and had conventional transmission and clutch instead of the DS's hydraulically controlled set-up. Initially the basic ID19 was sold on the French market with a price saving of more than 25% against the DS, although the differential was reduced at the end of 1961 when the manufacturer quietly withdrew the entry level ID19 "Normale" from sale. A station wagon variant, the ID Break, was introduced in 1958.

 

D SPECIAL AND D SUPER (1970–75)

The ID was replaced by the D Spécial and D Super in 1970, but these retained the lower specification position in the range. The D Super was available with the DS21 2175ccm engine and a 5 speed gearbox, and named the D Super 5.

 

SERIE 2 - NOSE REDESIGN IN 1962

In September 1962, the DS was restyled with a more aerodynamically efficient nose, better ventilation and other improvements. It retained the open two headlamp appearance, but was available with an optional set of driving lights mounted on the front fenders. All models in the range changed nose design at the same time, including the ID and station wagon models.

Series 3 - Nose redesign in 1967 with Directional headlights

 

In late 1967, for the 1968 model year, the DS and ID was again restyled, by Robert Opron, who also styled the 1970 SM and 1974 CX. This version had a more streamlined headlamp design, giving the car a notably shark-like appearance. This design had four headlights under a smooth glass canopy, and the inner set swivelled with the steering wheel. This allowed the driver to see "around" turns, especially valuable on twisting roads driven at high speed at night.

 

Behind each glass cover lens, the inboard high-beam headlamp swivels by up to 80° as the driver steers, throwing the beam along the driver's intended path rather than uselessly across the curved road. The outboard low-beam headlamps are self-leveling in response to pitching caused by acceleration and braking.

 

However, this feature was not allowed in the US at the time (see World Forum for Harmonization of Vehicle Regulations), so a version with four exposed headlights that did not swivel was made for the US market.

 

This 'turning headlight' feature was new to the market - it had only been seen before on the very rare three headlight 1935 Tatra 77A. The Tucker, which never was mass-produced, had a central headlight that turned with the steering. 45 years later, it is now a commonly available feature, even in the United States.

 

NEW GREEN HYDRAULIC FLUID

The original hydropneumatic system used a vegetable oil liquide hydraulique végétal (LHV), similar to that used in other cars at the time, but later switched to a synthetic fluid liquide hydraulique synthétique (LHS). Both of these had the disadvantage that they are hygroscopic, as is the case with most brake fluids. Disuse allows water to enter the hydraulic components causing deterioration and expensive maintenance work. The difficulty with hygroscopic hydraulic fluid was exacerbated in the DS/ID due to the extreme rise and fall in the fluid level in the reservoir, which went from nearly full to nearly empty when the suspension extended to maximum height and the six accumulators in the system filled with fluid. With every "inhalation" of fresh moisture- (and dust-) laden air, the fluid absorbed more water.

 

For the 1967 model year, Citroën introduced a new mineral oil-based fluid LHM (Liquide Hydraulique Minéral). This fluid was much less harsh on the system. LHM remained in use within Citroën until the Xantia was discontinued in 2001.

 

LHM required completely different materials for the seals. Using either fluid in the incorrect system would completely destroy the hydraulic seals very quickly. To help avoid this problem, Citroën added a bright green dye to the LHM fluid and also painted all hydraulic elements bright green. The former LHS parts were painted black.

 

All models, including the station wagon and ID, were upgraded at the same time. The hydraulic fluid changed to the technically superior LHM in all markets except the US and Canada, where the change did not take place until January 1969, due to local regulations.

 

INTERNATIONAL SALES AND PRODUCTION

The DS was primarily manufactured at the Quai André-Citroën in the Javel neighborhood of Paris, with other manufacturing facilities in the United Kingdom, South Africa, the former Yugoslavia (mostly Break Ambulances), and Australia.

 

Australia constructed their own D variant in the 1960s at Heidelberg, Victoria, identified as the ID 19 "Parisienne." Australian market cars were fitted with options as standard equipment such as the "DSpecial DeLuxe" that were not available on domestic European models.

 

Until 1965, cars were assembled at the manufacturer's Slough premises, to the west of London, using a combination of French made knock down kits and locally sourced components, some of them machined on site. A French electrical system superseded the British one on the Slough cars in 1962, giving rise to a switch to "continental style" negative earthing. After 1965 cars for the British market were imported fully assembled from the company's French plant. The British-built cars are distinguished by their leather seats, wooden (early ID19 models) one piece plastic (early DS19 models) dashboards, chromed number plate mount let into the front bumper, and (on pre-1962 cars) Lucas-made electrics. These were all right hand drive cars.

 

The DS was built and sold in South Africa from 1959 to 1975.

 

The DS was sold in Japan, but the models were built in France and left hand drive.

 

DS IN NORTH AMERICA

The DS was sold in North America from 1956 to 1972. Despite its popularity in Europe, it didn't sell well in the United States, and little better in Canada. While promoted as a luxury car, it did not have the basic features that American buyers expected to find on such a vehicle, such as an automatic transmission, air conditioning, power windows, or a powerful engine. The DS was designed specifically to address the French market, with punitive tax horsepower taxation of large engines, as well as very poor roads – it's no great mystery that it was a fish out of water when those constraints were removed.

 

Jay Leno described the sporadic supply of spare parts as a problem for 1970s era customers, based on his early experiences working at a Citroën dealer in Boston.

 

The DS was expensive, with a 115 hp (86 kW) vehicle costing $4,170 in 1969, when the price was $4,500 for a 360 hp (268 kW) Buick Electra 225 4 door sedan. For all years, 38,000 units were sold.

 

US regulations at the time also banned one of the car's more advanced features: its composite headlamps with aerodynamic covered lenses. Based on legislation that dated from 1940, all automobiles sold in the U.S. were required to have round, sealed beam headlamps that produced a meager 75,000 candlepower. The powerful quartz iodine swiveling headlamps designed for the 1968 model DS represented so many performance improvements at once that they were far beyond what the regulations could allow.[50] Even the aerodynamic headlight covers were illegal – as seen on the 1968 Jaguar E-Type. It took the lobbying muscle of Ford to point out that the government was requiring two contradictory things – safety, by ensuring that all headlights were best-of-breed circa 1940, and fuel economy through the CAFE standard – by definition, cars with poor aerodynamics are sacrificing fuel economy. Composite bulb lamps and aerodynamic covered headlights were not permitted until 1983.

 

The European lamps were legal in Canada, including the directional headlamps.

 

The hydraulic fluid change in 1967 was another brain teaser for U.S. automotive regulators at the Department of Transportation. NHTSA follows the precautionary principle, also used by the Food and Drug Administration, where new innovations are prohibited until their developers can prove them to the regulators; this stifles the experimentation that automakers need to advance their products. NHTSA had already approved a brake fluid they considered safe – DOT 3 brake fluid, which is red and hygroscopic to promote internal rust. This completely different fluid, used in aircraft applications – the technically superior green LHM (Liquide Hydraulique Mineral) – took NHTSA two years to analyze for automotive use. Approval finally came in January 1969, so half the U.S. cars of the 1969 model year use red fluid and half use green fluid.

 

DESIGN VARIATIONS

PALLAS

In 1965 a luxury upgrade, the DS Pallas (after Greek goddess Pallas), was introduced. This included comfort features such as better noise insulation, a more luxurious (and optional leather) upholstery and external trim embellishments. From 1966 the Pallas model received a driver's seat with height adjustment.

 

STATION WAGON, FAMILIALE AND AMBULANCE

A station wagon version was introduced in 1958. It was known by various names in different markets (Break in France, Safari and Estate in the UK, Wagon in the US, and Citroën Australia used the terms Safari and Station-Wagon). It had a steel roof to support the standard roof rack. 'Familiales' had a rear seat mounted further back in the cabin, with three folding seats between the front and rear squabs. The standard Break had two side-facing seats in the main load area at the back.

 

The Ambulance configuration was similar to that of the Break, but with a 60/30 split in the rear folding seat to accommodate a stretcher. A 'Commerciale' version was also available for a time.

 

The Safari saw use as a camera car, notably by the BBC. The hydropneumatic suspension produces an unusually steady platform for filming while driving.

 

CONVERTIBLE

Rarest and most collectable of all DS variants, a convertible was offered from 1958 until 1973. The Cabriolet d'Usine (factory convertible) were built by French carrossier Henri Chapron, for the Citroën dealer network. It was an expensive car, so only 1,365 were sold. These DS convertibles used a special frame which was reinforced on the sidemembers and rear suspension swingarm bearing box, similar to, but not identical to the Break (Station Wagon) frame.

 

CHAPRON VARIATIONS

In addition, Chapron also produced a few coupés, non-works convertibles and special sedans (including the "Prestige", same wheelbase but with a central divider, and the "Lorraine" notchback).

 

BOSSAERT COUPE

Between 1959 and 1964, Hector Bossaert produced a coupé on a DS chassis shortened by 470 mm. While the front end remained unchanged, the rear end featured notchback styling.

 

THE REACTOR

In 1965, noted American auto customizer Gene Winfield created The Reactor, a Citroën DS chassis, with a turbocharged 180 hp (130 kW) flat-six engine from the Corvair driving the front wheels. Since the DS already had the engine behind the front wheels, the longer engine meant only one row of seats. This was draped in a streamlined, low slung, aluminum body.

 

The Reactor was seen in American Television programs of the era, such as Star Trek: The Original Series episode 2.25 ("Bread and Circuses)," Batman episodes 110 ("Funny Feline Felonies") and 111 (driven by Catwoman Eartha Kitt), and Bewitched, which devoted its episode 3.19 ("Super Car") to The Reactor.

 

MICHELIN PLR

The Michelin PLR is a mobile tire evaluation machine, based on the DS Break, built in 1972, later used for promotion.

Technical details

 

SUSPENSION

In a hydropneumatic suspension system, each wheel is connected, not to a spring, but to a hydraulic suspension unit consisting of a hydraulic accumulator sphere of about 12 cm in diameter containing pressurised nitrogen, a cylinder containing hydraulic fluid screwed to the suspension sphere, a piston inside the cylinder connected by levers to the suspension itself, and a damper valve between the piston and the sphere. A membrane in the sphere prevented the nitrogen from escaping. The motion of the wheels translated to a motion of the piston, which acted on the oil in the nitrogen cushion and provided the spring effect. The damper valve took place of the shock absorber in conventional suspensions. The hydraulic cylinder was fed with hydraulic fluid from the main pressure reservoir via a height corrector, a valve controlled by the mid-position of the anti-roll bar connected to the axle. If the suspension was too low, the height corrector introduced high-pressure fluid; if it was too high, it released fluid back to the fluid reservoir. In this manner, a constant ride height was maintained. A control in the cabin allowed the driver to select one of five heights: normal riding height, two slightly higher riding heights for poor terrain, and two extreme positions for changing wheels. (The correct term, oleopneumatic (oil-air), has never gained widespread use. Hydropneumatic (water-air) continues to be preferred overwhelmingly.)

 

The DS did not have a jack for lifting the car off the ground. Instead, the hydraulic system enabled wheel changes with the aid of a simple adjustable stand. To change a flat tyre, one would adjust the suspension to its topmost setting, insert the stand into a special peg near the flat tyre, then readjust the suspension to its lowermost setting. The flat tyre would then retract upwards and hover above ground, ready to be changed. This system, used on the SM also, was superseded on the CX by a screw jack that, after the suspension was raised to the high position, lifted the tire clear of the ground. The DS system, while impressive to use, sometimes dropped the car quite suddenly, especially if the stand was not placed precisely or the ground was soft or unlevel.

 

SOURCE AND RESERVE OF PRESSURE

The central part of the hydraulic system was the high pressure pump, which maintained a pressure of between 130 and 150 bar in two accumulators. These accumulators were very similar in construction to the suspension spheres. One was dedicated to the front brakes, and the other ran the other hydraulic systems. (On the simpler ID models, the front brakes operated from the main accumulator.) Thus in case of a hydraulic failure, the first indication would be that the steering became heavy, followed by the gearbox not working; only later would the brakes fail.

 

Two different hydraulic pumps were used. The DS used a seven-cylinder axial piston pump driven off two belts and delivering 175 bar (2,540 psi) of pressure. The ID19, with its simpler hydraulic system, had a single-cylinder pump driven by an eccentric on the camshaft.

 

GEARBOX AND CLUTCH

HYDRAULIQUE OR CITROMATIC

The DS was initially offered only with the "hydraulique" four-speed semi-automatic (bvh—"boîte de vitesses hydraulique") gearbox.

 

This was a four-speed gearbox and clutch, operated by a hydraulic controller. To change gears, the driver flicked a lever behind the steering wheel to the next position and eased-up on the accelerator pedal. The hydraulic controller disengaged the clutch, engaged the nominated gear, and re-engaged the clutch. The speed of engagement of the clutch was controlled by a centrifugal regulator sensing engine rpm and driven off the camshaft by a belt, the position of the butterfly valve in the carburettor (i.e., the position of the accelerator), and the brake circuit. When the brake was pressed, the engine idle speed dropped to an rpm below the clutch engagement speed, thus preventing friction while stopped in gear at traffic lights. When the brake was released, the idle speed increased to the clutch dragging speed. The car would then creep forward much like automatic transmission cars. This drop in idle throttle position also caused the car to have more engine drag when the brakes were applied even before the car slowed to the idle speed in gear, preventing the engine from pulling against the brakes. In the event of loss of hydraulic pressure (following loss of system fluid), the clutch would disengage, to prevent driving, while brake pressure reserves would allow safe braking to standstill.

 

MANUAL - FOUR SPEED AND FIVE-SPEED

The later and simpler ID19 had the same gearbox and clutch, manually operated. This configuration was offered as a cheaper option for the DS in 1963. The mechanical aspects of the gearbox and clutch were completely conventional and the same elements were used in the ID 19. In September 1970, Citroën introduced a five-speed manual gearbox, in addition to the original four-speed unit.

 

FULLY AUTOMATIC

In September 1971 Citroën introduced a 3-speed fully automatic Borg-Warner 35 transmission gearbox, on the DS 21 and later DS 23 models. It is ironic that the fully automatic transmission DS was never sold in the US market, where this type of transmission had gained market share so quickly that it became the majority of the market by this time. Many automatic DSs, fuel-injected DS 23 sedans with air conditioning, were sold in Australia.

 

ENGINES

The DS was originally designed around an air-cooled flat-six based on the design of the 2-cylinder engine of the 2CV, similar to the motor in the Porsche 911. Technical and monetary problems forced this idea to be scrapped.

 

Thus, for such a modern car, the engine of the original DS 19 was also old-fashioned. It was derived from the engine of the 11CV Traction Avant (models 11B and 11C). It was an OHV four-cylinder engine with three main bearings and wet liners, and a bore of 78 mm and a stroke of 100 mm, giving a volumetric displacement of 1911 cc. The cylinder head had been reworked; the 11C had a reverse-flow cast iron cylinder head and generated 60 hp (45 kW) at 3800 rpm; by contrast, the DS 19 had an aluminium cross-flow head with hemispherical combustion chambers and generated 75 hp (56 kW) at 4500 rpm.

 

Like the Traction Avant, the DS had the gearbox mounted in front of the engine, with the differential in between. Thus some consider the DS to be a mid engine front-wheel drive car.

 

The DS and ID powerplants evolved throughout its 20-year production life. The car was underpowered and faced constant mechanical changes to boost the performance of the four-cylinder engine. The initial 1911 cc three main bearing engine (carried forward from the Traction Avant) of the DS 19 was replaced in 1965 with the 1985 cc five-bearing wet-cylinder motor, becoming the DS 19a (called DS 20 from September 1969).

 

The DS 21 was also introduced for model year 1965. This was a 2175 cc, five main bearing engine; power was 109 hp This engine received a substantial increase in power with the introduction of Bosch electronic fuel injection for 1970, making the DS one of the first mass-market cars to use electronic fuel injection. Power of the carbureted version also increased slightly at the same time, owing to the employment of larger inlet valves.

 

Lastly, 1973 saw the introduction of the 2347 cc engine of the DS 23 in both carbureted and fuel-injected forms. The DS 23 with electronic fuel injection was the most powerful production model, producing 141 hp (105 kW).

 

IDs and their variants went through a similar evolution, generally lagging the DS by about one year. ID saloon models never received the DS 23 engine or fuel injection, although the Break/Familiale versions received the carburetted version of the DS 23 engine when it was introduced, supplemented the DS20 Break/Familiale.

 

The top of the range ID model, The DSuper5 (DP) gained the DS21 engine (the only model that this engine was retained in) for the 1973 model year and it was mated to a five-speed gearbox. This should not be confused with the 1985 cc DSuper fitted with an optional "low ratio" five-speed gearbox, or with the previous DS21M (DJ) five-speed.

 

IN POPULAR CULTURE

President Charles de Gaulle survived an assassination attempt at Le Petit-Clamart near Paris on August 22, 1962, planned by Algerian War veteran Jean-Marie Bastien-Thiry. The plan was to ambush the motorcade with machine guns, disable the vehicles, and then close in for the kill. De Gaulle praised the unusual abilities of his unarmoured DS with saving his life – the car was peppered with bullets, and the shots had punctured the tyres, but the car could still escape at full speed. This event was accurately recreated in the 1973 film The Day of the Jackal.

 

Beyond de Gaulle and the French aristocracy, the roomy DS also appealed to French taxi drivers.

 

Outside France, the car drew an eclectic customer mix, such as Cosmonaut Yuri Gagarin, Pope John XXIII, painter Marc Chagall, and actors Ken Berry, Jeff Bridges, and Rosamund Pike.

 

The DS appeared in several episodes of contemporary television series Mission: Impossible, including substantial appearances in 'The Slave' (ep. 2.06) and 'Robot' (ep. 4.09).

 

An ode to Jane Child's DS21 appears on her 1989 self-titled album.

 

In 1989, the film Back to the Future Part II featured a modified Citroen DS as a flying taxicab, when the main characters travel 30 years into the future (2015). Scarface (1983 film) with Al Pacino and the 2009 television series The Mentalist both feature the DS in key roles. According to Internet Movie Cars Database, the DS/ID has made over 2,000 film and television appearances so far.

 

Two films focus on the DS, including The Goddess of 1967 about a Japanese man purchasing a DS (goddess or déesse in French) in Australia, and 1995's Icelandic-Japanese road movie Cold Fever.

 

LEGACY

Citroën DS values have been rising – a 1973 DS 23 Injection Electronique "Decapotable" (Chapron Convertible) sold for EUR €176,250 (USD $209,738) at Christie's Rétromobile in February 2006. and a similar car sold by Bonhams in February 2009 brought EUR €343,497 (USD $440,436). On 18 September 2009 a 1966 DS21 Decapotable Usine was sold by Bonhams for a hammer price of UK£131,300. Bonhams sold another DS21 Decapotable (1973) on 23 January 2010 for EUR €189,000.

 

The DS's beloved place in French society was demonstrated in Paris on 9 October 2005 with a celebration of the 50th anniversary of its launch. 1,600 DS cars drove in procession past the Arc de Triomphe.

 

From 2005 to 2008, a young Frenchman named Manuel Boileau travelled around the world in a 1971 DS ambulance. It was an 80,000 kilometer journey across 38 countries called Lunaya World Tour. While traveling through Laos, he located the forlorn 1974 DS Prestige belonging to Sisavang Vatthana, the last King of the Kingdom of Laos, which is now preserved and restored by specialists in Bangkok.

 

In 2009, Groupe PSA created a new brand - DS Automobiles, intended as high quality, high specification variations on existing models, with differing mechanics and bodywork. This brand ranges across four models, the DS3, DS4, DS5, and the China-only SUV DS 6. The DS3, launched in March 2010, is based on Citroen's new C3, but is more customisable and unique, bearing some resemblance to the original DS, with its "Shark Fin" side pillar. These have created their own niches, with the DS4 being a mix of a crossover and a coupe and the DS5 mixing a coupe and an estate. Many feature hybrid-diesel engines to maximise efficiency.

 

WIKIPEDIA

This bullpup assault rifle, chambered in 7.62 x 51mm NATO, is available in many diffferent configurations and packages. This model features a flash hider and an ACOG scope.

Wednesday, 19th May 2009

 

View On Black

 

VF-1A Valkyrie Hikaru Ichijo (Super Parts)

Series: Macross Do You Remember Love?

1/60 scale transforming collectible manufactured by Yamato Toys Japan.

Released: October 2008 (acquired October 2008)

Vehicle Specs: (see Macross Mecha Manual)

Relaxing in their kiddie pool bath, these two little guys were resting up for their big eye-opening ceremony the following day.

Nikon D800E + 70-200mm F/2.8 Nikkor Lens vs. Sony A7r + 35mm F/2.8 Carl Zeiss Lens! Both in 45surfer bracket configurations, with Sony NEX-6 cameras attached to the upper cameras with a bracket, for shooting stills and video at the same time! Guess which is heavier! :) The new 45surfer rig is a bit lighter, but that will change a bit when Sony comes out with longer zooms for the Sony A7r.

 

Both are great! The Sony NEX-6 bracketed to the D800E has the 50mm F/1.8 lens on it, while the Sony NEX-6 bracketed to the Sony A7R has the 35mm F/2.8 lens on it!

 

Check out some video!

www.youtube.com/watch?v=RiOMrZIEzg8

www.youtube.com/watch?v=Y7gq_gCk0jE

 

The Sony ILCE7R A7r rocks! Was using the B+W 49mm Kaesemann Circular Polarizer MRC Filter on partly cloudy day with some intermittent sun, but mostly cloudy. Check out the low glare off the rocks and water and dramatic, polarizwer-enhanced sky! Super sharp images and crystal-clear pictures!

 

Was testing the Sony HVL-F60M External Flash on the Sony A7r. You can see it going off in some of the photos (check the exif if in doubt)--worked great, but it overheated a bit sooner than my Nikon flash on the D800E. But it's all good!

 

Here's some epic goddess video shot at the same time as stills using my 45surfer method/philosophy:

www.youtube.com/watch?v=bUbE0ay7UeI

www.youtube.com/watch?v=eC-M9fVwk9k

 

Join Johnny Ranger McCoy's youtube channel for goddess video shot @ the same time as the stills with the Sony A7 !

 

www.youtube.com/user/bikiniswimsuitmodels

 

Beautiful swimsuit bikini model goddess on a beautiful December Malibu afternoon! Shot it yesterday. :) Love, love, love the new Sony A7 R!

 

Was a fun test shoot. Many, many more to come!

 

All the best on your Epic Hero's Journey from Johnny Ranger McCoy!

 

Join my facebook!

www.facebook.com/45surfHerosJourneyMythology

Follow me on facebook www.facebook.com/elliot.mcgucken !

Company/Owner: King's Coach Tours and Transport Corporation

Fleet/Bus Number: 811

Classification: Air-conditioned Tourist Chartered Bus

Coachbuilder: Kia Motors Corporation

Body Model: Kia Granbird SD-I Greenfield

Engine Model: Hyundai D6AC (Q340)

Chassis Model: Kia KM948 (KN2GBJ721YK)

Transmission: 5-speed Manual Transmission

Suspension: Air Suspension

Seating Configuration: 2×2

Seating Capacity: 61 (49+11 jump-seats+1 driver's seat)

Route: Various (Tourist Chartered)

Municipalities/cities passing: N/A

Type of Operation: Tourist Operation Non-Public Utility Bus (Special Trip / Tourist Class)

Area of Operation: Any point of Luzon (Region I, Region II, Region III, Region IV-A, Region IV-B, Region V, CAR)

 

Shot Location: In-front of Barasoain Church, Malolos City, Bulacan

Date Taken: July 21, 2015

 

Notices:

* Please DON'T GRAB A PHOTO WITHOUT A PERMISSION. If you're going to GRAB IT, please give A CREDIT TO THE OWNER. Also, don't PRINT SCREEN my photos.

** If I have mistakes on the specifications, please comment in a good manner so that I can edit it immediately.

*** The specifications mentioned above are subjected for verification and may be changed without prior notice.

**** The vehicle's registration plate(s), conduction sticker(s), and/or persons (if applicable) were pixelated/blurred to prevent any conflict with the photographer, the bus company and/or to the car owner for their security and/or privacy purposes. So, don't use their plate number, conduction sticker, and vehicle tag as an evidence for any incident. And, I have taken this photo for bus fanatics, bus enthusiasts, and bus lovers purposes.

+++ DISCLAIMER +++

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

  

Some background:

The Malaysian air forces trace their lineage to the Malayan Auxiliary Air Force formations of the Royal Air Force (RAF) formed in 1934. They later transformed into the Straits Settlements Volunteer Air Force (SSVAF) and the Malaya Volunteer Air Force (MVAF) formed in 1940 and dissolved in 1942 during the height of the Japanese advance over Malaya. The latter was re-established in 1950 in time for the Malayan Emergency and contributed very much to the war effort.

 

On 2 June 1958 the MVAF finally became the Royal Federation of Malaya Air Force (RFMAF), this date is celebrated as RMAF Day yearly. On 25 October 1962, after the end of the Malayan Emergency, the RAF handed over their first airfields in Malaya to the RFMAF, at Simpang Airport; it was opened on 1 June 1941, in Sungai Besi, Kuala Lumpur which was formerly part of Selangor and the national capital city. The first aircraft for the fledgling air force was a Scottish Aviation Twin Pioneer named "Lang Rajawali" by the then Prime Minister Tunku Abdul Rahman. Several Malayans serving with the Royal Air Force transferred to the Royal Federation of Malaya Air Force. The role played by RMAF was limited initially to communications and the support of ground operations against Communist insurgents during the Malayan Emergency. RMAF received its first combat aircraft with the delivery of 20 Canadair CL41G Tebuans (an armed version of the Canadair Tutor trainer). RMAF also received Aérospatiale Alouette III helicopters, to be used in the liaison role.

 

With the formation of Malaysia on 16 September 1963, the name of the air force was changed to "Tentera Udara Diraja Malaysia" or "Royal Malaysian Air Force". New types introduced into service included the Handley Page Herald transport and the De Havilland Canada DHC-4 Caribou. RMAF received Sikorsky S-61A-4 helicopters in the late 1960s and early 1970s which were used in the transport role. RMAF gained an air defence capability when the Australian Government donated 10 ex-Royal Australian Air Force (RAAF) CAC Sabre fighters. These were based at the Butterworth Air Base. After the withdrawal of British military forces from Malaysia and Singapore at the end of 1971, a Five Power Defence Arrangements (FPDA) agreement between Malaysia, Singapore, New Zealand, Australia, and the United Kingdom was concluded to ensure defence against external aggression. The RAAF maintained two Mirage IIIO squadrons at RAF/RAAF Station Butterworth, Butterworth Air Base as part of its commitment to the FPDA. These squadrons were withdrawn in 1986, although occasional deployments of RAAF aircraft continue.

 

With the withdrawal of British military forces, RMAF underwent gradual modernization from the 1970s to the 1990s. The Sabre were replaced by 16 Northrop F-5E Tiger-IIs. A reconnaissance capability was acquired with the purchase of two RF-5E Tigereye aircraft. RMAF also purchased 88 ex-US Navy Douglas A-4C Skyhawks, of which 40 of the airframes were converted/refurbished by Grumman Aircraft Engineering at Bethpage into the A-4PTM ('Peculiar To Malaysia'), configuration (A-4Bs updated to A-4M standard). RMAF has traditionally looked to the West for its purchases, primarily to the United States. However, limitations imposed by the US on "new technology" to the region, such as the AIM-120 AMRAAM fire-and-forget air-to-air missile, has made RMAF consider purchases from Russia and other non-traditional sources. The early 1990s saw the arrival of a number of IAI Kfir fighter bombers from Israel and the first BAE Hawk Mk108/208s which replaced the T/A-4PTMs and the ageing F-5Es. These were followed by the MiG-29N/NUB in 1995 in the air superiority role.

 

Malaysia’s order for the IAI Kfir had been placed in 1989 and a total of twenty-eight aircraft were procured. These machines were among the last newly built aircraft of this type, comparable with the IDF’s late C.7 standard with HOTAS and a partial “glass cockpit”. Deliveries included twenty-four single seaters, optimized for the fighter bomber/strike role, even though the machines could carry light AAMs like the AIM-9 Sidewinder, too, and operate as interceptors. Additionally, four new Kfir TC.7 two-seaters were bought, primarily for conversion training, but these machines had, except for a reduced internal fuel capacity in the fuselage due to the second seat, the same capabilities as the TUDM C.7 single seaters. By 1992 the RMAF Kfir fleet was ready for service and the machines were concentrated at No. 17 Squadron, based at Kuantan Air Base, located at the east coast of Peninsular Malaysia. Even though they were not officially re-christened, the RMAF Kfirs were frequently referred to as “Anak Singa” among the personnel, meaning “lion cub” in Malaysian language.

 

In 1996, three TUDM Kfir C.7s were, with the help from IAI and imported hardware, modified into armed photo reconnaissance aircraft, resulting in the CR.7 variant exclusively operated by Malaysia. These machines received an elongated nose section (more than 4’ longer) with space for a rotating long-range oblique camera, similar in shape to the former “Tsniut” conversion of C.2 fighter bombers for the IDF. The guns were replaced with avionics but the C.7s’ Elta EL/M-2021B pulse-Doppler radar was retained, so that these converted machines kept their limited all-weather strike and interception capability. But as dedicated reconnaissance aircraft they were almost exclusively operated unarmed, just carrying up to three drop tanks for extra range and loiter time.

 

The Kfirs did not serve with the Royal Malaysian Air Force for a long period, though: In 1997, Malaysia received a dozen F/A-18D Hornet two-seaters to provide an all-weather interdiction capability, which the rather simple Kfirs did not offer. They could also use the AGM-84 “Harpoon” ASM, making them better suited for naval strike missions, and initially the Hornets frequently served as pathfinders for the Kfirs on all-weather missions. Despite their limitations, what still made the Kfirs attractive for the RMAF was their relatively low operational cost level and the type’s high speed and rate of climb.

However, in 2003 a contract was signed for 18 Su-30MKMs from Russia for delivery in 2007 to fulfill a requirement for a new multi-role combat aircraft (MRCA). Boeing alternatively offered the F/A-18E/F Super Hornet, but the type was declined. These capable machines, which were adapted to Western ordnance like GBU-12 laser-guided glide bombs, eventually replaced the RMAF Kfirs, which were gradually phased out until 2010, mothballed, and put up for sale. The last new Su-30MKM arrived in 2009 August, but the F/A-18Ds remained in service – even though only eight machines were still operational at that time. Apparently, the RMAF’s budget was tightened in the meantime since a new requirement for a further batch of new 18 MRCAs remained unfulfilled. Furthermore, the RMAF has also been looking for an AWACS aircraft, although no firm orders have been placed.

  

General characteristics

Crew: One

Length (incl. pitot): 16.92 m (55 ft 5¾ in)

Wingspan: 8.22 m (26 ft 11½ in)

Height: 4.61 m (14 ft 11 3/4 in)

Wing area: 34.8 m² (374.6 sq ft)

Empty weight: 7,285 kg (16,060 lb)

Loaded weight: 11,603 kg (25,580 lb) with two 500 L drop tanks, two AAMs

Max. take-off weight: 16,200 kg (35,715 lb)

 

Powerplant:

1× IAl Bedek-built General Electric J-79-J1E turbojet with a dry thrust of 52.9 kN (11,890 lb st)

and 79.62 kN (17,900 lb st) with afterburner

 

Performance

Maximum speed: 2,440 km/h (2 Mach, 1,317 knots, 1,516 mph) above 11,000 m (36,000 ft)

Combat radius: 768 km (415 nmi, 477 mi) in ground attack configuration, hi-lo-hi profile,

with seven 500 lb bombs, two AAMs, two 1,300 L drop tanks

Service ceiling: 17,680 m (58,000 ft)

Rate of climb: 233 m/s (45,950 ft/min)

 

Armament:

No internal guns

9× hardpoints under the wings and fuselage for up to 5,775 kg (12,730 lb) of payload

  

The kit and its assembly:

This was a spontaneous build for the “Recce & Surveillance” Group Build at whatifmodellers.com in September 2021. I had bought a resin conversion set from AML for a Kfir RC.2 a while ago, without a certain plan. I had originally planned not to use it on a Kfir, though, but when I considered the build of a Malaysian Kfir I remembered the conversion set and decided to use it for this project, giving it a weird twist.

 

The kit is the Italeri 1:72 Kfir C.2 in a recent Revell re-boxing. It is not a stellar model of this aircraft. While outlines are O.K. and the kit comes with fine recessed surface details, fit is so-so and there are some weak spots, like the fuselage/wing seams, the many intersections under the air intakes that run right through the gun ports, sinkholes on the wings upper surface and a cockpit tub/front landing gear well piece that won’t fit properly. The Hasegawa kit’s fit is better, but the Italeri Kfir is detail-wise not worse – and it’s cheaper.

 

The model was built OOB with the usual challenges (see above). When the fuselage was completed, the nose was chopped off in front of the windscreen, to be replaced with the parts from the “Tsniut” (however this is properly pronounced, meaning “modesty”) AML set – which is apparently different from those resin parts that come with the manufacturer’s Mirage IIICJ kit, which offers two versions of the long Tsniut nose plus a modified standard radome nose with a vertical Zeiss camera inside that was mounted on some converted IDF Mirages, too, called AFAIK the “Tarmil” nose.

 

The AML set is a very nice and clean offering – crisply molded, no bubbles, and with delicate parts and details like a new pitot or conduits that run from the former gun ports to the front of the nose – all molded in fine resin. There’s a good instruction sheet and even a decal set (plus painting instructions) for the two real IDF Kfir CR.2 conversions. However, there is also a piece of acetate film supposed to be included, to be used as a clear cover for the relatively large oblique camera fairing that is open to three sides and gives a good view to the rotating camera mount inside - it was missing from my set. But it was easily replaced with a piece of stiff clear film from a blister packaging. The camera opening’s 3D shape was copied with the help of masking tape into 2D, which was used to cut the replacement window out. This tailored piece of sheet was then bent into shape and attached with Humbrol Clearfix. A prothesis, but it does certainly not look worse than the OOB solution.

 

However, while the AML set itself went together fluidly, grafting it onto the Italeri Kfir was more complicated: the kit’s nose diameter is markedly larger than the camera extension, maybe 1mm. This does not sound much, but it leaves a recognizable step on an otherwise smooth surface – some body sculpting with a Dremel tool and PSR was necessary to even the intersection out.

 

The rest of the conversion was straightforward – I considered to leave the nose extension away, for a personal Kfir recce variant, but eventually stuck close to the original Tsniut configuration because of the aircraft’s weird look and added realism.

 

As a recce aircraft, I left the kit’s underwing pylons for the Python AAMs away and just used the ventral pylon and the large OOB drop tank.

  

Painting and markings:

The bane of modern aircraft type: dull livery options. I wanted a realistic paint scheme for this aircraft, suitable for a tactical mission and for the late Nineties tine frame – but the TUDM offers only very limited options. At first I considered the late A-4PTM scheme (either SEA style or a subdued two-tone green/brown scheme) with low-viz markings, but eventually settled for a simple all-grey scheme, inspired by the TUDM’s F-18Ds that arrived in the model’s time frame, too. These were dedicated all-weather strike aircraft and were initially painted overall FS 36118 (USAF Gunship Grey) with low-viz markings. This is very dull and simple, but I nevertheless adopted it for the recce Kfir because it does not distract from the odd nose, and it suits the tactical recce mission profile well.

 

The basic paint became Humbrol 125, which is a rather bluish interpretation of the tone, and the retrofitted new nose was set apart with FS 36118 from ModelMaster. The cockpit interior was painted in Medium Gull Grey (Humbrol 140) and landing gear as well as the air intakes were painted in bright white (Revell 301) – they really stand out on the dark and uniform airframe! To reduce the contrast a little I took the Gunship Grey over to the inner intake lips and the shock cones - some Kfirs have these intake areas painted all-white, making them stand out blatantly! The outside of the intake lips was painted black, as well as the small nose radome and the antenna bumps under the cockpit.

The interior color of the camera compartment is uncertain, but I painted it in anthracite (Revell 06), while the rotating camera mount became light grey, so that it would be more visible from the outside.

 

The model received an overall light ink washing to emphasize the engraved surface details as well as some post-shading and weathering through dry-brushing with various shades of medium grey. The markings/decals were puzzled together from a Begemot MiG-29 sheet (national and tactical markings) and the Kfir’s OOB stencils, which had to be – because they are in Hebrew in the Revell kit – partly replaced with low-viz alternatives from leftover Italeri Kfir sheets. The camera window received frames made with 1mm black decal strips. Finally, the model was sealed with matt acrylic varnish.

  

A relatively simple and quick build. The Italeri Kfir has some weaknesses, but I have built enough of them to know the major pitfalls. The AML Tsniut conversion set blended well onto the airframe, even though the missing camera window called for some scratch work. The result is an interesting Kfir variant, and the subtle paint scheme of the fictional Malaysian operator adds credibility – the dark grey upper color reminds a little of the late Ecuadorean Kfirs, but this TUMD whif is much less colorful, even with the many red markings and stencils, which blend into the grey with little contrast. This is not a spectacular model/whif, but I like the unusual dark livery on the Kfir. And it certainly is not the last whiffy Kfir I will build, there are already ideas for more…

Languishing at the back of the Depot is Ballina Based Leyland Leopard E8(CZA668).

Converted into a Ambulance Configuration These vehicles were used to bring disabled pilgrims from the railway station at Claremorris to the shrine at Knock. After some years out of use E8 was brought to Dromod for preservation in September 1994.

Company/Owner: Pangasinan Five Star Bus Company, Inc.

Fleet/Bus Number: 3556

Classification: Air-conditioned Provincial Bus

Coachbuilder: (Suzhou) Higer Bus Company, Ltd.

Body Model: Higer KLQ6127LA Tourist

Engine Model: Yuchai YC6L330-42 (L62SA)

Chassis Model: Higer KLQ6127 Monocoque/Unibody chassis (LKLR1LSK1**)

Transmission: 6-speed Manual Transmission

Suspension: Air Suspension

Seating Configuration: 2×2

Seating Capacity: 49

Franchise route: unknown

Route: Pasay City [PSY]–San Carlos City, Pangasinan [SCS, PN] via E2 (Skyway Stage 3); N215 (Dau Access Road); E1 (NLEX–SLEX Connector-España; NLEX-Balintawak–NLEX-Dau–SCTEX-Tarlac City – TPLEX-Tarlac–TPLEX-Pura/Gerona) / Gerona–Pura Road; N2 (MacArthur Highway) / N212 (Carmen–Alcala Road and Alcala–Bayambang Road) / N242 (Camiling–Malasiqui–Santa Barbara Road) / N211 (Villasis–Malasiqui Road, Malasiqui–San Carlos Road)

Municipalities/cities passing: Singat (Pura)/Gerona/Paniqui/Moncada/San Manuel/Carmen (Rosales) [CEN]/Santo Tomas/Alcala/Bautista/Bayambang [BMB]/Malasiqui

Type of Operation: Provincial Operation Public Utility Bus (Regular Class with USB charging ports)

Area of Operation: Ilocos Region (Region I)

 

Shot location: N215, Brgy. Dau, Mabalacat City, Pampanga

Date and time taken: April 9, 2024 (4:18 pm)

 

Notices:

* Please DON'T GRAB A PHOTO WITHOUT A PERMISSION. If you're going to GRAB IT, please give A CREDIT TO THE OWNER. Also, don't PRINT SCREEN my photos. Do not (re)upload this in any social media platforms (especially in YouTube and TikTok).

** If I have mistakes on the specifications, please comment in a good manner so that I can edit it immediately.

*** The specifications and routes (for provincial, inter-provincial, and city operation) mentioned above are subjected for verification and may be changed without prior notice.

**** The vehicle's registration plate(s), conduction sticker(s), and/or persons (if applicable) were pixelated/blurred to prevent any conflict with the photographer, the bus company and/or to the car owner for their security and/or privacy purposes. So, don't use their plate number, conduction sticker, and vehicle tag as an evidence for any incident. And, I have taken this photo for bus fanatics, bus enthusiasts, and bus lovers purposes.