View allAll Photos Tagged Deflectors
This ship is seen here on a rotational maintenance and launch platform inside a Star Destroyer.
The latest and most powerful of the Imperial TIE Starship range is the new Defender.
Capable of flight in space and atmosphere with Hyperdrive and deflector shileds.
They can be used as a fighter or bomber or both.
Able to fire missiles that detonate over a moderate area means this is a very capable and much feared ship.
Imperial High Command decided that defender pilots would only be selected from TIE interceptor pilots who had flown at least twenty combat missions.
Small plastic Star Wars model, make unknown.
Diorama home made.
Notwithstanding its luxurious equipment - two-tone paintwork, bumpers and side deflectors - this attractive roadster was far less expensive than its European competitors. As from 1924, the make's year of birth, Chrysler was the first to equip its models with hydraulic brakes, supplied by Lockheed. During the first few years they offered a choice of models, but with only one engine version. This was a high compression 3,5 litre 6-cylinder unit with side valves and removable oil filter.
3.528 cc
6 in-line
68 hp
Autoworld
Brussels - Belgium
October 2020
Twin nuclear fission turbine drive. Electrified riot deflector panels. Eight-track cassette, hi-fidelity audio, bucket seats.
Color later...maybe. Had fun just doing this in furious detail. Mechanical pencil with a high contrast pass in Photoshop and some coloration to the linework. I like the pencil dust haze feeling, I think inking it and cleaning it up would look a little to clinical, soulless.
On October 27, 1961, the first of ten Saturn I vehicles successfully launched from Cape Canaveral, Florida. The 162-foot vehicle flew for eight minutes, reached a peak velocity of 3,067 mph, and an altitude of nearly 85 miles before falling into the Atlantic Ocean.
This early configuration, Saturn I Block I, consisted of eight H-1 engines, an S-I stage, and the dummy second stage (S-IV).
And/or:
The Marshall Space Flight Center's first Saturn I vehicle, SA-1, lifts off from Cape Canaveral, Florida, on October 27, 1961. This early configuration, Saturn I Block I, 162 feet tall and weighing 460 tons, consisted of the eight H-1 engines S-I stage and the dummy second stage (S-IV stage).
And/or:
Paraphrasing the NASA description for the oft-published photo (S-62-05105), taken a few moments after this: "The first test flight of the mighty Saturn space vehicle. SA-1 completed a text book ballistic flight to kick off the Saturn Apollo program. Launched from Pad 34 at 10:06 a.m. on 27 October 1961."
Excellent reading at:
www.hq.nasa.gov/office/pao/History/SP-4204/ch3-6.html
Thick & heavy "A KODAK PAPER/EKC" grade photographic paper, despite the lack of a watermark.
“The first rocket to arrive at the National Aeronautics and Space Administration’s Mississippi Test Facility in Hancock County, Mississippi is shown here being placed in a 200-foot tall static test tower where it is now being readied for development testing early next year. Called S-II-T, the one-million-pound thrust liquid hydrogen rocket is 81 feet long and 33 feet in diameter. It nearly duplicates flight versions of the S-II (second stage of the Saturn V space vehicle) which will be later tested at MTF.”
"Saturn Illustrated Chronology - Part 6" extracts:
"S-II-T arriving at S-II-A2 stand at MTF":
history.nasa.gov/MHR-5/Images/fig261.jpg
"The S-II-T, first "live" launch vehicle stage at MTF, arrived October 17 for start of stage all-systems testing. S&ID personnel at MTF placed S-II-T into test stand A-2 on October 19."
At:
history.nasa.gov/MHR-5/part-6.htm
See also:
www.nasa.gov/centers/stennis/images/content/227799main_CL...
history.nasa.gov/MHR-5/Images/fig262.jpg
S-II-T was destroyed in an explosion while being tested May 28, 1966.
Specifically, per “Saturn Illustrated Chronology - Part 7 - January 1966 through December 1966”:
“A static test version of the Saturn V second stage S-II-T ruptured during pressure tests at MTF on May 28, and five North American Aviation technicians monitoring the test received minor injuries. The accident occurred when the hydrogen fuel tank failed under pressure. S-II-T, which had five hydrogen-oxygen J-2 engines capable of generating one million pounds of thrust, had been tested May 25 in ground firing but stopped firing after 195 seconds when a hydrogen link leak caused automatic cutoff. At time of the explosion, technicians were trying to determine cause for the hydrogen leak. No hydrogen was in the tank when the explosion occurred. Under the direction of MSFC, a Board of Inquiry headed by Dr. Kurt H. Debus, Director of Kennedy Space Center, convened on the night of May 28. Immediate investigation revealed that the second shift crew, not knowing that the liquid hydrogen pressure sensors and switches had been disconnected, had attempted to pressurize the tank. Believing that a liquid hydrogen vent valve was leaking, the technicians closed the facility by blocking valves. This had caused the vehicle tank to become over-pressurized and burst.304
On May 30 the board released its findings after two days of inquiry. The fuel tank of the S-II stage had been pressurized beyond design limits. There was a need for tighter controls over MTF test procedure.”
Bernice In B/W
Hans van Eijsden Photography, The Netherlands
Lens: Canon EF 85mm f/1.2L II USM on full frame.
Light: Simple setup with one Elinchrom ELB 400 + Action Head through a Deep Octa with silver deflector and inner diffuser from the front-side, light from the back is ambient light. I lowered the power with the Elinchrom Skyport HS trigger, so I could open the lens almost completely.
Postprocessing: Some local adjustment curves, BW conversion, grain.
Portfolio: www.hansvaneijsden.com
Facebook Page: www.facebook.com/hansvaneijsdenphotography
Vought-Sikorsky Aircraft Division's OS2U Kingfisher was the U. S. Navy's primary ship-based, scout and observation airplane during World War II. Rex Beisel, a design engineer at Vought-Sikorsky Aircraft Company, crafted the OS2U in 1937. Beisel also designed the Vought F4U Corsair fighter (see NASM collection). Beisel's Navy scout was a two-seat monoplane that employed revolutionary spot welding construction to create a smooth, non-buckling fuselage structure. He also used old technology to save weight and increase performance when he covered the wings with fabric aft of the main spar. The Kingfisher handled well in slow flight, thanks to several innovative control features. In addition to the deflector plate flaps that hung from the trailing edge of the wing, the ailerons also drooped at low airspeeds to function much like extra flaps. Beisel also incorporated spoilers to supplement aileron control at low speeds.
The Kingfisher could carry a respectable load. For antisubmarine work, ordnance men could suspend two 45 kg (100 lb) bombs or two 146 kg (325 lb) depth charges. A fixed .30 caliber machine gun was mounted in front of the pilot to fire forward. A gunner seated several feet behind the pilot fired another .30 caliber machine gun on a flexible mount.
The Navy contracted for the prototype XOS2U-1 on March 22, 1937, and this airplane first flew in July 1938, equipped with an air-cooled Pratt & Whitney R-985-4 Wasp Junior radial engine. The first production Kingfisher, the OS2U-1, was delivered early in 1940 and assigned to the battleship "USS Colorado." Fifty-four OS2U-1s soon followed. By early 1941, Vought had built 159 OS2U-2s and the Navy had stationed these airplanes at Naval Air Stations in Pensacola, Florida, Pearl Harbor, Hawaii, and Alameda, California. The next version, the OS2U-3, was fitted with a Pratt & Whitney R-985-AN-2 or -8 engine. This aircraft had more fuel capacity in self-sealing fuel tanks and armor protection for the crew. This was the last production model and Vought built more of them than any other variant. The Naval Aircraft Factory outside Philadelphia, Pennsylvania, also manufactured the Kingfisher under the designation OS2N-1. All production ended in 1942.
Under the Lend-Lease program, the United States sent many Kingfishers to Great Britain where they served in the Royal Navy as the Kingfisher I. Other countries received Kingfishers both during and after the war including Australia, the Soviet Union, Uruguay, Chile, Mexico, the Dominican Republic and Cuba.
The Kingfisher could perform a variety of tasks - training, scouting, bombing, tactical and utility missions such as towing aerial gunnery targets and chasing practice torpedoes, and even anti-submarine warfare in the Atlantic Ocean. Most OS2Us operated in the Pacific Theater where Kingfisher pilots rescued many downed airmen.
In 1942, a Navy pilot flying a Kingfisher rescued America's World War I ace, Capt. Eddie Rickenbacker, and the crew of a B-17D Flying Fortress (see NASM collection) forced to ditch in the Pacific. With Rickenbacker and two other passengers, the bomber and its five-man crew had left Hickam Field, Hawaii, bound for Canton Island in the Phoenix Islands group, 2,898 km (1,800 miles) southwest of Hawaii. The Flying Fortress wandered off course and the crew got lost. When the aircraft eventually ran out of fuel and ditched, the eight survivors put to sea aboard three life rafts. Several weeks passed without food or water. By chance, a Kingfisher crewed by Lt. Willam F. Eadie, pilot, and L.H. Boutte, radioman, spotted the raft carrying Rickenbacker and two other crewmen. Eadie strapped the sickest man into the gunner's seat, and then he lashed Rickenbacker and another man to each wing. A Kingfisher could never take off with such a load, so Eadie began to taxi toward his base on Funafuti Island, about 64.4 km (40 miles) distant. Soon a Navy Patrol Torpedo boat met the airplane and the other five men were soon rescued. Only one of the eight failed to recover from the long ordeal.
The U.S. Navy accepted the museum's Kingfisher, OS2U-3 (Bureau of Aeronautics serial number 5909), on March 15, 1942. In April it left Naval Air Station (NAS), New York and arrived at NAS Norfolk. The following month, it was assigned to the recently commissioned battleship "USS Indiana." After the Indiana arrived in the Pacific, Navy pilots flying this OS2U performed a variety of missions including bombing, utility, and administrative chores at many locations. In December 1942, Navy planners assigned the airplane to the Com F Air scouting squadron VS-5-D-14 (later designated VS-55) at White Poppy, a codename for New Caledonia. Following a six-month stay in the fall of 1943 at NAS Alameda, California, for overhaul, and to receive new combat equipment, the aircraft was shipped to Pearl Harbor and rejoined the "Indiana" in March 1944. This Kingfisher had now flown for 957 hours, 300 of them aboard the "Indiana."
On July 4, 1944, "Indiana" was underway near Rota and Guam to support naval air strikes on those two islands. Lt. jg. Rollin M. Batten, Jr., was flying the NASM OS2U-3 when he was vectored to rescue two U. S. airmen shot down over Guam. Accompanying Batten was Lt. jg. Jensen. Ignoring the fire from nearby Japanese gun batteries, Batten picked both men up and returned them to the "Indiana." This rescue earned Batten the Navy Cross. The award citation reads, in part, "With utter disregard for his own safety, he fearlessly brought his plane down within a mile of many shore batteries, and, in the face of an intense barrage directed at him by the enemy guns, proceeded calmly and deliberately to rescue a downed pilot and his crewman who were swimming in the water and also under enemy gunfire. His intelligent and courageous appraisal of the situation was responsible for the successful rescue, after which he took off cross-wind with the additional load, under extremely difficult circumstances."
By August, this Kingfisher was flying in the Carrier Aircraft Service Unit-34, or CASU-34. This was its last Pacific assignment and the Navy shipped it to NAF Alameda aboard the USS "Bougainville" in December 1944. After six months at Alameda, the Navy shipped the floatplane back to NAS Norfolk. It flew very little and underwent a variety of overhauls and inspections before Navy personnel finally processed the airplane for storage in the spring of 1947. A year later, Kingfisher 5909 was earmarked for the National Air Museum (NAM, now NASM, the National Air and Space Museum). It was prepared for "flyaway to NAS Weeksville (Elizabeth City, North Carolina) for storage until such time as called for by the proposed NAM." However, in January 1949, it returned to NAS Norfolk and remained stored there until the summer of 1960.
In October, the Navy transferred the OS2U to the NAM and it was trucked to what is now the Paul E. Garber Facility in Suitland, Maryland. The Museum lent the aircraft to the USS Massachusetts Memorial at Battleship Cove, Massachusetts, in July 1968 and the Kingfisher returned to the Garber Facility in December 1980. A full-up restoration began in November 1983 and was completed in April 1988. Many components were discovered missing and proved difficult to find during the project. Edward Good of St. Petersburg, Florida, donated the main float and beaching gear and Doan Helicopters Inc., of South Daytona Beach, Florida, provided the wing floats.
Copyright held by: Pickering And Inglis, 24-26 Bothwell Street, Glasgow, Lanarkshire G2 6PA
THE ANTICHRIST Unveiled
by Richard Bennett
Richard Bennett, a former Roman Catholic priest, is President and founder of Berean Beacon Ministries which proclaims the Good News of Salvation (the Gospel of Jesus Christ). A ministry of truth, love, and compassion to Roman Catholics, and plain Biblical truth to Evangelicals embracing a false ecumenism.
On October 8th, 2000, Pope John Paul II, under the assumed title of Vicar of Christ, consecrated the world and the new millennium to “Mary Most Holy.”
1 This blasphemous “Act of Entrustment to Mary Most Holy” of that which belongs to God alone is a mockery of the First Commandment.
The Pope’s official and offensive act ought to warn Christians that while the Pope formally claims to be “the true vicar of Christ,”
2 he in fact opposes Christ by false worship. What is equally serious is the title under which he performs.
The True Vicar of Christ is the Holy Spirit. He alone is sent to take the Lord’s place, testifying not to Himself but to Christ. (John 15:26)
The gravity of teaching and purporting to act in this divine role is that it denigrates the divine Person of the Holy Spirit. The Antichrist is also anti Holy Spirit.
With self-assurance, on September 5th 2000, the Church of Rome claimed, “the very fullness of grace and truth [of the Lord Jesus Christ is alone] entrusted to the Catholic Church.”
3 While aping His divine prerogatives, this was explicitly speaking against Christ, the only One who is full of grace and truth. The Scripture declares it necessary to believe on the Lord Jesus Christ alone, from Whom one receives “abundance of grace and of the gift of righteousness.”
4 Over and against Him is the present day decree of Rome, “The Church affirms that for believers the sacraments of the New Covenant are necessary for salvation. `Sacramental grace’ is the grace of the Holy Spirit, given by Christ and proper to each sacrament.”
5 What is not said here is that Rome’s physical sacraments, tightly gripped in the Pontiff’s hand and declared indispensable, are thereby substituted for the Lord of Glory and His Gospel.
Unwaveringly, in the present day, too, Church of Rome has upheld Unum Sanctum, “We declare, say, define, and proclaim to every human creature that they by necessity for salvation are entirely subject to the Roman Pontiff.”
6 Depending on these physical signs instead of direct faith on the Lord Christ Jesus is the deception of the papacy which subtly deflects faith from the person of Christ to signs that are claimed to be powers.
7 Moreover, there are many other events wherein the Pope has officially contradicted the Gospel, as on May 13th of this “Jubilee Year 2000.” There are also historical events wherein is revealed horrendous sin, as the now documented involvement of Pope Pius XII in Hitler’s reign of death.
8 These things ought to make Christians consider carefully if their eyes have seen in the Office of the Papacy the line of men that the Scripture calls the Man of Sin?for the Papacy gives the title of Vicar of Christ to its Pope.
One Lord, One Holy Father
The Church of Rome authoritatively teaches that her Sovereign Pontiff is rightly called “Most Holy,”
9 and “the most holy Roman Pontiff.” This, together with usual titles of “Holy Father”
10 and “Vicar of Christ” is the full sense of the definition of the Antichrist given by the Apostle John. “Who is a liar but he that denieth that Jesus is the Christ? He is antichrist, that denieth the Father and the Son.”
11 The Pope, in assuming these titles to himself, is against the Lord Jesus Christ and the Holy Father in heaven by purporting to possess these very offices. Such haughtiness also blatantly breaks the New Covenant Law of the Christ, “call no man your father upon the earth: for One is your Father, which is in heaven.”
12 Christ Jesus declared, “One is your Master, even Christ; and all ye are brethren”
13 The Pope declares himself “Most Holy,” “Holy Father,” and “the true vicar of Christ.” The Pope’s claim is similar to that recorded in Isaiah 14:
14, “I will be like the Host High.” The Scripture speaks of such a one denying the Father and the Son by assuming the titles of both. In the words of Scripture we proclaim, “Who shall not fear Thee, O Lord, and glorify Thy name? For Thou only art Holy: for all nations shall come and worship before Thee...” 14
The historical origins of the Antichrist
Throughout history, circumstances concerning the coming and character of Christ have corresponded so brilliantly to prophecy that in the past the Lord’s people praised His name for it. Likewise, the Lord’s flock thanked Him for clearly depicting the Antichrist.
The Lord Himself confirmed the understanding that there would be a specific fulfillment in the Antichrist’s role when He stated, “for the ruler of this world is coming.”
15 Similarly Christ Jesus said, “I have come in my Father’s name, and you do not receive me; if another comes in his own name, him you will receive.”
16 John the Beloved, following in the Master’s footsteps, states emphatically, “ye have heard that antichrist shall come...”
17 John confirms that while there were contemporary opponents of Christ (many antichrists), these forces of opposition would eventually center in one entity.
Contrary to flawed popular belief, the popes are not the successors to the Apostle Peter. They are, however, the successors to the Roman Emperor. History shows that the title of “Supreme High Priest” was officially bestowed on the bishop of the church at Rome by the Emperor Justinian in the sixth century
.18 Therefore, the office of “supreme high priest” of the Roman Catholic Church, perpetuated now for nearly 1,500 years, came from an apostate secular source, whereas the Bible proclaims one Supreme High Priest, the Lord Jesus Christ appointed by God. The pagan Emperor Justinian also bestowed on the bishop of the church at Rome the universal oversight of the entire Christian world. That was when the bishop of the church at Rome became known as the Pope, arising as Spiritual Head of the pagan Roman Empire. The authority of this historical fact alone ought to be seen as clearly designating the Antichrist.
The cloud of witnesses from Christian History
From the time of persecution of the Vaudois and the Waldenses, and throughout the long era of the Inquisition, the Lollards, the Bohemians, and the believers of the Reformation understood both the Office of Christ and also its counterfeit, the Antichrist. The zeal and courage of many of these martyrs were based on their conviction that they were withstanding the Antichrist. Today, however, it is “religiously correct” to declare one’s ignorance of the identity of the Antichrist. As the ecumenical movement gains momentum, it is imperative to regain a Biblical understanding of Scriptural prophecy, which has been and still is being played out in time, rather than simply relegating it to some future cataclysmic period.
Bible believers of old recognized the Roman Catholic institution as the Antichrist. This identification was known and spoken of even through the Middle Ages by, among others, Dante Alghieri, John Wycliff, John Huss, and Savonarola; during the Reformation, by Martin Luther, William Tyndale, John Calvin, Thomas Cranmer, Hugh Latimer, Nicholas Ridley, John Bradford, and John Foxe; in the 17th and 18th centuries, by John Bunyan, the translators of the King James Bible, and by the men who published the Westminster and Baptist Confessions of Faith; Sir Isaac Newton, Jonathan Edwards, George Whitefield, John Wesley; and in more recent times, by Charles Spurgeon, Bishop J. C. Ryle and Dr Martyn Lloyd-Jones. All these men and many more knew the precision of Scripture regarding both Christ and the Antichrist. The Written Word has been fulfilled in history, in both Light and darkness.
As a silk glove over the hand, so the events of history clothe the prophecy of the Scripture. Today, it is “religiously correct” to refrain from speaking about the Antichrist, except in some futuristic scenario that cannot be analyzed since has not yet occurred. This is an application of “the tolerance principal” of today that has all but blunted the edge of the accuracy and distinctness of the Biblical sword.
Such tolerance holds that the warnings of Christ and the Apostles John and Paul are not to be seen historically, but rather applied to some future political leader at the end of the last times. While much modern Biblical teaching assumes a future political leader to be the coming Antichrist, the Biblical Antichrist is first apostate, and then political only from his apostate seat of power. This perfectly describes every Roman Catholic Pope in his Pontifical office.
This paper deals particularly with II Thessalonians 2:3-12, one of the many texts that unveils the Antichrist and serves as an introduction to the other texts.
The Man of Sin Appears
The Apostle clearly states, “Let no man deceive you by any means: for that day shall not come, except there come a falling away first, and that man of sin be revealed, the son of perdition.” (v. 3) The Man of Sin would appear as the outworking of the “falling away,” or “apostasia” (“apostasy” in English). Clearly, there was to be a large-scale apostasy that would lead to the emergence of the Man of Sin.
Apostasy can only take place in the professing church of God, since there must be something from which to fall away. The embryo of the iniquity that would lead to this apostasy and the revealing of the Man of Sin was already at work in the Apostle’s day—thus he says, “For the mystery of iniquity doth already work.” (v. 7)
The Scriptures elsewhere speak of the “mystery of godliness”, “great is the mystery of godliness: God was manifest in the flesh....” (1 Timothy 3:16) By contrast, in verse 7 the exact opposite is spoken of, “the mystery of iniquity,” that is, the disclosure of the Man of Sin, the Son of Perdition.
The “mystery of iniquity” was soon to show itself visibly in the form of the Man of Sin. The outcome of this apostasy would be “all deceivableness of unrighteousness.”
Such apostasy was to be marked, not by open hostility, but by hypocrisy and deceit, which to the world appears righteous and holy. Apostasy by definition is duplicity and falseness, a withdrawal and defection from the Gospel and true godliness.
The “who” and the “what” that held back the Man of Sin (vv. 3, 6, & 7)
There was something withholding or hindering the appearance of Man of Sin, a constraint, keeping back his emergence. Notice this constraint is a thing, “what,” in verse 6 and a person, “he,” in verse 7.
The Apostle’s unusual reserve to spell out the identity of this constraint is to be noticed, although he clearly realized that the Thessalonians would understand when he said, “now ye know what withholdeth.” Of great importance is the historical background to the second letter to the Thessalonians which is outlined in Acts 17:1-10. There the events that took place when Paul was at Thessalonica previous to this letter are explained.
At that time, the Jews brought a political charge against Paul and Silas, “these all do contrary to the decrees of Caesar, saying that there is another king, one Jesus.” This was not a religious charge, but one against “Caesar,” that is, the Roman Empire. All of that had been clear to the Apostle and to the Thessalonians.
Had the Apostle written that the constraint was the Roman Empire, it would have appeared that he was supporting political revolt. The “what” of verse 6 and the “he” of verse 7 made it abundantly clear to the Thessalonians that he was speaking of the Roman Empire and its Emperor, respectively.
The Roman Empire and Emperor providentially impeded the appearance of the Man of Sin for a time.
To know the time, therefore, at which the Man of Sin will appear, the whole passage (from verse 1 through 12) must be taken in context.
The Man of Sin is set forth, appears at the removal of him “who is now holding back” (v.7). In the previous verse, Paul reminds the believers “now you know what holds him back.” What was it that the believers then knew? They knew that the Roman Empire kept all and everyone in check. In the Thessalonian mind, Rome, and only Rome, restrained. (That early believers like Tertullian and Jerome had such convictions is documented.)19 The course of history precisely fulfilled what was stated in Scripture.
First, the Emperor Constantine removed the seat of the empire to Constantinople. This removal gave all the opportunity that could be desired for the growth of the power-seeking Roman bishops. Internal corruption and external pressures destroyed the Empire. It was only after the break-up of the Roman Empire that the Papacy gained ascendancy over the civil powers, and the Man of Sin became more apparent.
When the Roman Papacy acquired the dominion that the Empire had had for centuries, which was rule in both the civil and religious spheres, then the Antichrist was seen and recognised by the Vaudois and others. In all history it is hard to find a series of events corresponding more accurately with a prophetic statement than this.
The place where the Man of Sin appears
The Apostle states unmistakably the place where the Man of Sin would become visible “Who opposeth and exalteth himself above all that is called God, or that is worshipped; so that he as God sitteth in the temple of God, showing himself that he is God” (v. 4) He would appear in the “temple of God.”
The word “temple” is constantly used by the Apostle to describe the people of God themselves. For example, “If any man defile the temple of God, him shall God destroy; for the temple of God is holy, which temple ye are.”20 This testifies that the Man of Sin would emanate from among the people of God as a result of the falling away, i.e. the apostasy, outlined in the preceding verse.
Presenting himself as God
The authority and truth of the Lord’s Written Word is of such importance that Scripture declares, “thou hast magnified thy word above all thy name.” (Ps 138:2) The Lord Jesus Christ said, “the Scripture cannot be broken,” speaking of the absolute character of God’s Written Word that He has magnified above His name. While many are unaware of it, the substance of II Thess. 2:4 is both the official claim and practice of the Papacy.
This is documented in primary Roman Catholic sources. Verse 4 in the Scripture teaches, “...he as God sitteth in the temple of God, shewing himself that he is God.” Consistently in Roman Catholic teaching and practice, the Pope is called “His Holiness.”
Such a title applies solely to God. God is the only Being whose very nature is holy.21 Concerning the Pope’s assumed title, “His Holiness,” the Roman Catholic Church claims the following divine attributes:
“The Supreme Pontiff, in virtue of his office, possesses infallible teaching authority when, as supreme pastor and teacher of all the faithful...he proclaims with a definitive act that a doctrine of faith or morals is to be held as such.”22
In the papal claim to “infallible teaching authority,” it is this very quality of God’s infallibility that is at stake. Thus Rome’s official claim exalts the Pope “above all that is called God.”23
Likewise, the earned righteousness of Christ Jesus after the Resurrection gave Him “All power... in heaven and in earth.” (Matt 28:18) The papal claim is officially expressed thus, “The Pope enjoys, by divine institution, ‘supreme, full, immediate, and universal power in the care of souls.’”24 In this assertion to a power given to the Lord Christ Jesus alone, the Pope again exalts himself “above all that is called God”.
How many extra marital affairs make it common sense to cry adultery?
How much official blasphemy is needed for the one who calls himself “His Holiness” to be identified correctly as the “Man of Sin?”
Extravagantly, apparently without trembling, the Roman Catholic Office of the Papacy in itself fulfills the Thessalonians text and the definition of “Antichrist.”
It is important to note that the Greek word for antichrist in the Bible means not simply against Christ, but more significantly, substituting for Him.
That the Papacy in a real sense has been living out this two-fold meaning of the Greek word, one who is against the Lord Jesus Christ by presuming to take His place, is seen in its attempt to usurp His power and position as Prophet, Priest, and King. Full and supreme power belongs solely to the God-man Christ Jesus, Who acts freely on each one in His church.
This is evidenced in Ephesians 1:22-23, “And hath put all things under his feet, and gave him to be the head over all things to the church, which is his body, the fullness of him that filleth all in all.”
The Roman Catholic Church purports to take for itself His Divine position, according to her official teaching, “For the Roman Pontiff, by reason of his office as Vicar of Christ, namely, and as pastor of the entire Church, has full, supreme and universal power over the whole Church, a power which he can always exercise unhindered.”
25 He is the worst and greatest enemy of Christ, who under the pretense of service to Christ presumes to undermine His unique offices by covertly usurping His position and power.
The wickedness within the Roman Catholic system has reached such horrendous proportions that it is difficult to keep up with the documented evidence.26 While conviction regarding the nature of this apostate church comes from God’s Word, present day evils show the mystery of iniquity at work.
Capitulation of mind and will
Rome’s law demands submission of mind and will to the one “shewing himself that he is God.”
The official law of the Roman Catholic Church, enunciates the necessity of submitting one’s highest faculties, that of mind and will, not to God Himself, but to the Roman Pontiff.
“A religious respect of intellect and will, even if not the assent of faith, is to be paid to the teaching which the Supreme Pontiff or the college of bishops enunciate on faith or morals when they exercise the authentic magisterium even if they do not intend to proclaim it with a definitive act; therefore the Christian faithful are to take care to avoid whatever is not in harmony with that teaching.”
27 Not only does Rome demand this, but also in Canon 1371 she decrees that the consequence for not obeying is punishment with a “just penalty”.
28 To presume to take the place of Christ Himself as Prophet, Priest, and King, and to presume to act as in His person is clearly tantamount to “sit[ting] as God in the temple of God, setting himself forth, that he is God.” Yet this is exactly the documented claim of Papal Rome. The teaching given in Rome’s Code of Canon Law puts teeth into its claim by exacting submission and promising punition for those who fail to obey.
The purpose and intent of Man of Sin
The Apostle Paul appears to use deliberately the terms that generally refer to Christ, “revealed,” “coming,” and “mystery,” to describe the performance of the Man of Sin.
This indicates that Satan’s design is to replace Christ with his own man. The stated objective is given in verse 4, “Who opposeth and exalteth himself above all that is called God, or that is worshipped; so that he as God sitteth in the temple of God, showing himself that he is God.” This, as has here been documented, is the claim and the law of Papal Rome.
Verse 9 depicts how the aim of Satan is to be carried out, “Even him, whose coming is after the working of Satan with all power and signs and lying wonders.” The Man of Sin was to come with all power and signs and lying wonders, “in all deceivableness of unrighteousness.”
29 Just as the Lord wrought miracles through the Apostles to confirm their position, so Satan would work with Antichrist, endorsing his alleged position with false miracles designed to overthrow the Gospel.
The Man of Sin is both an attempted personification of Christ and a contrast to Him. He attempts to occupy His position, but is totally unlike Him, and in opposition to Him. He has usurped His place and His prerogatives, and far from truly representing Him, he represents His greatest enemy.
As Christ acts for God, so the Man of Sin acts for Satan, who indeed uses him for this very purpose, so the text states that the Man of Sin’s coming is “after the working of Satan.”
The purpose and intent of the Man of Sin is given also in the second name, “son of perdition.” The reference is to Judas, who pretended to be a disciple of Christ even as he betrayed the Son of Man with a sign of love and loyalty.
The Son of Perdition is a secret enemy while a seeming friend, a well-known confidant, yet a fatal foe who betrays with a kiss even while he says he serves the Lord and master. He is a Judas whose coming was to be “after the working of Satan,” with “lying wonders.” Those under him are under the influence of “strong delusion.” For their own part, they had “not received the love of the truth,” but rather took “pleasure in unrighteousness.”
In a denial of the Gospel of Christ, on May 13th, 2000, the present Pope, John Paul II, endorsed the identity and origin of the vision of Mary of Fatima—a “lying wonder.” He proclaimed,
“According to the divine plan, `a woman clothed with the sun’ (Rev. 12:1) came down from heaven to this earth to visit the privileged children....
She asks them to offer themselves as victims of reparation, saying that she was ready to lead them safely to God. And behold, they see a light shining from her maternal hands which penetrates them inwardly, so that they feel immersed in God...”30
The final end of the Man of Sin
“And then shall that Wicked be revealed, whom the Lord shall consume with the spirit of his mouth, and shall destroy with the brightness of his coming.” (v 8) Verse 8 tells of the end of the Wicked one. He, who would be revealed when the power of imperial Rome was removed, will continue until the breath of Christ’s mouth and the brightness of His coming destroy him. This is a clear reference to the Second Coming.
The Lord in this verse has foretold the destruction of the Man of Sin’s reign: the Word of the Lord will reduce it to nothing. He will be completely and in every respect destroyed on the final day.
In the meantime, the victory of the Gospel is also seen in this verse. The Apostle was repeating the truth of the Lord spoken of in Isaiah 11:4, “But with righteousness shall he judge the poor, and reprove with equity for the meek of the earth: and he shall smite the earth with the rod of his mouth and with the breath of his lips shall he slay the wicked.”
The Lord’s power has always been greatest in the day of utmost need, when He comes to the aid of those destitute and poor in spirit. The character of God in His gracious Gospel is “the spirit of his mouth.” All through history this verse has been understood and lived out in this sense.
The Gospel is “the power of God unto salvation to every one that believeth.”31 Repeatedly throughout history the “Gospel of grace” has conquered the Man of Sin. The Vaudois, the Waldenses, the men of the Reformation, and all genuine revivals have seen the Lord smite with the rod of His mouth and with the breath of His lips.
His power is seen when His graciousness is boldly proclaimed, every individual who is saved “being justified freely by his grace through the redemption that is in Christ Jesus.”32
Conclusion
None but God could have delineated beforehand the “mystery of iniquity,” which is clearly the Office of the Papacy of the Roman Catholic Church. Man could never have anticipated all this; only God foretells it. That a power claiming to act for God, to be “as God”, in the midst of the Christian Church, flouting His truth and mocking His own Holiness, defies imagination.
Corruption, fraud, and false pretenses have ruled the world for ages from the very same seven-hilled city where the pagan Roman Empire once ruled by military force, and they are such that were they not clearly described by the Lord’s Word, and seen in past and recent history, they could never have been expected by man. The prophetic portrayal of the wickedness of the system built around the Antichrist is a demonstration of the divine inspiration of the Bible and the power and authority of our Lord God.
To reject the clear testimony of God’s Written Word on the fundamental office of the Antichrist, and to prefer a doctrine that can neither be verified by the text itself nor tested in time is a serious matter.
It obscures the wisdom of Divine prophecy and denies the true character of the days in which we live. While futurism asserts the nearness of the Second Advent of Christ, it destroys the historical timeframe of His opposer, the Antichrist, which is essential to correctly understanding this fulfillment of prophecy.
The historic playing-out of those predictions concerning the apostasy is an essential element of what the Lord foretold in His Word.
Just as the Lord explained regarding Himself, “all things must be fulfilled, which were written in the law of Moses, and in the prophets, and in the psalms, concerning me.”
Likewise, the substance of what was written concerning the office of the one who opposes Him has been fulfilled. With the Vaudois, the Waldenses, Lollards, and the Bohemians, through the Inquisition and the Reformation, the truth of the Gospel and the Prophetic Word lifted nations from the depths of superstition and despotism to Biblical freedom and economic growth.33
Much futurist teaching has been the work of sincere and dedicated men of God; nonetheless, by failing to expose the presence of Antichrist in our midst, the nations are being lured effectively into slavery once again. In the face of such failure, it is imperative to know as believers of old knew the presence of the True Seed, Christ Jesus, with them in spirit and in truth.
The historic interpretation has been embodied in the most solemn confessions of the Biblical world.34 It forms a leading part in the testimony of martyrs and reformers. Like the prophets of old, these holy men bore a twofold testimony, a testimony for the truth of God, and a testimony against the Apostasy of those professing to be Christian.
Their testimony was that Papal Rome is the Babylon of prophecy, “that great city, which reigneth over the kings of the earth,”35 and that its head, the Roman pontiff, is the predicted “Man of Sin,” or Antichrist.
Notes
“The culminating moment of the Jubilee of Bishops was the Mass concelebrated by the Pope and Bishops in St Peter’s Square on Sunday morning, 8 October.
Tens of thousands of the faithful gathered for the sacred liturgy, which concluded with the Act of Entrustment to Mary Most Holy.” L’Osservatore Romano Weekly edition in English 11 October 2000.htm
Henry Denzinger, “Unam Sanctum”, Nov. 18, 1302, The Source of Catholic Dogma, Tr. By Roy J. Deferrari, 30th ed. of Enchiridion Symbolorum, rev. by Karl Rahner, S. J. (St. Louis, MO: B. Herder Book Co., 1957) #694. See also Catechism of the Catholic Church (San Francisco: Ignatius Press, 1994) #882 & #936.
Dominus Iesus, Section 16 www.vatican.va/roman_curia/congregations/ cfaith/documents/rc_con_cfaith_doc_20000806_dominus-iesus_en.html
Romans 5:17.
Catechism, #1129. Bolding in any quotation indicates emphasis added in this paper.
Denzinger, #469.
Catechism, #1116 states, “Sacraments are ‘powers that come forth’ from the Body of Christ [i.e., The Roman Catholic Church] which is ever living and life-giving....”
John Cornwell, Hitler’s Pope: The Secret History of Pius XII (New York, NY 10014: Viking, 1999).
Denzinger, #649.
The Catholic Encyclopedia, Robert Broderick, ed. (Nashville, TN: Thos. Nelson Inc., 1976) p. 217.
1 John 2:22.
Matthew 23:9.
Matthew 23:8.
Revelation 15: 4.
John 14:30.
John 5:43.
I John 2:18. The Greek text says that the antichrist shall come.
LeRoy Edwin Froom, The Prophetic Faith of Our Fathers, 4 vols. (Washington DC: Review and Herald Publishing Assn., 1978) Vol I, pp. 511-517.
Froom, Vol. I, pp. 257-258, pp. 443-444.
I Corinthians 3:17; cf Ephesians 2:21, II Corinthians 6:16.
Revelation 15: 4 , 1 Samuel 2:2.
Code of Canon Law, Latin-Eng. ed. (Washington, DC: Canon Law Society of America, 1983) Can. 749, Sect. 1. All canons are taken from this source unless otherwise stated.
The Greek word for “above” can mean “in a place of” or “as much as”. It seems to be this meaning that applies the text rather than superior to God, cf. Strong’s Hebrew-Greek Dictionary, # 1909.
Catechism, # 937.
Catechism, #882.
www.iconbusters.com/iconbusters/lechery/current-lechery1.htm That source links also to Roman Catholic sources that further show the mystery of iniquity at work.
Canon 752.
Canon 1371, Para. 1 “The following are to be punished with a just penalty: 1 a person who, apart from the case mentioned in canon 1364, 1, teaches a doctrine condemned by the Roman Pontiff, or by an Ecumenical Council, or obstinately rejects the teachings mentioned in canon 750, [Para.] 2 or in canon 752 and, when warned by the Apostolic See or by the Ordinary, does not retract;”
See Quite Contrary: A Biblical Reconsideration of the Apparitions of Mary by Timothy F. Kauffman (Huntsville, AL 35804: White Horse Publications, 1993). See also Graven Bread: The Papacy, the Apparitions of Mary, and the Worship of the Bread of the Altar by same author.
www.vatican.va/holy_father/john_p.../hf_jp-ii_hom_2000051... 6/1/00. See on our web page our critique of the same in Fatima: JP II, RCC Contradict Gospel: Where Do Evangelical ECT Signatories Now Stand?
Romans 1:16.
Romans 3:24.
John W. Robbins, Ecclesiastical Megalomania: The Economic and Political Thought of the Roman Catholic Church, (ISBN 0-940931-52-4; USA: The Trinity Foundation, 1999) pp. 13-24.
See The Westminster Confession of Faith, 1646; The Baptist Confession of Faith, 1689; The Philadelphia Confession of Faith, Adopted by The Baptist Association, 1742; and others.
Revelation 17:18
www.biblebelievers.com/bennett/bennett_antichrist-unveil....
Sadly there's not much of a story this time.
There's a walking path near my house and its been such a long time I was planning this shot. As it it winter time here and pretty cold lately, I haven't got any chances.
Last night I was pretty bored and I decided to walk a little and took my camera with me. It was pretty cold but I was well prepared. After strolling around for some time I come across with this guy and asked whether he would like to be model for a shot that I was planning for such a long time. He agreed and I started working.
The path is usually pretty dark for a hand held photo but there are street lights and by using the deflector it is possible to lit the face of the subject. The background, a well lit mosque, provides the background color.
Sadly it was raining and I had to rush it and my portrait is a little soft. But I had the location tested and I am looking forward to my next stranger to photograph at the same spot. I love my ninfty fifty and enjoy using this lens. I need to fosuc on my DOF and should have used a little wider aperture, with a higher ISO.
Anıl is a young guy who is working in the aviation industry. As aviation is one of my hobbies we got on well right away. He is working as dispatcher and as he has a new Nikon, we talked about visiting the airport for some spotting.
Any comments are wellcome, as usual.
This picture is #24 in my 100 strangers project. Find out more about the project and see pictures taken by other photographers at the 100 Strangers Flickr Group page
Skis :Move:
Sonic Deflector :Defense:
Precision Rifle :Direct:
Helmet :Spotting:
Exploration satellite :SSR:
The Postcard
A postally unused carte postale that was published by C. M. of Paris. The card has a divided back.
Medieval craftsmen must have realised when they were carefully carving the chimères that few people would ever get close enough to them to appreciate their skill and artistry.
The Notre-Dame Fire
On the 15th. April 2019, fire broke out in the attic beneath the cathedral's roof at 18:18. At 18:20 the fire alarm sounded and guards evacuated the cathedral. A guard was sent to investigate, but to the wrong location – the attic of the adjoining sacristy – where he found no fire. About fifteen minutes later the error was discovered, but by the time guards had climbed the three hundred steps to the cathedral attic the fire was well advanced.
The alarm system was not designed to automatically notify the fire brigade, which was summoned at 18:51 after the guards had returned. Firefighters arrived within ten minutes.
Fighting the Notre-Dame Fire
More than 400 firefighters were engaged. A hundred government employees along with police and municipal workers moved precious artefacts to safety via a human chain.
The fire was primarily fought from inside the structure, which was more dangerous for personnel, but reduced potential damage to the cathedral - applying water from outside risked deflecting flames and hot gases (at temperatures up to 800 °C) inwards. Deluge guns were used at lower-than-usual pressures to minimise damage to the cathedral and its contents. Water was supplied by pump-boat from the Seine.
Aerial firefighting was not used because water dropped from heights could have caused structural damage, and heated stone can crack if suddenly cooled. Helicopters were also not used because of dangerous updrafts, but drones were used for visual and thermal imaging, and robots for visual imaging and directing water streams. Molten lead falling from the roof posed a special hazard for firefighters.
By 18:52, smoke was visible from the outside; flames appeared within the next ten minutes. The spire of the cathedral collapsed at 19:50, creating a draft that slammed all the doors and sent a fireball through the attic. Firefighters then retreated from within the attic.
Shortly before the spire fell, the fire had spread to the wooden framework inside the north tower, which supported eight very large bells. Had the bells fallen, it was thought that the damage done as they fell could have collapsed the towers, and with them the entire cathedral.
At 20:30, firefighters abandoned attempts to extinguish the roof and concentrated on saving the towers, fighting from within and between the towers. By 21:45 the fire was under control.
Adjacent apartment buildings were evacuated due to concern about possible collapse, but on the 19th. April the fire brigade ruled out that risk. One firefighter and two police officers were injured.
Damage to Notre-Dame
Most of the wood/metal roof and the spire of the cathedral was destroyed, with about one third of the roof remaining. The remnants of the roof and spire fell atop the stone vault underneath, which forms the ceiling of the cathedral's interior. Some sections of this vaulting collapsed in turn, allowing debris from the burning roof to fall to the marble floor below, but most sections remained intact due to the use of rib vaulting, greatly reducing damage to the cathedral's interior and objects within.
The cathedral contained a large number of artworks, religious relics, and other irreplaceable treasures, including a crown of thorns said to be the one Jesus wore at his crucifixion. Other items were a purported piece of the cross on which Jesus was crucified, the Tunic of St. Louis, a pipe organ by Aristide Cavaillé-Coll, and the 14th.-century Virgin of Paris statue.
Some artwork had been removed in preparation for the renovations, and most of the cathedral's sacred relics were held in the adjoining sacristy, which the fire did not reach; all the cathedral's relics survived. Many valuables that were not removed also survived.
Lead joints in some of the 19th.-century stained-glass windows melted, but the three major rose windows, dating back to the 13th. century, were undamaged. Several pews were destroyed, and the vaulted arches were blackened by smoke, though the cathedral's main cross and altar survived, along with the statues surrounding it.
Some paintings, apparently only smoke-damaged, are expected to be transported to the Louvre for restoration. The rooster-shaped reliquary atop the spire was found damaged but intact among the debris. The three pipe organs were not significantly damaged. The largest of the cathedral's bells, the bourdon, was also not damaged. The liturgical treasury of the cathedral and the "Grands Mays" paintings were moved to safety.
Environmental Damage
Airparif said that winds rapidly dispersed the smoke, carrying it away aloft along the Seine corridor. It did not find elevated levels of particulate air pollution at monitoring stations nearby. The Paris police stated that there was no danger from breathing the air around the fire.
The burned-down roof had been covered with over 400 metric tons of lead. Settling dust substantially raised surface lead levels in some places nearby, notably the cordoned-off area and places left open during the fire. Wet cleaning for surfaces and blood tests for children and pregnant women were recommended in the immediate area.
People working on the cathedral after the fire did not initially take the lead precautions required for their own protection; materials leaving the site were decontaminated, but some clothing was not, and some precautions were not correctly followed; as a result, the worksite failed some inspections and was temporarily shut down.
There was also more widespread contamination; testing, clean-up, and public health advisories were delayed for months, and the neighbourhood was not decontaminated for four months, prompting widespread criticism.
Reactions to the Notre-Dame Fire
President of France Emmanuel Macron, postponing a speech to address the Yellow Vests Movement planned for that evening, went to Notre-Dame and gave a brief address there. Numerous world religious and government leaders extended condolences.
Through the night of the fire and into the next day, people gathered along the Seine to hold vigils, sing and pray.
White tarpaulins over metal beams were quickly rigged to protect the interior from the elements. Nettings protect the de-stabilised exterior.
The following Sunday at Saint-Eustache Church, the Archbishop of Paris, Michel Aupetit, honoured the firefighters with the presentation of a book of scriptures saved from the fire.
Investigation Into The Notre-Dame Fire
On the 16th. April, the Paris prosecutor said that there was no evidence of a deliberate act.
The fire has been compared to the similar 1992 Windsor Castle fire and the Uppark fire, among others, and has raised old questions about the safety of similar structures and the techniques used to restore them. Renovation works increase the risk of fire, and a police source reported that they are looking into whether such work had caused this incident.
The renovations presented a fire risk from sparks, short-circuits, and heat from welding (roof repairs involved cutting, and welding lead sheets resting on timber). Normally, no electrical installations were allowed in the roof space due to the extreme fire risk.
The roof framing was of very dry timber, often powdery with age. After the fire, the architect responsible for fire safety at the cathedral acknowledged that the rate at which fire might spread had been underestimated, and experts said it was well known that a fire in the roof would be almost impossible to control.
Of the firms working on the restoration, a Europe Echafaudage team was the only one working there on the day of the fire; the company said no soldering or welding was underway before the fire. The scaffolding was receiving electrical supply for temporary elevators and lighting.
The roofers, Le Bras Frères, said it had followed procedure, and that none of its personnel were on site when the fire broke out. Time-lapse images taken by a camera installed by them showed smoke first rising from the base of the spire.
On the 25th. April, the structure was considered safe enough for investigators to enter. They unofficially stated that they were considering theories involving malfunction of electric bell-ringing apparatus, and cigarette ends discovered on the renovation scaffolding.
Le Bras Frères confirmed its workers had smoked cigarettes, contrary to regulations, but denied that a cigarette butt could have started the fire. The Paris prosecutor's office announced on the 26th. June that no evidence had been found to suggest a criminal motive.
The security employee monitoring the alarm system was new on the job, and was on a second eight-hour shift that day because his relief had not arrived. Additionally, the fire security system used confusing terminology in its referencing parts of the cathedral, which contributed to the initial confusion as to the location of the fire.
As of September, five months after the fire, investigators thought the cause of the fire was more likely an electrical fault than a cigarette. Determining the exact place in which the fire started was expected to take a great deal more time and work. By the 15th. April 2020, investigators stated:
"We believe the fire to have been
started by either a cigarette or a
short circuit in the electrical system".
Reconstruction of Notre-Dame Cathedral
On the night of the fire Macron said that the cathedral, which is owned by the state, would be rebuilt, and launched an international fundraising campaign. France's cathedrals have been owned by the state since 1905, and are not privately insured.
The heritage conservation organisation Fondation du Patrimoine estimated the damage in the hundreds of millions of euros, but losses from the fire are not expected to substantially impact the private insurance industry.
European art insurers stated that the cost would be similar to ongoing renovations at the Palace of Westminster in London, which currently is estimated to be around €7 billion.
This cost does not include damage to any of the artwork or artefacts within the cathedral. Any pieces on loan from other museums would have been insured, but the works owned by the cathedral would not have been insurable.
While Macron hoped the cathedral could be restored in time for the 2024 Paris Summer Olympics, architects expect the work could take from twenty to forty years, as any new structure would need to balance restoring the look of the original building, using wood and stone sourced from the same regions used in the original construction, with the structural reinforcement required for preventing a similar disaster in the future.
There is discussion of whether to reconstruct the cathedral in modified form. Rebuilding the roof with titanium sheets and steel trusses has been suggested; other options include rebuilding in the original lead and wood, or rebuilding with modern materials not visible from the outside (like the reinforced concrete trusses at Reims Cathedral).
Another option would be to use a combination of restored old elements and newly designed ones. Chartres Cathedral was rebuilt with wrought iron trusses and copper sheeting after an 1836 fire.
French prime minister Édouard Philippe announced an architectural design competition for a new spire that would be:
"Adapted to the techniques
and the challenges of our era."
The spire replacement project has gathered a variety of designs and some controversy, particularly its legal exemption from environmental and heritage rules. After the design competition was announced, the French senate amended the government's restoration bill to require the roof to be restored to how it was before the fire.
On the 16th. July, 95 days after the fire, the law that will govern the restoration of the cathedral was finally approved by the French parliament. It recognises its UNESCO World Heritage Site status and the need to respect existing international charters and practices, to:
"Preserve the historic, artistic and architectural
history of the monument, and to limit any
derogations to the existing heritage, planning,
environmental and construction codes to a
minimum".
On the 15th. April 2020, Germany offered to restore some of the large clerestory windows located far above eye level with three expert tradesmen who specialize in rebuilding cathedrals. Monika Grütters, Germany's Commissioner for Culture was quoted as saying that her country would shoulder the costs.
As of the 30th. November all of the tangled scaffolding was removed from the spire area, and was therefore no longer a threat to the building.
The world will now have to wait for Notre-Dame de Paris to be restored to its former magnificence.
Renovation Work
Sadly, Notre-Dame is just the latest casualty in a long list of famous structures that have been severely damaged by fire during renovation work:
-- The National Trust’s historic house Uppark in Sussex was gutted in a dramatic 1989 blaze when contractors completing leadwork set fire to the roof. Many of the contents were saved, but the interior was devastated.
-- The Windsor Castle fire in 1992 supposedly started when a restorer’s lamp set fire to curtains, damaging 100 rooms, including the castle’s main banqueting room. However a rumour abounded within the construction industry that the fire was actually started by a discarded cigarette.
-- The Grand Hotel in Eastbourne suffered a serious fire on the 26th. June 1995 when workmen had been repainting, using blow torches to strip off old paint. The fire spread quickly, partly because of hidden roof voids and the tar pitch used on the roof. The hotel was evacuated and there were no casualties.
-- New York City’s Central Synagogue was gutted near the conclusion of a restoration project in 1998 when a blow torch was used to install air conditioning machinery in the roof.
-- In 2006, while Trinity Cathedral in St. Petersburg was under reconstruction, a conflagration originating on restorers' scaffolding collapsed the main dome.
-- The Greenwich Cutty Sark fire in 2007 started because an industrial vacuum cleaner had been accidentally left running for two days during a £25M renovation project. Two security guards responsible for patrolling the site at night failed to spot the fire immediately.
On investigation the two guards were "vague and inconsistent" witnesses. On the morning of the fire the guards had falsified a logbook which showed that they had completed all routine patrols, with no incidents reported.
The final entry at 7am on the 21st. May read: "Booked off duty. All is in order." The page had later been torn out of the book and was found in a waste bin. In fact, the guards had failed to carry out regular patrols on the night, and one had fallen asleep. They were later sacked.
The fire cost an additional £10M.
-- The blaze which ripped through the Mackintosh Building in Glasgow in 2018 was started during a renovation programme.
-- An inferno erupted in the roof of the 115-year old Mandarin Oriental hotel in London in 2018 at the end of restoration works.
-- In June 2018, as contractors were completing their renovation work on the Glasgow School of Art, a blaze gutted the entire building. Ironically, pumps for the intended water mist fire suppression system were delivered the day before the conflagration. It has not been established how the fire started, but it may have originated in the library, where linseed oil-soaked rags - a known fire hazard - were being used to give the timber décor its authentic finish.
-- In August 2018, the famous Bank Buildings in Belfast caught fire while the Castle Street landmark was undergoing a major refurbishment.
-- In May 2019, less than a month after the Notre-Dame fire, a massive fire broke out in the colonial-era Grand Hotel in Shimla, India, and destroyed a major portion of the building. The hotel was being renovated at the time.
There are many other examples of restorers destroying the very building they are renovating. Knowing this, extreme precautions should have been taken with Notre-Dame. The fire warning system was inadequate, and was overlaid with human incompetence - it shouldn't have taken over half an hour for the Fire Brigade to be contacted after the alarm sounded.
Human indifference was also at play here - the no smoking rule should have been strictly observed. Le Bras Frères admitted that their workers had smoked cigarettes, contrary to regulations, but denied that a discarded cigarette end could have started the fire. But to paraphrase Mandy Rice-Davies, they would say that, wouldn't they?
Let's hope that 'lessons will be learned', but sadly they never are - the same mistakes occur again and again.
In 1915 the British Army started to use armoured cars in India, particularly on the North West Frontier, to relieve troops needed elsewhere. They proved so successful that this soon became standard policy.
Shortly after the war the Indian Government purchased 16 Rolls-Royce cars to a new design but these proved so expensive that subsequent orders were placed with Crossley Motors in Manchester who made a tough but cheap 50hp chassis. 451 of these 5-tonne cars were built between 1923 and 1925, mainly for India, although some were exported to Japan.
The body design, very similar to the Rolls-Royce version and built by Vickers at Crayford, had a number of interesting features. These included a dome-shaped turret, with four machine-gun mounts, which was designed to deflect rifle shots from snipers in ambush positions in the high passes.
A clamshell cupola surmounted the turret for the commander, while side doors opened opposite ways on either side so that a crew member could dismount safely under fire. The crew area was lined with asbestos to keep the temperature down and the entire body could be electrified to keep large crowds at bay. Since pneumatic tyres did not survive for long in the Indian climate these cars were originally fitted with narrow, solid tyres which made them rather unstable.
By 1939, when the Royal Tank Corps in India had handed most of its equipment over to the Indian Army, the Crossleys were worn out. The bodies were then transferred to imported Chevrolet truck chassis, with pneumatic tyres, and in this form served with Indian forces in the Middle East (Iraq, Syria and Persia) in the early years of the war. The Japanese used theirs in Manchuria and some were still operational in the early years of WWII.
This particular example, seen in the new hall at The Tank Museum, Bovington, Dorset, England, was presented by the Government of Pakistan in 1951.
Vought-Sikorsky Aircraft Division's OS2U Kingfisher was the U. S. Navy's primary ship-based, scout and observation airplane during World War II. Rex Beisel, a design engineer at Vought-Sikorsky Aircraft Company, crafted the OS2U in 1937. Beisel also designed the Vought F4U Corsair fighter (see NASM collection). Beisel's Navy scout was a two-seat monoplane that employed revolutionary spot welding construction to create a smooth, non-buckling fuselage structure. He also used old technology to save weight and increase performance when he covered the wings with fabric aft of the main spar. The Kingfisher handled well in slow flight, thanks to several innovative control features. In addition to the deflector plate flaps that hung from the trailing edge of the wing, the ailerons also drooped at low airspeeds to function much like extra flaps. Beisel also incorporated spoilers to supplement aileron control at low speeds.
The Kingfisher could carry a respectable load. For antisubmarine work, ordnance men could suspend two 45 kg (100 lb) bombs or two 146 kg (325 lb) depth charges. A fixed .30 caliber machine gun was mounted in front of the pilot to fire forward. A gunner seated several feet behind the pilot fired another .30 caliber machine gun on a flexible mount.
The Navy contracted for the prototype XOS2U-1 on March 22, 1937, and this airplane first flew in July 1938, equipped with an air-cooled Pratt & Whitney R-985-4 Wasp Junior radial engine. The first production Kingfisher, the OS2U-1, was delivered early in 1940 and assigned to the battleship "USS Colorado." Fifty-four OS2U-1s soon followed. By early 1941, Vought had built 159 OS2U-2s and the Navy had stationed these airplanes at Naval Air Stations in Pensacola, Florida, Pearl Harbor, Hawaii, and Alameda, California. The next version, the OS2U-3, was fitted with a Pratt & Whitney R-985-AN-2 or -8 engine. This aircraft had more fuel capacity in self-sealing fuel tanks and armor protection for the crew. This was the last production model and Vought built more of them than any other variant. The Naval Aircraft Factory outside Philadelphia, Pennsylvania, also manufactured the Kingfisher under the designation OS2N-1. All production ended in 1942.
Under the Lend-Lease program, the United States sent many Kingfishers to Great Britain where they served in the Royal Navy as the Kingfisher I. Other countries received Kingfishers both during and after the war including Australia, the Soviet Union, Uruguay, Chile, Mexico, the Dominican Republic and Cuba.
The Kingfisher could perform a variety of tasks - training, scouting, bombing, tactical and utility missions such as towing aerial gunnery targets and chasing practice torpedoes, and even anti-submarine warfare in the Atlantic Ocean. Most OS2Us operated in the Pacific Theater where Kingfisher pilots rescued many downed airmen.
In 1942, a Navy pilot flying a Kingfisher rescued America's World War I ace, Capt. Eddie Rickenbacker, and the crew of a B-17D Flying Fortress (see NASM collection) forced to ditch in the Pacific. With Rickenbacker and two other passengers, the bomber and its five-man crew had left Hickam Field, Hawaii, bound for Canton Island in the Phoenix Islands group, 2,898 km (1,800 miles) southwest of Hawaii. The Flying Fortress wandered off course and the crew got lost. When the aircraft eventually ran out of fuel and ditched, the eight survivors put to sea aboard three life rafts. Several weeks passed without food or water. By chance, a Kingfisher crewed by Lt. Willam F. Eadie, pilot, and L.H. Boutte, radioman, spotted the raft carrying Rickenbacker and two other crewmen. Eadie strapped the sickest man into the gunner's seat, and then he lashed Rickenbacker and another man to each wing. A Kingfisher could never take off with such a load, so Eadie began to taxi toward his base on Funafuti Island, about 64.4 km (40 miles) distant. Soon a Navy Patrol Torpedo boat met the airplane and the other five men were soon rescued. Only one of the eight failed to recover from the long ordeal.
The U.S. Navy accepted the museum's Kingfisher, OS2U-3 (Bureau of Aeronautics serial number 5909), on March 15, 1942. In April it left Naval Air Station (NAS), New York and arrived at NAS Norfolk. The following month, it was assigned to the recently commissioned battleship "USS Indiana." After the Indiana arrived in the Pacific, Navy pilots flying this OS2U performed a variety of missions including bombing, utility, and administrative chores at many locations. In December 1942, Navy planners assigned the airplane to the Com F Air scouting squadron VS-5-D-14 (later designated VS-55) at White Poppy, a codename for New Caledonia. Following a six-month stay in the fall of 1943 at NAS Alameda, California, for overhaul, and to receive new combat equipment, the aircraft was shipped to Pearl Harbor and rejoined the "Indiana" in March 1944. This Kingfisher had now flown for 957 hours, 300 of them aboard the "Indiana."
On July 4, 1944, "Indiana" was underway near Rota and Guam to support naval air strikes on those two islands. Lt. jg. Rollin M. Batten, Jr., was flying the NASM OS2U-3 when he was vectored to rescue two U. S. airmen shot down over Guam. Accompanying Batten was Lt. jg. Jensen. Ignoring the fire from nearby Japanese gun batteries, Batten picked both men up and returned them to the "Indiana." This rescue earned Batten the Navy Cross. The award citation reads, in part, "With utter disregard for his own safety, he fearlessly brought his plane down within a mile of many shore batteries, and, in the face of an intense barrage directed at him by the enemy guns, proceeded calmly and deliberately to rescue a downed pilot and his crewman who were swimming in the water and also under enemy gunfire. His intelligent and courageous appraisal of the situation was responsible for the successful rescue, after which he took off cross-wind with the additional load, under extremely difficult circumstances."
By August, this Kingfisher was flying in the Carrier Aircraft Service Unit-34, or CASU-34. This was its last Pacific assignment and the Navy shipped it to NAF Alameda aboard the USS "Bougainville" in December 1944. After six months at Alameda, the Navy shipped the floatplane back to NAS Norfolk. It flew very little and underwent a variety of overhauls and inspections before Navy personnel finally processed the airplane for storage in the spring of 1947. A year later, Kingfisher 5909 was earmarked for the National Air Museum (NAM, now NASM, the National Air and Space Museum). It was prepared for "flyaway to NAS Weeksville (Elizabeth City, North Carolina) for storage until such time as called for by the proposed NAM." However, in January 1949, it returned to NAS Norfolk and remained stored there until the summer of 1960.
In October, the Navy transferred the OS2U to the NAM and it was trucked to what is now the Paul E. Garber Facility in Suitland, Maryland. The Museum lent the aircraft to the USS Massachusetts Memorial at Battleship Cove, Massachusetts, in July 1968 and the Kingfisher returned to the Garber Facility in December 1980. A full-up restoration began in November 1983 and was completed in April 1988. Many components were discovered missing and proved difficult to find during the project. Edward Good of St. Petersburg, Florida, donated the main float and beaching gear and Doan Helicopters Inc., of South Daytona Beach, Florida, provided the wing floats.
Hans van Eijsden Photography, The Netherlands
MUA: Martina Kató
Lens: Canon EF 85mm f/1.2L II USM on full frame.
Light: Simple setup with one Elinchrom ELB 400 + HS Head through a Deep Octa with silver deflector and inner diffuser from the front-side, light from the back is ambient light. I shot in Hi-Sync Speed with the Elinchrom Skyport HS trigger, so I could open the lens almost completely.
Postprocessing: Some local adjustment curves, BW conversion, some local cloning, grain.
Portfolio: www.hansvaneijsden.com
Facebook Page: www.facebook.com/hansvaneijsdenphotography
Quoting Smithsonian National Air and Space Museum | Vought OS2U-3 Kingfisher:
The Kingfisher was the U.S. Navy's primary ship-based, scout and observation aircraft during World War II. Revolutionary spot welding techniques gave it a smooth, non-buckling fuselage structure. Deflector plate flaps that hung from the wing's trailing edge and spoiler-augmented ailerons functioned like extra flaps to allow slower landing speeds. Most OS2Us operated in the Pacific, where they rescued many downed airmen, including World War I ace Eddie Rickenbacker and the crew of his B-17 Flying Fortress.
In March 1942, this airplane was assigned to the battleship USS Indiana. It later underwent a six-month overhaul in California, returned to Pearl Harbor, and rejoined the Indiana in March 1944. Lt. j.g. Rollin M. Batten Jr. was awarded the Navy Cross for making a daring rescue in this airplane under heavy enemy fire on July 4, 1944.
Transferred from the United States Navy.
Manufacturer:
Vought-Sikorsky Aircraft Division
Date:
1937
Country of Origin:
United States of America
Dimensions:
Overall: 15ft 1 1/8in. x 33ft 9 1/2in., 4122.6lb., 36ft 1 1/16in. (460 x 1030cm, 1870kg, 1100cm)
Materials:
Wings covered with fabric aft of the main spar
Physical Description:
Two-seat monoplane, deflector plate flaps hung from the trailing edge of the wing, ailerons drooped at low airspeeds to function like extra flaps, spoilers.
• • • • •
Quoting Smithsonian National Air and Space Museum | Boeing B-29 Superfortress "Enola Gay":
Boeing's B-29 Superfortress was the most sophisticated propeller-driven bomber of World War II and the first bomber to house its crew in pressurized compartments. Although designed to fight in the European theater, the B-29 found its niche on the other side of the globe. In the Pacific, B-29s delivered a variety of aerial weapons: conventional bombs, incendiary bombs, mines, and two nuclear weapons.
On August 6, 1945, this Martin-built B-29-45-MO dropped the first atomic weapon used in combat on Hiroshima, Japan. Three days later, Bockscar (on display at the U.S. Air Force Museum near Dayton, Ohio) dropped a second atomic bomb on Nagasaki, Japan. Enola Gay flew as the advance weather reconnaissance aircraft that day. A third B-29, The Great Artiste, flew as an observation aircraft on both missions.
Transferred from the United States Air Force.
Manufacturer:
Date:
1945
Country of Origin:
United States of America
Dimensions:
Overall: 900 x 3020cm, 32580kg, 4300cm (29ft 6 5/16in. x 99ft 1in., 71825.9lb., 141ft 15/16in.)
Materials:
Polished overall aluminum finish
Physical Description:
Four-engine heavy bomber with semi-monoqoque fuselage and high-aspect ratio wings. Polished aluminum finish overall, standard late-World War II Army Air Forces insignia on wings and aft fuselage and serial number on vertical fin; 509th Composite Group markings painted in black; "Enola Gay" in black, block letters on lower left nose.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The TIE/LN starfighter, or TIE/line starfighter, simply known as the TIE Fighter or T/F, was the standard Imperial starfighter seen in massive numbers throughout most of the Galactic Civil War and onward.
The TIE Fighter was manufactured by Sienar Fleet Systems and led to several upgraded TIE models such as TIE/sa bomber, TIE/IN interceptor, TIE/D Defender, TIE/D automated starfighter, and many more.
The original TIEs were designed to attack in large numbers, overwhelming the enemy craft. The Imperials used so many that they came to be considered symbols of the Empire and its might. They were also very cheap to produce, reflecting the Imperial philosophy of quantity over quality.
However, a disadvantage of the fighter was its lack of deflector shields. In combat, pilots had to rely on the TIE/LN's maneuverability to avoid damage. The cockpit did incorporate crash webbing, a repulsorlift antigravity field, and a high-g shock seat to help protect the pilot, however these did next to nothing to help protect against enemy blaster fire.
Due to the lack of life-support systems, each TIE pilot had a fully sealed flight suit superior to their Rebel counterparts. The absence of a hyperdrive also rendered the light fighter totally dependent on carrier ships when deployed in enemy systems. TIE/LNs also lacked landing gear, another mass-reducing measure. While the ships were structurally capable of "sitting" on their wings, they were not designed to land or disembark their pilots without special support. On Imperial ships, TIEs were launched from racks in the hangar bays.
The high success rate of more advanced Rebel starfighters against standard Imperial TIE Fighters resulted in a mounting cost of replacing destroyed fighters and their pilots. That, combined with the realization that the inclusion of a hyperdrive would allow the fleet to be more flexible, caused the Imperial Navy to rethink its doctrine of using swarms of cheap craft instead of fewer high-quality ones, leading to the introduction of the TIE Advanced x1 and its successor, the TIE Avenger. The following TIE/D Defender as well as the heavy TIE Escort Fighter (or TIE/E) were touted as the next "logical advance" of the TIE Series—representing a shift in starfighter design from previous, expendable TIE models towards fast, well armed and protected designs, capable of hyperspace travel and long-term crew teams which gained experience and capabilities over time.
The TIE/E Escort, was a high-performance TIE Series starfighter developed for the Imperial Navy by Sienar Fleet Systems and it was introduced into service shortly before the Battle of Endor. It was a much heavier counterpart to the agile and TIE/D fighter, and more of an attack ship or even a light bomber than a true dogfighter. Its role were independent long range operations, and in order to reduce the work load and boost morale a crew of two was introduced (a pilot and a dedicated weapon systems officer/WSO). The primary duty profile included attack and escort task, but also reconnoiter missions. The TIE/E shared the general layout with the contemporary TIE/D fighter, but the cockpit section as well as the central power unit were much bigger, and the ship was considerably heavier.
The crew enjoyed – compared with previous TIE fighter designs – a spacious and now fully pressurized cockpit, so that no pressurized suits had to be worn anymore. The crew members sat in tandem under a large, clear canopy. The pilot in front had a very good field of view, while the WSO sat behind him, in a higher, staggered position with only a limited field of view. Both work stations had separate entries, though, and places could not be switched in flight: the pilot mounted the cockpit through a hatch on port side, while the WSO entered the rear compartment through a roof hatch.
In a departure from the design of previous TIE models, instead of two parallel wings to either side of the pilot module, the TIE Escort had three quadanium steel solar array wings mounted symmetrically around an aft section, which contained an I-s4d solar ionization reactor to store and convert solar energy collected from the wing panels. The inclusion of a third wing provided additional solar power to increase the ship's range and the ship's energy management system was designed to allow weapons and shields to be charged with minimum loss of power to the propulsion system.
Although it was based on the standard twin ion engine design, the TIE/E’s propulsion system was upgraded to the entirely new, powerful P-sz9.8 triple ion engine. This allowed the TIE/E a maximum acceleration of 4,220 G or 21 MGLT/s and a top speed of 144 MGLT, or 1,680 km/h in an atmosphere — almost 40 percent faster than a former standard TIE Fighter. With tractor beam recharge power (see below) redirected to the engines, the top speed could be increased to 180 MGLT in a dash.
In addition to the main thrusters located in the aft section, the TIE Escort's triple wing design allowed for three arrays of maneuvering jets and it featured an advanced F-s5x flight avionics system to process the pilot's instructions. Production models received a class 2, ND9 hyperdrive motivator, modified from the version developed for the TIE Avenger. The TIE/E also carried a Sienar N-s6 Navcon navigation computer with a ten-jump memory.
Special equipment included a small tractor beam projector, originally developed for the TIE Avenger, which could be easily fitted to the voluminous TIE Escort. Models produced by Ysanne Isard's production facility regularly carried such tractor beams and the technology found other uses, such as towing other damaged starfighters until they could achieve the required velocity to enter hyperspace. The tractor beam had limited range and could only be used for a short time before stopping to recharge, but it added new tactics, too. For instance, the beam allowed the TIE/E crews to temporarily inhibit the mobility of enemy fighters, making it easier to target them with the ship's other weapon systems, or prevent enemies from clear shots.
The TIE Escort’s weapons systems were primarily designed to engage bigger ships and armored or shielded targets, like armed freighters frequently used by the Alliance. Thanks to its complex weapon and sensor suite, it could also engage multiple enemy fighters at once. The sensors also allowed an effective attack of ground targets, so that atmospheric bombing was a potential mission for the TIE/E, too.
.
The TIE Escort Fighter carried a formidable array of weaponry in two modular weapon bays that were mounted alongside the lower cabin. In standard configuration, the TIE/E had two L-s9.3 laser cannons and two NK-3 ion cannons. The laser and ion cannons could be set to fire separately or, if concentrated power was required, to fire-linked in either pairs or as a quartet.
The ship also featured two M-g-2 general-purpose warhead launchers, each of which could be equipped with a standard load of three proton torpedoes or four concussion missiles. Depending on the mission profile, the ship could be fitted with alternative warheads such as proton rockets, proton bombs, or magnetic pulse warheads.
Additionally, external stores could be carried under the fuselage, which included a conformal sensor pallet for reconnaissance missions or a cargo bay with a capacity for 500 kg (1.100 lb).
The ship's defenses were provided by a pair of forward and rear projecting Novaldex deflector shield generators—another advantage over former standard TIE models. The shields were designed to recharge more rapidly than in previous Imperial fighters and were nearly as powerful as those found on capital ships, so that the TIE/E could engage other ships head-on with a very high survivability. The fighters were not equipped with particle shields, though, relying on the reinforced titanium hull to absorb impacts from matter. Its hull and wings were among the strongest of any TIE series Starfighter yet.
The advanced starfighter attracted the attention of several other factions, and the Empire struggled to prevent the spread of the technology. The ship's high cost, together with political factors, kept it from achieving widespread use in the Empire, though, and units were assigned only to the most elite crews.
The TIE/E played a central role in the Empire's campaign against rogue Grand Admiral Demetrius Zaarin, and mixed Defender and Escort units participated in several other battles, including the Battle of Endor. The TIE Escort continued to see limited use by the Imperial Remnant up to at least 44 ABY, and was involved in numerous conflicts, including the Yuuzhan Vong War..
The kit and its assembly:
Another group build contribution, this time to the Science Fiction GB at whatifmodelers.com during summer 2017. Originally, this one started as an attempt to build a vintage MPC TIE Interceptor kit which I had bought and half-heartedly started to build probably 20 years ago. But I did not have the right mojo (probably, The Force was not strong enough…?), so the kit ended up in a dark corner and some parts were donated to other projects.
The sun collectors were still intact, though, and in the meantime I had the idea of reviving the kit’s remains, and convert it into (what I thought was) a fictional TIE Fighter variant with three solar panels. For this plan I got myself another TIE Interceptor kit, and stashed it away, too. Mojo was still missing, though.
Well, then came the SF GB and I took it as an occasion to finally tackle the build. But when I prepared for the build I found out that my intended design (over the years) more or less actually existed in the Star Wars universe: the TIE/D Defender! I could have built it with the parts and hand and some improvisation, but the design similarity bugged me. Well, instead of a poor copy of something that was more or less clearly defined, I rather decided to create something more individual, yet plausible, from the parts at hand.
The model was to stay a TIE design, though, in order to use as much donor material from the MPC kits as possible. Doing some legwork, I settled for a heavy fighter – bigger than the TIE Interceptor and the TIE/D fighter, a two-seater.
Working out the basic concept and layout took some time and evolved gradually. The creative spark for the TIE/E eventually came through a Revell “Obi Wan’s Jedi Starfighter” snap fit kit in my pile – actually a prize from a former GB participation at phoxim.de (Thanks a lot, Wolfgang!), and rather a toy than a true model kit.
The Jedi Fighter was in so far handy as it carries some TIE Fighter design traits, like the pilot capsule and the characteristic spider web windscreen. Anyway, it’s 1:32, much bigger than the TIE Interceptor’s roundabout 1:50 scale – but knowing that I’d never build the Jedi Starfighter OOB I used it as a donor bank, and from this starting point things started to evolve gradually.
Work started with the cockpit section, taken from the Jedi Starfighter kit. The two TIE Interceptor cockpit tubs were then mounted inside, staggered, and the gaps to the walls filled with putty. A pretty messy task, and once the shapes had been carved out some triangular tiles were added to the surfaces – a detail I found depicted in SW screenshots and some TIE Fighter models.
Another issue became the crew – even though I had two MPC TIE Interceptors and, theorectically, two pilot figures, only one of them could be found and the second crewman had to be improvised. I normally do not build 1:48 scale things, but I was lucky (and happy) to find an SF driver figure, left over from a small Dougram hoovercraft kit (from Takara, as a Revell “Robotech” reboxing). This driver is a tad bigger than the 1:50 TIE pilot, but I went with it because I did not want to invest money and time in alternatives. In order to justify the size difference I decided to paint the Dougram driver as a Chiss, based on the expanded SW universe (with blue skin and hair, and glowing red eyes). Not certain if this makes sense during the Battle of Endor timeframe, but it adds some color to the project – and the cockpit would not be visible in much detail since it would be finished fully closed.
Reason behind the closed canopy is basically the poor fit of the clear part. OOB, this is intended as an action toy – but also the canopy’s considerable size in 1:50 would prevent its original opening mechanism.
Additional braces on the rel. large window panels were created with self-adhesive tape and later painted over.
The rear fuselage section and the solar panel pylons were scratched. The reactor behind the cockpit section is actually a plastic adapter for water hoses, found in a local DIY market. It was slightly modified, attached to the cockpit “egg” and both parts blended with putty. The tail opening was closed with a hatch from the OOB TIE Interceptor – an incidental but perfect match in size and style.
The three pylons are also lucky finds: actually, these are SF wargaming/tabletop props and would normally be low walls or barriers, made from resin. For my build, they were more or less halved and trimmed. Tilted by 90°, they are attached to the hull with iron wire stabilizers, and later blended to the hull with putty, too.
Once the cockpit was done, things moved more swiftly. The surface of the hull was decorated with many small bits and pieces, including thin styrene sheet and profiles, steel and iron wire in various strengths, and there are even 1:72 tank tracks hidden somewhere, as well as protective caps from syringes (main guns and under the rear fuselage). It’s amazing how much stuff you can add to such a model – but IMHO it’s vital in order to create some structure and to emulate the (early) Star Wars look.
Painting and markings:
The less spectacular part of the project, even though still a lot of work because of the sheer size of the model’s surface. Since the whole thing is fictional, I tried to stay true to the Imperial designs from Episode IV-VI and gave the TIE/E a simple, all-light grey livery. All basic painting was done with rattle cans.
Work started with a basic coat of grey primer. On top of that, an initial coat of RAL 7036 Platingrau was added, esp. to the lower surfaces and recesses, for a rough shading effect. Then, the actual overall tone, RAL 7047, called “Telegrau 4”, one of Deutsche Telekom’s corporate tones, was added - mostly sprayed from abone and the sides onto the model. Fuselage and panels were painted separately, overall assembly was one of the final steps.
The solar panels were to stand out from the grey rest of the model, and I painted them with Revell Acrylic “Iron Metallic” (91) first, and later applied a rather rich wash with black ink , making sure the color settled well into the many small cells. The effect is pretty good, and the contrast was slightly enhanced through a dry-brushing treatment.
Only a few legible stencils were added all around the hull (most from the scrap box or from mecha sheets), the Galactic Empire Seal were inkjet-printed at home, as well as some tactical markings on the flanks, puzzled together from single digits in "Aurebash", one of the Imperial SW languages/fonts.
For some variety and color highlights, dozens of small, round and colorful markings were die-punched from silver, yellow, orange, red and blue decal sheet and were placed all over the hull - together with the large panels they blur into the the overall appearance, though. The hatches received thin red linings, also made from generic decals strips.
The cockpit interior was a bit challenging, though. Good TIE Fighter cockpit interior pictures are hard to find, but they suggest a dark grey tone. More confusingly, the MPC instructions call for a “Dark Green” cockpit? Well, I did not like the all-grey option, since the spaceship is already monochrome grey on the outside.
As a compromise I eventually used Tamiya XF-65 "Field Grey". The interior recieved a black ink in and dry-brushing treatment, and some instruments ansd screens were created with black decal material and glossy black paint; some neon paint was used for sci-fi-esque conmtraol lamps everywhere - I did not pay too much intention on the interior, since the cockpit would stay closed, and the thick clear material blurs everything inside.
Following this rationale, the crew was also painted in arather minimal fashion - both wear a dark grey uniform, only the Chiss pilot stands aout with his light blue skin and the flourescent red eyes.
After an overall black ink wash the model received a dry brusing treatment with FS 36492 and FS 36495, for a weathered and battle-worn look. After all, the "Vehement" would not survive the Ballte of Endor, but who knows what became of TIE/E "801"'s mixed crew...?
Finally, the kit was sealed with matt acrylic varnish, and some final cosmetic corrections made.
The display is a DIY creation, too, made from a 6x6" piece of wood, it's edges covered with edgebonder, a steel wire as holder, and finally the display was paited with semi-matt black acrylic paint from the rattle can.
A complex build, and the TIE/E more or less evolved along the way, with only the overall layout in mind. Work took a month, but I think it was worth the effort. This fantasy creation looks pretty plausible and blends well into the vast canonical TIE Fighter family - and I am happy that I finally could finish this mummy project, including the surplus Jedi Starfighter kit which now also find a very good use!
An epic one, and far outside my standard comfort zone. But a wothwhile build!
PACIFIC OCEAN (Mar. 1, 2017) Sailors clean a jet blast deflector on the flight deck of the aircraft carrier USS Theodore Roosevelt (CVN 71). Theodore Roosevelt is currently off the coast of Southern California conducting routine training operations. (U.S. Navy photo by Mass Communication Specialist Seaman Alex Corona/Released)
Hans van Eijsden Photography, The Netherlands
MUA: Martina Kató
Lens: Canon EF 85mm f/1.2L II USM on full frame.
Light: Simple setup with one Elinchrom ELB 400 + HS Head through a Deep Octa with silver deflector and inner diffuser from the front-side, light from the back is ambient light. I shot in Hi-Sync Speed with the Elinchrom Skyport HS trigger, so I could open the lens completely to f/1.2.
Postprocessing: Some local adjustment curves, BW conversion, some local cloning, grain.
Portfolio: www.hansvaneijsden.com
Facebook Page: www.facebook.com/hansvaneijsdenphotography
Vought-Sikorsky Aircraft Division's OS2U Kingfisher was the U. S. Navy's primary ship-based, scout and observation airplane during World War II. Rex Beisel, a design engineer at Vought-Sikorsky Aircraft Company, crafted the OS2U in 1937. Beisel also designed the Vought F4U Corsair fighter (see NASM collection). Beisel's Navy scout was a two-seat monoplane that employed revolutionary spot welding construction to create a smooth, non-buckling fuselage structure. He also used old technology to save weight and increase performance when he covered the wings with fabric aft of the main spar. The Kingfisher handled well in slow flight, thanks to several innovative control features. In addition to the deflector plate flaps that hung from the trailing edge of the wing, the ailerons also drooped at low airspeeds to function much like extra flaps. Beisel also incorporated spoilers to supplement aileron control at low speeds.
The Kingfisher could carry a respectable load. For antisubmarine work, ordnance men could suspend two 45 kg (100 lb) bombs or two 146 kg (325 lb) depth charges. A fixed .30 caliber machine gun was mounted in front of the pilot to fire forward. A gunner seated several feet behind the pilot fired another .30 caliber machine gun on a flexible mount.
The Navy contracted for the prototype XOS2U-1 on March 22, 1937, and this airplane first flew in July 1938, equipped with an air-cooled Pratt & Whitney R-985-4 Wasp Junior radial engine. The first production Kingfisher, the OS2U-1, was delivered early in 1940 and assigned to the battleship "USS Colorado." Fifty-four OS2U-1s soon followed. By early 1941, Vought had built 159 OS2U-2s and the Navy had stationed these airplanes at Naval Air Stations in Pensacola, Florida, Pearl Harbor, Hawaii, and Alameda, California. The next version, the OS2U-3, was fitted with a Pratt & Whitney R-985-AN-2 or -8 engine. This aircraft had more fuel capacity in self-sealing fuel tanks and armor protection for the crew. This was the last production model and Vought built more of them than any other variant. The Naval Aircraft Factory outside Philadelphia, Pennsylvania, also manufactured the Kingfisher under the designation OS2N-1. All production ended in 1942.
Under the Lend-Lease program, the United States sent many Kingfishers to Great Britain where they served in the Royal Navy as the Kingfisher I. Other countries received Kingfishers both during and after the war including Australia, the Soviet Union, Uruguay, Chile, Mexico, the Dominican Republic and Cuba.
The Kingfisher could perform a variety of tasks - training, scouting, bombing, tactical and utility missions such as towing aerial gunnery targets and chasing practice torpedoes, and even anti-submarine warfare in the Atlantic Ocean. Most OS2Us operated in the Pacific Theater where Kingfisher pilots rescued many downed airmen.
In 1942, a Navy pilot flying a Kingfisher rescued America's World War I ace, Capt. Eddie Rickenbacker, and the crew of a B-17D Flying Fortress (see NASM collection) forced to ditch in the Pacific. With Rickenbacker and two other passengers, the bomber and its five-man crew had left Hickam Field, Hawaii, bound for Canton Island in the Phoenix Islands group, 2,898 km (1,800 miles) southwest of Hawaii. The Flying Fortress wandered off course and the crew got lost. When the aircraft eventually ran out of fuel and ditched, the eight survivors put to sea aboard three life rafts. Several weeks passed without food or water. By chance, a Kingfisher crewed by Lt. Willam F. Eadie, pilot, and L.H. Boutte, radioman, spotted the raft carrying Rickenbacker and two other crewmen. Eadie strapped the sickest man into the gunner's seat, and then he lashed Rickenbacker and another man to each wing. A Kingfisher could never take off with such a load, so Eadie began to taxi toward his base on Funafuti Island, about 64.4 km (40 miles) distant. Soon a Navy Patrol Torpedo boat met the airplane and the other five men were soon rescued. Only one of the eight failed to recover from the long ordeal.
The U.S. Navy accepted the museum's Kingfisher, OS2U-3 (Bureau of Aeronautics serial number 5909), on March 15, 1942. In April it left Naval Air Station (NAS), New York and arrived at NAS Norfolk. The following month, it was assigned to the recently commissioned battleship "USS Indiana." After the Indiana arrived in the Pacific, Navy pilots flying this OS2U performed a variety of missions including bombing, utility, and administrative chores at many locations. In December 1942, Navy planners assigned the airplane to the Com F Air scouting squadron VS-5-D-14 (later designated VS-55) at White Poppy, a codename for New Caledonia. Following a six-month stay in the fall of 1943 at NAS Alameda, California, for overhaul, and to receive new combat equipment, the aircraft was shipped to Pearl Harbor and rejoined the "Indiana" in March 1944. This Kingfisher had now flown for 957 hours, 300 of them aboard the "Indiana."
On July 4, 1944, "Indiana" was underway near Rota and Guam to support naval air strikes on those two islands. Lt. jg. Rollin M. Batten, Jr., was flying the NASM OS2U-3 when he was vectored to rescue two U. S. airmen shot down over Guam. Accompanying Batten was Lt. jg. Jensen. Ignoring the fire from nearby Japanese gun batteries, Batten picked both men up and returned them to the "Indiana." This rescue earned Batten the Navy Cross. The award citation reads, in part, "With utter disregard for his own safety, he fearlessly brought his plane down within a mile of many shore batteries, and, in the face of an intense barrage directed at him by the enemy guns, proceeded calmly and deliberately to rescue a downed pilot and his crewman who were swimming in the water and also under enemy gunfire. His intelligent and courageous appraisal of the situation was responsible for the successful rescue, after which he took off cross-wind with the additional load, under extremely difficult circumstances."
By August, this Kingfisher was flying in the Carrier Aircraft Service Unit-34, or CASU-34. This was its last Pacific assignment and the Navy shipped it to NAF Alameda aboard the USS "Bougainville" in December 1944. After six months at Alameda, the Navy shipped the floatplane back to NAS Norfolk. It flew very little and underwent a variety of overhauls and inspections before Navy personnel finally processed the airplane for storage in the spring of 1947. A year later, Kingfisher 5909 was earmarked for the National Air Museum (NAM, now NASM, the National Air and Space Museum). It was prepared for "flyaway to NAS Weeksville (Elizabeth City, North Carolina) for storage until such time as called for by the proposed NAM." However, in January 1949, it returned to NAS Norfolk and remained stored there until the summer of 1960.
In October, the Navy transferred the OS2U to the NAM and it was trucked to what is now the Paul E. Garber Facility in Suitland, Maryland. The Museum lent the aircraft to the USS Massachusetts Memorial at Battleship Cove, Massachusetts, in July 1968 and the Kingfisher returned to the Garber Facility in December 1980. A full-up restoration began in November 1983 and was completed in April 1988. Many components were discovered missing and proved difficult to find during the project. Edward Good of St. Petersburg, Florida, donated the main float and beaching gear and Doan Helicopters Inc., of South Daytona Beach, Florida, provided the wing floats.
Deflector Plate, Inner Baffle and Outer Diffusion Panel
Single 580EX II mounted horizontally and centered on convex side of the plate. 105mm zoom, 1/8 power. Yongnuo YN622C triggers.
The Postcard
A postally unused carte postale published by Neurdein et Cie of Paris. The card has a divided back.
Medieval craftsmen must have realised when they were carefully carving the chimères that few people would ever get close enough to them to appreciate their skill and artistry.
The Notre-Dame Fire
On the 15th. April 2019, fire broke out in the attic beneath the cathedral's roof at 18:18. At 18:20 the fire alarm sounded and guards evacuated the cathedral. A guard was sent to investigate, but to the wrong location – the attic of the adjoining sacristy – where he found no fire. About fifteen minutes later the error was discovered, but by the time guards had climbed the three hundred steps to the cathedral attic the fire was well advanced.
The alarm system was not designed to automatically notify the fire brigade, which was summoned at 18:51 after the guards had returned. Firefighters arrived within ten minutes.
Fighting the Notre-Dame Fire
More than 400 firefighters were engaged. A hundred government employees along with police and municipal workers moved precious artefacts to safety via a human chain.
The fire was primarily fought from inside the structure, which was more dangerous for personnel, but reduced potential damage to the cathedral - applying water from outside risked deflecting flames and hot gases (at temperatures up to 800 °C) inwards. Deluge guns were used at lower-than-usual pressures to minimise damage to the cathedral and its contents. Water was supplied by pump-boat from the Seine.
Aerial firefighting was not used because water dropped from heights could have caused structural damage, and heated stone can crack if suddenly cooled. Helicopters were also not used because of dangerous updrafts, but drones were used for visual and thermal imaging, and robots for visual imaging and directing water streams. Molten lead falling from the roof posed a special hazard for firefighters.
By 18:52, smoke was visible from the outside; flames appeared within the next ten minutes. The spire of the cathedral collapsed at 19:50, creating a draft that slammed all the doors and sent a fireball through the attic. Firefighters then retreated from within the attic.
Shortly before the spire fell, the fire had spread to the wooden framework inside the north tower, which supported eight very large bells. Had the bells fallen, it was thought that the damage done as they fell could have collapsed the towers, and with them the entire cathedral.
At 20:30, firefighters abandoned attempts to extinguish the roof and concentrated on saving the towers, fighting from within and between the towers. By 21:45 the fire was under control.
Adjacent apartment buildings were evacuated due to concern about possible collapse, but on the 19th. April the fire brigade ruled out that risk. One firefighter and two police officers were injured.
Damage to Notre-Dame
Most of the wood/metal roof and the spire of the cathedral was destroyed, with about one third of the roof remaining. The remnants of the roof and spire fell atop the stone vault underneath, which forms the ceiling of the cathedral's interior. Some sections of this vaulting collapsed in turn, allowing debris from the burning roof to fall to the marble floor below, but most sections remained intact due to the use of rib vaulting, greatly reducing damage to the cathedral's interior and objects within.
The cathedral contained a large number of artworks, religious relics, and other irreplaceable treasures, including a crown of thorns said to be the one Jesus wore at his crucifixion. Other items were a purported piece of the cross on which Jesus was crucified, the Tunic of St. Louis, a pipe organ by Aristide Cavaillé-Coll, and the 14th.-century Virgin of Paris statue.
Some artwork had been removed in preparation for the renovations, and most of the cathedral's sacred relics were held in the adjoining sacristy, which the fire did not reach; all the cathedral's relics survived. Many valuables that were not removed also survived.
Lead joints in some of the 19th.-century stained-glass windows melted, but the three major rose windows, dating back to the 13th. century, were undamaged. Several pews were destroyed, and the vaulted arches were blackened by smoke, though the cathedral's main cross and altar survived, along with the statues surrounding it.
Some paintings, apparently only smoke-damaged, are expected to be transported to the Louvre for restoration. The rooster-shaped reliquary atop the spire was found damaged but intact among the debris. The three pipe organs were not significantly damaged. The largest of the cathedral's bells, the bourdon, was also not damaged. The liturgical treasury of the cathedral and the "Grands Mays" paintings were moved to safety.
Environmental Damage
Airparif said that winds rapidly dispersed the smoke, carrying it away aloft along the Seine corridor. It did not find elevated levels of particulate air pollution at monitoring stations nearby. The Paris police stated that there was no danger from breathing the air around the fire.
The burned-down roof had been covered with over 400 metric tons of lead. Settling dust substantially raised surface lead levels in some places nearby, notably the cordoned-off area and places left open during the fire. Wet cleaning for surfaces and blood tests for children and pregnant women were recommended in the immediate area.
People working on the cathedral after the fire did not initially take the lead precautions required for their own protection; materials leaving the site were decontaminated, but some clothing was not, and some precautions were not correctly followed; as a result, the worksite failed some inspections and was temporarily shut down.
There was also more widespread contamination; testing, clean-up, and public health advisories were delayed for months, and the neighbourhood was not decontaminated for four months, prompting widespread criticism.
Reactions to the Notre-Dame Fire
President of France Emmanuel Macron, postponing a speech to address the Yellow Vests Movement planned for that evening, went to Notre-Dame and gave a brief address there. Numerous world religious and government leaders extended condolences.
Through the night of the fire and into the next day, people gathered along the Seine to hold vigils, sing and pray.
White tarpaulins over metal beams were quickly rigged to protect the interior from the elements. Nettings protect the de-stabilised exterior.
The following Sunday at Saint-Eustache Church, the Archbishop of Paris, Michel Aupetit, honoured the firefighters with the presentation of a book of scriptures saved from the fire.
Investigation Into The Notre-Dame Fire
On the 16th. April, the Paris prosecutor said that there was no evidence of a deliberate act.
The fire has been compared to the similar 1992 Windsor Castle fire and the Uppark fire, among others, and has raised old questions about the safety of similar structures and the techniques used to restore them. Renovation works increase the risk of fire, and a police source reported that they are looking into whether such work had caused this incident.
The renovations presented a fire risk from sparks, short-circuits, and heat from welding (roof repairs involved cutting, and welding lead sheets resting on timber). Normally, no electrical installations were allowed in the roof space due to the extreme fire risk.
The roof framing was of very dry timber, often powdery with age. After the fire, the architect responsible for fire safety at the cathedral acknowledged that the rate at which fire might spread had been underestimated, and experts said it was well known that a fire in the roof would be almost impossible to control.
Of the firms working on the restoration, a Europe Echafaudage team was the only one working there on the day of the fire; the company said no soldering or welding was underway before the fire. The scaffolding was receiving electrical supply for temporary elevators and lighting.
The roofers, Le Bras Frères, said it had followed procedure, and that none of its personnel were on site when the fire broke out. Time-lapse images taken by a camera installed by them showed smoke first rising from the base of the spire.
On the 25th. April, the structure was considered safe enough for investigators to enter. They unofficially stated that they were considering theories involving malfunction of electric bell-ringing apparatus, and cigarette ends discovered on the renovation scaffolding.
Le Bras Frères confirmed its workers had smoked cigarettes, contrary to regulations, but denied that a cigarette butt could have started the fire. The Paris prosecutor's office announced on the 26th. June that no evidence had been found to suggest a criminal motive.
The security employee monitoring the alarm system was new on the job, and was on a second eight-hour shift that day because his relief had not arrived. Additionally, the fire security system used confusing terminology in its referencing parts of the cathedral, which contributed to the initial confusion as to the location of the fire.
As of September, five months after the fire, investigators thought the cause of the fire was more likely an electrical fault than a cigarette. Determining the exact place in which the fire started was expected to take a great deal more time and work. By the 15th. April 2020, investigators stated:
"We believe the fire to have been
started by either a cigarette or a
short circuit in the electrical system".
Reconstruction of Notre-Dame Cathedral
On the night of the fire Macron said that the cathedral, which is owned by the state, would be rebuilt, and launched an international fundraising campaign. France's cathedrals have been owned by the state since 1905, and are not privately insured.
The heritage conservation organisation Fondation du Patrimoine estimated the damage in the hundreds of millions of euros, but losses from the fire are not expected to substantially impact the private insurance industry.
European art insurers stated that the cost would be similar to ongoing renovations at the Palace of Westminster in London, which currently is estimated to be around €7 billion.
This cost does not include damage to any of the artwork or artefacts within the cathedral. Any pieces on loan from other museums would have been insured, but the works owned by the cathedral would not have been insurable.
While Macron hoped the cathedral could be restored in time for the 2024 Paris Summer Olympics, architects expect the work could take from twenty to forty years, as any new structure would need to balance restoring the look of the original building, using wood and stone sourced from the same regions used in the original construction, with the structural reinforcement required for preventing a similar disaster in the future.
There is discussion of whether to reconstruct the cathedral in modified form. Rebuilding the roof with titanium sheets and steel trusses has been suggested; other options include rebuilding in the original lead and wood, or rebuilding with modern materials not visible from the outside (like the reinforced concrete trusses at Reims Cathedral).
Another option would be to use a combination of restored old elements and newly designed ones. Chartres Cathedral was rebuilt with wrought iron trusses and copper sheeting after an 1836 fire.
French prime minister Édouard Philippe announced an architectural design competition for a new spire that would be:
"Adapted to the techniques
and the challenges of our era."
The spire replacement project has gathered a variety of designs and some controversy, particularly its legal exemption from environmental and heritage rules. After the design competition was announced, the French senate amended the government's restoration bill to require the roof to be restored to how it was before the fire.
On the 16th. July, 95 days after the fire, the law that will govern the restoration of the cathedral was finally approved by the French parliament. It recognises its UNESCO World Heritage Site status and the need to respect existing international charters and practices, to:
"Preserve the historic, artistic and architectural
history of the monument, and to limit any
derogations to the existing heritage, planning,
environmental and construction codes to a
minimum".
On the 15th. April 2020, Germany offered to restore some of the large clerestory windows located far above eye level with three expert tradesmen who specialize in rebuilding cathedrals. Monika Grütters, Germany's Commissioner for Culture was quoted as saying that her country would shoulder the costs.
As of the 30th. November all of the tangled scaffolding was removed from the spire area, and was therefore no longer a threat to the building.
The world will now have to wait for Notre-Dame de Paris to be restored to its former magnificence.
Photos by Garvin St. Villier
The pivotal reason I leaned on RAM was due to the Mopar connection. The fact that they custom manufacture hundreds of accessories for RAMs is priceless. From running boards and bed steps to vinyl decals, lift kits, and tonneau covers, you can't go wrong with Mopar. Of course, the Rebel model is already rugged and features an aggressive front fascia, performance-tuned shock absorbers, skid plates, 1” higher suspension, Goodyear Wrangler all-terrain tires, 18x8” off-road rims, and a bulged performance hood to house the stalwart 5.7-liter V8 HEMI e-Torque engine. However, I tapped into Mopar’s massive inventory to outfit “Soul Rebel 22” with a few essential parts that included:
• Cold Air Intake System
• Cat-Back Exhaust System
• Spray-In Bedliner
• Utility Rails & Hide-a-Hooks
• Deployable Bed-Step
• Cargo Bed Divider
• Matte Black Front Air Deflector
• Mopar Accessory Kit featuring:
1.Stainless Steel License Plate Cover
2.Stainless Steel Keychain
3.Mopar Valve Stem Caps
“Astronaut Edwin E. Aldrin, Jr., walking hurriedly on surface of moon in what was described as a kangaroo run. Astronaut Neil A. Armstrong near lunar module.”
Armstrong is collecting samples using the bulk sample scoop, seen here:
www.hq.nasa.gov/alsj/tools/judy41.jpg
www.hq.nasa.gov/alsj/tools/tools27.jpg
airandspace.si.edu/multimedia-gallery/5230hjpg
www.nasa.gov/history/alsj/a11/a11.mobility.html
Nice work by the unresponsive tool. The 'frame' is roughly at the 17:25 mark:
Credit: Mark Gray/YouTube
Model: Coco Gina
Hans van Eijsden Photography, The Netherlands
Lens: Sigma 50mm f/1.4 DG HSM Art on full frame.
Light: Large clamshell setup with the Elinchrom ELC 1000 through a large silver Beauty Dish with silver deflector from the front-top-side, which creates the high contrast in her face. Elinchrom ELC 500 with small strip box from the front-bottom-side, to lower the density of some shadows and to flatten the legs. Elinchrom ELC 500 through a large LiteMotiv Strip from the back. I measured the light with the Sekonic L-758DR.
Postprocessing: Some local adjustment curves, some painting, local cloning.
Portfolio: www.hansvaneijsden.com
Facebook Page: www.facebook.com/hansvaneijsdenphotography
PictionID:44585000 - Catalog:14_012578 - Title:Atlas Details: M7 FLAME DEFLECTOR - Filename:14_012578.TIF - - - Image from the Convair/General Dynamics Astronautics Atlas Negative Collection. The processing, cataloging and digitization of these images has been made possible by a generous National Historical Publications and Records grant from the National Archives and Records Administration---Please Tag these images so that the information can be permanently stored with the digital file.---Repository: San Diego Air and Space Museum
Bernice In B/W
Hans van Eijsden Photography, The Netherlands
Lens: Canon EF 85mm f/1.2L II USM on full frame.
Light: Simple setup from the front-side with one Elinchrom ELB 400 through an Elinchrom Deep Octa with inner diffusor and metallic deflector.
Postprocessing: Some local adjustment curves, BW conversion, grain.
Portfolio: www.hansvaneijsden.com
Facebook Page: www.facebook.com/hansvaneijsdenphotography
Model: Sarah
Hans van Eijsden Photography, The Netherlands
Lens: Canon EF 85mm f/1.2L II USM on full frame.
Light: Large clamshell setup with the Elinchrom ELC 1000 through a Deep Octa with silver deflector from the front-top-side, which creates the ultra high metallic contrast in her face. Elinchrom ELC 500 with small strip box from the front-bottom-side, to lower the density of some shadows. Elinchrom ELC 500 through a dish on the background. I measured the light with the Sekonic L-758DR.
Postprocessing: Some local adjustment curves, some local cloning.
Portfolio: www.hansvaneijsden.com
Facebook Page: www.facebook.com/hansvaneijsdenphotography