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I do not suppose an infidel or any such person will ever be chosen to any office unless the people themselves be of the same opinion.
Spaight, Elliot’s Debates, as quoted in The Making of America by Cleon Skousen, 1985, pg. 668
This summer I managed to do a short 6 days trip in Tuscany, a region of Italy well known all over the world for the beauty of its landscapes. The best shots are included in this little set, I hope you enjoy them :) - KIev 88, Mir 65mm f 3,5, Kodak Portra 160 self developed in Rollei Compard chemicals.
Pentax 645N • Pentax FA 645 45mm f:2.8 ED
Rollei RPX 400 developed in Caffenol C-L 70min cold stand @ 15-20°C
Scanned with Epson Perfection V500 at 3200dpi and Betterscanning MF Film Holder
Caffenol C-L
500 ml Filtered Water
8gr Anhydrous Washing Soda
5gr Vitamin C
0.5gr KBr
20gr Instant coffee ("Cora")
60 sec. slow agitations then let stand for 69 minutes
Taken with a Pentax K1000 with 50mm f/1.7 lens on Kodak Tri-X shot at 800 ISO and home developed in Ilford DD-X(1+4). Scanned with an Epson V800
Rowan-berry
Lubitel 166+, fomapan 100, developed standing for 60 minutes, fomadon R09 1:125, fixed for 5 minutes. Scanned on Epson V600.
+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
In the aftermath of the Second World War, Sweden required a strong air defense, utilizing the newly developed jet propulsion technology. This led to a pair of proposals being issued by the Saab design team, led by Lars Brising. The first of these, codenamed R101, was a cigar-shaped aircraft, which bore a resemblance to the American Lockheed P-80 Shooting Star. The second design, which would later be picked as the winner, was a barrel-shaped design, codenamed R 1001, which proved to be both faster and more agile upon closer study.
The original R 1001 concept had been designed around a mostly straight wing, but after Swedish engineers had obtained German research data on swept-wing designs, the prototype was altered to incorporate a 25° sweep. In order to make the wing as thin as possible, Saab elected to locate the retractable undercarriage in the aircraft's fuselage rather than into the wings.
Extensive wind tunnel testing performed at the Swedish Royal University of Technology and by the National Aeronautical Research Institute had also influenced aspects of the aircraft's aerodynamics, such as stability and trim across the aircraft's speed range. In order to test the design of the swept wing further and avoid any surprises, it was decided to modify a single Saab Safir. It received the designation Saab 201 and a full-scale R 1001 wing for a series of flight tests. The first 'final' sketches of the aircraft, incorporating the new information, was drawn in January 1946.
The originally envisioned powerplant for the new fighter type was the de Havilland Goblin turbojet engine. However, in December 1945, information on the newer and more powerful de Havilland Ghost engine became available. The new engine was deemed to be ideal for Saab's in-development aircraft, as not only did the Ghost engine had provisions for the use of a central circular air intake, the overall diameter of the engine was favorable for the planned fuselage dimensions, too. Thus, following negotiations between de Havilland and Saab, the Ghost engine was selected to power the type instead and built in license as the RM 2.
By February 1946 the main outline of the proposed aircraft had been clearly defined. In Autumn 1946, following the resolution of all major questions of principal and the completion of the project specification, the Swedish Air Force formally ordered the completion of the design and that three prototype aircraft be produced, giving the proposed type the designation J 29.
On 1 September 1948, the first of the Saab 29 prototypes conducted its maiden flight, which lasted for half an hour. Because of the shape of its fuselage, the Saab J 29 quickly received the nickname "Flygande Tunnan" ("The Flying Barrel"), or "Tunnan" ("The Barrel") for short. While the demeaning nickname was not appreciated by Saab, its short form was eventually officially adopted.
A total of four prototypes were built for the aircraft's test program. The first two lacked armament, carrying heavy test equipment instead, while the third prototype was armed with four 20mm automatic guns. Various different aerodynamic arrangements were tested, such as air brakes being installed either upon the fuselage or on the wings aft of the rear spar, along with both combined and conventional aileron/flap arrangements.
The flight test program revealed that the J 29 prototypes were capable of reaching and exceeding the maximum permissible Mach number for which they had been designed, and the flight performance figures gathered were found to be typically in excess of the predicted values.
In 1948 production of the type commenced and in May 1951 the first deliveries of operational production aircraft were received by F 13 Norrköping. The J 29 proved to be very successful and several variants and updates of the Tunnan were produced, including a dedicated reconnaissance variant and an all-weather fighter with an on-board radar.
A trainer variant was deemed to be useful, too, since the transition of young pilots from relatively slow, piston-engine basic trainers to jet-powered aircraft was considered to be a major step in the education program. At that time, the only jet-powered two-seater in Swedish inventory was the DH 115 Vampire. 57 of these, designated J 28C by the Swedish Air Force, had been procured from Great Britain in the late Forties, but an indigenous alternative (and a more capable successor) was politically favored.
In 1952 initial wind tunnel tests with scaled-down models were conducted, since it was not clear which layout would be the best from an aerodynamic, structural and educational point of view. After a thorough inspection of wooden 1:1 mock-ups of alternative tandem and a side-by-side cockpit layouts, as well as much political debate between Saab, the Swedish Air Force and the Swedish government concerning the costs and budget for a dedicated Saab 29 trainer fleet’s development and production, a compromise was settled upon in early 1953: No new trainer airframes would be produced. Instead, only existing airframes would be converted into two seaters, in an attempt to keep as much of the existing structure and internal fuel capacity as possible.
The side-by-side arrangement was adopted, not only because it was considered to be the more effective layout for a trainer aircraft. It also had the benefit that its integration would only mean a limited redesign of the aircraft’s cockpit section above the air intake duct and the front landing gear well, allowing to retain the single-seater’s pressurized cabin’s length and internal structure. A tandem cockpit would have been aerodynamically more efficient, but it would have either considerably reduced the J 29’s internal fuel capacity, or the whole aircraft had had to be lengthened with a fuselage plug, with uncertain outcome concerning airframe and flight stability. It would also have been the more costly option,
However, it would take until 1955 that the first trainer conversions were conducted by Saab, in the wake of the major wing and engine updates for the J 29 A/B fleet that lasted until 1956. The trainer, designated Sk 29 B, was exclusively based on the J 29 B variant and benefited from this version’s extra fuel tanks in the wings and fully wired underwing weapon hardpoints, which included two wet pylons for drop tanks and made the Sk 29 B suitable for weapon training with the J 29’s full ordnance range.
The trainer conversions only covered the new cockpit section, though. The Sk 29 B did not receive the new dogtooth wing which was only introduced to the converted J 29 D, E and F fighters. The upper pair of 20mm cannon in the lower front fuselage was deleted, too, in order to compensate for the two-seater’s additional cockpit equipment weight and drag. Performance suffered only marginally under the enlarged canopy, though, and the Sk 29 B turned out to be a very sound and useful design for the advanced jet trainer role.
However, budgetary restraints and the quick development of aircraft technology in the Fifties limited the number of fighter conversions to only 22 airframes. The aging Vampire two-seaters still turned out to be adequate for the advanced trainer role, and the Sk 29 B did not offer a significant advantage over the older, British aircraft. Another factor that spoke against more Sk 29 Bs was the simple fact that more trainer conversions would have reduced the number of airframes eligible for the running fighter aircraft updates.
All Sk 29 Bs were concentrated at the F 5 Ljungbyhed Kungliga Krigsflygskolan training wing in southern Sweden, where two flights were equipped with it. Unofficially dubbed “Skola Tunnan” (literally “School Barrel”), the Sk 29B performed a solid career, even though the machines were gradually retired from 1966 onwards. A dozen Sk 29 B remained active until 1972 in various supportive roles, including target tugging, air sampling and liaison duties, while the final Vampire trainer was already retired in 1968. But by the early Seventies, the trainer role had been taken over by the brand new Saab 105/Sk 60 trainer, the long-awaited domestic development, and Sk 35 Draken trainers.
General characteristics:
Crew: 2
Length: 10.23 m (33 ft 7 in)
Wingspan: 11.0 m (36 ft 1 in)
Height: 3.75 m (12 ft 4 in)
Wing area: 24.15 m² (260.0 ft²)
Empty weight: 5,120 kg (11,277 lb)
Max. takeoff weight: 8,375 kg (18,465 lb)
Powerplant:
1× Svenska Flygmotor RM2 turbojet, rated at 5,000 lbf (22.2 kN)
Performance:
Maximum speed: 1,010 km/h (627 mph)
Range: 1,060 km (658 mi)
Service ceiling: 15,500 m (50,850 ft)
Rate of climb: 30.5 m/s (6,000 ft/min)
Armament:
2x 20mm Hispano Mark V autocannon in the lower front fuselage
Underwing hardpoints for various unguided missiles and iron bombs, or a pair drop tanks
The kit and its assembly:
Another Saab 29 conversion of a variant that was thought about but never materialized, much like the radar-equipped all-weather fighter. The impulse to tackle this stunt was a leftover D. H. Vampire trainer fuselage pod in my stash (from the ‘Mystery Jet’ conversion a couple of months ago, from an Airfix kit). The canopy’s shape and dimensions appeared like a sound match for the tubby J 29, and so I decided to try this stunt.
The basis is the Heller J 29 kit, which is, despite raised surface details, IMHO the better kit than the rather simple Matchbox offering. However, what makes things more hazardous, though, is the kit’s option to build the S 29 C reconnaissance variant – the lower front fuselage is a separate part, and any surgery around the cockpit weakens the kit’s overall stability considerably. Unlike the J 29D all-weather fighter built recently, I had no visual reference material. The only valid information I was able to dig up was that a side-by-side cockpit had been the preferred layout for this paper project.
Implanting a new cockpit is always hazardous, and I have never tried to integrate a side-by-side arrangement into a single seater. The Vampire cockpit was finished first, and also mounted into the Vampire’s original cockpit pod halves, because I was able to use its side walls and also had the original canopy parts left over – and using the Vampire’s cockpit opening would ensure a good fit and limit PSR work around the clear parts. Once the Vampire cockpit tub was complete, the “implant” was trimmed down as far as possible.
Next step was to prepare the Tunnan to accept the donor cockpit. In order to avoid structural trouble I finished the two fuselage halves first, mounted the air intake with the duct to the front end, but left the fighter version’s gun tray away (while preparing it with a load of lead). The idea was to put the Vampire cockpit into position from below into the Tunnan’s fuselage, until all outer surfaces would more or less match in order to minimize PSR work.
With the Vampire cockpit as benchmark, I carefully tried to draw its outlines onto the upper front fuselage. The following cutting and trimming sessions too several turns. To my surprise, the side-by-side cockpit’s width was the least problem – it fits very well inside of the J 29 fuselage’s confines, even though the front end turned out to be troublesome. Space in length became an issue, too, because the Airfix Vampire cockpit is pretty complete: it comes with all pedals, a front and a rear bulkhead, and its bulged canopy extends pretty far backwards into an aerodynamic fairing. As a result, it’s unfortunately very long… Furthermore, air intake duct reaches deep into the Tunnan’s nose, too, so that width was not the (expected) problem, but rather length!
Eventually, the cockpit lost the front bulkhead and had to trimmed and slimmed down further, because, despite its bulky fuselage, the Tunnan’s nose is rather narrow. As a consequence the Vampire cockpit had to be moved back by about 3mm, relative to the single-seater’s canopy, and the area in front of the cockpit/above the air intake duct had to be completely re-sculpted, which took several PSR stages. Since the Vampire’s canopy shape is very different and its windscreen less steep (and actually a flat glass panel), I think this change is not too obvious, tough, and looks like a natural part of the fictional real-life conversion. However, a fiddly operation, and it took some serious effort to blend the new parts into the Tunnan fuselage, especially the windscreen.
Once the cockpit was in place, the lower front fuselage with the guns (the upper pair had disappeared in the meantime) was mounted, and the wings followed suit. In this case, I modified the flaps into a lowered position, and, as a subtle detail, the Tunnan kit lost its retrofitted dogtooth wings, so that they resemble the initial, simple wing of the J 29 A and B variants. Thanks to the massive construction of the kit’s wings (they consist of two halves, but these are very thin and almost massive), this was a relatively easy task.
The rest of the Tunnan was built mostly OOB; it is a typical Heller kit of the Seventies: simple, with raised surface detail, relatively good fit (despite the need to use putty) and anything you could ask for a J 29 in 1:72 scale. I just replaced the drop tanks with shorter, thicker alternatives – early J 29 frequently carried Vampire drop tanks without fins, and the more stout replacements appeared very suitable for a trainer.
The pitots on the wing tips had to be scratched, since they got lost with the wing modifications - but OOB they are relatively thick and short, anyway. Further additions include a tail bumper and extra dorsal and ventral antennae, plus a fairing for a rotating warning light, inspired by a similar installation on the late J 29 target tugs.
Painting and markings:
As usual, I wanted a relatively plausible livery and kept things simple. Early J 29 fighters were almost exclusively left in bare metal finish, and the Swedish Vampire trainers were either operated in NMF with orange markings (very similar to the RAF trainers), or they carried the Swedish standard dark green/blue grey livery.
I stuck to the Tunnan’s standard NMF livery, but added dark green on wing tips and fin, which were widely added in order to make formation flight and general identification easier. However, some dayglow markings were added on the fuselage and wings, too, so that – together with the tactical markings – a colorful and distinct look was created, yet in line with typical Swedish Air Force markings in the late Fifties/early Sixties.
The NMF livery was created with an overall coat of Revell 99 acrylic paint (Aluminum), on top of which various shades of Metallizer were dry-brushed, panel by panel. Around the exhaust, a darker base tone (Revell 91, Iron Metallic and Steel Metallizer) was used. Around the cockpit, in order to simulate the retrofitted parts, some panels received a lighter base with Humbrol 191.
The raised panel lines were emphasized through a light black in wash and careful rubbing with grinded graphite on a soft cotton cloth – with the benefit that the graphite adds a further, metallic shine to the surface and destroys the uniform, clean NMF look. On the front fuselage, where many details got lost through the PSR work, panel lines were painted with a thin, soft pencil.
The cockpit interior became dark green-grey (Revell 67 comes pretty close to the original color), the landing gear wells medium grey (Revell 57). The dark green markings on fin and wing tips were painted with Humbrol 163 (RAF Dark Green), which comes IMHO close to the Swedish “Mörkgrön”. The orange bands were painted, too, with a base of Humbrol 82 (Orange Lining) on top of which a thin coat of fluorescent orange (Humbrol 209) was later added. Even though the NMF Tunnan did not carry anti-dazzle paint in front of the windscreen, I added a black panel because of the relatively flat area there on the modified kit.
Decals come from different sources: roundels and stencils come from the Heller kit’s sheet, the squadron code number from a Flying Colors sheet with Swedish ciphers in various colors and sizes for the late Fifties time frame, while the tactical code on the fin was taken from a Saab 32 sheet.
Finally the kit was sealed with a “¾ matt”, acrylic varnish, mixed from glossy and matt varnishes.
An effective and subtle conversion, and a bigger stunt than one might think at first sight. The Tunnan two-seater does, hoewever, not look as disturbing as, for instance, the BAC Lightning or Hawker Hunter trainer variants? The rhinoplasty was massive and took some serious PSR, though, and the livery was also more demanding than it might seem. But: this is what IMHO a real Saab 29 trainer could have looked like, if it had left the drawing boards in the early Fifties. And it even looks good! :D
S.S. Badger and S.S. Spartan. Catching up on developing and scanning. Shot a roll of very expired film. This is one of the more interesting images from that roll. Taken with a No. 1A Autographic Kodak Jr camera, manufactured 1914 thru 1925. It takes 116 film, and I came across some very expired Ansco Plenachrome "safety film", expired May 1956. I was not sure if I would get any images at all. Film is definitely very fogged, but I got images! Metered the film at ISO 1. Lens is a Bausch & Lomb Rapid Rectilinear, max aperture f/8. Aperture settings on this lens are very interesting. The aperture numbers go from 4 thru 128. But they are not f-stops, they are relative numbers, so 4 is twice the aperture of 8, 8 is twice the aperture of 16, etc. It works out that number 16 is equal to f/16. So, 4= f/8, 8=f/11, etc. By what I can see, Kodak used to refer to these numbers as the "U.S. system", in contrast to the "normal" aperture settings we are familiar with today, which they called the "F. system". At least, they did back in 1914 :-) Negatives developed in Rodinal 1+100 semi-stand development for 1 hour.
The village of Brem-sur-Mer, as the name indicates, has recently developed itself as a coastal resort, but the old heart of the village lies about one kilometer inland, centered around the Saint-Nicolas church.
In the Middle Ages, most of the people living along seaboards had a profound distrust of the ocean; it was a physically threatening environment, rumored to be populated with all sorts of creatures one didn’t want to see any closer. People who lived on fertile lands that could feed them, as is the case in Vendée, resolutely turned their backs on the ocean, contrary to some of the Bretons, whose granite land is often much less accommodating in terms of agriculture, and who therefore had to turn to the sea and marine resources to feed themselves as properly as possible, which was often not much.
The Saint-Nicolas church is a Year 1000 church, one of the oldest in all of Vendée, if not the oldest. It was originally built as a three-nave church by the Benedictine monks from the abbey of Marmoutier, who installed a priory there. When it was consecrated in 1070, it was a jewel of Romanesque architecture, as attested today by what remains of that original church.
It was then badly damaged during the Wars of Religion. The aisles were destroyed, and only the main nave was rebuilt, using stones from the aisles destroyed by the Protestants.
This remarkable church is mostly known among Mediævalists for its enigmatic portal which, curiously, was not an element of the original church, whose façade was devoid of decoration. The portal is believed to have been added around 1100. Treated in the archaic way called in French à l’antique, it includes a triangular gable sculpted in low relief.
The central figure is thought to represent Saint Nicolas, but no one has ever come with a satisfying explanation as to what the surrounding creatures (men, women and beasts) were, and why they were there. This enigma still puzzles art historians to this day.
A great romantic charm emanates from Saint-Nicolas, because of its obvious very old age and the fact that it is partly ruined, but a great sadness also grips the beholder as they assess the poor condition the church is in at this time (May 2024). The combination of rain infiltrations and the action of the humid, salty ocean air, have seriously damaged the monument. Restoration and repair works are urgently needed to protect both the structure itself, and the alfresco wall paintings that have recently been discovered inside.
One of the charities I work for as a pro bono photographer, the Fondation du Patrimoine, has launched a fundraising operation that has already collected more than 168,000 euros, versus a target figure of 300,000. If you too want to help, even in a very small way, you can make an online donation here: www.fondation-patrimoine.org/les-projets/eglise-saint-nic.... If you are a French tax resident, you will receive a certificate allowing you to deduct 75 percent of your donation against your taxes next year.
One last look at the enigmatically decorated portal. This angle better shows the inner architectural complexities of the arches. They denote influences from the neighboring province of Saintonge, which lies just south of Vendée, between it and the Bordeaux area.
a couple from a trip earlier this year to Swona. the guys that took me out go there regularly and fix and maintain the properties that are still in reasonable shape. They were pointing out so much damage caused by wildlife ( cattle left to become a feral breed) and the exposure in such a hostile and open to the elements. Incredible place, feel priviledged to have been here
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The Saab 35 Draken ('The Kite' or 'The Dragon') was a Swedish fighter-interceptor developed and manufactured by Svenska Aeroplan Aktiebolaget (SAAB) between 1955 and 1974. Development of the Saab 35 Draken started in 1948 as the Swedish air force future replacement for the then also in development Saab 29 Tunnan dayfighter and Saab 32B Lansen night fighter. It featured an innovative but unproven double delta wing, which led to the creation of a sub-scale test aircraft, the Saab 210, which was produced and flown to test this previously unexplored aerodynamic feature. The full-scale production version entered service with frontline squadrons of the Swedish Air Force on 8 March 1960. It received the designation Flygplan 35 (Fpl 35; 'Aeroplane 35') and was produced in several variants and types, most commonly as a fighter type with the prefix J (J 35), standing for Jaktflygplan (Pursuit-aircraft), the Swedish term for fighter aircraft.
The Saab 35 Draken was known for, among other things, its many "firsts" within aviation. It was the first Western European-built combat aircraft with true supersonic capability to enter service and the first fully supersonic aircraft to be deployed in Western Europe. Design-wise it was one of, if not the first, combat aircraft designed with double delta wings, being drawn up by early 1950. The unconventional wing design also had the side effect of making it the first known aircraft to perform and be capable of the Cobra maneuver. It was also one of the first Western-European-built aircraft to exceed Mach 2 in level flight, reaching it on 14 January 1960.
The Draken functioned as an effective supersonic fighter aircraft of the Cold War period. Even though the type was designed and intended as an interceptor, the Draken was considered to be a very capable dogfighter for the era, and its large wing area allowed the compact Saab 35 to carry a relatively high payload, too. In Swedish service, it underwent several upgrades, the ultimate of these being the J 35 J model which served until 1999. The Draken was also exported to several countries and remained operational in Austria until 2005.
In Swedish service, the Saab 35 was replaced by the Saab 37 “Viggen”. Development work on the new type was already initiated at Saab in 1952 and, following the selection of a radical canard delta wing configuration, the resulting aircraft performed its first flight on 8 February 1967 and entered service on 21 June 1971. However, being a radical and new design, the service introduction of the Viggen – esp. of its initial version, the AJ 37 fighter-bomber – was not without teething troubles, and in the late Sixties the Swedish Air Force expected an attack aircraft gap in its line-up. The former A 32 A Lansen attack aircraft were reaching the end of their airframe lifetime and were simply outdated, even though it was still needed as an anti-ship attack platform for the indigenous Rb 04 guided missile, so that Saab suggested an interim solution: the conversion of seventy of the 120 produced J 35 D fighters into dedicated attack aircraft, with the designation A 35 G (Gustav).
The Saab A 35 G was heavily modified to make it into a fighter bomber aircraft. Compared to the fighter versions the outer wings where completely redesigned and the aircraft featured 9 hardpoints in total. Airframe and landing gear were strengthened to cope with an increased payload of 10,000 lb (4,540 kg) vs. the fighters’ usual 6,393 lb (2,900 kg). Several airframe components were restored or replaced to extend the life of the aircraft, and the landing gear featured low-pressure tires for a better field performance on improvised/dispersed airfields.
A wide array of ordnance could be carried, such as bombs of up to 1.000 lb (454 kg) caliber, MERs with up to six 100 kg (220 lb) bombs each, pods with unguided 75 mm or 135 mm rockets, single 14.5 cm psrak m49/56 high-explosive anti-tank rockets and, as a new weapon, the indigenous guided Rb 05 air-to-ground missile. This had been developed for the AJ 37 "Viggen in 1967 and was roughly comparable with the American AGM-12 Bullpup, but had some unique features. The Rb 05’s supersonic speed was deemed necessary to reduce the threat of surface-to-air missiles, and it allowed the missile to be deployed against slow/large aerial targets, too, making it a dual-purpose weapon. Consequently, the Rb 05’s fuze could be set by the pilot to impact mode for ground targets, or proximity mode for attacking air targets such as bombers.
The missile had a maximum range of 9 km (5.6 ml) and would usually be launched after a high-speed attack run on very low altitude and a climb to 400m for launch. Since the RB 05 was roll-stabilized, the aircraft did not need to be aimed straight at the target when launching and could immediately descend into terrain cover again, and this also made it possible to attack aerial targets from unusual angles and flight paths. Tracking the flares on the missile, the pilot would then visually guide the missile (the missile's engine was smokeless as to not obscure the view) with a small manual joystick towards the target. Guidance commands were transmitted to the missile via a jam-proof radio transmission link.
The A 35 G kept the J 35 D’s two 30 mm ADEN cannons, and a limited air defense capability was retained, too: the Gustav could carry up to four IR-guided Rb 24 (AIM-9B Sidewinder) AAMs, in addition to the Rb 05 in air-to-air mode. However, the aircraft lacked any air intercept radar, and had instead a Ferranti LRMTS (laser rangefinder and marked target seeker) and a counterweight installed in the nose, which resembled the S 35 E photo reconnaissance version’s nose, just without the windows for the side-looking cameras. For its attack role, the A 35 G received a new inertial navigation system, new altimeters and a ballistic computer from Saab called BT-9Rm, which worked with both bombs and rockets and even allowed for toss bombing. The Gustav Draken was furthermore fitted with electronic countermeasure (ECM) systems, a RHAWS and chaff and flare dispensers in their tail cones to improve its survivability over the battlefield.
The Gustav conversion program was accepted by the Swedish government in 1968. Work started in early 1969, the first revamped aircraft reached the operational units in late 1971. However, since production of the AJ 37 was starting at the same time, only 61 aircraft were eventually re-built from existing J 35 D airframes (one prototype and sixty production aircraft). Västgöta Wing (F 6) at Karlsborg was the first squadron to receive the A 35 G, replacing its A 32 A fighter bombers, the other unit to operate the type was Skaraborg Wing (F 7) at Såtenäs.
Among Sweden’s Draken fleet the Gustav was easy to recognize because it was the only version that carried the new “Fields & Meadows” splinter camouflage as standard livery. Service of the A 35 G lasted only until the early Eighties, though: as more and more AJ 37 all-weather fighter bombers reached the Swedish frontline units during the Seventies, the interim attack Draken, which was only effective under daylight and more or less good weather conditions, was withdrawn and either used for spares in the running J 35 J modernization program or directly scrapped, because many airframes had, suffering from the special stress of low-level flight operations, reached the end of their lifespan.
Another factor for the quick withdrawal was the disappointing performance of the type’s primary weapon, the Rb 05 missile: Its manual joystick steering in the cramped Draken cockpit (to be operated while the pilot was expected to fly at low altitude and evade enemy fire!) presented a number of problems, and the Rb 05’s ultimate accuracy was, even under ideal conditions, on the order of just 10 meters (33 ft), greater than desired. Targets like tanks or even ships were hard to hit with this level of scattering, combined with imminent danger for the pilot, and the air-to-air mode was even less effective. On the more modern Saab 37 the Rb 05 was therefore replaced by the Rb 75, a license-produced version of the American TV-guided AGM-65 Maverick “fire and forget” weapon. TV and laser seeker heads for the Rb 05 to improve the weapon’s accuracy and handling had been planned since the early Seventies, but were never realized.
General characteristics:
Crew: 1
Length: 15.35 m (50 ft 4 in)
Wingspan: 9.42 m (30 ft 11 in)
Height: 3.89 m (12 ft 9 in)
Wing area: 49.2 m² (530 ft²)
Airfoil: 5%
Empty weight: 8,175 kg (18,006 lb)
Gross weight: 11,500 kg (25,330 lb)
Max takeoff weight: 13,554 kg (29,845 lb)
Powerplant:
1× Svenska Flygmotor RM6C (license-built Rolls Royce Avon with Swedish EBK67 afterburner)
turbojet engine, 56.5 kN (12,700 lbf) thrust dry, 77.3 kN (17,240 lbf) with afterburner
Performance:
Maximum speed: 2,150 km/h (1,335 mph, 1,168 kn) at 11,000 m (36,089 ft), clean
1,430 km/h (888 mph, 777 kn) w. two dop tanks and two 454 kg (1.00 lb) bombs
Range: 1.120 km (605 nmi; 696 mi); clean, internal fuel only
Ferry range: 2,750 km (1,480 nmi; 1,710 mi) with four external 500 l drop tanks
Service ceiling: 20,000 m (66,000 ft)
Rate of climb: 199 m/s (39,200 ft/min)
Wing loading: 231.6 kg/m² (47.4 lb/ft²)
Thrust/weight: 0.7
Takeoff roll: 800 m (2,625 ft)
Armament:
2× 30 mm akan m/55 ADEN cannon with 100 rounds per gun
9× hardpoints with a total capacity of 4,500 kg (10.000 lb)
The kit and its assembly:
Even though the model depicts a what-if aircraft, the Draken’s proposed “Gustav” attack variant based on the J 35 D interceptor was real – even though I could not find much detail information about it. So, I took some inspiration from the contemporary Danish Saab 35XD export version, which probably had similar features to the Gustav? Another inspiring factor was a pair of Rb 05 missiles (from an Airfix Viggen) that I had bought with a spare parts lot some time ago – and an attack Draken would be the perfect carrier for these exotic (and unsuccessful) missiles.
For a low-budget build I used one of Mistercraft’s many recent re-boxings of the vintage Revell Draken from 1957(!), and this kit is nothing for those who are faint at heart. It is horrible.
The kit probably depicts a late J 35 A (already with a long tail section), but even for this variant it lacks details like the air scoops for the afterburner or a proper landing gear. The Draken’s characteristic tail wheel is also missing completely. Worst pitfall, however: there is NO interior at all, not even a lumpy seat! The canopy, the early model with struts, is disturbingly clean and crisp, though. The overall fit is mediocre at best, too – there are only a few visible seams, but any of them calls for filling and PSR. It’s a very toyish kit, even though the general outlines are O.K.
And the Mistercraft instructions are really audacious: they show all the parts that are actually NOT there at all. Suddenly a seat appears in the cockpit, a fin fairing from a J 35 D or later, or the tail wheel… And the decal sheets only roughly meet the aircraft you see in the painting instructions - there are three sheets, totally puzzled together, including material for aircraft not mentioned in the instructions, but that’s a common feature of most Mistercraft kits. But: how much can you taunt your disappointed customers?
So, this leaves lots of room for improvements, and calls for a lot of scratching and improvisation, too. First measure was to open both the air intakes (which end after 2mm in vertical walls) and the exhaust, which received an afterburner dummy deep inside to create depth. Next, I implanted a complete cockpit, consisting of s scratched dashboard (styrene sheet), the tub from an Italeri Bae Hawk trainer’s rear cockpit (which comes with neat side consoles and fits quite well) plus a shallow vintage ejection seat, probably left over from an early MiG from a KP kit or one of its many later reincarnations. As an alternative, there’s a Quickboost resin aftermarket set with a complete cockpit interior (even including side walls, IIRC intended to be used with the Hasegawa Draken) available but using it on this crappy kit would have been a waste of resources – it’s more expensive than the kit itself, and even with a fine cockpit the exterior would still remain sh!t.
Since I could not find any detail about the Gustav Draken’s equipment I gave it a laser rangefinder in a poor-fitting S 35 E (or is it a Danish export F-35?) nose that comes as an optional part with the vintage Revell mold – which is weird, because the recce Draken was built between 1963 and 1968 in 2 series, several years after the kit’s launch? Maybe the Mistercraft kit is based on the 1989 Revell re-boxing? But that kit also features an all-in-one pilot/seat part and a two-piece canopy… Weird!
Once the hull was closed many surface details had to be added. The afterburner air scoops were created from plastic profiles, which are aftermarket roof rails in H0 scale. Styrene profile material was also used to create the intakes behind the cockpit, better than nothing. The OOB pitot on the fin was very robust, and since it would be wrong on a J 35 D I cut it off and added a fairing to the fin tip, a shortened/modified ACMI pod, which bears a better pitot alternative at its tip. The pitot on the nose was scratched from heated styrene, since the kit offers no part at all.
Under the rear fuselage the whole tail wheel arrangement had to be scratched. The shallow fairing consists of a section from a Matchbox EA-6B drop tank, the wheel and its strut were tinkered together with bits from the scrap box and profile material. Not stellar, but better than OOB (= nothing!).
The landing gear struts were taken from the kit but beefed up with some details. The main wheels had to be replaced, the new ones come from a KP MiG-21, IIRC.
The ordnance consists of a pair of Rb 05’s from an Airfix Viggen, a pair of OOB drop tanks and MERs from a Matchbox A-7D, together with fourteen streamlined bombs from the same kit – twelve on the MERs and single bombs on the outer pylons. AFAIK, Sweden never used MERs on their aircraft, but the bombs come pretty close to some small bombs that I have seen as AJ 37 ordnance. Most pylons are OOB, I just added a single ventral station and two outer hardpoints under the wings. The Rb 05s received a prominent place under the air intakes on Sidewinder launch rails.
Painting and markings:
Finally a good excuse to apply the famous and complex “Fields & Meadows” paint scheme to a Draken model! However, this “combo” actually existed in real life, but only on a single aircraft: around 1980 a J 35 B (s/n 35520), aircraft “20” of F18, was painted in this fashion, but AFAIK it was only an instructional airframe. You find some pictures of this aircraft online but getting a clear three-side view (esp. from above!) as a reliable painting benchmark is impossible. However, a complete paint scheme of this aircraft is provided with one of Mistercraft’s Revell Draken re-boxings (not the one I bought, though), even though it is mismarked as a J 35 F of F10 in the instructions. One of the common Mistercraft errors, err, “surprises” (*sigh*).
Finding suitable model paints for the elaborate scheme is not easy, either, and after having applied it several times I stuck to my favorites: Humbrol 150 (Forest Green, FS 34127), 75 (Bronze Green), 118 (US Light Tan, FS 30219, a bit light but RAF Dark Earth is too somber) and Revell 06 (Tar Black, RAL 9021) on the upper surfaces and Humbrol 247 (RLM76) underneath.
A large ventral section was, typical for the J 35, left in bare metal, since leaking fuel and oil would frequently eat away any paint there. The section was painted with Revell 91 (Iron) and later treated with Matt Aluminum Metallizer (Humbrol). As per usual, the model received an overall light black ink washing and some post-shading in order to emphasize the panels, correct the splinter camouflage and dramatize the surface. Some extra weathering was done around the gun ports and the jet nozzle with graphite.
Internal details like the cockpit and the landing gear were painted with the help of Swedish Saab 35 reference pictures. The cockpit tub was painted in a dark, bluish green (Humbrol 76) with grey-green (Revell 67) side walls.
The landing gear and its respective wells were painted in a bluish grey (Revell 57), parts of the struts were painted in a bright turquoise (a mix of Humbrol 89 and 80; looks quite weird, but I like such details!). The wheel hubs became medium grey (Revell 47). The Rb 05 missiles were painted in white as live weapons, so that they stand out well from the airframe. The drop tanks received the same blue-grey as the underside (Humbrol 247). MERs and launch rails were painted in a neutral grey (RAL 7001) and the bombs became olive drab (RAL 6014, Gelboliv) with yellow rings and golden fuzes.
Decals/markings were puzzled together from a Moose Republic Saab 32 sheet (unit code number and emblem) and the spares box, including the red tactical tail code from an Italeri 1:72 Gripen and roundels from a Hasegawa Draken. Stencils were taken from the kit’s OOB sheet and also from the Hasegawa Draken sheet. Finally, the model was sealed with matt acrylic varnish (Italeri).
What a horror trip! The paint scheme itself was/is challenging enough, but modding the crappy vintage Revell kit into something more presentable was already a fight in itself. However, I like the outcome. “Fields & Meadows” suits the Draken with its huge and flat upper surface well, and while the Gustav conversion did not take much effort the “mud mover” ordnance under this Mach 2 fighter really looks strange and makes you wonder what this is. A nice what-if model, despite its blurriness!
Developed with iron, intensivied with iodine en re-developed with pyro. The glass looks bright and nice, but the print is with too little contrast.
Until the end of 2013, Etna's recent eruptive activity was mainly focused on the latest creation of the volcano, the new cone of the Southeast Crater, which was the site of 21 episodes of intense Strombolian activity and - in all cases except the latest two - lava fountaining accompanied by the emission of copious loose volcanic rock material, called tephra. The latest - and weakest - of these episodes took place between 29 and 31 December 2013, although minor lava outflow continued through the two first days of the year 2014, ending altogether during the night of 2-3 January 2014.
For some time, though, we've seen some activity also at the Northeast Crater, the tallest - and since many years, least violently active - of Etna's four summit craters. On 26 October 2013, when the new cone of the Southeast Crater was the site of the first episode of lava fountaining for six months, spectacular ash emissions started also from the Northeast Crater, where the latest significant visible activity had occurred during the summer of 2002. Strangely enough, the conduit of this crater has remained open - possibly down to 1000 or even more meters below the summit - and it has been the source of the most intense and continuous gas emissions of Etna over the past decade.
As the new cone of the Southeast Crater continued to make its eruptive episodes through the fall of 2013, we often saw some sympathetic minor ash emissions at the Northeast Crater, but over the past few days they have become virtually continuous. Today, 9 January 2014, the weather conditions are particularly favorable, with clear skies and a virtually complete absence of wind at Etna's summit, and the plume of ash is rising straight to a few hundred meters above the peak of the mountain. This phenomenon is also well visible from Catania, and from the roof of the INGV building in the center of town, from where I took this photograph on the early afternoon of 9 January 2014 (I admit that I deleted the metal thread of an antenna out of the right upper part of the image).
This is something different, and now everybody is wondering whether old Northeast Crater, after many years of steaming and producing rumbling sounds from deep within its conduit is feeling the drive to return on the scene on a grander scene. The signals that are constantly monitored by the INGV - seismic activity, gas emissions, ground deformation - do not presently indicate that something big is on the move. But Etna, after all, is an active volcano. So we should not be surprised if she gave us another surprise, after all the surprises she's unleashed on us over the years ...
So I finally bit the bullet and bought some chemicals to develop my own colour negatives. This is partially for financial reasons (i.e. it works out quite a bit cheaper), and also I was curious as to how difficult it would be.
Turns out it was really simple (arguably less hassle than black and white), and the thing that I was most worried about (the temperature control) was not a problem.
The colours from what I have scanned so far seem fairly accurate (at least for me), so maybe this is the way forward?
Minolta SRT-101
Rokkor 50 / 1.7
Fuji Superia 200
Developed in Tetenal (3:15 @ 100F)
One from the December 2016 model trip to Poland.. colours as scanned
Agnieszka @ Malva Models, Poland
Leica M4-P (2) + Voigtlander Nokton 35mm f1.4 + Kodak Vision3 50D / Cinestill 50D
Film was developed and scanned at home - mrleica.com/2016/11/04/c41-colour-film-developing/
Poland blog - mrleica.com/2017/01/10/poland-models-leica-ms/
I was very happy with the detail that I could see in the photograph that I took with a Hasselblad 500C/M CFV-50c camera and a 250mm lens of the full Moon on 20160721. Looking up at the Moon this morning, 4 days later, I decided that it would be fun to capture a series of photographs of the Moon as it waned over a two week period, weather permitting.
What immediately caught my attention when looking at this photograph was the way that the low angle of the light near the dark limb (i.e., lefthand edge) emphasized the nearby topographic features. Post-processing methods such as "Clarity" and "Sun Illumination" can be used to achieve this effect, but it is always more convincing and beautiful when Nature does it in the reality of the moment.
Now for some trivia ... This photograph shows the Moon at 77.5% full and a distance of 379,644km from Earth. I have a number of iOS apps that can supply this sort of information and so much more - e.g., Moon+ by CDV Concepts, Moon Phase+ by Peter Smith, etc.
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For the other photographs in this "Strawberry Moon 2016" series that have been posted on Flickr, please see ...
www.flickr.com/photos/momentsforzen/27770588552/
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[ Location - Barton, Australian Capital Territory, Australia. ]
Photography notes ...
The photograph was taken using the following hardware configuration ...
(Year of manufacture indicated in braces where known.)
- Hasselblad 500C/M body (1994).
- Hasselblad CFV-50c Digital Back for Hasselblad V mount camera
- Hasselblad Focusing Screen for the CFV-50c digital back, with focussing prism and crop markings.
- Hasselblad 45 Degree Viewfinder PME-45 42297 (2001).
- Hasselblad Carl Zeiss lens - Sonnar CF 250mm f/5.6 Superachromat lens (1987).
- FotodioX B60 Lens Hood for Select Hasselblad Telephoto CF Lenses
I acquired the photograph (8272 x 6200 pixels) with an ISO of 100, exposure time of 1/500th second, and aperture of f/8.
Post-processing ...
Finder - Removed the CF card from the camera digital back and placed it in a Lexar 25-in-1 USB card reader. Then used Finder on my MacBook Air to download the raw image file (3FR extension) from the card.
Lightroom - Imported the 3FR image.
Lightroom - Used the Map module to add the location details to the EXIF header.
Lightroom - Then applied various lighting and color adjustments in the Develop module.
Lightroom - Saved the basic adjustments carried out in the Develop module as preset 20160708-001.
Lightroom - Exported the image as a JPG file with 8272 x 6200 pixels from the Library module.
PhotoSync - Copied the JPEG file to my iPad Mini for the final processing steps and posting to social media.
BigPhoto - Cropped the image and saved it as an image with 800 x 800 pixels.
BigPhoto - Resized the image by a factor of x4 and saved it as an image with 3200 x 3200 pixels.
Photoshop Fix - Used the spot Healing tool to retouch a number of sensor noise spots in the background regions.
Photoshop Express - Applied sharpening adjustments (75). Converted the image to Black and White (B&W). Saved the image.
Exif Editor - Copied the EXIF data from the Lightroom output image to the final image.
Some background:
The VF-1 was developed by Stonewell/Bellcom/Shinnakasu for the U.N. Spacy by using alien Overtechnology obtained from the SDF-1 Macross alien spaceship. Its production was preceded by an aerodynamic proving version of its airframe, the VF-X. Unlike all later VF vehicles, the VF-X was strictly a jet aircraft, built to demonstrate that a jet fighter with the features necessary to convert to Battroid mode was aerodynamically feasible. After the VF-X's testing was finished, an advanced concept atmospheric-only prototype, the VF-0 Phoenix, was flight-tested from 2005 to 2007 and briefly served as an active-duty fighter from 2007 to the VF-1's rollout in late 2008, while the bugs were being worked out of the full-up VF-1 prototype (VF-X-1).
The space-capable VF-1's combat debut was on February 7, 2009, during the Battle of South Ataria Island - the first battle of Space War I - and remained the mainstay fighter of the U.N. Spacy for the entire conflict. Introduced in 2008, the VF-1 would be out of frontline service just five years later, though.
The VF-1 proved to be an extremely capable craft, successfully combating a variety of Zentraedi mecha even in most sorties which saw UN Spacy forces significantly outnumbered. The versatility of the Valkyrie design enabled the variable fighter to act as both large-scale infantry and as air/space superiority fighter. The signature skills of U.N. Spacy ace pilot Maximilian Jenius exemplified the effectiveness of the variable systems as he near-constantly transformed the Valkyrie in battle to seize advantages of each mode as combat conditions changed from moment to moment.
The basic VF-1 was deployed in four minor variants (designated A, D, J, and S) and its success was increased by continued development of various enhancements including the GBP-1S "Armored" Valkyrie, FAST Pack "Super" Valkyrie and the additional RÖ-X2 heavy cannon pack weapon system for the VF-1S for additional firepower.
The FAST Pack system was designed to enhance the VF-1 Valkyrie variable fighter, and the initial V1.0 came in the form of conformal pallets that could be attached to the fighter’s leg flanks for additional fuel – primarily for Long Range Interdiction tasks in atmospheric environment. Later FAST Packs were designed for space operations.
After the end of Space War I, the VF-1 continued to be manufactured both in the Sol system and throughout the UNG space colonies. Although the VF-1 would be replaced in 2020 as the primary Variable Fighter of the U.N. Spacy by the more capable, but also much bigger, VF-4 Lightning III, a long service record and continued production after the war proved the lasting worth of the design.
The versatile aircraft also underwent constant upgrade programs. For instance, about a third of all VF-1 Valkyries were upgraded with Infrared Search and Track (IRST) systems from 2016 onwards, placed in a streamlined fairing on the upper side of the nose, just in front of the cockpit. This system allowed for long-range search and track modes, freeing the pilot from the need to give away his position with active radar emissions, and it could also be used for target illumination and guiding precision weapons.
Many Valkyries also received improved radar warning systems, with receivers, depending on the systems, mounted on the wingtips, on the fins and/or on the LERXs. Improved ECR measures were also mounted on some machines, typically in conformal fairings on the flanks of the legs/engine pods.
The VF-1 was without doubt the most recognizable variable fighter of Space War I and was seen as a vibrant symbol of the U.N. Spacy even into the first year of the New Era 0001 in 2013. At the end of 2015 the final rollout of the VF-1 was celebrated at a special ceremony, commemorating this most famous of variable fighters. The VF-1 Valkryie was built from 2006 to 2013 with a total production of 5,459 VF-1 variable fighters with several variants (VF-1A = 5,093, VF-1D = 85, VF-1J = 49, VF-1S = 30, VF-1G = 12, VE-1 = 122, VT-1 = 68).
However, the fighter was frequently updated, leading to several “re-built” variants, and remained active in many second line units and continued to show its worthiness years later, e. g. through Milia Jenius who would use her old VF-1 fighter in defense of the colonization fleet - 35 years after the type's service introduction!
This VF-1A was assigned to SVF-51 “Yellow Jackets”, and based onboard the UES Constellation platform in Lower Earth Orbit (LEO). The Constellation was tasked during the First Space War with the close defense of Moon Base Apollo, but also undertook atmospheric missions.
This particular fighter sported the squadron’s typical striped high visibility markings over a standard gloss light gray base on wings and legs, but unlike normal machines of this unit, with deep yellow and black markings, was, together with two sister ships, assigned to the unit’s staff flight. Each of these VF-1’s carried the unit markings and additional flight leader decoration on the noses in non-regular colors: turquoise on “001”, violet on “002” and pink on “003” – giving them one of the most distinctive and attractive paint schemes during the Space War.
General characteristics:
All-environment variable fighter and tactical combat Battroid,
used by U.N. Spacy, U.N. Navy, U.N. Space Air Force
Accommodation:
Pilot only in Marty & Beck Mk-7 zero/zero ejection seat
Dimensions:
Fighter Mode:
Length 14.23 meters
Wingspan 14.78 meters (at 20° minimum sweep)
Height 3.84 meters
Battroid Mode:
Height 12.68 meters
Width 7.3 meters
Length 4.0 meters
Empty weight: 13.25 metric tons;
Standard T-O mass: 18.5 metric tons;
MTOW: 37.0 metric tons
Power Plant:
2x Shinnakasu Heavy Industry/P&W/Roice FF-2001 thermonuclear reaction turbine engines, output 650 MW each, rated at 11,500 kg in standard or in overboost (225.63 kN x 2)
4x Shinnakasu Heavy Industry NBS-1 high-thrust vernier thrusters (1 x counter reverse vernier thruster nozzle mounted on the side of each leg nacelle/air intake, 1 x wing thruster roll control system on each wingtip);
18x P&W LHP04 low-thrust vernier thrusters beneath multipurpose hook/handles
Performance:
Battroid Mode: maximum walking speed 160 km/h
Fighter Mode: at 10,000 m Mach 2.71; at 30,000+ m Mach 3.87
g limit: in space +7
Thrust-to-weight ratio: empty 3.47; standard T-O 2.49; maximum T-O 1.24
Design Features:
3-mode variable transformation; variable geometry wing; vertical take-off and landing; control-configurable vehicle; single-axis thrust vectoring; three "magic hand" manipulators for maintenance use; retractable canopy shield for Battroid mode and atmospheric reentry; option of GBP-1S system, atmospheric-escape booster, or FAST Pack system
Transformation:
Standard time from Fighter to Battroid (automated): under 5 sec.
Min. time from Fighter to Battroid (manual): 0.9 sec.
Armament:
1x internal Mauler RÖV-20 anti-aircraft laser cannon, firing 6,000 pulses per minute
1x Howard GU-11 55 mm three-barrel Gatling gun pod with 200 RPG, fired at 1,200 rds/min
4x underwing hard points for a wide variety of ordnance, including
12x AMM-1 hybrid guided multipurpose missiles (3/point), or
12x MK-82 LDGB conventional bombs (3/point), or
6x RMS-1 large anti-spaceship reaction missiles (2/outboard point, 1/inboard point), or
4x UUM-7 micro-missile pods (1/point) each carrying 15 x Bifors HMM-01 micro-missiles, or a combination of above load-outs and other guided and unguided ordnance
The kit and its assembly:
It has been a while that I tackled one of these vintage ARII kits, and this time the build became a relief project from Corona cabin fever and a major conversion project. This garish Valkyrie is fictional but was heavily based on a profile drawing published in the Macross source book “Variable Fighter Master File VF-1 Valkyrie” of SVF-51 (originally with deep yellow accents)
The kit is a VF-1J, but the head unit was replaced with an “A” variant from the spares box. It was basically built OOB, with the landing gear down. The only mods are some standard blade antennae, an IRST fairing under the nose and the fins’ tops were slightly modified, too. The pylons were modified to take the new ordnance – optically guided glide bombs à la AGM-62 “Walleye”, scratched from obscure AAMs from a Kangnam MiG-29 and painted in the style of early USAF GBUs.
The gun pod was also modified to accept a scratched wire display in its tail and holds the Valkyrie in flight. The pilot figure was just a guest for the in-flight photo sessions, later the canopy was glued to a mount in open position.
Painting and markings:
I had wanted to apply this spectacular scheme onto a model for a while, but could not get myself to use yellow, because I already have a similar VF-1 in USN high-viz livery and with yellow and black decorations. I considered other tones, and eventually settled for pink – as an unusual choice, but there are canonical VF-1s with such an exotic tone in their liveries.
The rest was straightforwardly adapted from the profile, even though the creation of the trim lines without masking was a challenge. I used various stripes of generic decal material in black and white to create shapes and demarcation lines, filling up larger areas with paint. The overall basic tone is Humbrol 40 (glossy FS 36440), plus Humbrol 200 (Pink), 22 (Gloss Black) and Revell 301 (Semi-matt White) for the flaps’ upper surfaces and the landing gear. The cockpit became medium grey with a black seat and brown cushions. The ventral gun pod became aluminum.
After basic painting, the model received an overall washing with thinned black ink to emphasize the engraved panel lines. A little post-shading was done, too, for a more graphic look, and then the decals (including most trim lines, e. g. in black on the wings and the nose, in white on the fins) were applied. The following basic markings came from various 1:100 VF-1 sheets, the tail code letters came from an RAF SEAC Spitfire from WWII. The modex codes consist of single digit decals (2mm size, TL Modellbau).
Finally, after some detail painting and highlights with clear paint had been added, the VF-1 was sealed with a semi-gloss acrylic varnish.
A small and quick interim project, realized in just a few days – most time passed while waiting for the gloss Humbrol enamels to cure properly… There are certainly better VF-1 models than the vintage ARII kits, but I just love them because they are small, simple and easy to modify. Staying close to the benchmark profile was quite a challenge but worked out fine, even though I had hoped that the pink would stand out a little more. But the plan to change the unit’s ID color for a staff flight aircraft turned out well, even though some compromises had to be made.
Developed specifically for the World Sportswear Championship, the 936 ranks among the most successful Porsche racing cars, with 3 Le Mans victories to its credit.
In 1976, it was the first Porsche with a turbo engine to win in Le Mans. In 1977, Jacky Ickx, Jürgen Barth & Hurley Halewood defeat the Renault factory armada of 6 racing cars.
In 1981, the 936 makes a sensational comeback at Le Mans with yet another overall victory.
2.142 cc
6 Cylinder Boxer Turbo
540 PS
Vmax : 360 km/h
Sonderausstellung : 24 Stunden für die Ewigkeit
Special exhibition : 24 Hours for Eternity
Le Mans
26/03/2014 - 31/08/2014
Porsche Museum
Zuffenhausen - Stuttgart
Germany
Juli 2014
Developed in Rodinal. Scanned from the negative.
Nothing too fancy - orange filter and a lens hood. Exposed for highlights. Nice old uncoated Tessar lens.
Rolleiflex K4B
Carl Zeiss Jenna Tessar 75mm f.3.5
Rollei Retro 80S
samuelpayne.weebly.com/the-camera
Develop: Pyrocat HD
Planfilm: X-ray Fuji HR-U (green)
Zeiss Ikon Donata 9x12, Tessar 1:4,5/135 ( 1928 )
Camera: Nikon FM2
Lense: Nikkor-Q Auto 1:3.5 f=135mm
Film: HP5 plus 400 @ 325
Develop: Ilford DD-X 8 minutes
Scan: Wolverine
Edit: LR5
Originally developed and raced by George Todd and the basis for his book Shoestring Racer, but when ridden by Fred Launchbury in the '60s this really became the 'bike to beat, with great success in Bantam Club events, national races and T.T. rides in the mid-'60s. Terry Brown then carried on into the '70s, winning three club championships in 1977.
Motorsport at the Palace
Crystal Palace Park, Crystal Palace, London
29th-30th May 2016
Developed in tandem with the Continental GT road car. A mostly aluminum structure reduces weight. The engine is a development of the race-proven 4.0 twin-turbo V8 with dry sump and special intake and exhaust systems. This art car is the work of artist Jean Boghossian for the benefit of the 'Sports Association of the Center for Rehabilitation and Traumatology'.
4.000 cc
V8
+ 550 hp
565 Nm
Vmax : + 300 m/h
1.300 kg
Expo : Supercars 2 - Road vs Race Edition
09/12/2022 - 29/01/2023
Autoworld
Brussels - Belgium
December 2022 / January 2023
Antique microscope slide of an Earwig. This mount was too large to photograph completely under the microscope.
Photographed with a Leica III with Leitz Focaslide, extension tubes and Elmar 5cm f/3.5 lens. The film is expired Kodak Panatomic-X developed in Dektol 1:7 for 7 minutes.
The M8D was developed for the 1970 Can-Am season. The high strut-mounted rear wing of the M8B had been banned by Can-Am, so the M8D's rear wing was mounted low on fins, earning the car the nickname "Batmobile". The Chevrolet V8 was again built by Bolthoff, who enlarged the engine to 7,620 cc (465 cu in). It now developed 670bhp at 6800rpm. Bruce McLaren won in the searing heat at Riverside and Denny Hulme won in Las Vegas. Hulme won the 1968 championship with 35 points, and McLaren finished second with 24 points
Dando um Rolé (ou Rolê) em Pittsburgh PA. May/2016
Pittsburgh (/ˈpɪtsbərɡ/ PITS-burg) is the second largest city in the Commonwealth of Pennsylvania, and the county seat ofAllegheny County. The Combined Statistical Area (CSA) population of 2,659,937 is the largest in both the Ohio Valley andAppalachia and the 20th-largest in the U.S. Located at the confluence of the Allegheny and Monongahela rivers, which form the Ohio River, Pittsburgh is known as both "the Steel City" for its more than 300 steel-related businesses, and as "the City of Bridges for its 446 bridges. The city features 30 skyscrapers, two inclines, a pre-revolutionary fortification and the Point State Park at the confluence of the rivers. The city developed as a vital link of the Atlantic coast and Midwest. The mineral-richAllegheny Mountains made the area coveted by the French and British Empires, Virginia, Whiskey Rebels, Civil War raiders, and media networks.
Aside from steel, Pittsburgh has led in manufacturing of aluminum, glass, shipbuilding, petroleum, foods, sports, transportation,computing, autos, and electronics.For much of the 20th century, Pittsburgh was behind only New York and Chicago in corporate headquarters employment, and second to New York in bank assets; it had the most U.S. stockholders per capita.[6]America's 1980s deindustrialization laid off area blue-collar workers and thousands of downtown white-collar workers when the longtime Pittsburgh-based world headquarters of Gulf Oil, Sunbeam, Rockwell and Westinghouse moved out.This heritage left the area with renowned museums, medical centers,[8] parks, research centers, libraries, a diverse cultural district and the most bars per capita in the U.S.] In 2015, Pittsburgh was listed among the "eleven most livable cities in the world.
Google, Apple, Bosch, Disney, Uber, Intel and IBM are among 1,600 technology firms generating $20.7 billion in annual Pittsburgh payrolls. The area has served also as the long-time federal agency headquarters for cyber defense, software engineering, robotics, energy research and the nuclear navy. The area is home to 68 colleges and universities, includingresearch and development leaders Carnegie Mellon University and the University of Pittsburgh. The nation's fifth-largest bank, eight Fortune 500 companies, and six of the top 300 US law firms make their global headquarters in the Pittsburgh area, while RAND, BNY Mellon, Nova, FedEx, Bayer and NIOSH have regional bases that helped Pittsburgh become the sixth-best area for U.S. job growth.
Pittsburgh, também por vezes escrita em português como Pitsburgo ou Pittsburgo, é a segunda cidade mais populosado estado americano da Pensilvânia, atrás apenas da cidade de Filadélfia. Pittsburgh está localizada no sudoeste do estado, sendo a sede do Condado de Allegheny.
No final do século XIX, e isto até meados da década de 1960, Pittsburgh foi o maior pólo siderúgico e o maior produtor de aço do mundo. De fato, o cognome de Pittsburgh é "Cidade do Aço". Por causa das siderúrgicas instaladas na região - altamente poluidoras - Pittsburgh também foi cognomeada por alguns como "Cidade Enfumaçada". Porém, a maior parte das siderúrgicas - que passaram a enfrentar a concorrência cada vez maior de siderúrgicas estrangeiras - fecharam ou saíram da cidade. Em seu lugar, vieram indústrias de alta tecnologia, especialmente biotecnologia e robóticas, levando Pittsburgh a ser cognomeada pela Wall Street Journal como Roboburgh. Pittsburgh é uma das maiores produtoras de equipamentos robóticos do mundo, fora do Japão.
Pittsburgh é um centro importante de fundações e organizações de caridade e filantrópicas, como a Heinz Foundation, que tem uma longa história de apoio a actividades culturais e artísticas, que fizeram de Pittsburgh um pólo artístico e cultural no país. Além disso, Pittsburgh é um importante pólo de educação superior dos Estados Unidos, especialmente na área da medicina.
developed and printed this after months of the roll lying around and was delighted to find snapshots of one of my fave places (brixton in general, not the fishmonger)