View allAll Photos Tagged Enemies,
The enemies (Syrians on one side and Nubians on the other) are shown in a chaotic and confused mass of chariots, soldiers and horses.
Valley of the Kings, Tutankhamun's tomb KV62
18th dynasty
JE 61467
Egyptian Museum, Cairo
The AAC Apache display team put on their role demo with accompanying pyrotechnics.
Did I mention the rain?
Operator 1: I spotted enemy vehicle at my 10 o'clock. Need the MAAWS here.
Operator 2: Roger. On my way.
A special operations reconnaissance team encountered enemies during their patrol.
Combat Logistics Battalion 11 Marines breach a doorway during a training event Jan. 23. The battalion provides logistics and services for the 11th Marine Expeditionary Unit. The 11th MEU is currently deployed as part of the Makin Island Amphibious Ready Group, a U.S. Central Command theater reserve force providing support for maritime security operations and theater security cooperation efforts here.
(U.S. Marine Corps photo by Cpl. Tommy Huynh)
The George Armstrong Custer Equestrian Monument, also known as Sighting the Enemy is an equestrian statue of George Armstrong Custer located in Monroe, Michigan. The statue was unveiled on June 4, 1910. It was designated a Michigan Historic Site on June 15, 1992 and was listed on the National Register of Historic Places on December 9, 1994.
While Custer was not born in Monroe, he lived much of his early childhood living with relatives and going to school in Monroe. During his youth, he met his future wife Elizabeth Bacon, whom he returned to marry in 1864. Custer eventually left Monroe to attend the United States Military Academy and fight in the Civil War. Because of his hard work and success during the war — as well as the Union's need for officers — he was promoted to the rank of Major General and was a very well known military figure. After the Civil War, he partook in the Indian Wars. His previous accomplishments in the Civil War, however, were overshadowed by his catastrophic defeat and death at the Battle of the Little Big Horn on June 25, 1876.
To honor him, a $24,000, 14-foot (4.27 m) bronze equestrian statue, sculpted by Edward Clark Potter, was unveiled in Monroe in 1910 by then-President William Howard Taft and Elizabeth Bacon Custer. The statue commemorates his successful actions during the Civil War and not his more well known failure during the Indian Wars.
The information above comes from Wikipedia:en.wikipedia.org/wiki/George_Armstrong_Custer_Equestrian_...
Rotala's Wessex business grew at the expense of First who were complacent in their Bristol business. However, in 2014, poor service quality and complacency from Rotala prompted First to fight back, registering once tendered services etc. This was mainly in North Bristol and South Gloucestershire as Wessex rarely headed into the south of the city.
However, as August 4th 2017 shows at Hengrove Park, Wessex had gained the 51 service deregistered by First who had only partially registered the 50/50A (shown by enviro 33664 SN12AEF). It wouldn't last and Rotala would close down, the 51 being resurrected as the 91 with First. The e400 would move as well to Wells depot.
Hand painted & screenprinted.
Edition of 10.
Somerset cream textured 300gm.
42 x 59cms.
Signed & numbered.
Available from: www.ink-d.co.uk/artists/hutch/all/enemy-mind
“The greatest challenge for me is to keep improving every aspect of the compositions and arrangements,” says ARCH ENEMY founder/guitarist Michael Amott about new album, War Eternal. “I’m always searching for ‘the perfect ARCH ENEMY song.’ When I started the band in 1995 I had the idea to create the most heavy melodic band of all time.”
And he did. Over the course of 19 years, ARCH ENEMY, under Amott’s guidance, crafted 10 acclaimed full-lengths, dominated sales charts, and toured the globe. If Amott were a smart man, he’d retire now to some tropical island with his favorite Michael Schenker records in tow and the setting sun on his face. But neither he nor ARCH ENEMY are done. Not by a long shot.
With vocalist Alissa White-Gluz replacing long-time frontwoman Angela Gossow in 2014 respectively, War Eternal is ARCH ENEMY reborn. “Changes in the band lineup are hardly ever looked upon favorably by the fans,” Amott acknowledges, “which I completely understand. Nonetheless, it does happen and the changes that have been made in the ARCH ENEMY camp were necessary in order for the band to survive and keep going. I love the energy of working with new people and Alissa has certainly brought a lot of talent and enthusiasm to the band!”
When Amott recruited Angela Gossow to front ARCH ENEMY for the Wages of Sin effort, he changed extreme metal forever. With White-Gluz, he has a new weapon. She’s a veritable firebrand on War Eternal, her unrelenting roar, cruel rasp and unique looks are the mark of a woman ready to conquer the world. “My goal is to keep ARCH ENEMY alive and thriving!” White-Gluz exclaims. “I want to open a whole new chapter for ARCH ENEMY, powerful and diverse, all the while respecting the legions of fans that love traditional ARCH ENEMY. Fans can expect loads of pure fucking metal.”
At 13 tracks, War Eternal is the quintessential ARCH ENEMY album. It’s both a nostalgic nod to the band’s past (“Never Forgive, Never Forget”, “No More Regrets”) and stunning example of what’s possible in the future (“Down to Nothing”, “Time is Black”). But if there’s a standout track—a spearhead—it’s the title song. Unveiled to the world on Youtube, “War Eternal” marches defiantly against the mundane, two raised fists to the constraints of society and the cage it desperately tries to put on us all. In it, White-Gluz proves she’s the next generation of great, while Amott and the rest of ARCH ENEMY play as if ”War Eternal” is their last song. That ”War Eternal” amassed an astonishing 1.5 million views the first 10 days is telling of its conviction and power. “There are a lot of details in this album that excite me as a songwriter and guitarist,” Amott grins. “Personally, I’ve pushed myself harder as player on War Eternal and feel I’ve gone to another level this time, which is very rewarding. I actually think the whole band has kicked everything up a notch or two.”
Produced by the band and mixed and mastered by Jens Bogren (Opeth, Paradise Lost) at Fascination Street Studio, the Swedes’ 10th full-length is unrelentingly brutal yet remarkably polished. “We could afford any big name producer at this stage in the game,” says Amott. “Having the band produce the album was a natural and logical way of working for us at this point. It was critical that we bring out the true ARCH ENEMY sound, the essence of the band on this record and who knows that better than us? Jens Bogren did an outstanding mixing and mastering the album. It was my first time working with him and I am more than impressed with his talent.”
The album was hailed as “Album Of The Month” in Terrorizer (UK), Powerplay (UK), Metal Hammer (Germany), Rock Hard (France), Metallian (France), Scream (Norway), Sweden Rock (Sweden) and got more than positive reviews all over the world; additionally, War Eternal achieved career-best chart positions for the band in the USA (#44), Germany (#9), Finland (#5), France (#56), and The Netherlands (#36), plus the best UK chart entry (#85) since Doomsday Machine (#81). ARCH ENEMY were also honored to appear on the front covers of Revolver (USA), Legacy (Germany), Rock Hard (France), Inferno (Finland), Up (Netherlands), Aardschok (Netherlands), Metal Maniac (Italy),Pro Rock (Bulgaria), Into The Pit (Thailand) and many more magazines.
Right after the release of War Eternal, the band kicked off their eternal touring with sublime festival shows at Wacken, Sweden Rock and many more, followed by a world tour with Kreator (with whom they released a split 7” single later in October 2014).
During the USA headline tour with Kreator, the band decided to part ways with guitarist Nick Cordle.
Christopher Amott (the brother of ARCH ENEMY founder/bandleader Michael Amott) joined the band for the remainder of their American headlining tour and Jeff Loomis (ex-Nevermore) stepped in for the following European dates with Kreator. Jeff will continue for another busy year in 2015 and beyond.
Jeff Loomis states: "I'm very excited to be playing with ARCH ENEMY. Michael Amott and I have stayed in contact over the years since we toured together when I was playing in Nevermore. Not only do I admire his guitar playing and songwriting, but I also consider him a close friend. To be able to share the stage with Michael, Sharlee, Daniel and Alissa is something I'm really looking forward to. 2015 is going to be a great year... See you all on tour!"
Michael Amott (guitars) comments: "The prospect of working with Jeff Loomis moving forward is truly awesome! Jeff Loomis is one of the best guitar players in the metal world in my opinion, as well as being a long time friend. I look forward to tearing it up on stages around the world together as we continue on the ‘War Eternal' touring cycle throughout all next year and beyond!"
There is no doubt that ARCH ENEMY are stronger than ever before. And the war is not over yet.
The Macchi C.205 (also known as MC.205, "MC" standing for "Macchi Castoldi") Veltro (Italian: Greyhound) was an Italian World War II fighter aircraft built by the Aeronautica Macchi. Along with the Reggiane Re.2005 and Fiat G.55, the Macchi C.205 was one of the three "Serie 5" Italian fighters built around the powerful Daimler-Benz DB 605 engine. The C.205 was a development of the earlier C.202 Folgore. With a top speed of some 400 mph and equipped with a pair of 20 mm cannon as well as 12.7 mm Breda machine guns, the Macchi C.205 Veltro was highly respected by Allied and Luftwaffe pilots alike. Regarded as the best Italian aircraft of World War II ,[2] in action it proved to be extremely effective, destroying a large number of Allied bombers and capable of successfully clashing on equal terms with such renowned fighters as the North American P-51D Mustang, a capability which encouraged the Luftwaffe to use a number of these aircraft to equip one Gruppe.[3]
However, while the C.205 was able to match the best Allied opponents in speed and maneuverability, it was introduced late in the conflict.[1] Moreover, due to the poor Italian industrial capability of the time, only a small production run was delivered before the end of the war. Like the Spitfire, the Veltro was tricky (in its construction) and thus slow to build.[4] Italy's highest scoring ace, Adriano Visconti, achieved 11 of his 26 credited victories in the few weeks he was able to fly the Veltro, with the top scoring 205 Sergente Maggiore pilota Luigi Gorrini shooting down 14 enemy aircraft plus six damaged with the C.205.
(C)Wikipedia
+++ 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 Douglas F3D Skyknight (later designated F-10 Skyknight) was a United States twin-engined, mid-wing jet fighter aircraft manufactured by the Douglas Aircraft Company in El Segundo, California. The F3D was designed as a carrier-based all-weather night fighter and saw service with the United States Navy and United States Marine Corps. The mission of the F3D-2 was to search out and destroy enemy aircraft at night.
The F3D was not intended to be a typical sleek and nimble dogfighter, but as a standoff night fighter, packing a powerful radar system and a second crew member. It originated in 1945 with a US Navy requirement for a jet-powered, radar-equipped, carrier-based night fighter. The Douglas team led by Ed Heinemann designed around the bulky air intercept radar systems of the time, with side-by-side seating for the pilot and radar operator. The result was an aircraft with a wide, deep, and roomy fuselage. Instead of ejection seats, an escape tunnel was used.
As a night fighter that was not expected to be as fast as smaller daylight fighters, the expectation was to have a stable platform for its radar system and the four 20 mm cannon mounted in the lower fuselage. The F3D was, however, able to outturn a MiG-15 in an inside circle. The fire control system in the F3D-1 was the Westinghouse AN/APQ-35.
The AN/APQ-35 was advanced for the time, a combination of three different radars, each performing separate functions: an AN/APS-21 search radar, an AN/APG-26 tracking radar, both located in the nose, and an AN/APS-28 tail warning radar. The complexity of this vacuum tube-based radar system, which was produced before the advent of semiconductor electronics, required intensive maintenance to keep it operating properly.
The F3D Skyknight was never produced in great numbers but it did achieve many firsts in its role as a night fighter over Korea. While it never achieved the fame of the North American F-86 Sabre, it did down several Soviet-built MiG-15s as a night fighter over Korea with only one air-to-air loss of its own against a Chinese MiG-15 on the night of 29 May 1953.
In the years after the Korean War, the F3D was gradually replaced by more powerful aircraft with better radar systems. The F3D's career was not over though; its stability and spacious fuselage made it easily adaptable to other roles. The Skyknight played an important role in the development of the radar-guided AIM-7 Sparrow missile in the 1950s which led to further guided air-to-air missile developments.
In 1954, the F3D-2M was the first U.S. Navy jet aircraft to be fitted with an operational air-to-air missile: the Sparrow I,an all weather day/night BVR missile that used beam riding guidance for the aircrew to control the flight of the missile. Only 38 aircraft (12 F3D-1Ms, and 16 F3D-2Ms) were modified to use the missiles, though.
One of the F3D's main flaws, which it shared with many early jet aircraft, was its lack of power and performance. Douglas tried to mend this through a radical redesign: The resulting F3D-3 was the designation assigned to a swept-winged version (36° sweep at quarter chord) of the Skyknight. It was originally to be powered by the J46 turbojet, rated at 4.080 lbf for takeoff, which was under development but suffered serious trouble.
This led to the cancellation of the J46, and calculated performance of the F3D-3 with the substitute J34 was deemed insufficient. As an alternative the aircraft had to be modified to carry two larger and longer J47-GE-2 engines, which also powered the USN's FJ-2 "Fury" fighter.
This engine's thrust of 6.000 pounds-force (27 kN) at 7,950 rpm appeared sufficient for the heavy, swept-wing aircraft, and in 1954 an order for 287 production F3D-3s was issued, right time to upgrade the new type with the Sparrow I.
While the F3D-3's outline resembled that of its straight wing predecessors, a lot of structural changes had to be made to accommodate the shifted main wing spar, and the heavy radar equipment also took its toll: the gross weight climbed by more than 3 tons, and as a result much of the gained performance through the stronger engines and the swept wings was eaten away.
Maximum internal fuel load was 1.350 US gallons, plus a further 300 in underwing drop tanks. Overall wing surface remained the same, but the swept wing surfaces reduced the wing span.
In the end, thrust-to-weight ratio was only marginally improved and in fact, the F3D-3 had a lower rate of climb than the F3D-2, its top speed at height was only marginally higher, and stall speed climbed by more than 30 mph, making carrier landings more complicated.
It's equipment was also the same - the AN/APQ-35 was still fitted, but mainly because the large radar dish offered the largest detection range of any carrier-borne type of that time, and better radars that could match this performance were still under construction. Anyway, the F3D-3 was able to carry Sparrow I from the start, and this would soon be upgraded to Sparrow III (which became the AIM-7), and it showed much better flight characteristics at medium altitude.
Despite the ,many shortcomings the "new" aircraft represented an overall improvement over the F3D-2 and was accepted for service. Production of the F3D-3 started in 1955, but technology advanced quickly and a serious competitor with supersonic capability appeared with the McDonnell F3H Demon and the F4D Skyray - much more potent aircraft that the USN immediately preferred to the slow F3Ds. As a consequence, the production contract was cut down to only 102 aircraft.
But it came even worse: production of the swept wing Skyknight already ceased after 18 months and 71 completed airframes. Ironically, the F3D-3's successor, the F3H and its J40 engine, turned out to be more capricious than expected, which delayed the Demon's service introduction and seriously hampered its performance, so that the F3D-3 kept its all weather/night fighter role until 1960, and was eventually taken out of service in 1964 when the first F-4 Phantom II fighters appeared in USN service.
In 1962 all F3D versions were re-designated into F-10, the swept wing F3D-3 became the F-10C. The straight wing versions were used as trainers and also served as an electronic warfare platform into the Vietnam War as a precursor to the EA-6A Intruder and EA-6B Prowler, while the swept-wing fighters were completely retired as their performance and mission equipment had been outdated. The last F-10C flew in 1965.
General characteristics
Crew: two
Length: 49 ft (14.96 m)
Wingspan: 42 feet 5 inches (12.95 m)
Height: 16 ft 1 in (4.90 m)
Wing area: 400 ft² (37.16 m²)
Empty weight: 19.800 lb (8.989 kg)
Loaded weight: 28,843 lb (13.095 kg)
Max. takeoff weight: 34.000 lb (15.436 kg)
Powerplant:
2× General Electric J47-GE-2 turbojets, each rated at 6.000 lbf (26,7 kN) each
Performance
Maximum speed: 630 mph (1.014 km/h) at sea level, 515 mph (829 km/h) t (6,095 m)
Cruise speed: 515 mph (829 km/h) at 40,000 feet
Stall speed: 128 mph (206 km/h)
Range: 890 mi (1.433 km) with internal fuel; 1,374 mi, 2,212 km with 2× 300 gal (1.136 l) tanks
Service ceiling: 43.000 ft (13.025 m)
Rate of climb: 2,640 ft/min (13,3 m/s)
Wing loading: 53.4 lb/ft² (383 kg/m²)
Thrust/weight: 0.353
Armament
4× 20 mm Hispano-Suiza M2 cannon, 200 rpg, in the lower nose
Four underwing hardpoints inboard of the wing folding points for up to 4.000 lb (1.816 kg)
ordnance, including AIM-7 Sparrow air-to-air missiles, 11.75 in (29.8cm) Tiny Tim rockets, two
150 or 300 US gal drop tanks or bombs of up to 2.000 lb (900 kg) caliber, plus four hardpoints
under each outer wing for a total of eight 5" HVARs or eight pods with six 2 3/4" FFARs each
The kit and its assembly:
Another project which had been on the list for some years now but finally entered the hardware stage. The F3D itself is already a more or less forgotten aircraft, and there are only a few kits available - there has been a vacu kit, the Matchbox offering and lately kits in 1:72 and 1:48 by Sword.
The swept wing F3D-3 remained on the drawing board, but would have been a very attractive evolution of the tubby Skyknight. In fact, the swept surfaces resemble those of the A3D/B-66 a Iot, and this was the spark that started the attempt to build this aircraft as a model through a kitbash.
This model is basically the Matchbox F3D coupled with wings from an Italeri B-66, even though, being much bigger, these had to be modified.
The whole new tail is based on B-66 material. The fin's chord was shortened, though, and a new leading edge (with its beautiful curvature) had to be sculpted from 2C putty. The vertical stabilizers also come from the B-66, its span was adjusted to the Skyknight's and a new root intersection was created from styrene and putty, so that a cross-shaped tail could be realized.
The tail radar dish was retained, even though sketches show the F3D-3 without it.
The wings were take 1:1 from the B-66 and match well. They just had to be shortened, I set the cut at maybe 5mm outwards of the engine pods' attachment points. They needed some re-engraving for the inner flaps, as these would touch the F3D-3's engines when lowered, but shape, depth and size are very good for the conversion.
On the fuselage, the wings' original "attachment bays" had to be filled, and the new wings needed a new position much further forward, directly behind the cockpit, in order to keep the CoG.
One big issue would be the main landing gear. On the straight wing aircraft it retracts outwards, and I kept this arrangement. No detail of the exact landing gear well position was available to me, so I used the Matchbox parts as stencils and placed the new wells as much aft as possible, cutting out new openings from the B-66 wings.
The OOB landing gear was retained, but I added some structure to the landing gear wells with plastic blister material - not to be realistic, just for the effect. A lot of lead was added in the kit's nose section, making sure it actually stands on the front wheel.
The Matchbox Skyknight basically offers no real problems, even though the air intake design leaves, by tendency some ugly seams and even gaps. I slightly pimped the cockpit with headrests, additional gauges and a gunsight, as well as two (half) pilot figures. I did not plan to present the opened cockpit and the bulbous windows do not allow a clear view onto the inside anyway, so this job was only basically done. In fact, the pilots don't have a lower body at all...
Ordnance comprises of four Sparrow III - the Sparrow I with its pointed nose could have been an option, too, but I think at the time of 1960 the early version was already phased out?
Painting and markings:
This was supposed to become a typical USN service aircraft of the 60ies, so a grey/white livery was predetermined. I had built an EF-10B many years ago from the Matchbox kit, and the grey/white guise suits the Whale well - and here it would look even better, with the new, elegant wings.
For easy painting I used semi matt white from the rattle can on the lower sides (painting the landing gear at the same time!), and then added FS 36440 (Light Gull Grey, Humbrol 129) with a brush to the upper sides. The radar nose became semi matt black (with some weathering), while the RHAWS dish was kept in tan (Humbrol 71).
In order to emphasize the landing gear and the respective wells I added a red rim to the covers.
The cockpit interior was painted in dark grey - another factor which made adding too many details there futile, too...
The aircraft's individual marking were to be authentic, and not flamboyant. In the mid 50ies the USN machines were not as colorful as in the Vietnam War era, that just started towards the 60ies.
The markings I used come primarily from an Emhar F3H Demon, which features no less than four(!) markings, all with different colors. I settled for a machine of VF-61 "Jolly Rogers", which operated from the USS Saratoga primarily in the Mediterranean from 1958 on - and shortly thereafter the unit was disbanded.
I took some of the Demon markings and modified them with very similar but somewhat more discrete markings from VMF-323, which flew FJ-4 at the time - both squadrons marked their aircraft with yellow diamonds on black background, and I had some leftover decals from a respective Xtradecal sheet in the stash.
IMHO a good result with the B-66 donation parts, even though I am not totally happy with the fin - it could have been more slender at the top, and with a longer, more elegant spine fillet, but for that the B-66 fin was just too thick. Anyway, I am not certain if anyone has ever built this aircraft? I would not call the F3D-3 elegant or beautiful, but the swept wings underline the fuselage's almost perfect teardrop shape, and the thing reminds a lot of the later Grumman A-6 Intruder?
Arch Enemy in concerto al Graspop Metal Meeting 2023 di Dessel foto di Andrea Ripamonti per www.rockon.it
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 MiG-37Sh (Sh = shturmovik) was a heavily modified version of the basic MiG-37 stealth attack and reconnaissance plane. Dissatisfaction with the basic MiG-37 sans suffixe in the air-to-ground role, esp. due to its limited internal weapon load and agility at low level of flight, and the need to replace the ageing Russian MiG-27 and early Su-25 fleet after the millennium led to a further and radical development of the basic airframe, while keeping the proven stealth features.
The resulting 'Sh' variant was consequently optimized for all-weather ground attack, with a focus on a high chance of survival in front line service as well as an improved low-level handling and loiter time.
The 2nd generation 'Sh' prototype flew in summer 1999. A small number of MiG-37Sh has been built since, and in the long line of the MiG-37 development the aircraft received the NATO code ‘Ferret G’. Probably 20 of these machines serve alongside 1st generation versions of the MiG-37. Lack of funds seems to hamper large-scale production, even though the type already proved its effectiveness, e .g. in the Chechen conflict (see below).
Most visible difference of the new 'Sh' to its predecessors was a completely new wing. This new design featured a bigger wing span, lower sweep, a much higher aspect ration and also a much bigger profile. This new wings, together with the type's typical medium grey RAM surface coating, quickly earned it the nickname ‘бе́лая сова́ ‘ (‘Snowy owl’).
The new wings' anhedral had to be strongly reduced and the bigger internal wing space not only allowed additional fuel tanks to be integrated.
The more rigid wing structure now also allowed the optional attachment of two hardpoint per wing for external ordnance loads, the inner ones being able to carry 1.000kg, the outer ones 500kg. The inner pair is ‘wet’ for PTB-800 drop tanks in ferry configuration, there seems to be no provision for an IFR probe installation. But compared to the 1st generation MiG-37 versions, this new feature considerable expands the offensive potential, esp. for long range deployment or when the plane is simply on a non-stealthy mission.
Another new feature was a downward-sloping nose profile for improved pilot visibility. It also holds the highly effective Kyra-23 laser-television sighting system, which includes an A/W TV camera, a missile guidance antenna and integrates an S-31E2 KOLS, a combined laser rangefinder and IRST. This system more or less replaces an active, radar-based fire control system and is also installed on MiG-29 and Su27 interceptors. It provides exceptional gun-laying accuracy and is used for both air-to-ground guidance as well as to track and combat low-flying planes, helicopters and even cruise missiles.
The Mig-37Sh's PrNK-23K nav/attack system was borrowed from the sophisticated MiG-27K. It provides automatic flight control, gun firing, and weapons release. The capabilities of the aircraft in the ASM role are being enhanced by the incorporation of modern avionics systems consisting primarily of two Multi-Function Displays (MFDs) Mission and Display Processor (MDP), Sextant Ring Laser Gyros (RLG INSI), combined GPS/GLONASS navigation, HUD with UFCP, Digital Map Generator (DMG), jam-resistant Secured Communication, stand-by UHF communication, data link and a comprehensive Electronic Warfare (EW) Suite. A mission planning and retrieval facility, VTR and HUD Camera are also fitted.
The aircraft retains stand-by (conventional) instrumentation, including artificial horizon, altimeter and airspeed indicator, to cater for the failure of HUD and the MFDs. The modified plane also received much-improved electronic and Infra red countermeasure (ECM & IRCM) systems, including an SPO-15 radar homing & warning system (RHAWS) and an SO-69 identification-friend-or-foe (IFF) transponder.
Additional kevlar cockpit armour plates were installed. The undercarriage was revised to facilitate operation from poorer-quality airfields. It has a much simpler design and also allows more room under the plane for easier maintenance.
In order to improve agility, the MiG-37Sh received two Klimov RD-33MK turbofans (the same as used in the MiG-29MK, without afterburner and a special nozzle arrangement which adds cold air for a reduced IR signature) and modified vectored trust nozzles. The latter are still 2D, as featured on the original MiG-37 design, but can now move independently so that roll and slow speed manoeuvrability are considerably enhanced – the MiG-37Sh is not solely a ground attack aircraft, it is also supposed to take on attack helicopters and even cruise missiles near ground level. Rumor has it that its agility is immense, largely limited by the g-forces the pilot can accept.
With the emphasis on strike and low-level attack requirements, a fixed single-barreled GSh-30-1 30mm cannon with 300 rounds was installed in a shallow fairing under the plane’s starboard belly. It features a closable nozzle, so that the radar and also IR signature of the weapon is minimized – it is only exposed when actually made ready to fire.
Compared to the MiG-37 sand suffix, provisions were made to mount more weapons, mainly missiles and precision-guided munitions against ground targets. Self defence and limited air-to-air capability was also on the designers’ agenda. Therefore, and thanks to the bigger fuel capacitiy in the bigger wing tanks, two additional internal weapon bays could be incorporated into the lower wing roots.
These are to store a single, compact R-60/AA-8 "Aphid" IR missile each, leaving the original weapon bays free for offensive armament like a single KAB-500 guided bomb in each of them.
Overall, the offensive potential of the ‘Sh’ variant increased tremendously compared to the 1st generation MiG-37 types: thanks to its uprated engines and the new wings with greater lift, the MiG-37Sh can carry up to 3 tons of weaponry, about 40% more than the original MiG-37 sans suffix. It is able to deliver strikes with much more accuracy, in all weather conditions and with a much higher chance of survivability in hostile environment.
MiG-37 actively took part in the Russian Army's operations against rebels in the Chechen Republic. In December 2000, a pair of early production MiG-37Sh from Lipetsk-based 970 IISAP (Instructional & Test Composite Air Regiment) arrived to the area, accompanied by several Su-25, to provide reconnaissance and target designation in the conflict theatre.
The MiG-37Sh were quickly thrown into action: On 6 January 2001, the MiG-37Sh used live weapons against a real enemy for the first time. On 9 January, at the entry into a mountain gorge in the area of a settlement named Komsomolskoye, a single MiG-37Sh used Kh-29L missiles to destroy a warehouse full of ammunition belonging to Chechen insurgents.
On 6 February, in the forest-covered mountain area to the south of the village of Tsentoroj, the strike group composed of two MiG-37Sh and two Su-25 discovered and, from a range of 3 km, destroyed a fortified camp of insurgents using KAB-500L guided bombs.
14 February, saw a similar strike group carrying out a "hunting" mission in the area of Oak-Yurt and Hatun. In difficult conditions, pilots found and destroyed eight targets. These missions tested the type's airframe, as well as its on-board systems and armament. Its successful performance in difficult, mountainous terrain once again confirmed the usefulness of the many advanced features of the MiG-37Sh design, including its power and manoeuvrability.
It is unclear if the type has been used in combat since, e .g. in Afghanistan. It has participated in a number of exercises, though, including "Boundary 2004" which took place on the Edelweiss mountain range in Kyrgyzstan, in August 2004. Once again the "Ferret G" demonstrated its advantages by operating at a high altitude and an air temperature of more than 30 °C. Among other sorties, a single MiG-37Sh provided cover for the landing of troops, taking down two Ka-50 helicopters in mock air combat, and then successfully worked on ground targets using its precision weapons as well as unguided rockets.
General characteristics:
Crew: 1
Length: 53 ft 6 in (16.34 m)
Wingspan: 43 ft 1 1/2 in (13.18 m)
Height: 10 ft 9 in (3,24m)
Empty weight: 24.250 lbs (11.000 kg)
Loaded weight: 33.730 lbs (15.300 kg)
Max. takeoff weight: 39,690 lbs (18.000 kg)
Performance:
Maximum speed: 610 mph (980 km/h)
Range: 1.030 miles (1.650 km)
Service ceiling: 39.400 ft (12.000 m)
Rate of climb: 12.960 ft/min (72 m/s)
Engine: 2 Klimov RD-33MK turbofans w/o afterburner rated at 53.0 kN (11,900 lbs.), fitted with 2D vectored thrust nozzles
Armament:
1× GSh-30-1 30mm cannon with 300 rounds .
Four internal weapon bays (two bays for a single AA-8 "Aphid" or a twin ‘Igla’ light air-to-air missile starter; two bays in tandem fore and aft the main gear wells for various weapons incl. guided missiles and bombs).
Four external hard points (2 under each inner wing); total internal and external weapon ordnance 3.000kg.
Five UV-26 dispensers in the tail section (w. 120 chaff/flare cartridges in each pod)
The kit and its assembly:
I guess that everyone who is into whiffy model is familiar with Italieri’s fantasy MiG-37B kit from 1988, and I already built 3 of them since then.
Nevertheless, with my recent interest in Soviet/Russian air industries I felt an itch to build another (better) one, this time with major modifications. Esp. the stubby wings and the senselessly wide and low MiG-23-style landing gear had always been points that did not truly convince me. And since I had such a kit in 1:72th scale in store, I took action.
Surprisingly, you find a lot of individual conversions of the ‘Ferret E’ kit in the Internt. Many are colourful, but few are IMHO convincing as a complete work, lacking thought about the plane’s concept or mission. So, here’s my take on it, the ‘Snowy Owl’ version. All in all I wanted to present a realistic and optimized ground attack plane, based on the original and pretty interesting MiG-37 design, pushing my personal “Sh” version towards Su-25, MiG-27 and even Su-24 ground attack aircraft.
Most obvious change concerns the wings. These were taken from an F-117 donation kit, a horrible thing (probably the early Revell kit) that a friend gave me. Installing them to the fuselage was tough, since they are much thicker than the original, stubby wing spades!
A new landing gear, borrowed from an F-18, and a new nose section (built from scratch & putty and inspired by the installation on MiG-27 fighter bombers) were further changes. Other modifications include additional weapon bays for short range AAMs under the wing gloves à la F-22, the narrow gun fairing nect to the front wheel well and the auxiliary air intake doors on the upper side.
The engine exhaust area has been modified, since I wanted to get away with the original tabletops that are supposed to be vectored nozzles(?). I added some side panels, made from styrene sheet, as well as a central divider, which now offers space for some warning sensors and chaff dispensers. The vectored nozzles were re-built from the original parts as well as styrrene profiles.
Minor changes were made to several antennae and sensors all around the plane. The cockpit was left more or less OOB – it is pretty detailed, and together with the landing gear one of the original kit’s highlights. I just added a Matchbox pilot figure and some details behind the ejection seat.
The weapons come from the scrap box: the AA-8's belong to the ESCI Ka-34 whif Hokum helicopter, the guided bombs are fantasy weapons built from scratch.
Painting/Finish
A tough task from a creative point of view. I neither wanted the stereo-typical all-black stealth look, nor a Russian tactical paint scheme (even though the latter would have been appropriate for the aircraft's role).
A Flanker scheme or even the garish Su-34 ‘Greenbottle Fly’ look also did not seem appropriate, as well as the Su-24-inspired light grey/white livery which is suggested in the OOB kit.
Since I wanted something murky and mysterious, still with a kind of prototype look, I finally settled on two simple grey tones: a uniform medium grey for the upper sides (Testors 2059, 'Dark Sea Grey') and for a twist, a dark grey for the undersides (Testors 1592, RAL 7021 'Schwarzgrau').
I find that such simple designs make a whif plane much more realistic than flamboyant colours or weird paint schemes – leave this to “real” planes in whiff guises. Another factor for this all-grey livery is that I wanted to use the (many) light grey OOB stencil decals, making them stand subtly out against the darker shades below. Lighter shades of grey and ochre were used for antennae, di-electric covers and the wings' leading edges.
The cockpit was painted in typical Russian Blue-Green, air intakes, air brakes and the landing gear with its wells were, after consulting pictures of modern Russian fighters, painted in Barley Grey (Humbrol 167).
The wheels received dark green disks (Humbrol 149), the bomb/missile bays were - as a contrast - painted in a chromate primer color (a mix of Humbrol 81 and 225, Olive Yellow and Mid-Stone), a detail I found on photographs of Tu-95 and Tu160 interiors. Looks weird, but: why not?
Unfortunately, the final matte varnish ended in a minor disaster: I used a water-based, acryllic matt varnish (for a VERY matt finish), but it reacted with both some decals and the enamel paint, not certain why? Probably not enough stirring, and the Begemot decals seem to be very sensitive to humidity and setting solution.
Originally, the machine sported neat low-viz Russian insignia (just red outlines for the stars, featured e .g. on Suchoi’s T-50/PAK FA prototype) from a Begemot decal sheet (called “Demo Flankers” – it is massive, featuring decals for almost 20 prototypes with all markings and the respective paint schemes in a booklet!). They looked great, but crincled under the matt varnish and had to be scraped off, together with some other Begemot decals.
Hence, the final finish of the kit is not the best, I tried to save as much as possible. Since I did not want to invest into another aftermarket decal sheet, I used the light and dark red, opaque Red Stars without outlines from the original Italeri decal sheet. With the light and dark grey as backgorund the result is O.K., but I had another outcome envisaged. :(
All in all, though, a small but catchy project. Not as good as planned, but an attempt to make more of the wacky Italeri MiG-37 than just another black piece of charcoal.
I'm one of those people who sneeze and need eat medicine through the whole spring. I have a birch pollen allergy and that's not fun. With the medicines it's okay but still it would be nicer if I wouldn't have to eat the pills at all. Luckily I'm allergy-free for the rest of the year. Have nice weekend!
Canon EOS 50D+EF 135mm f/2.0 L
The Direct Assault Weaponized Navigator is Dawn Forge's latest land vehicle. This particular D.A.W.N. Unit is part of the 4th Ironclad Division. Though mainly using a variety of mech, Dawn Forge occasionally needs something quick while still being lethal. These massive trucks usually travel in a pair, and their long range missiles can strike miles away from enemy lines, while its high caliber cannon can be deadly at medium range. They are plated in a polymer alloy armor that deflects even the toughest of blows.
Arch Enemy at Sala Capitol in Santiago de Compostela, Spain.
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Moored alongside HMS Belfast underneath Tower Bridge is German Navy Frigate F208 Neidersachen.
Tower Bridge, London
25 May 2014
Note: constructive critiques accepted, i'd love to know my mistakes and ways to make better images in the future.
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Yokohama, Japan
October, 2009
“The greatest challenge for me is to keep improving every aspect of the compositions and arrangements,” says ARCH ENEMY founder/guitarist Michael Amott about new album, War Eternal. “I’m always searching for ‘the perfect ARCH ENEMY song.’ When I started the band in 1995 I had the idea to create the most heavy melodic band of all time.”
And he did. Over the course of 19 years, ARCH ENEMY, under Amott’s guidance, crafted 10 acclaimed full-lengths, dominated sales charts, and toured the globe. If Amott were a smart man, he’d retire now to some tropical island with his favorite Michael Schenker records in tow and the setting sun on his face. But neither he nor ARCH ENEMY are done. Not by a long shot.
With vocalist Alissa White-Gluz replacing long-time frontwoman Angela Gossow in 2014 respectively, War Eternal is ARCH ENEMY reborn. “Changes in the band lineup are hardly ever looked upon favorably by the fans,” Amott acknowledges, “which I completely understand. Nonetheless, it does happen and the changes that have been made in the ARCH ENEMY camp were necessary in order for the band to survive and keep going. I love the energy of working with new people and Alissa has certainly brought a lot of talent and enthusiasm to the band!”
When Amott recruited Angela Gossow to front ARCH ENEMY for the Wages of Sin effort, he changed extreme metal forever. With White-Gluz, he has a new weapon. She’s a veritable firebrand on War Eternal, her unrelenting roar, cruel rasp and unique looks are the mark of a woman ready to conquer the world. “My goal is to keep ARCH ENEMY alive and thriving!” White-Gluz exclaims. “I want to open a whole new chapter for ARCH ENEMY, powerful and diverse, all the while respecting the legions of fans that love traditional ARCH ENEMY. Fans can expect loads of pure fucking metal.”
At 13 tracks, War Eternal is the quintessential ARCH ENEMY album. It’s both a nostalgic nod to the band’s past (“Never Forgive, Never Forget”, “No More Regrets”) and stunning example of what’s possible in the future (“Down to Nothing”, “Time is Black”). But if there’s a standout track—a spearhead—it’s the title song. Unveiled to the world on Youtube, “War Eternal” marches defiantly against the mundane, two raised fists to the constraints of society and the cage it desperately tries to put on us all. In it, White-Gluz proves she’s the next generation of great, while Amott and the rest of ARCH ENEMY play as if ”War Eternal” is their last song. That ”War Eternal” amassed an astonishing 1.5 million views the first 10 days is telling of its conviction and power. “There are a lot of details in this album that excite me as a songwriter and guitarist,” Amott grins. “Personally, I’ve pushed myself harder as player on War Eternal and feel I’ve gone to another level this time, which is very rewarding. I actually think the whole band has kicked everything up a notch or two.”
Produced by the band and mixed and mastered by Jens Bogren (Opeth, Paradise Lost) at Fascination Street Studio, the Swedes’ 10th full-length is unrelentingly brutal yet remarkably polished. “We could afford any big name producer at this stage in the game,” says Amott. “Having the band produce the album was a natural and logical way of working for us at this point. It was critical that we bring out the true ARCH ENEMY sound, the essence of the band on this record and who knows that better than us? Jens Bogren did an outstanding mixing and mastering the album. It was my first time working with him and I am more than impressed with his talent.”
The album was hailed as “Album Of The Month” in Terrorizer (UK), Powerplay (UK), Metal Hammer (Germany), Rock Hard (France), Metallian (France), Scream (Norway), Sweden Rock (Sweden) and got more than positive reviews all over the world; additionally, War Eternal achieved career-best chart positions for the band in the USA (#44), Germany (#9), Finland (#5), France (#56), and The Netherlands (#36), plus the best UK chart entry (#85) since Doomsday Machine (#81). ARCH ENEMY were also honored to appear on the front covers of Revolver (USA), Legacy (Germany), Rock Hard (France), Inferno (Finland), Up (Netherlands), Aardschok (Netherlands), Metal Maniac (Italy),Pro Rock (Bulgaria), Into The Pit (Thailand) and many more magazines.
Right after the release of War Eternal, the band kicked off their eternal touring with sublime festival shows at Wacken, Sweden Rock and many more, followed by a world tour with Kreator (with whom they released a split 7” single later in October 2014).
During the USA headline tour with Kreator, the band decided to part ways with guitarist Nick Cordle.
Christopher Amott (the brother of ARCH ENEMY founder/bandleader Michael Amott) joined the band for the remainder of their American headlining tour and Jeff Loomis (ex-Nevermore) stepped in for the following European dates with Kreator. Jeff will continue for another busy year in 2015 and beyond.
Jeff Loomis states: "I'm very excited to be playing with ARCH ENEMY. Michael Amott and I have stayed in contact over the years since we toured together when I was playing in Nevermore. Not only do I admire his guitar playing and songwriting, but I also consider him a close friend. To be able to share the stage with Michael, Sharlee, Daniel and Alissa is something I'm really looking forward to. 2015 is going to be a great year... See you all on tour!"
Michael Amott (guitars) comments: "The prospect of working with Jeff Loomis moving forward is truly awesome! Jeff Loomis is one of the best guitar players in the metal world in my opinion, as well as being a long time friend. I look forward to tearing it up on stages around the world together as we continue on the ‘War Eternal' touring cycle throughout all next year and beyond!"
There is no doubt that ARCH ENEMY are stronger than ever before. And the war is not over yet.
Photo's from the concert Arch Enemy gave at the Alcatraz Metal Festival in Belgium 2014
© Robin Looy Fotografie
Concert, music, festival, band photographer. Popfotograaf
Instagram: @bandphotographer
Facebook: facebook.com/robinlooyphotography
Sometimes the greatest ally can also be the worst enemy. We have to be conscious about our actions and impact we have as go about capturing earth's beauty.
We are symbiotic to mother earth, how we go about discovering her splendour, is often a balance of our subconscious and conscious relationships.
Under pressure from the Kennedy administration to reduce the military budget by having more commonality between the services, the USAF evaluated the US Navy's F4H-1 Phantom II against the F-105 Thunderchief (as a tactical fighter), the F-106 Delta Dart (as an interceptor), and the RF-101 Voodoo (as a tactical reconnaissance aircraft). To the USAF's surprise, the F4H-1 outperformed all three, and was capable of doing all three missions with the same general type of aircraft.
Impressed, the USAF asked for the loan of two F4H-1s for further evaluation preparatory to purchase. These were painted in overall ADC Gray and redesignated F-110A Spectre in 1961. Soon thereafter, it was announced that the USAF would purchase the F-110A as its standard tactical fighter, to replace the F-105 (the F-106 would remain the USAF's standard interceptor), while the RF-110A would replace the RF-101. However, to eliminate confusion over aircraft types, the Tri-Service Aircraft Designation System was adopted in 1962; both the F4H-1 and F-110 were renamed simply the F-4. The Spectre name was dropped (though it would be adopted later for the Lockheed AC-130) in favor of the Navy's Phantom II. The Navy and USAF variants were designated F-4B and F-4C respectively, though the F-4C would be modified slightly for USAF requirements. This included wider main landing gear tires (which resulted in a bulge in the upper wing), flight controls for the backseater, and boom/plug refueling rather than probe/drogue.
In combat, the F-4C was something of a mixed bag. It was still an interceptor rather than a dogfighter, and over Vietnam, where it was pitted against more agile MiG-17s and MiG-21s, the Phantom was at a disadvantage. Its raw speed allowed its crews to pick and choose a fight, but it could not turn with the smaller North Vietnamese fighters. Its biggest problem was the lack of an internal gun, especially since the AIM-7 Sparrows and AIM-9 Sidewinders that formed its normal warload were unreliable. Finally, a lack of dogfight training left USAF pilots at a disadvantage. Though tactics would change and missiles would improve, F-4C crews were barely reaching parity with an enemy the USAF outnumbered and outgunned. There was nothing wrong with the aircraft itself: it was simply being committed to a role it was not designed for.
The F-4C was gradually replaced in Vietnam by improved F-4D/E variants, though C models would be involved until the end of the war. Following the end of American involvement, the F-4C was relegated to Air National Guard interceptor units. These would remain in service until the early 1990s, when they were retired in favor of the F-15 Eagle.
64-0289 may be the most famous F-4C ever to fly. It was delivered brand new to the 8th Tactical Fighter Wing ("Wolfpack") at Ubon RTAFB, Thailand in 1967, where it became the personal aircraft of Colonel Robin Olds, the commander of the 8th. Olds, who had already made ace during World War II in P-38s and P-51s, named his F-4 "Scat XXVII"--all of his aircraft had been named Scat, going back to his P-38 in 1944. Though Olds did not always fly "Scat," it was considered "his" aircraft.
On 20 May 1967, Olds was flying with backseater Lt. Stephen Croker when they shot down two MiG-17s over North Vietnam. This would prove to be Olds' last kills, which left him with a total score of 16 (12 in World War II, four in Vietnam). Robin Olds left Southeast Asia at the end of his tour later in 1967, and would retire as a Brigadier General. Awarded the Air Force Cross and four Silver Stars, Olds would be arguably the most respected and revered fighter pilot of the Vietnam Era. He passed away in 2007.
"Scat" remained in Vietnam with the 8th and 12th TFW until 1972, when it was sent to Europe as the war wound down. It would then serve with several active and reserve USAF units until it was retired in 1986 after a stint with the 149th TFG (Texas ANG). The USAF considered itself lucky that "Scat" had survived a long career, and it was immediately flown to the National Museum of the USAF on retirement. There it was restored to its appearance during the Vietnam years, and was dedicated by Gen. Olds when it went on display a few years later.
"Scat" is shown armed for a strike mission over the North, with six Mk 117 750-pound bombs, four AIM-7E Sparrow radar-guided missiles, four AIM-9B Sidewinder heat-seeking missiles, two external drop tanks, and an ALQ-87 ECM pod (not seen from this angle). The FG tailcode indicates an aircraft of the 8th TFW, while the devil's head on the nose shows the squadron affiliation (433rd TFS, "Satan's Angels"). The two kill stars on the splitter plate show Olds' two kills in 64-0289. Just below the nose is a picture of Gen. Olds as he looked in 1967, complete with "bulletproof" mustache!
I got to meet Olds twice at River Rat reunions with my dad. He was a fun guy and took time out of a busy schedule at the reunion to talk to me about my graduate thesis (which was on the air war over North Vietnam). I also accidentally beaned him on the head with a dinner roll during a food fight at the reunion--which may make me one of the few people ever to hit Robin Olds and live to tell about it. He was larger than life, and I was saddened to hear of his passing. Finally getting to see "Scat" in 2017 was a dream come true.