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Some of you may have noticed that, unfortunately, owing to the fact that a certain person who sells truck photos on eBay commercially has been lifting my images from this album and selling them I have had to remove 2300 photos that didn't have a watermark. I have now run around 1700 through Lightroom and added a watermark with the intention of bulk uploading them again. Rather than watermark the existing (hidden) files in Flickr one at a time it will be easier to do it this way. I definitely won’t be adding individual tags with the make and model of each vehicle I will just add generic transport tags. Each photo is named after the vehicle and reg in any case. For anyone new to these images there is a chapter and verse explanation below. It is staggering how many times I get asked questions that a quick scan would answer or just as likely I can’t possibly answer – I didn’t take them, but, just to clarify-I do own the copyright- and I do pursue copyright theft.
This is a collection of scanned prints from a collection of photographs taken by the late Jim Taylor A number of years ago I was offered a large number of photographs taken by Jim Taylor, a transport photographer based in Huddersfield. The collection, 30,000 prints, 20,000 negatives – and copyright! – had been offered to me and one of the national transport magazines previously by a friend of Jim's, on behalf of Jim's wife. I initially turned them down, already having over 30,000 of my own prints filed away and taking space up. Several months later the prints were still for sale – at what was, apparently, the going rate. It was a lot of money and I deliberated for quite a while before deciding to buy them. I did however buy them directly from Jim’s wife and she delivered them personally – just to quash the occasional rumour from people who can’t mind their own business. Although some prints were sold elsewhere, particularly the popular big fleet stuff, I should have the negatives, unfortunately they came to me in a random mix, 1200 to a box, without any sort of indexing and as such it would be impossible to match negatives to prints, or, to even find a print of any particular vehicle. I have only ever looked at a handful myself unless I am scanning them. The prints are generally in excellent condition and I initially stored them in a bedroom without ever looking at any of them. In 2006 I built an extension and they had to be well protected from dust and moved a few times. Ultimately my former 6x7 box room office has become their (and my own work’s) permanent home.
I hope to avoid posting images that Jim had not taken his self, however should I inadvertently infringe another photographers copyright, please inform me by email and I will resolve the issue immediately. There are copyright issues with some of the photographs that were sold to me. A Flickr member from Scotland drew my attention to some of his own work amongst the first uploads of Jim’s work. I had a quick look through some of the 30 boxes of prints and decided that for the time being the safest thing for me to do was withdraw the majority of the earlier uploaded scans and deal with the problem – which I did. whilst the vast majority of the prints are Jims, there is a problem defining copyright of some of them, this is something that the seller did not make clear at the time. I am reasonably confident that I have since been successful in identifying Jims own work. His early work consists of many thousands of lustre 6x4 prints which are difficult to scan well, later work is almost entirely 7x5 glossy, much easier to scan. Not all of the prints are pin sharp but I can generally print successfully to A4 from a scan.
You may notice photographs being duplicated in this Album, unfortunately there are multiple copies of many prints (for swapping) and as I have to have a system of archiving and backing up I can only guess - using memory - if I have scanned a print before. The bigger fleets have so many similar vehicles and registration numbers that it is impossible to get it right all of the time. It is easier to scan and process a print than check my files - on three different PC’s - for duplicates. There has not been, nor will there ever be, any intention to knowingly breach anyone else's copyright. I have presented the Jim Taylor collection as exactly that-The Jim Taylor Collection- his work not mine, my own work is quite obviously mine.
Unfortunately, many truck spotters have swapped and traded their work without copyright marking it as theirs. These people never anticipated the ease with which images would be shared online in the future. I would guess that having swapped and traded photos for many years that it is almost impossible to control their future use. Anyone wanting to control the future use of their work would have been well advised to copyright mark their work (as many did) and would be well advised not to post them on photo sharing sites without a watermark as the whole point of these sites is to share the image, it is very easy for those that wish, to lift any image, despite security settings, indeed, Flickr itself, warns you that this is the case. It was this abuse and theft of my material that led me to watermark all of my later uploads. I may yet withdraw non-watermarked photos, I haven’t decided yet. (I did in the end)
To anyone reading the above it will be quite obvious that I can’t provide information regarding specific photos or potential future uploads – I didn’t take them! There are many vehicles that were well known to me as Jim only lived down the road from me (although I didn’t know him), however scanning, titling, tagging and uploading is laborious and time consuming enough, I do however provide a fair amount of information with my own transport (and other) photos. I am aware that there are requests from other Flickr users that are unanswered, I stumble across them months or years after they were posted, this isn’t deliberate. Some weekends one or two “enthusiasts” can add many hundreds of photos as favourites, this pushes requests that are in the comments section ten or twenty pages out of sight and I miss them. I also have notifications switched off, I receive around 50 emails a day through work and I don’t want even more from Flickr. Other requests, like many other things, I just plain forget – no excuses! Uploads of Jim’s photos will be infrequent as it is a boring pastime and I would much rather work on my own output.
+++ 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:
The Panzerkampfwagen E-100, also known as Gerät 383 and TG-01, was a German super-heavy tank design developed towards the end of World War II. It was proposed to be the basis for a heavy artillery system, an anti-aircraft vehicle, and a heavy tank destroyer.
The basic design was ordered by the Waffenamt as a parallel development to Porsche's heavy tank design "Maus" in June 1943, but part of the new, standardized Entwicklung (E) series of vehicles, consisting of the E-5, E-10, E-25, E-50, E-75 and finally the E-100. The latter was the heaviest and biggest chassis of the family, which was meant to standardize as many components as possible.
In March 1944, Adlerwerke company from Frankfurt am Main submitted blueprint 021A38300 for a super-heavy tank called E-100, after the tank was proposed in April 1943 along with the other Entwicklung series vehicles. According to the blueprints, the tank would be armed with a both a 150 mm gun and a 75 mm gun in a huge turret.
Two types of engines were proposed: one was a 700 hp Maybach HL230, with a transmission and turning mechanism borrowed from the Tiger II. The estimated top speed was 23 km/h, and it was clear that this powerplant was utterly undersized for the E-100, which would be almost twice as heavy as the already underpowered Tiger II.
The second variant,l which was favored for serial production, would have a new, turbocharged 1200 hp Maybach HL 232 engine and a top speed estimated at 40 km/h. Other engines in the 1.000+ hp range were considered, too, e. g. modified Daimler Benz aircraft engines, or torpedo boat engines.
The design had removable side skirts and narrow transport tracks to make rail transport more viable. This design was very similar to the original 'Tiger-Maus' proposal, but had larger 900 mm diameter road wheels and a new spring based suspension rather than the original torsion bars. A new turret was designed, too, intended to be simpler and lighter than the massive Maus turret - effectively the E-100 was 40 tons lighter than the 188 ton Maus prototype.
However, in July 1944 the development of any super heavy tanks was halted, but work on the E-100 continued at a low priority and with the outlook to produce a limited number of these massive vehicles for special purposes, using existing components. Eventually, permission was granted to proceed with the SdKfz. 193, with the intention to the E-100 as a tank destroyer with either a 15 cm StuK L/63 or 17 cm StuK L/53 gun.
The first prototype was completed in January 1945, and from the start several variants were slated for the limited serial production. Four battle tank variants were defined, differing basically through the turret designs and the armament. The first three variants A-C carried the 15 cm StuK as main armament, while the D variant was an interim solution that would carry the new 140mm PaK 46 L/50 cannon, which was originally earmarked for the tank hunter variants of the E-75 and E-100 family. However, since the dedicated E-100 tank hunter SPG "Krokodil" (the SdKfz. 197) with a low, casemate-style hull was still going through troublesome trials in late 1945, it was decided to adapt the new and powerful gun with the already developed cannon mount in a turret and mate it with the E-100 battle tank hull.
The result was a battle tank/SPG hybrid with a huge, boxy turret on the E-100's standard chassis, which could be fully rotated by 360°. The turret's front offered excellent ballistic protection, but the tall and massive silhouette made the vehicle hard to conceal.
Designed only as a stopgap solution, only about 20 E-100 Ausf. D were produced in total. Having learnt the painful lesson of the heavy Elefant/Ferdinand SPG deployments, the E-100 Ausf. D was primarily and right from the start only used in defensive roles for strategically important locations, and not as a classic, highly mobile battle tank. Targets could be engaged at very long distances, and the PaK 46 L/60 was able to destroy heavy tanks like the heavily armored Soviet IS-3 with a single, head-on shot.
The PaK 46 L/60 was a very powerful weapon, and, like its predecessor, the 12.8 cm PaK 44 L/55, very accurate and deadly even at greater distances. The gun was fed with two-piece ammunition, the projectile and cartridge making up separate pieces. Because of this, the gun could be fired using three different sized propellant charges; a light, medium and heavy charge. The light and medium charges were normally used when the gun was fulfilling the role of an artillery piece, where they would launch the ~32 kg projectiles to a muzzle velocity of 885 m/s and 940 m/s respectively.
The heavy charge was used when the gun was fulfilling its intended role as an anti-tank gun, where it fired a 35.4 kg APCBC-HE projectile (PzGr.46) at a muzzle velocity of 1,050 m/s. During practice, the estimated probability of a first round hit on a 2 m (6 ft 7 in) high, 2.5 m (8 ft 2 in) wide target only dropped below 100 percent at ranges beyond 1,500 m (0.93 mi), to 95–97 percent at 2,000 m (1.24 mi) and 85–87 percent at 3,000 m (1.8 mi), depending on ammunition type. Recorded combat performance was lower, but still over 80 percent at 1,500 m, in the 60s at 2,500 m and the 40s at 3,000 m. Penetration of armoured plate inclined at 30 degrees was 242 and 192 mm (9.5 and 7.5 in) at 100 m (110 yd) and 2,000 m (1.2 mi) respectively for the armour-piercing shell.
In order to take on smaller, lightly armored targets, an MK 103 30 mm machine cannon (firing 425 RPM and having an effective range of up to 5.700m) was mounted co-axially, as well as a light MG 34. Another light machine gun was added in a ball mount in the turret's rear, in order to defend the loading hatches against infantry attacks. Another, manually operated machine gun was mounted on the commander's cupola against aircraft and close soft targets.
Aiming of the main weapons was improved by a built-in stereoscopic rangefinder — using twin matching armored blisters, one on each turret side. A "Sperber/FG 1250" night vision scope on the commander's cupola, together with a 30cm infrared searchlight with range of 600m.
Some of the vehicles where deployed in the upper Rhine and Ruhrgebiet area, while others were used in the defense of Berlin against the Red Army, and most of the time only one of two of these heavy tanks were allocated to units in which other, more agile vehicles could support and defend them.
Nevertheless, like all E-100 tank variants, the Ausf. D variant suffered from a general lack of mobility, so that it was not easy to field it or to change position after a shot. While the heavy armor could absorb a lot of hits and punishment, even from the latest enemy heavy tanks and anti-tank guns, many E-100s had to be abandoned or destroyed by their crews since they could not be saved from advancing enemy forces.
Another general weakness of the whole E-100 series was the massive fuel consumption of the HL 232 engine: with 10l per km (2,35 mpg) the tank had very short legs (only 120 km/75 ml with internal fuel) and was therefore even less suited for dynamic combat situations which involved quick advances or tactical position changes. Even in stationary use, its effectiveness was highly limited.
Another flaw, specific to the D variant, was its tall and heavy turret. The layout resulted in a very high center of gravity, so that the turret bearing and its hydraulic traverse mechanism was frequently over-stressed. If the crew would not pay attention to the tank's orientation and the underground conditions, the turret would easily get stuck - another reason why many of these super-heavy tanks were lost in action without direct enemy involvement.
Specifications:
Weight: 140 tonnes (154 short tons; 138 long tons)
Length (overall): 10.44 m (34 ft 2.4 in)
Width: 4.48 m (14 ft 8 in)
Height: 3.29 m (10 ft 10 in)
Suspension: Belleville washer coil spring
Crew: 6 (Commander, Driver, Radio Operator, Gunner, 2x Loader)
Armor:
Hull front: 150–200 mm (5.9–7.9 in)
Hull sides and rear: 120–150 mm (4.7–5.9in)
Hull top: 40 mm (1.6 in)
Hull bottom: 40–80 mm (1.6–3.1 in)
Turret front: 200 mm (7.9 in)
Turret sides & rear: 80–150 mm (3.1–5.9 in)
Turret top: 40 mm (1.6 in)
Engine:
1x turbocharged Maybach HL232 V12 gasoline engine with 1.200 hp
Performance:
Maximum road speed: 40 km/h (25 mph)
Sustained road speed: 36 km/h (22 mph)
Cross country speed: 14 to 20 km/h (8.7 to 12.4 mph)
Power/weight: 8,57 hp/ton
Range on raod: 120 km (74 mi)
Range cross counrty: 85 km (53 mi)
Armament:
1x 140mm (5.51 in) PaK 46 L/60 with 55 rounds
1x co-axial 30 mm (1.18 in) MK 103 machine cannon with 100 rounds
3x 7.92 mm MG34 (1x co-axial with main gun, 1x in ball mount in the turret's back side
and 1x anti aircraft gun on top of the commander's cupola) with a total of 5,850 rounds
The kit and its assembly:
This is an “in between” project, which I tackled on short notice while waiting for parts for another project. I am not a big fan of the huge E-100 tank, but I was given a surplus chassis from a friend who had bought a ModelCollect 12.8mm twin flak on an E-100 chassis in 1:72 – only for the gun, because this combo was less expensive than the flak alone (available separately). Since he had no use for the turret-less E-100 chassis I gladly took it.
It was the perfect occasion to invest and try an aftermarket conversion set from the German company Model Trans/Silesian Models, based in Essen, which offers a wide range of resin conversion sets for tanks and other military vehicles – including some Heer ’46 conversions/whiffs.
The turret for the fictional “E-100 Ausf. D” is one of these, and I like it for its bizarre, KW-2-esque style. The turret, certainly adapted from the Jagdpanther/E-100 tank hunter hull, looks impressive, even though it features some fishy details like the inward-canted rear wall or the rear of the turret overlapping the engine opening. But, hell, it’s a whiffy design, and the “cheese wedge” look of the turret certainly turns heads.
The turret set consists only of two massive resin parts, the turret itself and the barrel. The cast is excellent (no bubbles, almost no flash, crisp detail and clean surfaces; only the barrel had to be cleaned up a little), and I assume that the parts were moulded after parts from other ModelCollect kit parts.
Some missing parts like the hatch for the commander cupola or the Sperber infrared sight can be taken from the E-100 kit (even if it comes without a turret). Gaps between the barrel and the gun's mount were filled with paper tissue soaked with thinned white glue, imitating a leather of cloth shroud.
The pieces go together well and the turret base also matches perfectly the turret ring in the E-100 hull.
The E-100 kit itself is more challenging, though. While it is basically of simple construction, the sheer size of the parts and the fact that the hull consists of separate floor, side and rear walls and the upper deck, makes assembly a bit complicated. The fact that the floor and the side walls were slightly twisted did not help either. While everything went together well, I had to use putty in order to close some seams and bridge small gaps. Nothing dramatic, but modelers should be wary.
Mounting the wheels is not easy - esp. the sprocket wheel in the front and even more the idelr wheel at the rear have a very complicated and flimsy construction with a very thin and short locator pin. The PVC tracks also turned out to be too short, unfortunately I found this out I had painted and weathered them. Thankfully the massive side skirts help hiding the gaps, since I could not mount the tracks under any tension.
A nice solution are the separate side skirts and the complete engine compartment with separate hatches, a nicely detailed engine block and exhaust manifold as well as coolers.
I’ve built the E-100 hull OOB and left away the PE parts on purpose, since the mess of cutting them out or mounting them to the hull (e. g. microscopic lugs or a grate for the air intakes that are so dense that any paint applied by brush would immediately clog and ruin them) would IMHO not really improve the kit.
Painting and markings:
I wanted a fictional paint scheme for this one – no standard Hinterhalt camouflage tones, but still with a German feel. The inspiration for this green/grey scheme was lent from the Ma.K./Maschinenkrieger/ZbV3000 model universe, where many vehicles/mecha carry a pseudo-German scheme, some inspired by WWII Luftwaffe aircraft.
For the E-100 I adapted one of the Ma.K. designs and used Luftwaffe tones: the pale tone is RLM02 (the base is Revell’s 45, modern RAL 7003, which is slightly more olive green than the original grey), while the dark patches are German Panzergrau (Humbrol 67, modern RAL 7024, and actually a tone from early WWII). The latter turned out to appear very dark, due to the strong contrast to the RLM02, so that the scheme unintentionally reminds a lot of the late-war Allied “Mickey Mouse” scheme in olive drab and black? This was later slightly mended through the addition of RLM74 during the weathering process (see below), but the similarity remains, and once the kit became more and more complete the whole thing started looking like a modern German Bundeswehr Panzerhaubitze 2000?
In order to create an improvised and worn look, the camouflage was applied only thinly over an overall base coat with Humbrol 70 (Brick Red), which looks very much like stretched late war primer with which many tanks left the factories, to be camouflaged by the units in the field.
As a small color detail the barrel’s front end received a different scheme in Dunkelgelb (Revell 16, from below, kind of counter-shading against the sky) and Red Brown (Humbrol 160) from above, simulating a replacement part.
Once the basic camouflage had been applied, the kit was weathered with a highly thinned wash of dark brown, grey and black acrylic paint. Once dry the major surfaces were lightly wet-sanded, revealing more of the underlying red primer. Next, details and areas were highlighted through dry-brushing with true RLM02 (Humbrol 247) and RLM74 (Humbrol 245). After the application of the few marking decals, the whole kit received another dry brushing treatment, this time with Revell 75 (Hellgrau) and Humbrol 72 (Khaki drill). Some rust traces were painted with thinned sienna red acrylic artist paint.
Matt acrylic varnish (Italeri) was used to seal the kit, and once the (also weathered) PVC tracks and the side skirts had been mounted, the lower hull received a treatment with grey/beige/brown pigments, simulation dust and mud residue.
A relatively quick build, realized in less than a week, and some (minor) challenges. What a huge vehicle the E-100 has been – but what a waste of effort, resources and tactical limitations due to the vehicle’s sheer size and weight. Looks impressive, though, esp. when you place this hulk next to a “normal” tank…
In the end I am not really convinced of my paint scheme idea, but I ran with it since I wanted something different from the obvious German late war standard scheme.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The TIE/LN starfighter, or TIE/line starfighter, simply known as the TIE Fighter or T/F, was the standard Imperial starfighter seen in massive numbers throughout most of the Galactic Civil War and onward.
The TIE Fighter was manufactured by Sienar Fleet Systems and led to several upgraded TIE models such as TIE/sa bomber, TIE/IN interceptor, TIE/D Defender, TIE/D automated starfighter, and many more.
The original TIEs were designed to attack in large numbers, overwhelming the enemy craft. The Imperials used so many that they came to be considered symbols of the Empire and its might. They were also very cheap to produce, reflecting the Imperial philosophy of quantity over quality.
However, a disadvantage of the fighter was its lack of deflector shields. In combat, pilots had to rely on the TIE/LN's maneuverability to avoid damage. The cockpit did incorporate crash webbing, a repulsorlift antigravity field, and a high-g shock seat to help protect the pilot, however these did next to nothing to help protect against enemy blaster fire.
Due to the lack of life-support systems, each TIE pilot had a fully sealed flight suit superior to their Rebel counterparts. The absence of a hyperdrive also rendered the light fighter totally dependent on carrier ships when deployed in enemy systems. TIE/LNs also lacked landing gear, another mass-reducing measure. While the ships were structurally capable of "sitting" on their wings, they were not designed to land or disembark their pilots without special support. On Imperial ships, TIEs were launched from racks in the hangar bays.
The high success rate of more advanced Rebel starfighters against standard Imperial TIE Fighters resulted in a mounting cost of replacing destroyed fighters and their pilots. That, combined with the realization that the inclusion of a hyperdrive would allow the fleet to be more flexible, caused the Imperial Navy to rethink its doctrine of using swarms of cheap craft instead of fewer high-quality ones, leading to the introduction of the TIE Advanced x1 and its successor, the TIE Avenger. The following TIE/D Defender as well as the heavy TIE Escort Fighter (or TIE/E) were touted as the next "logical advance" of the TIE Series—representing a shift in starfighter design from previous, expendable TIE models towards fast, well armed and protected designs, capable of hyperspace travel and long-term crew teams which gained experience and capabilities over time.
The TIE/E Escort, was a high-performance TIE Series starfighter developed for the Imperial Navy by Sienar Fleet Systems and it was introduced into service shortly before the Battle of Endor. It was a much heavier counterpart to the agile and TIE/D fighter, and more of an attack ship or even a light bomber than a true dogfighter. Its role were independent long range operations, and in order to reduce the work load and boost morale a crew of two was introduced (a pilot and a dedicated weapon systems officer/WSO). The primary duty profile included attack and escort task, but also reconnoiter missions. The TIE/E shared the general layout with the contemporary TIE/D fighter, but the cockpit section as well as the central power unit were much bigger, and the ship was considerably heavier.
The crew enjoyed – compared with previous TIE fighter designs – a spacious and now fully pressurized cockpit, so that no pressurized suits had to be worn anymore. The crew members sat in tandem under a large, clear canopy. The pilot in front had a very good field of view, while the WSO sat behind him, in a higher, staggered position with only a limited field of view. Both work stations had separate entries, though, and places could not be switched in flight: the pilot mounted the cockpit through a hatch on port side, while the WSO entered the rear compartment through a roof hatch.
In a departure from the design of previous TIE models, instead of two parallel wings to either side of the pilot module, the TIE Escort had three quadanium steel solar array wings mounted symmetrically around an aft section, which contained an I-s4d solar ionization reactor to store and convert solar energy collected from the wing panels. The inclusion of a third wing provided additional solar power to increase the ship's range and the ship's energy management system was designed to allow weapons and shields to be charged with minimum loss of power to the propulsion system.
Although it was based on the standard twin ion engine design, the TIE/E’s propulsion system was upgraded to the entirely new, powerful P-sz9.8 triple ion engine. This allowed the TIE/E a maximum acceleration of 4,220 G or 21 MGLT/s and a top speed of 144 MGLT, or 1,680 km/h in an atmosphere — almost 40 percent faster than a former standard TIE Fighter. With tractor beam recharge power (see below) redirected to the engines, the top speed could be increased to 180 MGLT in a dash.
In addition to the main thrusters located in the aft section, the TIE Escort's triple wing design allowed for three arrays of maneuvering jets and it featured an advanced F-s5x flight avionics system to process the pilot's instructions. Production models received a class 2, ND9 hyperdrive motivator, modified from the version developed for the TIE Avenger. The TIE/E also carried a Sienar N-s6 Navcon navigation computer with a ten-jump memory.
Special equipment included a small tractor beam projector, originally developed for the TIE Avenger, which could be easily fitted to the voluminous TIE Escort. Models produced by Ysanne Isard's production facility regularly carried such tractor beams and the technology found other uses, such as towing other damaged starfighters until they could achieve the required velocity to enter hyperspace. The tractor beam had limited range and could only be used for a short time before stopping to recharge, but it added new tactics, too. For instance, the beam allowed the TIE/E crews to temporarily inhibit the mobility of enemy fighters, making it easier to target them with the ship's other weapon systems, or prevent enemies from clear shots.
The TIE Escort’s weapons systems were primarily designed to engage bigger ships and armored or shielded targets, like armed freighters frequently used by the Alliance. Thanks to its complex weapon and sensor suite, it could also engage multiple enemy fighters at once. The sensors also allowed an effective attack of ground targets, so that atmospheric bombing was a potential mission for the TIE/E, too.
.
The TIE Escort Fighter carried a formidable array of weaponry in two modular weapon bays that were mounted alongside the lower cabin. In standard configuration, the TIE/E had two L-s9.3 laser cannons and two NK-3 ion cannons. The laser and ion cannons could be set to fire separately or, if concentrated power was required, to fire-linked in either pairs or as a quartet.
The ship also featured two M-g-2 general-purpose warhead launchers, each of which could be equipped with a standard load of three proton torpedoes or four concussion missiles. Depending on the mission profile, the ship could be fitted with alternative warheads such as proton rockets, proton bombs, or magnetic pulse warheads.
Additionally, external stores could be carried under the fuselage, which included a conformal sensor pallet for reconnaissance missions or a cargo bay with a capacity for 500 kg (1.100 lb).
The ship's defenses were provided by a pair of forward and rear projecting Novaldex deflector shield generators—another advantage over former standard TIE models. The shields were designed to recharge more rapidly than in previous Imperial fighters and were nearly as powerful as those found on capital ships, so that the TIE/E could engage other ships head-on with a very high survivability. The fighters were not equipped with particle shields, though, relying on the reinforced titanium hull to absorb impacts from matter. Its hull and wings were among the strongest of any TIE series Starfighter yet.
The advanced starfighter attracted the attention of several other factions, and the Empire struggled to prevent the spread of the technology. The ship's high cost, together with political factors, kept it from achieving widespread use in the Empire, though, and units were assigned only to the most elite crews.
The TIE/E played a central role in the Empire's campaign against rogue Grand Admiral Demetrius Zaarin, and mixed Defender and Escort units participated in several other battles, including the Battle of Endor. The TIE Escort continued to see limited use by the Imperial Remnant up to at least 44 ABY, and was involved in numerous conflicts, including the Yuuzhan Vong War..
The kit and its assembly:
Another group build contribution, this time to the Science Fiction GB at whatifmodelers.com during summer 2017. Originally, this one started as an attempt to build a vintage MPC TIE Interceptor kit which I had bought and half-heartedly started to build probably 20 years ago. But I did not have the right mojo (probably, The Force was not strong enough…?), so the kit ended up in a dark corner and some parts were donated to other projects.
The sun collectors were still intact, though, and in the meantime I had the idea of reviving the kit’s remains, and convert it into (what I thought was) a fictional TIE Fighter variant with three solar panels. For this plan I got myself another TIE Interceptor kit, and stashed it away, too. Mojo was still missing, though.
Well, then came the SF GB and I took it as an occasion to finally tackle the build. But when I prepared for the build I found out that my intended design (over the years) more or less actually existed in the Star Wars universe: the TIE/D Defender! I could have built it with the parts and hand and some improvisation, but the design similarity bugged me. Well, instead of a poor copy of something that was more or less clearly defined, I rather decided to create something more individual, yet plausible, from the parts at hand.
The model was to stay a TIE design, though, in order to use as much donor material from the MPC kits as possible. Doing some legwork, I settled for a heavy fighter – bigger than the TIE Interceptor and the TIE/D fighter, a two-seater.
Working out the basic concept and layout took some time and evolved gradually. The creative spark for the TIE/E eventually came through a Revell “Obi Wan’s Jedi Starfighter” snap fit kit in my pile – actually a prize from a former GB participation at phoxim.de (Thanks a lot, Wolfgang!), and rather a toy than a true model kit.
The Jedi Fighter was in so far handy as it carries some TIE Fighter design traits, like the pilot capsule and the characteristic spider web windscreen. Anyway, it’s 1:32, much bigger than the TIE Interceptor’s roundabout 1:50 scale – but knowing that I’d never build the Jedi Starfighter OOB I used it as a donor bank, and from this starting point things started to evolve gradually.
Work started with the cockpit section, taken from the Jedi Starfighter kit. The two TIE Interceptor cockpit tubs were then mounted inside, staggered, and the gaps to the walls filled with putty. A pretty messy task, and once the shapes had been carved out some triangular tiles were added to the surfaces – a detail I found depicted in SW screenshots and some TIE Fighter models.
Another issue became the crew – even though I had two MPC TIE Interceptors and, theorectically, two pilot figures, only one of them could be found and the second crewman had to be improvised. I normally do not build 1:48 scale things, but I was lucky (and happy) to find an SF driver figure, left over from a small Dougram hoovercraft kit (from Takara, as a Revell “Robotech” reboxing). This driver is a tad bigger than the 1:50 TIE pilot, but I went with it because I did not want to invest money and time in alternatives. In order to justify the size difference I decided to paint the Dougram driver as a Chiss, based on the expanded SW universe (with blue skin and hair, and glowing red eyes). Not certain if this makes sense during the Battle of Endor timeframe, but it adds some color to the project – and the cockpit would not be visible in much detail since it would be finished fully closed.
Reason behind the closed canopy is basically the poor fit of the clear part. OOB, this is intended as an action toy – but also the canopy’s considerable size in 1:50 would prevent its original opening mechanism.
Additional braces on the rel. large window panels were created with self-adhesive tape and later painted over.
The rear fuselage section and the solar panel pylons were scratched. The reactor behind the cockpit section is actually a plastic adapter for water hoses, found in a local DIY market. It was slightly modified, attached to the cockpit “egg” and both parts blended with putty. The tail opening was closed with a hatch from the OOB TIE Interceptor – an incidental but perfect match in size and style.
The three pylons are also lucky finds: actually, these are SF wargaming/tabletop props and would normally be low walls or barriers, made from resin. For my build, they were more or less halved and trimmed. Tilted by 90°, they are attached to the hull with iron wire stabilizers, and later blended to the hull with putty, too.
Once the cockpit was done, things moved more swiftly. The surface of the hull was decorated with many small bits and pieces, including thin styrene sheet and profiles, steel and iron wire in various strengths, and there are even 1:72 tank tracks hidden somewhere, as well as protective caps from syringes (main guns and under the rear fuselage). It’s amazing how much stuff you can add to such a model – but IMHO it’s vital in order to create some structure and to emulate the (early) Star Wars look.
Painting and markings:
The less spectacular part of the project, even though still a lot of work because of the sheer size of the model’s surface. Since the whole thing is fictional, I tried to stay true to the Imperial designs from Episode IV-VI and gave the TIE/E a simple, all-light grey livery. All basic painting was done with rattle cans.
Work started with a basic coat of grey primer. On top of that, an initial coat of RAL 7036 Platingrau was added, esp. to the lower surfaces and recesses, for a rough shading effect. Then, the actual overall tone, RAL 7047, called “Telegrau 4”, one of Deutsche Telekom’s corporate tones, was added - mostly sprayed from abone and the sides onto the model. Fuselage and panels were painted separately, overall assembly was one of the final steps.
The solar panels were to stand out from the grey rest of the model, and I painted them with Revell Acrylic “Iron Metallic” (91) first, and later applied a rather rich wash with black ink , making sure the color settled well into the many small cells. The effect is pretty good, and the contrast was slightly enhanced through a dry-brushing treatment.
Only a few legible stencils were added all around the hull (most from the scrap box or from mecha sheets), the Galactic Empire Seal were inkjet-printed at home, as well as some tactical markings on the flanks, puzzled together from single digits in "Aurebash", one of the Imperial SW languages/fonts.
For some variety and color highlights, dozens of small, round and colorful markings were die-punched from silver, yellow, orange, red and blue decal sheet and were placed all over the hull - together with the large panels they blur into the the overall appearance, though. The hatches received thin red linings, also made from generic decals strips.
The cockpit interior was a bit challenging, though. Good TIE Fighter cockpit interior pictures are hard to find, but they suggest a dark grey tone. More confusingly, the MPC instructions call for a “Dark Green” cockpit? Well, I did not like the all-grey option, since the spaceship is already monochrome grey on the outside.
As a compromise I eventually used Tamiya XF-65 "Field Grey". The interior recieved a black ink in and dry-brushing treatment, and some instruments ansd screens were created with black decal material and glossy black paint; some neon paint was used for sci-fi-esque conmtraol lamps everywhere - I did not pay too much intention on the interior, since the cockpit would stay closed, and the thick clear material blurs everything inside.
Following this rationale, the crew was also painted in arather minimal fashion - both wear a dark grey uniform, only the Chiss pilot stands aout with his light blue skin and the flourescent red eyes.
After an overall black ink wash the model received a dry brusing treatment with FS 36492 and FS 36495, for a weathered and battle-worn look. After all, the "Vehement" would not survive the Ballte of Endor, but who knows what became of TIE/E "801"'s mixed crew...?
Finally, the kit was sealed with matt acrylic varnish, and some final cosmetic corrections made.
The display is a DIY creation, too, made from a 6x6" piece of wood, it's edges covered with edgebonder, a steel wire as holder, and finally the display was paited with semi-matt black acrylic paint from the rattle can.
A complex build, and the TIE/E more or less evolved along the way, with only the overall layout in mind. Work took a month, but I think it was worth the effort. This fantasy creation looks pretty plausible and blends well into the vast canonical TIE Fighter family - and I am happy that I finally could finish this mummy project, including the surplus Jedi Starfighter kit which now also find a very good use!
An epic one, and far outside my standard comfort zone. But a wothwhile build!
Some of you may have noticed that, unfortunately, owing to the fact that a certain person who sells truck photos on eBay commercially has been lifting my images from this album and selling them I have had to remove 2300 photos that didn't have a watermark. I have now run around 1700 through Lightroom and added a watermark with the intention of bulk uploading them again. Rather than watermark the existing (hidden) files in Flickr one at a time it will be easier to do it this way. I definitely won’t be adding individual tags with the make and model of each vehicle I will just add generic transport tags. Each photo is named after the vehicle and reg in any case. For anyone new to these images there is a chapter and verse explanation below. It is staggering how many times I get asked questions that a quick scan would answer or just as likely I can’t possibly answer – I didn’t take them, but, just to clarify-I do own the copyright- and I do pursue copyright theft.
This is a collection of scanned prints from a collection of photographs taken by the late Jim Taylor A number of years ago I was offered a large number of photographs taken by Jim Taylor, a transport photographer based in Huddersfield. The collection, 30,000 prints, 20,000 negatives – and copyright! – had been offered to me and one of the national transport magazines previously by a friend of Jim's, on behalf of Jim's wife. I initially turned them down, already having over 30,000 of my own prints filed away and taking space up. Several months later the prints were still for sale – at what was, apparently, the going rate. It was a lot of money and I deliberated for quite a while before deciding to buy them. I did however buy them directly from Jim’s wife and she delivered them personally – just to quash the occasional rumour from people who can’t mind their own business. Although some prints were sold elsewhere, particularly the popular big fleet stuff, I should have the negatives, unfortunately they came to me in a random mix, 1200 to a box, without any sort of indexing and as such it would be impossible to match negatives to prints, or, to even find a print of any particular vehicle. I have only ever looked at a handful myself unless I am scanning them. The prints are generally in excellent condition and I initially stored them in a bedroom without ever looking at any of them. In 2006 I built an extension and they had to be well protected from dust and moved a few times. Ultimately my former 6x7 box room office has become their (and my own work’s) permanent home.
I hope to avoid posting images that Jim had not taken his self, however should I inadvertently infringe another photographers copyright, please inform me by email and I will resolve the issue immediately. There are copyright issues with some of the photographs that were sold to me. A Flickr member from Scotland drew my attention to some of his own work amongst the first uploads of Jim’s work. I had a quick look through some of the 30 boxes of prints and decided that for the time being the safest thing for me to do was withdraw the majority of the earlier uploaded scans and deal with the problem – which I did. whilst the vast majority of the prints are Jims, there is a problem defining copyright of some of them, this is something that the seller did not make clear at the time. I am reasonably confident that I have since been successful in identifying Jims own work. His early work consists of many thousands of lustre 6x4 prints which are difficult to scan well, later work is almost entirely 7x5 glossy, much easier to scan. Not all of the prints are pin sharp but I can generally print successfully to A4 from a scan.
You may notice photographs being duplicated in this Album, unfortunately there are multiple copies of many prints (for swapping) and as I have to have a system of archiving and backing up I can only guess - using memory - if I have scanned a print before. The bigger fleets have so many similar vehicles and registration numbers that it is impossible to get it right all of the time. It is easier to scan and process a print than check my files - on three different PC’s - for duplicates. There has not been, nor will there ever be, any intention to knowingly breach anyone else's copyright. I have presented the Jim Taylor collection as exactly that-The Jim Taylor Collection- his work not mine, my own work is quite obviously mine.
Unfortunately, many truck spotters have swapped and traded their work without copyright marking it as theirs. These people never anticipated the ease with which images would be shared online in the future. I would guess that having swapped and traded photos for many years that it is almost impossible to control their future use. Anyone wanting to control the future use of their work would have been well advised to copyright mark their work (as many did) and would be well advised not to post them on photo sharing sites without a watermark as the whole point of these sites is to share the image, it is very easy for those that wish, to lift any image, despite security settings, indeed, Flickr itself, warns you that this is the case. It was this abuse and theft of my material that led me to watermark all of my later uploads. I may yet withdraw non-watermarked photos, I haven’t decided yet. (I did in the end)
To anyone reading the above it will be quite obvious that I can’t provide information regarding specific photos or potential future uploads – I didn’t take them! There are many vehicles that were well known to me as Jim only lived down the road from me (although I didn’t know him), however scanning, titling, tagging and uploading is laborious and time consuming enough, I do however provide a fair amount of information with my own transport (and other) photos. I am aware that there are requests from other Flickr users that are unanswered, I stumble across them months or years after they were posted, this isn’t deliberate. Some weekends one or two “enthusiasts” can add many hundreds of photos as favourites, this pushes requests that are in the comments section ten or twenty pages out of sight and I miss them. I also have notifications switched off, I receive around 50 emails a day through work and I don’t want even more from Flickr. Other requests, like many other things, I just plain forget – no excuses! Uploads of Jim’s photos will be infrequent as it is a boring pastime and I would much rather work on my own output.
Some of you may have noticed that, unfortunately, owing to the fact that a certain person who sells truck photos on eBay commercially has been lifting my images from this album and selling them I have had to remove 2300 photos that didn't have a watermark. I have now run around 1700 through Lightroom and added a watermark with the intention of bulk uploading them again. Rather than watermark the existing (hidden) files in Flickr one at a time it will be easier to do it this way. I definitely won’t be adding individual tags with the make and model of each vehicle I will just add generic transport tags. Each photo is named after the vehicle and reg in any case. For anyone new to these images there is a chapter and verse explanation below. It is staggering how many times I get asked questions that a quick scan would answer or just as likely I can’t possibly answer – I didn’t take them, but, just to clarify-I do own the copyright- and I do pursue copyright theft.
This is a collection of scanned prints from a collection of photographs taken by the late Jim Taylor A number of years ago I was offered a large number of photographs taken by Jim Taylor, a transport photographer based in Huddersfield. The collection, 30,000 prints, 20,000 negatives – and copyright! – had been offered to me and one of the national transport magazines previously by a friend of Jim's, on behalf of Jim's wife. I initially turned them down, already having over 30,000 of my own prints filed away and taking space up. Several months later the prints were still for sale – at what was, apparently, the going rate. It was a lot of money and I deliberated for quite a while before deciding to buy them. I did however buy them directly from Jim’s wife and she delivered them personally – just to quash the occasional rumour from people who can’t mind their own business. Although some prints were sold elsewhere, particularly the popular big fleet stuff, I should have the negatives, unfortunately they came to me in a random mix, 1200 to a box, without any sort of indexing and as such it would be impossible to match negatives to prints, or, to even find a print of any particular vehicle. I have only ever looked at a handful myself unless I am scanning them. The prints are generally in excellent condition and I initially stored them in a bedroom without ever looking at any of them. In 2006 I built an extension and they had to be well protected from dust and moved a few times. Ultimately my former 6x7 box room office has become their (and my own work’s) permanent home.
I hope to avoid posting images that Jim had not taken his self, however should I inadvertently infringe another photographers copyright, please inform me by email and I will resolve the issue immediately. There are copyright issues with some of the photographs that were sold to me. A Flickr member from Scotland drew my attention to some of his own work amongst the first uploads of Jim’s work. I had a quick look through some of the 30 boxes of prints and decided that for the time being the safest thing for me to do was withdraw the majority of the earlier uploaded scans and deal with the problem – which I did. whilst the vast majority of the prints are Jims, there is a problem defining copyright of some of them, this is something that the seller did not make clear at the time. I am reasonably confident that I have since been successful in identifying Jims own work. His early work consists of many thousands of lustre 6x4 prints which are difficult to scan well, later work is almost entirely 7x5 glossy, much easier to scan. Not all of the prints are pin sharp but I can generally print successfully to A4 from a scan.
You may notice photographs being duplicated in this Album, unfortunately there are multiple copies of many prints (for swapping) and as I have to have a system of archiving and backing up I can only guess - using memory - if I have scanned a print before. The bigger fleets have so many similar vehicles and registration numbers that it is impossible to get it right all of the time. It is easier to scan and process a print than check my files - on three different PC’s - for duplicates. There has not been, nor will there ever be, any intention to knowingly breach anyone else's copyright. I have presented the Jim Taylor collection as exactly that-The Jim Taylor Collection- his work not mine, my own work is quite obviously mine.
Unfortunately, many truck spotters have swapped and traded their work without copyright marking it as theirs. These people never anticipated the ease with which images would be shared online in the future. I would guess that having swapped and traded photos for many years that it is almost impossible to control their future use. Anyone wanting to control the future use of their work would have been well advised to copyright mark their work (as many did) and would be well advised not to post them on photo sharing sites without a watermark as the whole point of these sites is to share the image, it is very easy for those that wish, to lift any image, despite security settings, indeed, Flickr itself, warns you that this is the case. It was this abuse and theft of my material that led me to watermark all of my later uploads. I may yet withdraw non-watermarked photos, I haven’t decided yet. (I did in the end)
To anyone reading the above it will be quite obvious that I can’t provide information regarding specific photos or potential future uploads – I didn’t take them! There are many vehicles that were well known to me as Jim only lived down the road from me (although I didn’t know him), however scanning, titling, tagging and uploading is laborious and time consuming enough, I do however provide a fair amount of information with my own transport (and other) photos. I am aware that there are requests from other Flickr users that are unanswered, I stumble across them months or years after they were posted, this isn’t deliberate. Some weekends one or two “enthusiasts” can add many hundreds of photos as favourites, this pushes requests that are in the comments section ten or twenty pages out of sight and I miss them. I also have notifications switched off, I receive around 50 emails a day through work and I don’t want even more from Flickr. Other requests, like many other things, I just plain forget – no excuses! Uploads of Jim’s photos will be infrequent as it is a boring pastime and I would much rather work on my own output.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The TIE/LN starfighter, or TIE/line starfighter, simply known as the TIE Fighter or T/F, was the standard Imperial starfighter seen in massive numbers throughout most of the Galactic Civil War and onward.
The TIE Fighter was manufactured by Sienar Fleet Systems and led to several upgraded TIE models such as TIE/sa bomber, TIE/IN interceptor, TIE/D Defender, TIE/D automated starfighter, and many more.
The original TIEs were designed to attack in large numbers, overwhelming the enemy craft. The Imperials used so many that they came to be considered symbols of the Empire and its might. They were also very cheap to produce, reflecting the Imperial philosophy of quantity over quality.
However, a disadvantage of the fighter was its lack of deflector shields. In combat, pilots had to rely on the TIE/LN's maneuverability to avoid damage. The cockpit did incorporate crash webbing, a repulsorlift antigravity field, and a high-g shock seat to help protect the pilot, however these did next to nothing to help protect against enemy blaster fire.
Due to the lack of life-support systems, each TIE pilot had a fully sealed flight suit superior to their Rebel counterparts. The absence of a hyperdrive also rendered the light fighter totally dependent on carrier ships when deployed in enemy systems. TIE/LNs also lacked landing gear, another mass-reducing measure. While the ships were structurally capable of "sitting" on their wings, they were not designed to land or disembark their pilots without special support. On Imperial ships, TIEs were launched from racks in the hangar bays.
The high success rate of more advanced Rebel starfighters against standard Imperial TIE Fighters resulted in a mounting cost of replacing destroyed fighters and their pilots. That, combined with the realization that the inclusion of a hyperdrive would allow the fleet to be more flexible, caused the Imperial Navy to rethink its doctrine of using swarms of cheap craft instead of fewer high-quality ones, leading to the introduction of the TIE Advanced x1 and its successor, the TIE Avenger. The following TIE/D Defender as well as the heavy TIE Escort Fighter (or TIE/E) were touted as the next "logical advance" of the TIE Series—representing a shift in starfighter design from previous, expendable TIE models towards fast, well armed and protected designs, capable of hyperspace travel and long-term crew teams which gained experience and capabilities over time.
The TIE/E Escort, was a high-performance TIE Series starfighter developed for the Imperial Navy by Sienar Fleet Systems and it was introduced into service shortly before the Battle of Endor. It was a much heavier counterpart to the agile and TIE/D fighter, and more of an attack ship or even a light bomber than a true dogfighter. Its role were independent long range operations, and in order to reduce the work load and boost morale a crew of two was introduced (a pilot and a dedicated weapon systems officer/WSO). The primary duty profile included attack and escort task, but also reconnoiter missions. The TIE/E shared the general layout with the contemporary TIE/D fighter, but the cockpit section as well as the central power unit were much bigger, and the ship was considerably heavier.
The crew enjoyed – compared with previous TIE fighter designs – a spacious and now fully pressurized cockpit, so that no pressurized suits had to be worn anymore. The crew members sat in tandem under a large, clear canopy. The pilot in front had a very good field of view, while the WSO sat behind him, in a higher, staggered position with only a limited field of view. Both work stations had separate entries, though, and places could not be switched in flight: the pilot mounted the cockpit through a hatch on port side, while the WSO entered the rear compartment through a roof hatch.
In a departure from the design of previous TIE models, instead of two parallel wings to either side of the pilot module, the TIE Escort had three quadanium steel solar array wings mounted symmetrically around an aft section, which contained an I-s4d solar ionization reactor to store and convert solar energy collected from the wing panels. The inclusion of a third wing provided additional solar power to increase the ship's range and the ship's energy management system was designed to allow weapons and shields to be charged with minimum loss of power to the propulsion system.
Although it was based on the standard twin ion engine design, the TIE/E’s propulsion system was upgraded to the entirely new, powerful P-sz9.8 triple ion engine. This allowed the TIE/E a maximum acceleration of 4,220 G or 21 MGLT/s and a top speed of 144 MGLT, or 1,680 km/h in an atmosphere — almost 40 percent faster than a former standard TIE Fighter. With tractor beam recharge power (see below) redirected to the engines, the top speed could be increased to 180 MGLT in a dash.
In addition to the main thrusters located in the aft section, the TIE Escort's triple wing design allowed for three arrays of maneuvering jets and it featured an advanced F-s5x flight avionics system to process the pilot's instructions. Production models received a class 2, ND9 hyperdrive motivator, modified from the version developed for the TIE Avenger. The TIE/E also carried a Sienar N-s6 Navcon navigation computer with a ten-jump memory.
Special equipment included a small tractor beam projector, originally developed for the TIE Avenger, which could be easily fitted to the voluminous TIE Escort. Models produced by Ysanne Isard's production facility regularly carried such tractor beams and the technology found other uses, such as towing other damaged starfighters until they could achieve the required velocity to enter hyperspace. The tractor beam had limited range and could only be used for a short time before stopping to recharge, but it added new tactics, too. For instance, the beam allowed the TIE/E crews to temporarily inhibit the mobility of enemy fighters, making it easier to target them with the ship's other weapon systems, or prevent enemies from clear shots.
The TIE Escort’s weapons systems were primarily designed to engage bigger ships and armored or shielded targets, like armed freighters frequently used by the Alliance. Thanks to its complex weapon and sensor suite, it could also engage multiple enemy fighters at once. The sensors also allowed an effective attack of ground targets, so that atmospheric bombing was a potential mission for the TIE/E, too.
.
The TIE Escort Fighter carried a formidable array of weaponry in two modular weapon bays that were mounted alongside the lower cabin. In standard configuration, the TIE/E had two L-s9.3 laser cannons and two NK-3 ion cannons. The laser and ion cannons could be set to fire separately or, if concentrated power was required, to fire-linked in either pairs or as a quartet.
The ship also featured two M-g-2 general-purpose warhead launchers, each of which could be equipped with a standard load of three proton torpedoes or four concussion missiles. Depending on the mission profile, the ship could be fitted with alternative warheads such as proton rockets, proton bombs, or magnetic pulse warheads.
Additionally, external stores could be carried under the fuselage, which included a conformal sensor pallet for reconnaissance missions or a cargo bay with a capacity for 500 kg (1.100 lb).
The ship's defenses were provided by a pair of forward and rear projecting Novaldex deflector shield generators—another advantage over former standard TIE models. The shields were designed to recharge more rapidly than in previous Imperial fighters and were nearly as powerful as those found on capital ships, so that the TIE/E could engage other ships head-on with a very high survivability. The fighters were not equipped with particle shields, though, relying on the reinforced titanium hull to absorb impacts from matter. Its hull and wings were among the strongest of any TIE series Starfighter yet.
The advanced starfighter attracted the attention of several other factions, and the Empire struggled to prevent the spread of the technology. The ship's high cost, together with political factors, kept it from achieving widespread use in the Empire, though, and units were assigned only to the most elite crews.
The TIE/E played a central role in the Empire's campaign against rogue Grand Admiral Demetrius Zaarin, and mixed Defender and Escort units participated in several other battles, including the Battle of Endor. The TIE Escort continued to see limited use by the Imperial Remnant up to at least 44 ABY, and was involved in numerous conflicts, including the Yuuzhan Vong War..
The kit and its assembly:
Another group build contribution, this time to the Science Fiction GB at whatifmodelers.com during summer 2017. Originally, this one started as an attempt to build a vintage MPC TIE Interceptor kit which I had bought and half-heartedly started to build probably 20 years ago. But I did not have the right mojo (probably, The Force was not strong enough…?), so the kit ended up in a dark corner and some parts were donated to other projects.
The sun collectors were still intact, though, and in the meantime I had the idea of reviving the kit’s remains, and convert it into (what I thought was) a fictional TIE Fighter variant with three solar panels. For this plan I got myself another TIE Interceptor kit, and stashed it away, too. Mojo was still missing, though.
Well, then came the SF GB and I took it as an occasion to finally tackle the build. But when I prepared for the build I found out that my intended design (over the years) more or less actually existed in the Star Wars universe: the TIE/D Defender! I could have built it with the parts and hand and some improvisation, but the design similarity bugged me. Well, instead of a poor copy of something that was more or less clearly defined, I rather decided to create something more individual, yet plausible, from the parts at hand.
The model was to stay a TIE design, though, in order to use as much donor material from the MPC kits as possible. Doing some legwork, I settled for a heavy fighter – bigger than the TIE Interceptor and the TIE/D fighter, a two-seater.
Working out the basic concept and layout took some time and evolved gradually. The creative spark for the TIE/E eventually came through a Revell “Obi Wan’s Jedi Starfighter” snap fit kit in my pile – actually a prize from a former GB participation at phoxim.de (Thanks a lot, Wolfgang!), and rather a toy than a true model kit.
The Jedi Fighter was in so far handy as it carries some TIE Fighter design traits, like the pilot capsule and the characteristic spider web windscreen. Anyway, it’s 1:32, much bigger than the TIE Interceptor’s roundabout 1:50 scale – but knowing that I’d never build the Jedi Starfighter OOB I used it as a donor bank, and from this starting point things started to evolve gradually.
Work started with the cockpit section, taken from the Jedi Starfighter kit. The two TIE Interceptor cockpit tubs were then mounted inside, staggered, and the gaps to the walls filled with putty. A pretty messy task, and once the shapes had been carved out some triangular tiles were added to the surfaces – a detail I found depicted in SW screenshots and some TIE Fighter models.
Another issue became the crew – even though I had two MPC TIE Interceptors and, theorectically, two pilot figures, only one of them could be found and the second crewman had to be improvised. I normally do not build 1:48 scale things, but I was lucky (and happy) to find an SF driver figure, left over from a small Dougram hoovercraft kit (from Takara, as a Revell “Robotech” reboxing). This driver is a tad bigger than the 1:50 TIE pilot, but I went with it because I did not want to invest money and time in alternatives. In order to justify the size difference I decided to paint the Dougram driver as a Chiss, based on the expanded SW universe (with blue skin and hair, and glowing red eyes). Not certain if this makes sense during the Battle of Endor timeframe, but it adds some color to the project – and the cockpit would not be visible in much detail since it would be finished fully closed.
Reason behind the closed canopy is basically the poor fit of the clear part. OOB, this is intended as an action toy – but also the canopy’s considerable size in 1:50 would prevent its original opening mechanism.
Additional braces on the rel. large window panels were created with self-adhesive tape and later painted over.
The rear fuselage section and the solar panel pylons were scratched. The reactor behind the cockpit section is actually a plastic adapter for water hoses, found in a local DIY market. It was slightly modified, attached to the cockpit “egg” and both parts blended with putty. The tail opening was closed with a hatch from the OOB TIE Interceptor – an incidental but perfect match in size and style.
The three pylons are also lucky finds: actually, these are SF wargaming/tabletop props and would normally be low walls or barriers, made from resin. For my build, they were more or less halved and trimmed. Tilted by 90°, they are attached to the hull with iron wire stabilizers, and later blended to the hull with putty, too.
Once the cockpit was done, things moved more swiftly. The surface of the hull was decorated with many small bits and pieces, including thin styrene sheet and profiles, steel and iron wire in various strengths, and there are even 1:72 tank tracks hidden somewhere, as well as protective caps from syringes (main guns and under the rear fuselage). It’s amazing how much stuff you can add to such a model – but IMHO it’s vital in order to create some structure and to emulate the (early) Star Wars look.
Painting and markings:
The less spectacular part of the project, even though still a lot of work because of the sheer size of the model’s surface. Since the whole thing is fictional, I tried to stay true to the Imperial designs from Episode IV-VI and gave the TIE/E a simple, all-light grey livery. All basic painting was done with rattle cans.
Work started with a basic coat of grey primer. On top of that, an initial coat of RAL 7036 Platingrau was added, esp. to the lower surfaces and recesses, for a rough shading effect. Then, the actual overall tone, RAL 7047, called “Telegrau 4”, one of Deutsche Telekom’s corporate tones, was added - mostly sprayed from abone and the sides onto the model. Fuselage and panels were painted separately, overall assembly was one of the final steps.
The solar panels were to stand out from the grey rest of the model, and I painted them with Revell Acrylic “Iron Metallic” (91) first, and later applied a rather rich wash with black ink , making sure the color settled well into the many small cells. The effect is pretty good, and the contrast was slightly enhanced through a dry-brushing treatment.
Only a few legible stencils were added all around the hull (most from the scrap box or from mecha sheets), the Galactic Empire Seal were inkjet-printed at home, as well as some tactical markings on the flanks, puzzled together from single digits in "Aurebash", one of the Imperial SW languages/fonts.
For some variety and color highlights, dozens of small, round and colorful markings were die-punched from silver, yellow, orange, red and blue decal sheet and were placed all over the hull - together with the large panels they blur into the the overall appearance, though. The hatches received thin red linings, also made from generic decals strips.
The cockpit interior was a bit challenging, though. Good TIE Fighter cockpit interior pictures are hard to find, but they suggest a dark grey tone. More confusingly, the MPC instructions call for a “Dark Green” cockpit? Well, I did not like the all-grey option, since the spaceship is already monochrome grey on the outside.
As a compromise I eventually used Tamiya XF-65 "Field Grey". The interior recieved a black ink in and dry-brushing treatment, and some instruments ansd screens were created with black decal material and glossy black paint; some neon paint was used for sci-fi-esque conmtraol lamps everywhere - I did not pay too much intention on the interior, since the cockpit would stay closed, and the thick clear material blurs everything inside.
Following this rationale, the crew was also painted in arather minimal fashion - both wear a dark grey uniform, only the Chiss pilot stands aout with his light blue skin and the flourescent red eyes.
After an overall black ink wash the model received a dry brusing treatment with FS 36492 and FS 36495, for a weathered and battle-worn look. After all, the "Vehement" would not survive the Ballte of Endor, but who knows what became of TIE/E "801"'s mixed crew...?
Finally, the kit was sealed with matt acrylic varnish, and some final cosmetic corrections made.
The display is a DIY creation, too, made from a 6x6" piece of wood, it's edges covered with edgebonder, a steel wire as holder, and finally the display was paited with semi-matt black acrylic paint from the rattle can.
A complex build, and the TIE/E more or less evolved along the way, with only the overall layout in mind. Work took a month, but I think it was worth the effort. This fantasy creation looks pretty plausible and blends well into the vast canonical TIE Fighter family - and I am happy that I finally could finish this mummy project, including the surplus Jedi Starfighter kit which now also find a very good use!
An epic one, and far outside my standard comfort zone. But a wothwhile build!
sorry i couldn't edit the picture. i felt like i haven't posted anything in a while. and i wanted to post these facts today, and i was to lazy to put "niley facts" x)
so yeah, these are REAL facts, so dont complain the badassity of it ;)
P.S. i've been seeing these facts on people's twitters and they don't even credit me. I just know for sure they're my facts, js. so, if i see them on someone's twitter without giving me credit again, i'm not posting anymore Niley facts. k? goood:)
64. E! says Nick is alot of the inspiration on Can't Be Tamed
65. Miley Cyrus was at the recording of the Year 3000 video.
66. Miley owns a JONAS shirt.
67. Nick was given a survey when he was 13, and wrote "Miley Cyrus" as his celebrity crush.
68. Billy Ray called Nick "a good kid" on Larry King in 09
69. Ryan: Are you in love with Nick Jonas? Miley; I AM NOT IN LOVE WITH NICK JONAS! R: Is he in love with you? M: Yes. Ryan: Have you made out with him? Miley: NO! Ryan; Will you makeout with him? Miley: Yes. (2007)
70. On Miley's can't be tamed album, "Scars" & "Take Me Along" is supposedly about Nick Jonas.
71. Nick sang Before The Storm in the same place he and Miley broke up. Hartford, Conneticut. (August 13, 2010.)
72. That same night, Noah tweeted Nick, "Hey Nick its noah! See ya. xoxo" She also tweeted about rockin out to Year 3000 and it being her favorite song. (August 13, 2010.)
73. Nick supposedly danced to Party In The USA at the Road Dogs Game. (August 6th, 2010)
74. Miley used to carry band-aids around specially for Nicks diabetes
75. Miley is RUMORED to be texting Nick a lot. A source says "They are not done and could possibly get together this fall"
76. Nick reportedly turned down a Duet with miley 'cause he was too busy touring with his brothers.
77. Nick changed the lyrics AGAIN to Still in Love With You from "You're not Listening" to "You're my destiny." [September 5, 2010]
78. Nick always smiles when Miley is mentioned to him at an interiew.
79. Nick and Miley both LOVE the band Coldplay.
80. Nick and Miley both got the new iPhone4 recently.
81. Paranoid is not about Miley, but it's rumored to be about Selena or Taylor Swift.
82. On the set of "Send it On", Joe & Nick would always make fun of Miley and say that she's the youngest of the cast. <-- this made me LOL. x)
83. Frankie Jonas & Noah Cyrus are team Niley.
84. "We wrote the song after a personal experience that made us grow in the ways of love and relationship And being able to perform this song with an old friend was truly amazing ." -Nick.
85. “We have one of those things where it’s kind of always there. She’s so important to me, and I’m really lucky.” - Nick.
86. Miley tweeted once: "Watching Beauty and The Beast :) Why can't I be more like Belle?" and Nick said his favorite Disney princess is Belle. [September 3, 2010.]
&
87. Nick couldn't stop smiling at the interview With Paul when they mentioned Miley. www.youtube.com/watch?v=Dp8qSeOks7k <-- BTW, love this interview! it's frickin hilarious. you should watch the whole thing x)
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on authentic facts. BEWARE!
Some background:
The Austrian Air Force in its current form was created in May 1955 by the victorious Allied powers, subject to restrictions on its use of guided missiles. The Austrian State Treaty of 1955 committed Austria to permanent neutrality. Pilot training started out with a four Yak-11 Moose and four Yak-18 Max aircraft donated by the Soviet Union, and Austria purchased further light trainer types under the Military Assistance Program. Until 1960 Austria purchased training and support aircraft under the MAP, but no modern fighter aircraft; the role of a fighter was rather inadequately filled by thirty already outdated Saab 29 Tunnan, bought second-hand from the Swedish Air Force in the early 1960s which equipped two fighter bomber squadrons.
To expand its capabilities and modernize the fleet, Austria purchased from 1970 on a total of 40 Saab 105 lightweight multi-role aircraft from Sweden with the intention to deploy them in trainer, reconnaissance, ground attack and even interception roles. As it became clear in the 1980s that the light sub-sonic aircraft were inadequate for air combat and airspace interdiction, Austria started looking for a more capable aircraft. In 1984, Austria had devised a two-phase solution to its problem: buying 30 interim aircrafts cheaply as a stopgap and then trading them back for a new generation aircraft in the early or mid-Nineties.
International response was quick and manifold: Bristol Aerospace offered initially ex RAF Jaguars to be replaced by Tornado F.3 or even Eurofighters; Saab-Scania offered between 24 and 30 former Royal Swedish Air Force J 35D Draken, followed by Saab J 39 Gripen as future substitutes; General-Electric suggested downgraded F-16/79 or F-16A for phase one and an option for the same aircraft in a more modern variant for phase two; Northrop’s numberF-5E was another alternative for phase one. Dassault was also present with refurbished Mirage III initially, followed by Mirage 2000.
Finding the most suitable option in this mass was not easy, and eventually a surprising deal materialized: In 1985 the contract for the sale of twenty-four Lightning F.56 fighters plus four T.55 trainers was signed by the SPÖ/FPÖ government under Fred Sinowatz. The background: Saudi Arabia had been operating thirty-four F.53 single-seaters and six T.55 trainers since 1967 and was about to retire its fleet, which was still in very good condition and with a reasonable number of flying hours left on many airframes. The aircraft would be refurbished directly at BAe in Great Britain with the option to switch to the Tornado ADV or its successor, the Eurofighter Typhoon, later.
The Lightning F.53 was an export version of the RAF’s F.6, but with a multi-role mission profile in mind that included, beyond the primary interceptor mission with guided missiles or internal guns, the capability to carry out interdiction/ground attacks and reconnaissance missions. To carry a suitable ordnance load, the F.53 featured additional underwing pylons for bombs or unguided rocket pods. Instead of the standard Firestreak/Red Top AAM missile station in the lower front fuselage, two retractable panniers with a total of forty-four unguided 50 mm rockets, which were effective against both ground and aerial targets, could be installed, or, alternatively, two camera packs (one with five cameras and another with a rotating camera mount) was available for tactical photo reconnaissance missions. Overwing hardpoints, adapted from the Lightning F.6, allowed to carry auxiliary fuel tanks to increase range/endurance, additional rocket pods or even retarded bombs.
The Lightning T.55 was also an export variant, a two-seat side-by-side training aircraft, and virtually identical to the T.5, which itself was based on the older F.3 fighter variant, and fully combat-capable.
The Saudi Arabian multi-role F.53s had served in the ground-attack and reconnaissance roles as well as an air defense fighter, with Lightnings of No. 6 Squadron RSAF carrying out ground-attack missions using rockets and bombs during a border dispute with South Yemen between December 1969 and May 1970. Saudi Arabia received Northrop F-5E fighters from 1971, which resulted in the Lightnings relinquishing the ground-attack mission, concentrating on air defense, and to a lesser extent, reconnaissance. Until 1982, Saudi Arabia's Lightnings were mainly operated by 2 and 6 Squadron RSAF (although a few were also used by 13 Squadron RSAF), but when 6 Squadron re-equipped with the F-15 Eagle from 1978 on, all the remaining aircraft were concentrated and operated by 2 Squadron at Tabuk. In 1985, as part of the agreement to sell the Panavia Tornado (both IDS and ADV versions) to the RSAF, the Lightnings were traded in to British Aerospace, returned to Warton for refurbishment and re-sold to Austria.
While the Saudi Arabian Lightnings’ hardware was in very good shape, the Austrian Bundesluftwaffe requested some modifications, including a different missile armament: instead of the maintenance-heavy British Firestreak/Red Top AAMs, the Lightnings were to be armed with simpler, lighter and more economical IR-guided AIM-9 Sidewinder AAMs which were already in the Austrian Air Force’s inventory. Two of these missiles were carried on single launch rails on the lower forward fuselage; an additional pair of Sidewinders could also be carried on the outer underwing stations, for a total of four. The F.53s’ optional retractable unguided rocket panniers were dropped altogether in favor of a permanent avionics bay for the Sidewinders in its place. However, to carry out tactical reconnaissance tasks (formerly executed by J 29Fs with a removable camera pod instead of the portside gun bay), four Austrian Lightnings frequently had one of the optional camera compartments installed, thereby losing the capability to deploy Sidewinders, though.
Among other things, the machines were furthermore upgraded with new bird strike-proof cockpit glazing, avionics were modernized, and several other minor customer requests were adopted, like a 0.6-megacandela night identification light. This spotlight is mounted in the former portside gun bay in front of the cockpit, and an anti-glare panel was added under the windscreen.
The fixed in-flight refueling probe was deleted, as this was not deemed necessary anymore since the Lightnings would exclusively operate within neutral Austria’s borders. The probes could, however, be re-installed, even though the Austrian pilots would not receive on-flight refueling training. The Lightnings' optional 260 imp gal overwing tanks were retained since they were considered to be sufficient for extended subsonic air patrols or eventual ferry flights.
The refurbished Lightnings were re-designated F.56 and delivered in batches of four between 1987 and 1989 to the Austrian Air Force’s 1st and then 2nd Fighter Squadrons, carrying a grey air superiority paint scheme. At that time, the airframes had between 1,550 and 2,800 flight hours and all had a general overhaul behind them. In 1991, the Lightings were joined by eighteen German ex-NVA-LSK MiG-23s, which were transferred to Austrian Air Force's ‘Fliegerwerft B’ at Nittner Air Base, where they'd be overhauled and updated with NATO-compatible equipment. As MiG-23Ö they were exclusively used as interceptors, too.
Shortly after their introduction, the Austrian Lightnings saw their first major use in airspace interdiction starting 1991 during the Yugoslav Wars, when Yugoslav MiG-21 fighters frequently crossed the Austrian border without permission. In one incident on 28 June a MiG-21 penetrated as far as Graz, causing widespread demands for action. Following repeated border crossings by armed aircraft of the Yugoslav People's Army, changes were suggested to the standing orders for aircraft armament.
With more and more practice and frequent interceptions one of the Lightning's basic flaws became apparent: its low range. Even though the Lightning had a phenomenal acceleration and rate of climb, this was only achieved in a relatively clean configuration - intercepting intruders was one thing but escorting them back to the Austrian border or an assigned airfield, as well as standing air patrols, were a different thing. With more tactical experience, the overwing tanks were taken back into service, even though they were so draggy that their range benefit was ultimately zero when the aircraft would use its afterburners during a typical interception mission. Therefore, the Austrian QRA Lightnings were typically operated in pairs: one clean and only lightly armed (typically with the guns and a pair of AIM-9s), to make a quick approach for visual intruder identification and contact, while a second aircraft with extra fuel would follow at high subsonic speed and eventually take over and escort the intruder. Airspace patrol was primarily executed with the MiG-23Ö, because it had a much better endurance, thanks to its VG wings, even though the Floggers had a poor service record, and their maintenance became ever more complicated.
After more experience, the Austrian Lightnings received in 1992 new ALR-45 radar detectors in a fairing on the fin top as well as chaff and flare dispenser systems, and the communication systems were upgraded, too. In 2004 the installation of Garmin 295 moving map navigation devices followed, even though this turned out to be a negligible update: on December 22, 2005, the active service life and thus military use of the Lightnings in general ended, and Austria was the last country to decommission the type, more than 50 years after the first flight of the prototype on August 4, 1954.
The Austrian Lightnings’ planned service period of 10 years was almost doubled, though, due to massive delays with the Eurofighter’s development: In 2002, Austria had already selected the Typhoon as its new “Phase II” air defense aircraft, having beaten the F-16 and the Saab Gripen in competition, and its introduction had been expected to occur from early 2005 on, so that the Lightnings could be gradually phased out. The purchase of 18 Typhoons was agreed on 1 July 2003, but it would take until 12 July 2007 that the first Typhoon would eventually be delivered to Zeltweg Air Base and formally enter service with the Austrian Air Force. This operational gap had to be bridged with twelve F-5E leased from Switzerland for EUR 75 mio., so that Quick Reaction Alert (QRA) duties for the Austrian airspace could be continued.
General characteristics:
Crew: 1
Length: 55 ft 3 in (16.84 m)
Wingspan: 34 ft 10 in (10.62 m)
Height: 19 ft 7 in (5.97 m)
Wing area: 474.5 sq ft (44.08 m²)
Empty weight: 31,068 lb (14,092 kg) with armament and no fuel
Gross weight: 41,076 lb (18,632 kg) with two AIM-9B, cannon, ammunition, and internal fuel
Max takeoff weight: 45,750 lb (20,752 kg)
Powerplant:
2× Rolls-Royce Avon 301R afterburning turbojet engines,
12,690 lbf (56.4 kN) thrust each dry, 16,360 lbf (72.8 kN) with afterburner
Performance:
Maximum speed: Mach 2.27 (1,500 mph+ at 40,000 ft)
Range: 738 nmi (849 mi, 1,367 km)
Combat range: 135 nmi (155 mi, 250 km) supersonic intercept radius
Range: 800 nmi (920 mi, 1,500 km) with internal fuel
1,100 nmi (1,300 mi; 2,000 km) with external overwing tanks
Service ceiling: 60,000 ft (18,000 m)
Zoom ceiling: 70,000 ft (21,000 m)
Rate of climb: 20,000 ft/min (100 m/s) sustained to 30,000 ft (9,100 m)
Zoom climb: 50,000 ft/min
Time to altitude: 2.8 min to 36,000 ft (11,000 m)
Wing loading: 76 lb/sq ft (370 kg/m²) with two AIM-9 and 1/2 fuel
Thrust/weight: 0.78 (1.03 empty)
Armament:
2× 30 mm (1.181 in) ADEN cannon with 120 RPG in the lower fuselage
2× forward fuselage hardpoints for a single AIM-9 Sidewinder AAM each
2× underwing hardpoints for 1.000 lb (454 kg) each
2× overwing pylon stations for 2.000 lb (907 kg each),
typically occupied with 260 imp gal (310 US gal; 1,200 l) ferry tanks
The kit and its assembly:
This was another submission to the “Hunter, Lightning and Canberra” group build at whatifmodellers.com in 2022 and intended as a rather simple build since it was based on an alternate reality plot: the weird story that Austria was offered a revamped fleet of ex-Saudi Arabian Lightnings is true(!), but the decision eventually fell in favor of revamped Saab J 35Ds from Sweden. For this what-if build I used the real historic timeline, replaced the aircraft, and built both story and model around this – and the result became the BAC Lightning F.56 in Austrian Air Force service.
Initially I wanted to use an Airfix BAC Lightning in The Stash™, a really nice model kit and a relatively new mold, but it turned out to be the kit’s F.2A variant. While very similar to the F.6, changing it into a F.53 analogue with the OOB parts turned out to be too complex for my taste. For instance, the F.2A kit lacks the ventral gun bay (it just comes with the auxiliary tank option since the guns are already located in front of the cockpit) and the cable conduits on the lower flanks. Procuring a suitable and priceworthy Airfix F.6 turned out to be impossible, but then I remembered a Hasegawa Lightning F.6 in The Stash™ that I had shot at ev!lbay many moons ago for a laughable price and without a concrete plan. However, this kit is pretty old: it has raised (yet quite fine, less robust than the Matchbox kit) panel lines and even comes with a pilot figure, but also many weak spots like the air intake and the jet exhausts that end in flat walls after some millimeters depth and a very basic cockpit. But for this rather simple what-if project the kit appeared to be a suitable basis, and it would eventually find a good use.
The Hasegawa Lightning was basically built OOB, even though I made some cosmetic amendments like a better seat for the pilot, hydraulic fluid lines on the landing gear made from wire or opening the flat walls inside of the air intake opening and the jet nozzles. Behind the radome, a simple splitter plate was added as well as a recessed bulkhead in front of an implanted Me 262 cockpit tub (the Hasegawa kit just offers a bare floor panel, nothing else!), the afterburners were extended inwards with parts from a Matchbox A.W. Meteor night fighter.
The Red Top AAMs and the in-flight refueling probe were omitted. Instead, I added extra F.53-style forward-swept pylons under the outer wings, scratched from 1.5 mm styrene sheet due to their odd, raked shape, and I added Sidewinder launch rails plus suitable missiles from a Hasegawa air-to-air weapons set to all four stations. After long consideration I also retained the ‘overburger’ tanks, partly because of the unique layout on the Lightning, and also because of operational considerations.
Chaff dispensers were scratched from styrene profiles and placed at the fin’s base. A fairing for the retrofitted radar warning sensor was added to the fin tip, created from 1.5 mm styrene sheet.
Painting and markings:
To reflect the “alternate reality” role of the Lightning I gave the model a livery similar to the Saab J 35Ö that were actually procured: an adaptation of the USAF “Egypt One” scheme, carried primarily by the USAF F-16s. Adapting this simple three-tone camouflage from the flat F-16 to the Draken was easy and straightforward, but applying it to a Lightning with its many vertical surfaces turned out to be a tough challenge. I eventually came up with a paint scheme that reminds of the late RAF low-viz Lightning liveries, which existed in a wide range of patterns and graduations of grey.
The colors were authentic, FS 36118, 36270 and 36375 (using Humbrol 125, 126 and 127), and I decided to emphasize the camouflage of the flanks against the horizon, so that the vertical surfaces and the fin became FS 36270. The undersides of wings, stabilizers and fuselage became FS 36375. The dark FS 36118 was only applied to the upper sides of the wings and the stabilizer, and to a high dorsal section, starting at the wing roots. As a small contrast, the tank area on the spine was painted in light grey, simulating unpainted fiber glass. The radome was painted with a streaky mix of Humbrol 155 and 56.
As usual, the model received a light black ink washing, some post-panel-shading in lighter tones, and, due to the raised panel lines, was very lightly rubbed with graphite. The cockpit interior was painted in medium grey (Revell 47) with an olive drab fabric fairing behind the black pilot seat, which received ejection handles made from thin wire as eye candy. The landing gear and the respective wells were painted in Humbrol 56 (Aluminum Dope).
The decals are a wild mix: The fuselage roundels are actually wing markings from a Hasegawa J 35OE, as well as the huge orange "06" on the wings (I could not resist; they will later be partly obscured by the overwing tanks, but the heck with it!). The roundels on the wings come from a generic TL Modellbau sheet - I found that I needed larger markings than those on the Draken.
Both unit and individual aircraft identifiers are single black DIN font digits, also from TL Modellbau. The unit badges on the fin are authentic, even though from an earlier era: they came from an Austrian J 29 of Fliegerregiment 2 from a PrintScale sheet, and all stencils were taken from the OOB low-viz RAF markings sheet, plus four small warning triangles for the underwing pylons.
A ‘what-if’ model in the purest sense, since this model depicts what could really have been: ex Saudi-Arabian export BAC Lightnings over the Austrian Alps! However, refurbished Saab J 35D Draken made the race (and later followed by the Eurofighter Typhoon at ‘Stage 2’), so that this Lightning remains fictional. It does not look bad in the ‘Egypt One’ paint scheme, though, better than expected!
The juice is packed with simple sugar, vitamins, minerals and electrolytes that replenish hydration levels within the body. Find out more about coconut juice and its benefits at www.fruitlush.com.
Fruit Lush Photos is licensed under a Creative Commons Attribution-NoDerivs 3.0 Unported License.
Page 04
As presented by ABC TV's DISCOVERY
Published by the Saalfield Publishing Company.
Copyright MCMLXIV American Broadcasting-Paramount Theatres, Inc.
+++ 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:
The KV-1 was the unsuspecting winner of a Soviet contract for a new heavy tank to replace the obsolete T-35A Multi Turreted Heavy Tank. The KV tank beat the SMK and T-100 to make it to mass production. Immediately prior to the invasion of the USSR in June 1941, roughly 508 KV-1 tanks were in Red Army service.
The KV-1 was an unpleasant surprise to the advancing Germans in June 1941, due to its excellent armor protection. The KV-1 quickly gained a fearsome reputation on the battlefield, being able to withstand point-blank shots from the standard 37mm anti-tank guns fielded by Germany. Many KV-1s returned from combat peppered with dents and gouges from ricochets which had failed to penetrate its armor. However, the KV-1s made little impact on the actual fighting during the months of Operation Barbarossa, with the exception of a small number of engagements. Poor crew training, poor logistical support and inept command and control meant that the Soviet tanks, including the mighty KV-1, where deployed in small packets that were easily swallowed and terminated by the better organized German units.
The KV-1 tank weighed 45 tons and was powered by the 660hp V2K engine. The suspension was the first Soviet use of torsion bars, and it consisted of six road wheels, a rear drive wheel, a large front idler wheel and three return rollers. The tank had a crew of five. Soviet engineers constantly updated the tank and, between 1941 and 1942, the armor was thickened from 90mm to 200mm in places. The firepower was improved too, from the 30.2 caliber long F-32 76.2mm gun, to the 42.5 caliber long 76.2mm Zis-5 gun. The F-32 gun could penetrate 50mm of armor at 1,000m, whereas the Zis-5 gun could penetrate 60mm of armor at the same range. In 1942, this made the gun a significant threat to most German tanks. However, the gun was similar to the one on the T-34 medium tank, which was far more mobile and far cheaper to build.
When the Wehrmacht first encountered the KV-1, they were horrified and greatly impressed with its capability to take extreme punishment from the main German tank and anti-tank guns of the time. Contrary to popular belief, there were only a handful of KV-1 tanks that were ever pressed into German service. The captured tanks were known as ‘Beutepanzer’ or trophy tanks.
In 1941, the Germans had a categorizing system for those units captured from the enemy, this was an “Ebeuten” number. The number for KV tanks of all sub-types was “E I”. The overwhelming majority of these tanks were either dismantled at the roadside or returned to the Reich for museums or testing. However, there were some KV tanks pressed into Wehrmacht service.
The earliest known Beutepanzer KV-1s, which in the German numbering system were known as the Pz.KpfW KV-1a 753 (r) (r = Russia) were deployed in the Autumn of 1941. German changes were minimal, with most Beutepanzer KV-1s retaining the original Soviet radio and equipment, however, occasionally German radios and tool sets were issued. The most interesting German acquisitions were the two OKV-1 tanks pressed into service. The Kirov works in Leningrad had manufactured six prototype flame throwing KV tanks, with a flame unit in the hull. All were used in combat, and two were subsequently pressed into Wehrmacht service after their capture.
Between 1941 and 1943, the German army likely dealt with thousands of lost KV tanks, of which perhaps several hundred were captured in working condition. It is thought however that less than 50 KV-1 tanks were pressed into German service. A multitude of factors can explain this, from lack of spare parts, to German overconfidence in their own tanks, to ideological doctrine that viewed anything manufactured by a Slavic race to be inferior.
Nevertheless, a small number of selected KV-1 was converted for field tests at the front, and in order to develop a standardized pattern. This specific model was called the the Sd.Kfz 756(r) and based upon the 1942 KV-1B model, manufactured at Factory 100 Chelyabinsk (ChTZ). It was fitted with the applique armor on the nose and on the glacis plate which increased the armor up to 200mm (7.9 in) thick in places. It was equipped with the lightweight cast turret. Sometimes, this model also carried a heavyweight cast, or simplified welded turret. Standard armament remained the same, being the 76mm ZiS-5 gun. The construction work was carried out by the maintenance battalion of Panzer Regiment 204 of the 22nd Panzer Division.
The most drastic modification was the alteration made to the main armament. The original Soviet 76mm ZiS-5 gun was removed to make way for the German’s own 7.5cm KwK 40 L/43. This gun was derived from the 7.5cm PaK 40, a towed anti-tank gun that entered service in 1942. In 1942-43, the gun was also mounted on Germany’s main medium tank, the Panzerkampfwagen IV, replacing the short barreled 7.5cm KwK 37 howitzer. It was a deadly weapon, with a wide range of ammunition types that included Armor Piercing Capped Ballistic Cap (APCBC), Armor-Piercing Composite Rigid (APCR) and High-Explosive Anti-Tank (HEAT). The APCBC was its most deadly round, with a 990 m/sec muzzle velocity, capable of piercing 80 mm (3.15 in) of armor at 2.000 m. At this time, the 7.5cm KwK L/43 was a rare gun, as only 135 Panzers were equipped with it, and probably the weapons used for the Sd.Kfz 756(r) conversion were salvaged from other tanks that had been irreparably damaged in action, but retained an operable gun. With this modification, the Sd.Kfz 756(r) was intended as somewhat of an ‘Anti-KV’ or ‘Anti-T-34’ vehicle. The Soviets’ own 76mm Gun could not penetrate the front of a standard KV-1 (without 200mm armor) or T-34 at 1000m, but the German 7.5cm could handle both. Putting this gun on a chassis the 76mm could not penetrate would prove deadly to any Soviet vehicle facing it.
Though the ZiS gun was removed, the mantlet was retained. The new gun was posted through the void breach first and mounted into position, complete with its coaxial MG 34 machine gun. It is unknown as to what internal modifications took place concerning the placement of the trunnions and elevation/depression gears, since neither vehicle nor any construction drawings survived.
Being the more powerful gun, the KwK 40 was larger in the breach than the ZiS. The 7.5cm shell was 100mm longer than the 76mm shell of the ZiS, meaning the breach was also 100mm longer, and considerably less rounds (78 vs. 114) could be stored. Recoil length would also have been longer, meaning there was even less room behind the gun, and the KV-1’s turret was – despite the tank’s huge bulk - not very spacious.
However, minor modifications were also made to the turret. Salvaged commander’s cupola from either a Panzer III or Panzer IV were added atop the turret, but this was not added over the original commander’s hatch at the rear of the turret. A new hole was cut in the roof towards the right front of the turret, and the cupola added above it. This cupola gave the commander far better visibility, allowing him to spot targets, navigate terrain and observe friendly units easier. On the left, a protected air filter was added, another German standard piece.
At least one Sd.Kfz 756(r)s was operated by German forces at the Eastern front and took actively part at Kursk, even though details of the deployment remain obscure. However, the tests must have been successful, because the Sd.Kfz 756(r) was standardized. It was not adopted by the German army, though, because German doctrine would not allow the KV-1 as a standard panzer within the own ranks. Instead, complete conversion kits were produced in a limited number for allied forces. The Germans already had a number of captured examples in their arsenal which they were more than willing to part with. With this background, Hungary became the biggest operator or the Sd.Kfz 756(r). About 25 conversion kits were delivered to the Institute of Military Technology of the Hungarian Army (HTI) and the DIMÁVAG factory, where KV-1s of various standards, both captured by Hungarian forces, but mostly delivered from Germany, were revamped in the course of late 1943 until summer 1944. The only local adaptation was the use of Hungarian 8 mm Gebauer 34/40.M machine guns instead of Soviet or German weapons.
Within the Royal Hungarian Army, the tank was known as 756M "Kalapács" (= Hammer) and served alongside weaker and obsolete vehicles like the indigenous 40M "Turán" medium tank, light Panzer 38(t)s delivered from Germany or the light 38M "Toldi" tank. The total number of conversions remains unclear, but less than twenty (probably only a dozen) modified tanks reached frontline units. The 756Ms primarily served in the defense of Budapest in late 1943 and, after its fall, in the defense of the Protectorate of Bohemia and Moravia.
The supply of usable KV-1 hulls for conversions was unreliable, though, and resources for the modifications scarce, so that 756M production was rather erratic, even though the 756M's firepower and armor was direly needed. Hungary also worked on an indigenous heavy tank with promising potential, the 44M "Tas", but it did not proceed beyond the mock-up stage and only two were partially built until August 1944. With the advance of the Red Army into Hungary the project was eventually dropped.
Germany, in order to mend the situation, supplied the Hungarian Army in 1944 with the heavy tanks it needed to fight Soviet T-34s and heavier/new types, in the form of a small number of the famed Tiger tanks, even though this was rather a symbolic gesture. In German service, the Tiger had, despite its firepower and heavy armor, turned out to be technically complex, and therefore unreliable and expensive to build and maintain, so that the original Tiger was quickly replaced with the more sophisticated Tiger II and the medium and heavy tanks of the E-Series. The former German Tigers, which had served on the Eastern front beforehand, gradually replaced the leftover 756Ms and other captured KV-1s in Hungarian service. By early 1945, no Hungarian 756M remained operational.
Specifications:
Crew: Five (commander, gunner, loader, driver, radio-operator/hull machine gunner)
Weight: 45 tonnes
Length: 7.70 m (25 ft 2 ¾ in) incl. gun facing forward
6.75 m (22 ft 2 in) hull only
Width: 3.32 m (10 ft 11 in)
Height: 2.81 m (9 ft 2 1/2 in)
Suspension: Torsion bar
Armor:
30 – 90 mm (1.18 – 3.54 in)
Performance:
Maximum road speed: 38 km/h (26 mph)
Off-road speed: 24 km/h (15 mph)
Operational range: 200 km (140 mi) on road
Power/weight: 13 hp/tonne
Engine:
1× Model V2 V12 diesel engine, 600 bhp (400 kW)
Armament:
1× 7.5cm KwK 40 L/43 gun with 78 rounds
2-3× 8 mm Gebauer 34/40.M machine guns with a total of 3.000 rounds
The kit and its assembly:
The first entry for the “Captured!” group build at whatifmodellers.com in late 2020. I decided to start with something simple, and the topic actually did not ring too many bells. However, I came across Trumpeter’s 1:72 kit of the rather obscure SdKfz. 756(r), a vehicle that actually existed but probably only as a single specimen that was tested during the Battle of Kursk. But what if that conversion had persisted, or offered to allies…?
So I settled for Hungary as more or less logical operator, and the kit was – since it represents the final conversion package – built OOB. Fit is good, only on the turret some PSR was necessary. I also added some scratched tarpaulins and a headlight cover.
Painting and markings:
The paint scheme is quite colorful - inspired by Hungarian benchmark tanks and the Turan II exhibited at the Kubinka tank museum in Russia. Yes, such exhibits have to be taken with a grit of salt, but I wanted something unusual – and the museum tank sports this kind of spotty scheme and pretty bright colors. Normally, Hungarian tanks around 1943/44 were painted in an overall dark olive drab with streaks in red brown and sand added, but this more integral scheme was also used.
Basic colors are Humbrol 62, 105 and 10, the latter with a little 180 added for a more reddish hue (Sand, Marine Green and Service Brown Gloss with Red Leather, respectively). The model received a washing with highly thinned dark-brown acrylic paint plus post-shading with lighter hues of the basic tones.
Decals came next. The Hungarian white crosses were scratched from generic black and white decal sheet material (TL Modellbau), because I wanted oversized markings to avoid friendly fire incidents. The white line around the turret top is a marking I found on a picture of a captured Hungarian T-34. The tactical codes come from an IGB Turan II kit (the “license plates” and the unit symbols on front and back) and a Zvezda IS-2 sheet (the white “348” on the turret sides) – these are a bit untypical, because Hungarian tanks rather carried only a single individual tactical code at the back of the turret. But because of the rear-facing machine gun mount, this doesn’t work properly on the KV-1, so I went for a different solution.
After some dry-brushing with khaki drill and light grey the model was sealed with matt acrylic varnish, and after final assembly I also added mineral pigments to simulate dust, esp. around the lower areas.
A rather simple project, but the outcome looks good. The bright camouflage is unusual for a KV-1 (somehow looks a little Japan-esque?), and the Hungarian markings add to this exotic look. Not unbelievable, I think?
+++ 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 "Entwicklung" tank series (= "development"), more commonly known as the E-Series, was a late-World War II attempt by Germany to produce a standardized series of tank designs. There were to be six standard designs in different weight classes, from which several specialized variants were to be developed. This intended to reverse the trend of extremely complex tank designs that had resulted in poor production rates and mechanical unreliability.
The E-series designs were simpler, cheaper to produce and more efficient than their predecessors; however, their design offered only modest improvements in armor and firepower over the designs they were intended to replace, such as the Jagdpanzer 38(t), Panther Ausf.G or Tiger II. However, the resulting high degree of standardization of German armored vehicles would also have made logistics and maintenance easier. Indeed, nearly all of the E-series vehicles — up through and including the E-75 — were intended to use what were essentially the Tiger II's eighty centimeter diameter, steel-rimmed road wheels for their suspension, meant to overlap each other (as on the later production Tiger I-E and Panther designs that also used them), even though in a much simplified fashion.
Focus of initial chassis and combat vehicle development was the E-50/75 Standardpanzer, designed by Adler, both being mostly identical and only differing in armor thickness, overall weight and running gear design to cope with the different weights.
The E-50 Standardpanzer was intended as a medium tank, replacing the Panther and Tiger I battle tanks and the conversions based on these older vehicles. The E-50 hull was to be longer than the Panther, and in fact it was practically identical to the Königstiger (Tiger II) in overall dimensions except for the glacis plate layout. Compared with the earlier designs, however, the amount of drilling and machining involved in producing the Standardpanzer designs was reduced drastically, which would have made them quicker, easier and cheaper to produce, as would the proposed conical spring system, replacing their predecessors' torsion bar system which required a special steel alloy.
The basis development, the E-50 Ausf. A combat tank, was to carry the narrow-mantlet 'Schmalturm' turret (originally designed for the Panther Ausf. F), coupled with a variant of the powerful KwK 43 88 mm L/71 gun, but heavier guns (a new 10,5 cm gun for both the E-50 and E-75 and the 12,8 cm caliber gun for the E-75) in bigger turrets were under development.
In service the vehicle received the inventory ordnance number "SdKfZ. 191" and was officially called "Einheitspanzer 50" (Standard tank), retaining its E-50 abbreviation. The weight of the E-50 vehicle family would fall between 50 and 75 tons. The engine was an improved Maybach HL234 with up to 900 hp output. Maximum speed was supposed to be up to 60 km/h.
The E-75 Standardpanzer (SdKfz. 192), based on the same hull, was intended to be the standard heavy tank and become the replacement of the heavy Tiger II and Jagdtiger tanks. The E-75 would have been built on the same production lines as the E-50 for ease of manufacture, and the two vehicles were to share many components, including the same Maybach HL 234 engine and running gear elements. As its name indicates, the resulting vehicle would have weighed in at over 75 tons, reducing its speed to around 40 km/h. To offset the increased weight, the bogies were spaced differently from on the E-50, with an extra pair added on each side and eight instead of six wheels plus a slightly wider track, giving the E-75 a slightly improved track to ground contact length.
The KwK 45 10,5cm gun had already started in 1943 as an answer to the heavy KV and later the IS series of Soviet combat tanks, and it was ready for service in September 1945, just in time for the deployment of the E-50/75 family of tanks. The KwK 45 was specifically designed to fit into the turret mountings of the 8.8cm KwK 43. This would enable older vehicles to be upgunned with minimum modifications; hence, the fleet could be upgraded in a shorter time and at a lower cost.
The breech used a horizontally sliding breech block for loading the fixed cartridge cases. The gun recoiled only approximately 29 cm (11.5 inch) in most applications, automatically opening the breech and ejecting the empty cartridge case as the gun returns to battery from full recoil. The cannon had a weight of 1.287 kg and was able to achieve a rate of fire of up to eight shots per minute Schuss/Minute, with an effective range of 4.000 m (2.5 mi) ). HE rounds were fired with a muzzle velocity of 1.100 m (3,600 ft ) per second and APDS rounds achieved 1.500 m (4,900 ft) per second. This was sufficient to penetrate 170 mm (6.7 in) of armor at a range of 1.800m (5,900 ft) or 280 mm (11 in) of armor with APDS rounds, respectively.
In the E-50 tank, the KwK 45 was carried by the Ausf. C variant in a voluminous Henschel turret, which was similar in outline to the earlier Königstiger heavy tank, but it was a simplified construction and had varying armor strengths for the E-50 and E-75 tanks. Instead of the initial L52 barrel, which made the KwK 45 compatible with the Schmalturm turret of the initial E-50 variants, the bigger turret of the Ausf. C allowed to add additional counterweights so that a longer caliber 60 barrel without a muzzle brake could be installed, which improved the weapon's range and hitting power further. Otherwise the E-50 Ausf. C was identical to the earlier versions. Thanks to the relatively spacious turret, a total of 64 105mm shells could be carried (typically 50% high explosive and 50% armor-piercing), plus 4.800 rounds for the secondary 7,92 MG 34s on board (32 ammunition belts with 150 round each).
In order to improve the tanks' long-range strike capability, some of the new E-50/75 battle tanks were additionally equipped with launch rails and a visual guidance system for the new Ruhrstahl X-7 anti-tank missile, unofficially nicknamed "Rotkäppchen" (Little Red Riding Hood).
The aircraft-shaped X-7 was the first operational anti-tank guided missile in history. It was created on the basis of a command of the Army Ordnance Office to Dr. Ing. Kramer and its origins dated back as far the beginning of the year 1934, but it had no high priority from official side and there were numerous problems to be eradicated. An appropriate number was built in the factory in Brackwede and handed over to the army for field-testing before the war, but the weapon initially did not receive much interest. The main version was wire-steered, but other trial versions were equipped with the automatic infrared steering system "Steinbock" (Capricorn) or with the electro-optical guidance systems "Pfeifenkopf" (Pipe bowl) and "Pinsel" (Brush) - the latter used vidicon cameras to detect the difference between the target and the background. Various guidance systems were tested, too, both for anti-aircraft and anti-tank use.
As an anti-tank weapon the small, aircraft-shaped missile could easily be transported and deployed on light vehicles, but it was also tested as an auxiliary weapon for tanks, from which it could be fired and steered from the inside with the help of an optical guidance system.
The X-7 was a compact weapon and had a length of 0,95 m (37 1/2 in), a body diameter of 150 mm (6 in), a wing span of 0,60 m (23 1/2 in). Its launch weight was about 9kg (~20 lb). It was powered by a solid fuel twin rocket engine that delivered 676 N of thrust for 3 seconds at the start for a maximum speed of 245 m/s (550 mph; 476 kn; 880 km/h) and sustained 55 N for another 8 seconds, achieving a cruise speed of 100 m/s. The missile carried a 2.5 kg (5.5 lb) hollow charge, triggered with an impact fuze, that could penetrate more than 200 mm (7.9 in) of armor at a 30° angle.
For the use on board of tanks, the X-7 was carried on special launch rigs which could be easily attached to turrets or casemate hulls. Typically, two of the missiles were carried, ready to launch. The optical guidance system was based on the ZG 1229 "Vampir" infrared night vision system - but for the X-7 guidance, the device had been modified into a periscope that was mounted on the roof of the gunner's station, so that the missile could be fired and guided in the safety of the armored turret.
However, initial field tests in early 1946 revealed that the X-7 hardly offered any benefit when compared with the heavy German cannon. The potential benefit of a dive attack on a tank target, which would reduce the relative armor strength of the target or hit the weaker upper armor of such a target, was only theoretical because aiming and guiding the missile even at a direct course was not easy. A ballistic flight path was possible, but under combat conditions unrealistic. Furthermore, the missiles unprotected storage made them highly vulnerable against enemy fire, and many were lost early because the fell off of the launch racks or were simply ripped away when the tank moved through obstacles like trees or ruins. An internal storage of the weapon in a tank was also impossible. Therefore, the X-7 was soon banned from battle tanks and either mounted on light, unarmored vehicles, which could more easily employ "hit-and-run" tactics, or the light missiles were carried by two man teams for ambushes. In mid-1946, trials to fire the X-7 from a Flettner Fl 282 Kolibri helicopter ensued.
Specifications:
Crew: Five (commander, gunner, loader, radio operator, driver)
Weight: 54 tonnes (60 short tons)
Length: 7.27 metres (23 ft 8 in) (hull only)
9.36 metres (30 ft 8 in) incl. gun
Width: 3.88 metres (12 ft 9 in)
Height 3.35 metres (11 ft)
Ground clearance: 495 to 510 mm (1 ft 7.5 in to 1 ft 8.1 in)
Suspension: Conical spring
Fuel capacity: 720 litres (160 imp gal; 190 US gal)
Armor:
30–120 mm (1.2 – 4.7 in)
Performance:
Speed
- Maximum, road: 44 km/h (27.3 mph)
- Sustained, road: 38 km/h (24 mph)
- Cross country: 15 to 20 km/h (9.3 to 12.4 mph)
Operational range: 160 km (99 miles)
Power/weight: 16,67 PS/tonne (14,75 hp/ton)
Engine:
V-12 Maybach HL 234 gasoline engine with 900 PS (885 hp/650 kW)
Transmission:
ZF AK 7-200 with 7 forward 1 reverse gears
Armament:
1× 10,5 cm KwK 45 L/60 with 64 rounds
2× 7.92 mm Maschinengewehr 34 with a total of 5.200 rounds (one mounted co-axially with
the main gun and an optional AA gun on the commander's cupola)
2× X-7 "Rotkäppchen" anti-tank missile launch rails on some vehicles
The kit and its assembly:
Another Heer '46 model, and again one of the many 1:72 Modelcollect kits. Even though I rather have a knack for exotic vehicles I thought that a relatively simple battle tank could not hurt in the collection - but I still had an idea how to add a personal touch and take the basic idea further.
This came when I remembered the small X-7 missile, and wondered if that could not have been used from 1945 onwards - e.g. as an additional stand-off weapon for tanks like the post-war AS.12 in France - the light AMX-13 tank could carry four of these above the gun on its oscillating turret. And that made me wonder if and how the German missile could find its way on a battle tank?
In an initial step I scratched a pair of X-7s from bombs and styrene profile material - they look a little clumsy and they became actually too large for authentic 1:72 scale, but their outlines turned out well. Using them as benchmarks I checked different tank kits and eventually settled for an E-50 with the large Tiger-II-style Henschel turret. This offered a good size and height to mount the two missiles in racks on the turret's flanks - these are scratched from styrene profile material, too. Otherwise the kit remained OOB, I just used the kit's night vision device and some material from the scrap box to create an optical guidance gear, mounted on the turret in front of the gunner's hatch.
The E-50 kit goes together well, just some light PSR is necessary at the turret's base. This version of the kit also came with a surplus Schmalturm sprue and it did not come with vinyl tracks, like some former kits from this series that I have built, but rather with molded single track elements. I am not a fan of these, at least in 1:72 scale, and mounting these small bits was a tedious affair that took a whole day. The low mud guards hampered the process further.
Painting and markings:
The paint scheme is a variation of the classic German "Hinterhalt" camouflage, consisting of Dark Yellow, Olive Green and Red Brown. However, the pattern is a little special, because I wanted to recreate the original concept of the scheme, the ideal “factory finish”. It was intended to apply the green and brown contrast colors on top of the dark yellow in the form of overlapping small, round dots of uniform size, applied with a gauge, that let the light color shine though here and there – plus small contrast speckles added to the dark yellow. A really complex camouflage pattern, but quite effective, because it mimicked well the fractal shadows under a tree, disrupting a vehicle’s silhouette.
In real life, however, only a few tanks had been painted this way around August 1944 in the factories (I have seen Panther, Hetzer, Jagdpanzer IV/L70 and a Sturmtiger, sometimes only partly, finished in this fashion), because the application was tedious and time-consuming. Eventually, the tanks were delivered to the frontline troops in a uniform dark yellow finish, together with the green and brown as thick pastes which were to be applied individually by the crew, depending on the local needs and with whatever was at hand.
I order to mimic the original Hinterhalt scheme’s look I initially gave the model an overall coat with RAL 8001 “Grünbraun” as primer and then added 7028 "Dunkelgelb" (Modelmaster) with a wide, flat brush, creating a cloudy finish. Once dry I used two self-made stamps for the application of the red brown (Humbrol 160) and the green (RAL 6003 from Modelmaster). The stamps were made from fine expanded rubber, die-punched into circles of 3 and 4mm diameter and then glued on top of sticks with superglue. Very simple, but worked like a charm!
Adding all the circles one by one was another tedious task, esp. on uneven underground and around corners. Once this basic painting was done, the kit received an overall wash with a mix of black and red brown acrylic paint. Next came the decal application; the crosses and the “kill marks” for the barrel were taken from the OOB sheet, the red tactical code and the small unit badges were taken from a TL Modellbau aftermarket sheet. Next came a light dry brushing treatment with beige and light grey, highlighting surface details and edges. After painting some details and adding some rust marks came a coat of matt varnish (from the rattle can), the tracks were finally mounted and the lower area of the tank received a treatment with a greyish-brown pigment mix, simulating dust and mud residue.
A relatively simple project, done in four days from which one day was spent with the camouflage and another one with the fiddly tracks. Creating the small X-7 missiles from scratch was tricky, too. Nevertheless, I think the effort was worthwhile, since the addition of the missiles and their racks give the otherwise simple battle tank a special touch and some Heer '46 futurism. After all, it’s a what-if model. The complex camouflage also looks good, and it demonstrates how effective the original concept of the Hinterhalt scheme actually was, had it been applied properly. I might re-apply the concept on a mecha model in the future – probably with different colors, though.
+++ 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 Nakajima J9N Kitsuka (中島 橘花, "Orange Blossom", pronounced Kikka in Kanji used traditionally by the Japanese) was Japan's first jet aircraft. In internal IJN documents it was also called Kōkoku Nigō Heiki (皇国二号兵器, "Imperial Weapon No.2"). After the Japanese military attaché in Germany witnessed trials of the Messerschmitt Me 262 in 1942, the Imperial Japanese Navy issued a request to Nakajima to develop a similar aircraft to be used as a fast attack bomber. Among the specifications for the design were the requirements that it should be able to be built largely by unskilled labor, and that the wings should be foldable. This latter feature was not intended for potential use on aircraft carriers, but rather to enable the aircraft to be hidden in caves and tunnels around Japan as the navy began to prepare for the defense of the home islands.
Nakajima designers Kazuo Ohno and Kenichi Matsumura laid out an aircraft that bore a strong but superficial resemblance to the Me 262. Compared to the Me 262, the J9N airframe was noticeably smaller and more conventional in design, with straight wings (lacking the slight sweepback of the Me 262) and tail surfaces. The triangular fuselage cross section characteristic of the German design was less pronounced, due to smaller fuel tanks. The main landing gear of the Kikka was taken from the A6M Zero and the nose wheel from the tail of a Yokosuka P1Y bomber.
The Kikka was designed in preliminary form to use the Tsu-11, a rudimentary motorjet style jet engine that was essentially a ducted fan with an afterburner. Subsequent designs were planned around the Ne-10 (TR-10) centrifugal-flow turbojet, and the Ne-12, which added a four-stage axial compressor to the front of the Ne-10. Tests of this powerplant soon revealed that it would not produce anywhere near the power required to propel the aircraft, and the project was temporarily stalled. It was then decided to produce a new axial flow turbojet based on the German BMW 003.
Development of the engine was troubled, based on little more than photographs and a single cut-away drawing of the BMW 003. A suitable unit, the Ishikawa-jima Ne-20, was finally built in January 1945. By that time, the Kikka project was making progress and the first prototype made its maiden flight. Due to the worsening war situation, the Navy considered employing the Kikka as a kamikaze weapon, but this was quickly rejected due to the high cost and complexity associated with manufacturing contemporary turbojet engines. Other more economical projects designed specifically for kamikaze attacks, such as the simpler Nakajima Tōka (designed to absorb Japanese stock of obsolete engines), the pulsejet-powered Kawanishi Baika, and the infamous Yokosuka Ohka, were either underway or already in mass production.
The following month the prototype was dismantled and delivered to Kisarazu Naval Airfield where it was re-assembled and prepared for flight testing. The aircraft performed well during a 20-minute test flight, with the only concern being the length of the takeoff run – the Ne 20 only had a thrust of 4.66 kN (1,047 lbf), and the engine pair had barely sufficient power to get the aircraft off the ground. This lack of thrust also resulted in a maximum speed of just 623 km/h (387 mph, 336 kn) at sea level and 696 km/h (432 mph; 376 kn) at 10,000 m (32,808 ft).
For the second test flight, four days later, rocket assisted take off (RATO) units were fitted to the aircraft, which worked and gave the aircraft acceptable field performance. The tests went on, together with a second prototype, but despite this early test stage, the J9N was immediately rushed into production.
By May 1945 approximately forty airframes had been completed and handed over to IJN home defense frontline units for operational use and conversion training. These were structurally identical with the prototypes, but they were powered by more potent and reliable Ne-130 (with 8.826 kN/900 kgf) or Ne-230 (8.679 kN/885 kg) engines, which finally gave the aircraft a competitive performance and also made the RATO boosters obsolete - unless an 800 kg bomb was carried in overload configuration. Most of them were J9N1 day fighter single seaters, armed with two 30 mm Type 5 cannons with 50 rounds per gun in the nose, but a few were unarmed two-seaters (J9N2) with dual controls and a second seat instead of the fuselage fuel tank, what markedly limited the aircraft’s range but was accepted for a trainer.
Some operational Kitsukas also had, due to the lack of equipment, the 30 mm guns replaced with lighter 20 mm Ho-5 cannon. A small number, both single- and two-seaters, were also equipped with an experimental centimeter waveband FD-2 radar in the nose with an “antler” antenna array, similar to German radar sets of the time. In order to fit the electronics, the machines typically had one of the nose-mounted guns replaced by a fixed, obliquely firing Ho-5 gun ("Schräge Musik"-style) behind the cockpit. These machine received the suffix “-S” and flew a few quite effective missions against American B-29 bombers, but their impact was minimal due to the aircrafts’ small numbers and poor reliability of the still experimental radar system.
Proposed follow-on versions had included a reconnaissance aircraft and a fast attack aircraft that was supposed to carry a single bomb under the fuselage against ships. There was also a modified version of the design to be launched from a 200 m long catapult, the "Nakajima Kikka-kai Prototype Turbojet Special Attacker". All these proposed versions were expected to be powered by more advanced developments of the Ne-20, the Ne-330 with 13 kN (1.330 kg) thrust, but none of them reached the hardware stage.
The J9Ns’ war contribution was negligible, and after the war, several airframes (including partial airframes) were captured by Allied forces. Three airframes (including a two-seat night fighter with FD-2 radar) were brought to the U.S. for study, two damaged day fighters were handed over to the RAF and transferred to RAF Seletar, where the airframes were, together with spares, combined into a single flyworthy J9N1 designated “FE (Foreign Equipment) 269” and tested by the Allied Technical Air Intelligence Unit. These tests did not last long, though, because the engines were in poor condition and only lasted for four test flights until one failed fatally and caused a fire: at least one compressor blade had separated and ruptured fuel and oil lines. The pilot was able to leave the burning and disintegrating aircraft but was hit by the tail and was badly injured. However, he survived, but FE 269 crashed into the Street of Sohor.
Today, two J9N examples survive in the National Air and Space Museum: The first is a Kikka that was taken to the Patuxent River Naval Air Base, Maryland for analysis. This aircraft is very incomplete and is believed to have been patched together from a variety of semi-completed airframes. It is currently still in storage at the Paul E. Garber Preservation, Restoration and Storage Facility in Silver Hill, MD.
The second Kikka is on display at the NASM Udvar-Hazy Center in the Mary Baker Engen Restoration Hangar.
General characteristics:
Crew: 1
Length: 8.125 m (26 ft 8 in)
Wingspan: 10 m (32 ft 10 in)
Height: 2.95 m (9 ft 8 in)
Wing area: 13.2 m² (142 sq ft)
Empty weight: 2,300 kg (5,071 lb)
Gross weight: 3,500 kg (7,716 lb)
Max takeoff weight: 4,080 kg (8,995 lb)
Powerplant:
2× Ishikawajima Ne-130 or Ne-230 axial-flow turbojet engines
with 8.83 kN/900 kg or 8.68 kN/885 kg thrust, respectively
Performance:
Maximum speed: 812 km/h (505 mph, 438 kn)
Range: 980 km (610 mi, 530 nmi) with internal fuel
Service ceiling: 12,000 m (39,000 ft)
Rate of climb: 12.9 m/s (2,540 ft/min)
Wing loading: 265 kg/m² (54 lb/sq ft)
Thrust-to-weight ratio: 0.43
Armament:
2× 30 mm (1.181 in) Type 5 cannon with 50 RPG in the nose
1× ventral hardpoint for a 500 l drop tank or a single 500 kg (1,102 lb) or 800 kg (1,764 lb) bomb
The kit and its assembly:
This is submission #4 for the “Captured!” group build at whatifmodellers.com in late 2020. Loot from WWII certainly makes a good theme, and I remembered a real world J2M3 that I had built some time ago – in RAF markings and tested by the ATAIU-SEA in Singapore in late the 1945. For a more whiffy touch I delved through The Stash™ for options and found an AZ Models Nakajima “Kikka” single seater – as Japan’s first jet fighter, a suitable contender, even more so because no aircraft of this type made it in time to frontline units.
The AZ Models kit is a simple affair, but that's also its problem. In the box things looked quite good, detail level is on par with a classic Matchbox kit. But unlike a Matchbox kit, the AZ Models offering does not go together... I had to fight everywhere with poor fit, lack of locator pins, ejection marks - anything a short run model kit can throw at you! Things turned out really bad: One upper wing half was bent so much that I tried to counter the flaw with force - and the part broke! Furthermore, PSR was necessary almost everywhere – but especially around the wing/engine pod intersection and the area where the wings are inserted into the fuselage. Huh! What worked surprisingly well is the IP canopy, though.
Personal additions are lowered flaps (easy to realize) and some additional struts for the landing gear.
Painting and markings:
The captured aircraft theme was settled from the start, but I wanted to offer more than just a “rebadging” with RAF roundels on an IJN green/grey airframe. In order to add some visual spice, my idea became to present an irregular "one-aircraft-made-from-two-wrecks" finish, with parts in differing tones and even some primed or bare metal areas.
I gave the model an overall coat of aluminum (with Red Stars added, this would have made another interesting whif!) and started adding cloudy shades of IJN Green (ModelMaster and Tamiya) and sections with RAF Dark Green to the upper surfaces, and light grey underneath, with the aluminum underneath shining through here and there. One engine was furthermore painted in a shaggy Japanese primer red brown. I furthermore added overpainted IJN markings with U.S. olive drab for some more contrast, even though would later be at least partly hidden under decals.
The cockpit was painted in a greenish yellow primer (trying to simulate a typical “bamboo” shade that was used in some late-war IJN cockpits), while the landing gear and the flaps’ interior was painted in dull aluminum (Humbrol 56).
A black ink washing was applied for more weathering and contrast. the yellow leading edge markings were created with decal material. RAF roundels came from the scrap box, the “FE 269” code was created with single white 3mm letters. The “ATAIU-SEA” titles were painted with a thin brush and white acrylic paint, and sanded down a bit once dry, for a weathered look.
Finally, the kit received a mixed coat of semi-gloss and matt acrylic varnish.
I had the Kikka earmarked for a different build, but I think this ATAIU livery adds an interesting twist to the model, it looks pretty plausible. Besides, the Kitsuka is a pretty, elegant aircraft, and it's relatively small (even petit) when compared with a contemporary Me 262 or a Meteor!
I consider myself a very lucky woman. Because, even if it made me suffer a lot, I always had the courage to accept the facts, and not to lie to myself.
And I don't like to delete good memories.They are a part of me, of the person I am, and of the better person I can be!
Have a great saturday you all, I'm going to town tonight, to see a show: maybe I'll take some good shot!
ciaoooo :)))
+++ 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 Dassault/Dornier Alpha Jet is a light attack jet and advanced trainer aircraft co-manufactured by Dassault Aviation of France and Dornier Flugzeugwerke of Germany. It was developed specifically to perform the trainer and light attack missions, as well as to perform these duties more ideally than the first generation of jet trainers that preceded it.
Following a competition, a design submitted by a team comprising Breguet Aviation, Dassault Aviation, and Dornier Flugzeugwerke, initially designated as the TA501, was selected and subsequently produced as the Alpha Jet.
Both the French Air Force and German Air Force procured the Alpha Jet in large numbers, the former principally as a trainer aircraft and the latter choosing to use it as a light attack platform. In July 1978, Dassault signed an agreement with American aircraft manufacture Lockheed to market the Alpha Jet in the US market, the arrangement included provisions for Lockheed to manufacture the Alpha Jet under license. The Alpha Jet was considered as a candidate for the US Navy's VTXTS advanced trainer program, which was eventually won by the McDonnell Douglas T-45 Goshawk, a modified version of the Hawker Siddeley Hawk. Proposed modifications included undercarriage changes for nose-tow catapults and a stronger arrestor hook, as well as various US-sourced avionics and other equipment.
The Alpha Jet program remained prolific, though. During the early 1990s, the French Air Force investigated the “Alpha Jet 3” program, which involved installing a fully digital cockpit, a modernized communications suite, and a full navigation/attack and sensor training system.
Another development line was the Alpha Jet Lancier (Lancer), which would enable the trainer to act as a light, all-weather multi-purpose attack aircraft. The most obvious modification was the addition of an Anemone radar in an extended nose section with a radome, similar and shape and size of the Super Étendard’s nose section. The Anemone radar was an improved and very compact derivative of the Super Étendard’s Agave radar, weighing only a mere 60kg.
The Anemone would provide the weapon system (based on the developments for the Alpha Jet 3) with all the data required for firing air-to-sea AM39 missiles, and the data needed for air-to-ground fire control. It could also be used for aircraft self-protection, as it could also handle the fire control of air-to-air weapons.
Dassault had high hopes in export sales for the Alpha Jet Lancier (e. g. to Egypt, Qatar and Nigeria), but interest was lukewarm since the Alpha Jet was a design that had been superseded by more modern constructions, and its operation costs were relatively high.
However, in 1991, when the Alpha Jet Lancier was still on the drawing board, the French Aéronavale was looking for an advanced trainer that could also be used for carrier start and landing training – basically as a replacement for the outdated Fouga CM.175 Zéphyr. The Alpha Jet offered several benefits, including its two engines for improved operational security and the fact that the type had already been in use with the French Air Force, so that the maintenance infrastructure and experienced mechanics were readily available. Even the demand for a maritime variant could be quickly realized – thanks to the VTXTS engagement in the late Seventies.
The result was the so-called “Alpha Jet Lancier M”, which incorporated all the aforementioned elements. An order for 31 aircraft (one prototype plus 30 serial aircraft) was placed in early 1992. The prototype was ready in May 1993 and incorporated further changes like uprated engines (delivering 10% more thrust than the former Larzac turbofans used on the land-based variants) or foldable outer wing sections, a reinforced arrester hook and a fixed (but detachable refueling probe).
The landing gear was also modified for carrier operations, with a bigger spring deflection and a more rigid, twin-front wheel that also featured a launch hook.
The Anemone multi-mode radar was augmented by a lightweight Ferranti Type 105 laser rangefinder, mounted in a fairing under the port side cockpit flank, leaving space for an optional gun pod that could be carried under the fuselage. A Doppler radar for navigation purposes was added in a shallow fairing under the cockpit, too. Mission avionics were further enhanced by a helmet-mounted sight, improved cockpit displays, a datalink, and improved night vision goggles compatibility.
The Alpha Jet Lancier M’s most powerful weapon was the AS.39 Exocet missile. Two of these weapons (weighing 670 kg each) could be carried on the inner pylons, even typically only a single one was carried with a drop tank as counterbalance and range compensation on the opposite pylon.
The relatively compact missile is designed for attacking small- to medium-size warships (e. g. frigates, corvettes and destroyers), although multiple hits are effective against larger vessels, such as aircraft carriers. Its rocket motor, which is fueled by solid propellant, gives the Exocet a maximum range of 70 km (43 mi; 38 nmi). It is guided inertially in mid-flight and turns on active radar late in its flight to find and hit its target. As a countermeasure against air defense around the target, it maintains a very low altitude during ingress, staying one–two m above the sea surface. Due to the effect of the radar horizon, this means that the target may not detect an incoming attack until the missile is only 6,000 m from impact. This leaves little time for reaction and stimulated the design of close-in weapon systems (CIWS).
Trials of the Alpha Jet Lancier M prototype lasted until 1994, when serial production eventually started – just in time for the Zéphyr replacement, the trainer had been in service since 1960. The first machines arrived at the operational units in early 1995, though. Dassault still had high export hopes, but despite having an official operator now no further orders were coming forth – the Alpha Jet Lancier was simply too expensive. Plans for upgrading the land-based Alpha Jet fleet were also ultimately abandoned as being too expensive. In 1998, France's defense ministry examined prospective upgrades focused on the Alpha Jet's cockpit, such as the installation of a new Head-Up Display (HUD) and multifunction displays, though.
In June 2003, Dassault revealed its plans for an Alpha Jet upgrade to potentially meet the French Air Force's long term training requirements. This upgrade was similar to that which was performed for the Belgian Air Force's Alpha Jet fleet, involving the installation of a glass cockpit, increasing cockpit compatibility with frontline aircraft such as the Dassault Rafale and Dassault Mirage 2000, as well as a structural overhaul.
As a result of post-Cold War military cutbacks, Germany already elected to retire its own fleet of Alpha Jets in the 1990s and has re-sold many of these aircraft to both military and civilian operators. The Alpha Jet has been adopted by a number of air forces across the world and has also seen active combat use by some of these operators.
General characteristics:
Crew: two
Length: 13.23 m (43 ft 5 in)
Wingspan: 9.11 m (29 ft 10¾ in), folded:
Height: 4.19 m (13 ft 9 in)
Wing area: 17.50 m² (188.4 ft²)
Empty weight: 3,515 kg (7,750 lb)
Loaded weight: 5,000 kg (11,000 lb)
Max. takeoff weight: 7,500 kg (16,535 lb)
Powerplant:
2× SNECMA Turbomeca Larzac 04-H-20 non-afterburning turbofans,
delivering 4.12 kN of thrust (3,173 lbf) each
Performance:
Maximum speed: 1,000 km/h (540 kn, 621 mph) at sea level
Stall speed: 167 km/h (90 knots, 104 mph) (flaps and undercarriage down)
Combat radius: 610 km (329 nmi, 379 mi) lo-lo-lo profile with full ordnance
Ferry range: 2,940 km (1,586 nmi, 1,827 mi)
Service ceiling: 14,630 m (48,000 ft)
Rate of climb: 57 m/s (11,220 ft/min)
Armament:
1× optional 30 mm (1.18 in) GIAT 30/M791 autocannon with 125 rounds in a centerline pod
Four underwing hardpoints for a total load of 2,500 kg (5,506 lb), including up to six Matra rocket pods
with eighteen SNEB 68 mm rockets each or six CRV7 rocket pods with nineteen 70 mm rockets each;
Two AIM-9 Sidewinders or two Matra Magic IIs air-to-air missiles
Up to two AM.39 Exocet anti-ship missiles, or four AGM-65 Mavericks
or other TV-, laser or IR-guided Smart Weapons
The kit and its assembly:.
Another entry for the “Old Kit Group Build” at whatifmodelers.com, #4 to be precise. The basis for this conversion is the venerable Heller Alpha Jet in 1:72 scale from 1979, even though in a much more recent Revell re-boxing as a Belgian aircraft with a black/yellow/silver anniversary paint scheme.
Anyway, the moulds must have suffered a lot in the meantime, because the Revell offering comes with lots of flash, ugly ejector pin markings and even some sinkholes. I have built an old, original Heller kit a while ago, and this was much more crisp and defined!
However, the conversion of the kit was only cosmetic, including:
• A new, longer and more massive nose– actually the front end of a Tornado drop tank
• A completely new twin front wheel, including the well in the nose section
• Modified main landing gear with new wheels and a higher stance
• Engraved seams for the wings’ folding mechanism
• Appropriate ordnance, including…
- an Exocet missile (Academy Super Étendard)
- a drop tank (Academy OV-10 Bronco)
- a Barracuda 2 ECM pod and a Matra Phimat flare dispenser (Heller SEPECAT Jaguar)
• Some new antennae and pitots, and a more massive arrestor hook
• The laser rangefinder in its unusual (but correct!) fairing
• Some chaff/flare dispensers at the tail
Building the fuselage was no fun – nothing would fit, and the kit’s construction is really complicated. O.K., the Alpha Jet’s shape with its engine nacelles and the curved belly is complex, but the kit’s solution is far from perfect.
Another true weak point are the air intakes: they end after 3-4mm in a staggered, vertical wall. Really ugly, so I drilled the intakes open and moved the still necessary view blocker (black foamed styrene) a bit further back.
Painting and markings:
IMHO, the only potential operator for this fictional yet rather complex and expensive Alpha Jet variant would be France, and so the Lancier M ended up in the hands of the Aéronavale.
Consequently, I gave the aircraft a Nineties paint scheme inspired by the two-tone grey livery of the late Super Ètendard – also a bit of an unusual, yet familiar, touch. The basic colors I used are Humbrol 164 (Dark Sea Grey) and 165 (Medium Sea Grey), because I wanted to prevent a US look – and the frequently recommended tones of FS36118 and FS35237 are IMHO just wrong, Gunship Grey being too dark, and the grey blue being …simply much too bluish. The British tones work quite well, though, even though I still wonder about the “true” colors of this paint scheme?
The cockpit interior was painted in very dark grey (Humbrol 67) for some contrast to the outside, the landing gear wells and the struts became Aluminum (Humbrol 56), as well as the air intakes. The interior of the landing gear covers was painted in chrome yellow primer (Humbrol 81), for some more color contrast.
The Barracuda 2 pod was painted in dark green, while the chaff dispenser became dark grey – as a small color contrast to the grey aircraft. The Exocet missile became white with a light grey radome, according to the real thing, but as another disruption the single drop tank received the old Aéronavale scheme in dark bluish grey and white, together with a red tip (marking the flight the aircraft belongs to).
The decals come mostly from a Berna Decals aftermarket sheet for French Bréguet Alizés. The sheet features, among others, a late, dark grey aircraft, and this option provided the small roundels and the grey codes. Escadrille 59S was chosen, since it was available in the sheet (with the squadron’s emblem) and originally a unit for night/all-weather training, disbanded in early 1997.
A simple conversion, yet very thorough and surprisingly convincing. The Lancier’s longer and more massive nose changes the character of the sleek Alpha Jet a lot, and the grey-on-grey paint scheme with the toned-down markings adds a unusual touch to the normally much more colorful aircraft. The scheme looks very natural on the Alpha Jet, too.
Las Hermanas Mirabal--The Mirabal sisters: Patria, Dedé, Minerva and Maria Teresa are Dominican heroines who made the ultimate sacrifice for their country. They gave up a privileged life to fight against the abuses of a powerful and corrupt Dominican dictator: Rafael Leonidas Trujillo Molina. Trujillo had trampled the constitution, abolished basic human rights, and terrorized his opposition with torture, imprisonment, and death. The Mirabal sisters took up the struggle to bring down Trujillo's regime. On November 25, 1960, Patria, Minerva, Maria Teresa, and their driver, Rufino de la Cruz, were murdered on the outskirts of Puerto Plata. They lost their lives struggling to restore democracy and the rule of law to their beloved Dominican Republic. Their legacy will live forever in our hearts and the lessons they thought us cannot be forgotten. Six months after the Mirabals' death, the Trujillo regime came crumbling down when he was killed on the night of May 30, 1961.
--Historical facts and vintage photos by Miguel Aquino Garcia, "Tres Heroinas y un Tirano" 6ta. Edicion
Dude, I have never wanted a blog so badly in my life. But, I don’t have one. So… this will have to do. Here we go ---
So… okay, there were moments of good, bad… and ugly.
Where to start. I’ll start with the bad and ugly and finish up with the good. Cause, actually, that’s really the way it went anyhow.
To be honest, there were indeed plenty of moments that can only be described as laughable… and like inappropriately funny. At times, especially toward the beginning of the movie, I felt like I do when I’m reading online parodies of the book. I was enjoying what I was watching, but b/c it seemed to be poking fun at a story that I take way too seriously (and know I take way too seriously). SO, in no particular order, the bad --
-The classroom… when Edward smells Bella for the first time. Cringe worthy… for me at least. Way too over the top. I mean, I guess it IS written with him basically holding his nose… But… How a director could’t tell that there was a problem with that scene…….. I have no f*cking clue. The laugher starts here… and, if you lose people here… well, that’s a problem.
-The random flashbacks… Also way too over the top. Like… when Jacob is telling the story of the wolves/vampires -- we see real wolves running around and get a blurry image of the Cullens in early 20th century garb lurking in the woods. Funny… and………. it shouldn’t be! rp in some sort of riding pants... just... yeah, not okay. Carlisle turning Edward… His face… omfg. Just… yeah, snip that out too. Bella’s vision of Edward biting her while she’s doing her web research… All just far too hokey.
-And, unfortunately, the meadow falls into the bad. One of the big laughter areas is when he’s telling her how dangerous he is…. It’s just really really cheesy. It needed to be reeled way the hell in. And, the sparkle is all f*cked up too. When they first enter the meadow and he’s SUPPOSED to be all sparkly, he’s really NOT. I mean, there’s BARELY a sparkle. My friend who hasn’t read the books had NO idea what she was supposed to be seeing. But, then, a few seconds later, when they’re lying in the grass, there’s almost TOO MUCH sparkle. Once again, how is it that little old untrained me can tell this… but, a director can’t?
-Edward sucking the venom out of bella's wrist… rp’s face… too MUCH! Totally laugh inducing. i mean, i guess they thought they were doing right by portraying the bloodlust and all... but... just... no... not good.
-This last one isn’t a full on bad… But, I’m putting it with the bad anyway. RP’s accent took me a bit of getting used to. And, that has nothing with him not being American really… I just wasn’t mentally prepared for Edward to remind me a little bit of … I don’t know… Christian Slater trying to be Jack Nicholson. It didn’t bother me consistently… just at times. he shouldn't really be all rebel without a cause... but you totally get that. what you don't really get is him being “from another time” like you do in the book. But, whatever, the face more than makes up for anything that might be wrong with the voice.
-Oh, and I wanted to slap that kid playing Eric right out of the goddamn film. Has there ever been anyone more annoying in any movie ever made? I don’t think so.
So……. The good. There really were good moments.
-The bedroom scene was good
-The fight scene was good
-The baseball scene was really good
-The last few minutes were my favorite in the whole movie
And, the other good was that it really didn’t feel too fast or forced like I expected it would… The fact that they altered the story and crammed 500 pages into under 2 hours or so wasn’t nearly as much of a problem as the sheer cheesiness of some moments. And, I don’t believe that it had to be cheesy just by its very nature. I think most professional critics do/will feel that way… but, if it were just toned down a little bit… Anyway, I should have been in the editing room… but, they never asked for my opinion.
Random other things I loved…
Jasper’s faces… p r i c e l e s s at all times – really wasn’t expecting to have anything good to say about him.
Anna Kendrick was actually super funny as Jessica. I was curious about her b/c I’d seen her on stage as a child… and then being really hilarious in the movie CAMP a few years back… (ladies who lunch from company... anyone remember that? i can't be the only one... well, yeah, maybe i can..!) Definitely felt she stood out in a role that’s pretty craptastic to start with.
And, shockingly enough, TL as Jacob is actually less girly when he’s in girl’s hair. How did *that* happen? Seriously, I expected to horrified by his presence… and, not just b/c of the character... b/c the actor hasn’t been even remotely appealing/attractive to me in any of the press i've seen. But, he actually did a fine job. He wan’t overly effeminate in any way… And, if he hits puberty some time soon, he could actually be fine in the other movies… should they be made.
So, I guess that’s it… I’m sure I’ll remember more… But, it’s nearly 4 am and I’m utterly exhaustified.
I was tagged by raisethemoon, Fragile Bones/ & hello there, Thursday ((:
"This is how it goes. List 10 things that your friends may or may not know about you, but that are true. Tag ten people and be sure to let them know they’ve been tagged (a quick message will do). Don’t forget to link back to the person who tagged you. Post a picture in your stream with the 10 facts and list your tagged people :)"
1. First off, I don't really like to read too much. It has to be a REALLY good book.
2. I just found out I have Mono this morning, which I honestly have no idea how I managed to catch it. So I'll be on here alot ;)
3. I actually care alot about what people think about me, too much. I just try to come off like I don't.
4. My bestfriend & I refer to ourselves as Paris Hilton & Brittney, her old bff. Or Billy & Melvin. hahaa
5. I'm super doooooooper paranoid about a lot of things from someone being in my house to my organs exploding. haha, it's crazy.
6. I'm running out of things to say.
7. Hmmm , I live day to day. & whatever happens, happens. Carpe Diem ( ;
8. Oh, I bite my nails really badly. As you can seeeeee, I'm trying to quit.
9. I can't go a day without drinking tea.
10. Meeting new people is one the best things to do, I'm a people-person :)))
I tag:
& anyone else :))
Some of you may have noticed that, unfortunately, owing to the fact that a certain person who sells truck photos on eBay commercially has been lifting my images from this album and selling them I have had to remove 2300 photos that didn't have a watermark. I have now run around 1700 through Lightroom and added a watermark with the intention of bulk uploading them again. Rather than watermark the existing (hidden) files in Flickr one at a time it will be easier to do it this way. I definitely won’t be adding individual tags with the make and model of each vehicle I will just add generic transport tags. Each photo is named after the vehicle and reg in any case. For anyone new to these images there is a chapter and verse explanation below. It is staggering how many times I get asked questions that a quick scan would answer or just as likely I can’t possibly answer – I didn’t take them, but, just to clarify-I do own the copyright- and I do pursue copyright theft.
This is a collection of scanned prints from a collection of photographs taken by the late Jim Taylor A number of years ago I was offered a large number of photographs taken by Jim Taylor, a transport photographer based in Huddersfield. The collection, 30,000 prints, 20,000 negatives – and copyright! – had been offered to me and one of the national transport magazines previously by a friend of Jim's, on behalf of Jim's wife. I initially turned them down, already having over 30,000 of my own prints filed away and taking space up. Several months later the prints were still for sale – at what was, apparently, the going rate. It was a lot of money and I deliberated for quite a while before deciding to buy them. I did however buy them directly from Jim’s wife and she delivered them personally – just to quash the occasional rumour from people who can’t mind their own business. Although some prints were sold elsewhere, particularly the popular big fleet stuff, I should have the negatives, unfortunately they came to me in a random mix, 1200 to a box, without any sort of indexing and as such it would be impossible to match negatives to prints, or, to even find a print of any particular vehicle. I have only ever looked at a handful myself unless I am scanning them. The prints are generally in excellent condition and I initially stored them in a bedroom without ever looking at any of them. In 2006 I built an extension and they had to be well protected from dust and moved a few times. Ultimately my former 6x7 box room office has become their (and my own work’s) permanent home.
I hope to avoid posting images that Jim had not taken his self, however should I inadvertently infringe another photographers copyright, please inform me by email and I will resolve the issue immediately. There are copyright issues with some of the photographs that were sold to me. A Flickr member from Scotland drew my attention to some of his own work amongst the first uploads of Jim’s work. I had a quick look through some of the 30 boxes of prints and decided that for the time being the safest thing for me to do was withdraw the majority of the earlier uploaded scans and deal with the problem – which I did. whilst the vast majority of the prints are Jims, there is a problem defining copyright of some of them, this is something that the seller did not make clear at the time. I am reasonably confident that I have since been successful in identifying Jims own work. His early work consists of many thousands of lustre 6x4 prints which are difficult to scan well, later work is almost entirely 7x5 glossy, much easier to scan. Not all of the prints are pin sharp but I can generally print successfully to A4 from a scan.
You may notice photographs being duplicated in this Album, unfortunately there are multiple copies of many prints (for swapping) and as I have to have a system of archiving and backing up I can only guess - using memory - if I have scanned a print before. The bigger fleets have so many similar vehicles and registration numbers that it is impossible to get it right all of the time. It is easier to scan and process a print than check my files - on three different PC’s - for duplicates. There has not been, nor will there ever be, any intention to knowingly breach anyone else's copyright. I have presented the Jim Taylor collection as exactly that-The Jim Taylor Collection- his work not mine, my own work is quite obviously mine.
Unfortunately, many truck spotters have swapped and traded their work without copyright marking it as theirs. These people never anticipated the ease with which images would be shared online in the future. I would guess that having swapped and traded photos for many years that it is almost impossible to control their future use. Anyone wanting to control the future use of their work would have been well advised to copyright mark their work (as many did) and would be well advised not to post them on photo sharing sites without a watermark as the whole point of these sites is to share the image, it is very easy for those that wish, to lift any image, despite security settings, indeed, Flickr itself, warns you that this is the case. It was this abuse and theft of my material that led me to watermark all of my later uploads. I may yet withdraw non-watermarked photos, I haven’t decided yet. (I did in the end)
To anyone reading the above it will be quite obvious that I can’t provide information regarding specific photos or potential future uploads – I didn’t take them! There are many vehicles that were well known to me as Jim only lived down the road from me (although I didn’t know him), however scanning, titling, tagging and uploading is laborious and time consuming enough, I do however provide a fair amount of information with my own transport (and other) photos. I am aware that there are requests from other Flickr users that are unanswered, I stumble across them months or years after they were posted, this isn’t deliberate. Some weekends one or two “enthusiasts” can add many hundreds of photos as favourites, this pushes requests that are in the comments section ten or twenty pages out of sight and I miss them. I also have notifications switched off, I receive around 50 emails a day through work and I don’t want even more from Flickr. Other requests, like many other things, I just plain forget – no excuses! Uploads of Jim’s photos will be infrequent as it is a boring pastime and I would much rather work on my own output.
Some of you may have noticed that, unfortunately, owing to the fact that a certain person who sells truck photos on eBay commercially has been lifting my images from this album and selling them I have had to remove 2300 photos that didn't have a watermark. I have now run around 1700 through Lightroom and added a watermark with the intention of bulk uploading them again. Rather than watermark the existing (hidden) files in Flickr one at a time it will be easier to do it this way. I definitely won’t be adding individual tags with the make and model of each vehicle I will just add generic transport tags. Each photo is named after the vehicle and reg in any case. For anyone new to these images there is a chapter and verse explanation below. It is staggering how many times I get asked questions that a quick scan would answer or just as likely I can’t possibly answer – I didn’t take them, but, just to clarify-I do own the copyright- and I do pursue copyright theft.
This is a collection of scanned prints from a collection of photographs taken by the late Jim Taylor A number of years ago I was offered a large number of photographs taken by Jim Taylor, a transport photographer based in Huddersfield. The collection, 30,000 prints, 20,000 negatives – and copyright! – had been offered to me and one of the national transport magazines previously by a friend of Jim's, on behalf of Jim's wife. I initially turned them down, already having over 30,000 of my own prints filed away and taking space up. Several months later the prints were still for sale – at what was, apparently, the going rate. It was a lot of money and I deliberated for quite a while before deciding to buy them. I did however buy them directly from Jim’s wife and she delivered them personally – just to quash the occasional rumour from people who can’t mind their own business. Although some prints were sold elsewhere, particularly the popular big fleet stuff, I should have the negatives, unfortunately they came to me in a random mix, 1200 to a box, without any sort of indexing and as such it would be impossible to match negatives to prints, or, to even find a print of any particular vehicle. I have only ever looked at a handful myself unless I am scanning them. The prints are generally in excellent condition and I initially stored them in a bedroom without ever looking at any of them. In 2006 I built an extension and they had to be well protected from dust and moved a few times. Ultimately my former 6x7 box room office has become their (and my own work’s) permanent home.
I hope to avoid posting images that Jim had not taken his self, however should I inadvertently infringe another photographers copyright, please inform me by email and I will resolve the issue immediately. There are copyright issues with some of the photographs that were sold to me. A Flickr member from Scotland drew my attention to some of his own work amongst the first uploads of Jim’s work. I had a quick look through some of the 30 boxes of prints and decided that for the time being the safest thing for me to do was withdraw the majority of the earlier uploaded scans and deal with the problem – which I did. whilst the vast majority of the prints are Jims, there is a problem defining copyright of some of them, this is something that the seller did not make clear at the time. I am reasonably confident that I have since been successful in identifying Jims own work. His early work consists of many thousands of lustre 6x4 prints which are difficult to scan well, later work is almost entirely 7x5 glossy, much easier to scan. Not all of the prints are pin sharp but I can generally print successfully to A4 from a scan.
You may notice photographs being duplicated in this Album, unfortunately there are multiple copies of many prints (for swapping) and as I have to have a system of archiving and backing up I can only guess - using memory - if I have scanned a print before. The bigger fleets have so many similar vehicles and registration numbers that it is impossible to get it right all of the time. It is easier to scan and process a print than check my files - on three different PC’s - for duplicates. There has not been, nor will there ever be, any intention to knowingly breach anyone else's copyright. I have presented the Jim Taylor collection as exactly that-The Jim Taylor Collection- his work not mine, my own work is quite obviously mine.
Unfortunately, many truck spotters have swapped and traded their work without copyright marking it as theirs. These people never anticipated the ease with which images would be shared online in the future. I would guess that having swapped and traded photos for many years that it is almost impossible to control their future use. Anyone wanting to control the future use of their work would have been well advised to copyright mark their work (as many did) and would be well advised not to post them on photo sharing sites without a watermark as the whole point of these sites is to share the image, it is very easy for those that wish, to lift any image, despite security settings, indeed, Flickr itself, warns you that this is the case. It was this abuse and theft of my material that led me to watermark all of my later uploads. I may yet withdraw non-watermarked photos, I haven’t decided yet. (I did in the end)
To anyone reading the above it will be quite obvious that I can’t provide information regarding specific photos or potential future uploads – I didn’t take them! There are many vehicles that were well known to me as Jim only lived down the road from me (although I didn’t know him), however scanning, titling, tagging and uploading is laborious and time consuming enough, I do however provide a fair amount of information with my own transport (and other) photos. I am aware that there are requests from other Flickr users that are unanswered, I stumble across them months or years after they were posted, this isn’t deliberate. Some weekends one or two “enthusiasts” can add many hundreds of photos as favourites, this pushes requests that are in the comments section ten or twenty pages out of sight and I miss them. I also have notifications switched off, I receive around 50 emails a day through work and I don’t want even more from Flickr. Other requests, like many other things, I just plain forget – no excuses! Uploads of Jim’s photos will be infrequent as it is a boring pastime and I would much rather work on my own output.
+++ 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 Red Arrows, officially known as the Royal Air Force Aerobatic Team, is the aerobatics display team of the Royal Air Force based at RAF Scampton. The team was formed in late 1964 as an all-RAF team, replacing a number of unofficial teams that had been sponsored by RAF commands.
The Red Arrows have a prominent place in British popular culture, with their aerobatic displays a fixture of British summer events. The badge of the Red Arrows shows the aircraft in their trademark diamond nine formation, with the motto Éclat, a French word meaning "brilliance" or "excellence".
The Red Arrows were not the first RAF aerobatics team. An RAF pageant was held at Hendon in 1920 with teams from front-line biplane squadrons, and over the course of the years several display teams were formed from flying schools and active units. However, in 1964, all the RAF display teams were amalgamated, as it was feared pilots were spending too much time practising formation aerobatics rather than operational training.
The new team name "Red Arrows" took the word "red" from the fact that one of the former display team's planes, the Yellowjacks, had been painted red (for safety reasons, as it was a far clearer and more visible colour in the sky) and "arrows" after the Black Arrows, another team. The official version, however, is that the red was a tribute to the Red Pelicans, even another display team. Another reason for the change to red was that responsibility for the team moved from Fighter Command to the Central Flying School, whose main colour was red.
Consequently, the Royal Air Force Aerobatic Team, the formal name of the Red Arrows, began life at RAF Fairford in Gloucestershire, then a satellite of the Central Flying School. The Red Arrows moved to RAF Kemble, now Cotswold Airport, in 1966 after RAF Fairford became the place of choice for BAC to run test flights for Concorde.
When RAF Scampton became the CFS headquarters in 1983, the Red Arrows moved there. As an economy measure, Scampton closed in 1995, so the Red Arrows moved just 20 miles to RAF Cranwell; however, as they still used the air space above Scampton, the emergency facilities and runways had to be maintained. Since 21 December 2000, the Red Arrows have been based again at RAF Scampton, near Lincoln.
The first team had seven display pilots and flew the Folland Gnat T1 jet trainer. The first display in the UK was on 6 May 1965, at Little Rissington for a press day. At the subsequent National Air Day display, three days later, at Clermont Ferrand in France, one French journalist described the team as "Les Fleches Rouges", confirming the name "The Red Arrows". By the end of their first season, the Red Arrows had displayed 65 times in Britain, France, Italy, Holland, Germany, and Belgium and were awarded the Britannia Trophy by the Royal Aero Club for their contribution to aviation.
In 1968, the team was expanded from seven to nine jets, in order to expand the team's capabilities and the permutations of formation patterns. During this season, the 'Diamond Nine' pattern was formed and it has remained the team's trademark pattern ever since. After displaying 1,292 times in the Folland Gnat, the Red Arrows took delivery of the BAE Hawk in the winter of 1979.
It was at this time that the nine aircraft formation was also joined by a single Hawker Siddeley Harrier Jump Jet as a solo and demonstration aircraft for four air shows until late 1980.
The Hawker Siddeley Harrier, developed in the 1960s, was the first operational close-support and reconnaissance fighter aircraft with vertical/short takeoff and landing (V/STOL) capabilities and the only truly successful V/STOL design of the many that arose in that era. The Harrier was developed directly from the Hawker Siddeley Kestrel prototype aircraft, following the cancellation of a more advanced supersonic aircraft, the Hawker Siddeley P.1154. The British Royal Air Force (RAF) ordered the Harrier GR.1 and GR.3 variants in the late 1960s. It was exported to the United States as the AV-8A, for use by the US Marine Corps (USMC), in the 1970s.
The first RAF squadron to be equipped with the Harrier GR.1, No. 1 Squadron, started to convert to the aircraft at RAF Wittering in April 1969. An early demonstration of the Harrier's capabilities was the participation of two aircraft in the Daily Mail Transatlantic Air Race in May 1969, flying between St Pancras railway station, London, and downtown Manhattan with the use of aerial refueling.
Two Harrier squadrons were established in 1970 at the RAF's air base in Wildenrath to be part of its air force in Germany; another squadron was formed there two years later. In 1977, these three squadrons were moved forward to the air base at Gütersloh, closer to the prospective front line in the event of an outbreak of a European war. One of the squadrons was disbanded and its aircraft distributed between the other two, and two of these surplus machines were set apart for the participation in the RAF’s Red Arrows display team.
These two Harrier GR.1s, aircraft XV 764 and XV 811, retained their military equipment and capability (just like the Hawk trainers), but were outfitted to carry a smoke generator pod under the fuselage. They also received the Red Arrows’ trademark all-red livery, similar to the updated design of the new Hawk trainers.
The modernized and expanded team thrilled spectators with low-flying maneuvers performed in tight formations and by "keeping something in front of the crowds at all times". The Harrier solo aircraft provided the audience with low level flight interludes and hovering demonstrations while the rest of the team would re-group for new formations.
However, the Harrier's presence at Red Arrows displays was short since maintenance and fuel costs were high, and logistics for only two machines of the type within the Hawk team could not be justified, esp. outside of Western Europe. Consequently, after just a single season, the Harriers left the Red Arrows team again and the two aircraft were retired.
General characteristics:
Crew: One
Length: 46 ft 10 in (14.27 m)
Wingspan: 25 ft 3 in (7.70 m)
Height: 11 ft 11 in (3.63 m)
Wing area: 201.1 ft² (18.68 m²)
Empty weight: 13,535 lb (6,140 kg)
Max. takeoff weight: 25,200 lb (11,430 kg)
Powerplant:
1× Rolls-Royce Pegasus 103 turbofan with four swiveling nozzles, rated at 21,500 lbf (95.6 kN)
Four vertical flight puffer jets use engine bleed air, mounted in the nose, wingtips, and tail.
Performance:
Maximum speed: 730 mph (635 knots, 1,176 km/h) at sea level
Combat radius: 230 mi (200 nmi, 370 km) lo-lo-lo with 4,400 lb (2,000 kg) payload
Ferry range: 2,129 mi (1,850 nmi, 3,425 km)
Endurance: 1 hr 30 min (combat air patrol – 115 mi (185 km) from base)
Service ceiling: 51,200 ft (15,600 m)
Time to climb to 40,000 ft (12,200 m): 2 min 23 s
Armament (not carried by the display machines):
2× 30 mm (1.18 in) ADEN cannon pods under the fuselage
4× under-wing & 1× under-fuselage pylon stations with a capacity of 5,000 lb (2,268 kg)
and provisions to carry combinations of:
- 4× Matra rocket pods with 18× SNEB 68 mm rockets each
- 2× AIM-9 Sidewinders Air-to-air missiles
- A variety of unguided iron bombs, BL755 cluster bombs or laser-guided bombs
- A reconnaissance pod under the fuselage
- 2× drop tanks for extended range/loitering time
The kit and its assembly:
This is another submission to the “Cold War” Group Build 2018 at whatifmodelers.com, and the occasion was welcome to finally tackle the Red Arrows Harrier project which had been on my project list (together with kit and decals in stock) for some time. I found this model to be a very appropriate submission, since Cold War is/was more than just nuclear threat and NATO vs. Warsaw Pact.
The idea for this model had been around for some time, when I was searching for a use for a Fujimi Harrier GR.3 in my stash which had donated its laser rangefinder nose to a G.91Y. I found the idea of a Red Arrows machine quite charming, and in the meantime, I also got hands on a bulk of various 1:72 Red Arrows decals (all from Hawks, but from different periods) which eventually found their destination.
Well, the Fujimi Harrier turned out to be a disappointment. Fit is mediocre at best, and the nose section is IMHO rubbish. The mold designers obviously wanted to have the option to graft different nose sections (e. g. the Sea Harrier’s cockpit) onto the same basic fuselage. But, as a result and in combination with separate air intake sections and the lack of locator pins or any orientation help for the internal details, the whole nose section is a wobbly guess which results in gaps and misalignment. Massive PSR was necessary to blend the air intake/Cockpit section into each other (with the loss of most of the soft, engraved surface details), and even on the rest of the kit PSR was necessary almost everywhere. Not a pleasant build at all.
However, the kit was almost built OOB, just the flaps were lowered for a more lively appearance. No armament was fitted and the respective attachment points for the pylons under the wings and the fuselage disappeared under more PSR.
Painting and markings:
Well, with the Red Arrows theme there’s hardly a surprise. As a beneficial coincidence, Humbrol recently released an official “Red Arrows Red” tone (#238) which I used for this occasion, even though I found the tone to look rather disturbing: it’s a deep orange-ish pink (blood orange, maybe?), not a bright, pure red like RAL 3000, for instance, what I expected??? Well, I stuck with it, since Airfix recommends in its Red Arrows Hawk instructions Humbrol 174 for the tone, and this color comes close to the new 238, it is just slightly duller. Still, the tone looks weird?
The cockpit interior became dark grey while the air intakes and the landing gear were painted in a very light grey (I used RAL 7035 instead of the classic RAF Light Aircraft Grey).
The decals became a bit of a challenge, and I eventually was happy that I had so much Red Arrows material at hand. I used the Hawk’s initial livery as benchmark and puzzled the Harrier’s decoration together as good as possible – especially the long, white cheatline along the whole fuselage took material from three(!) Hawk sheets, and the Harrier’s fissured flanks did not make application easy, either.
Some warning stencils (e. g. the white frame around the dorsal jet engine bay opening) were improvised, and I think these additional markings make the Harrier more convincing.
Almost no weathering was done, just some panel lines were emphasized with black ink and a thin, soft pencil. And finally everything was sealed with semi-gloss acrylic varnish (Italeri).
Well, while not a spectacular build or whif, I think that the Red Arrows Harrier somewhat catches the "Cold War" theme. And I must say that the all-red Harrier does not look bad at all! :D
Some of you may have noticed that, unfortunately, owing to the fact that a certain person who sells truck photos on eBay commercially has been lifting my images from this album and selling them I have had to remove 2300 photos that didn't have a watermark. I have now run around 1700 through Lightroom and added a watermark with the intention of bulk uploading them again. Rather than watermark the existing (hidden) files in Flickr one at a time it will be easier to do it this way. I definitely won’t be adding individual tags with the make and model of each vehicle I will just add generic transport tags. Each photo is named after the vehicle and reg in any case. For anyone new to these images there is a chapter and verse explanation below. It is staggering how many times I get asked questions that a quick scan would answer or just as likely I can’t possibly answer – I didn’t take them, but, just to clarify-I do own the copyright- and I do pursue copyright theft.
This is a collection of scanned prints from a collection of photographs taken by the late Jim Taylor A number of years ago I was offered a large number of photographs taken by Jim Taylor, a transport photographer based in Huddersfield. The collection, 30,000 prints, 20,000 negatives – and copyright! – had been offered to me and one of the national transport magazines previously by a friend of Jim's, on behalf of Jim's wife. I initially turned them down, already having over 30,000 of my own prints filed away and taking space up. Several months later the prints were still for sale – at what was, apparently, the going rate. It was a lot of money and I deliberated for quite a while before deciding to buy them. I did however buy them directly from Jim’s wife and she delivered them personally – just to quash the occasional rumour from people who can’t mind their own business. Although some prints were sold elsewhere, particularly the popular big fleet stuff, I should have the negatives, unfortunately they came to me in a random mix, 1200 to a box, without any sort of indexing and as such it would be impossible to match negatives to prints, or, to even find a print of any particular vehicle. I have only ever looked at a handful myself unless I am scanning them. The prints are generally in excellent condition and I initially stored them in a bedroom without ever looking at any of them. In 2006 I built an extension and they had to be well protected from dust and moved a few times. Ultimately my former 6x7 box room office has become their (and my own work’s) permanent home.
I hope to avoid posting images that Jim had not taken his self, however should I inadvertently infringe another photographers copyright, please inform me by email and I will resolve the issue immediately. There are copyright issues with some of the photographs that were sold to me. A Flickr member from Scotland drew my attention to some of his own work amongst the first uploads of Jim’s work. I had a quick look through some of the 30 boxes of prints and decided that for the time being the safest thing for me to do was withdraw the majority of the earlier uploaded scans and deal with the problem – which I did. whilst the vast majority of the prints are Jims, there is a problem defining copyright of some of them, this is something that the seller did not make clear at the time. I am reasonably confident that I have since been successful in identifying Jims own work. His early work consists of many thousands of lustre 6x4 prints which are difficult to scan well, later work is almost entirely 7x5 glossy, much easier to scan. Not all of the prints are pin sharp but I can generally print successfully to A4 from a scan.
You may notice photographs being duplicated in this Album, unfortunately there are multiple copies of many prints (for swapping) and as I have to have a system of archiving and backing up I can only guess - using memory - if I have scanned a print before. The bigger fleets have so many similar vehicles and registration numbers that it is impossible to get it right all of the time. It is easier to scan and process a print than check my files - on three different PC’s - for duplicates. There has not been, nor will there ever be, any intention to knowingly breach anyone else's copyright. I have presented the Jim Taylor collection as exactly that-The Jim Taylor Collection- his work not mine, my own work is quite obviously mine.
Unfortunately, many truck spotters have swapped and traded their work without copyright marking it as theirs. These people never anticipated the ease with which images would be shared online in the future. I would guess that having swapped and traded photos for many years that it is almost impossible to control their future use. Anyone wanting to control the future use of their work would have been well advised to copyright mark their work (as many did) and would be well advised not to post them on photo sharing sites without a watermark as the whole point of these sites is to share the image, it is very easy for those that wish, to lift any image, despite security settings, indeed, Flickr itself, warns you that this is the case. It was this abuse and theft of my material that led me to watermark all of my later uploads. I may yet withdraw non-watermarked photos, I haven’t decided yet. (I did in the end)
To anyone reading the above it will be quite obvious that I can’t provide information regarding specific photos or potential future uploads – I didn’t take them! There are many vehicles that were well known to me as Jim only lived down the road from me (although I didn’t know him), however scanning, titling, tagging and uploading is laborious and time consuming enough, I do however provide a fair amount of information with my own transport (and other) photos. I am aware that there are requests from other Flickr users that are unanswered, I stumble across them months or years after they were posted, this isn’t deliberate. Some weekends one or two “enthusiasts” can add many hundreds of photos as favourites, this pushes requests that are in the comments section ten or twenty pages out of sight and I miss them. I also have notifications switched off, I receive around 50 emails a day through work and I don’t want even more from Flickr. Other requests, like many other things, I just plain forget – no excuses! Uploads of Jim’s photos will be infrequent as it is a boring pastime and I would much rather work on my own output.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
The KAI T-50 Golden Eagle (골든이글) is a family of South Korean supersonic advanced trainers and light combat aircraft, developed by Korea Aerospace Industries (KAI) with Lockheed Martin. The T-50 is South Korea's first indigenous supersonic aircraft and one of the world's few supersonic trainers.
The T-50 program started in the late Nineties and was originally intended to develop an indigenous trainer aircraft capable of supersonic flight, to train and prepare pilots for the KF-16 and F-15K, replacing trainers such as T-38 and A-37 that were then in service with the ROKAF. Prior South Korean aircraft programs include the turboprop KT-1 basic trainer produced by Daewoo Aerospace (now part of KAI), and license-manufactured KF-16.
The mother program, code-named KTX-2, began in 1992, but the Ministry of Finance and Economy suspended the original project in 1995 due to financial constraints. The basic design of the aircraft was set by 1999, and eventually the development of the aircraft was funded 70% by the South Korean government, 17% by KAI, and 13% by Lockheed Martin.
In general, the T-50 series of aircraft closely resembles the KF-16 in configuration, but it actually is a completely new design: the T-50 is 11% smaller and 23% lighter than an F-16, and in order to create enough space for the two-seat cockpit, the air intake was bifurcated and placed under the wing gloves, resembling the F/A-18's layout.
The aircraft was formally designated as the T-50 'Golden Eagle' in February 2000, the T-50A designation had been reserved by the U.S. military to prevent it from being inadvertently assigned to another aircraft model. Final assembly of the first T-50 took place between 15 January and 14 September 2001. The first flight of the T-50 took place in August 2002, and initial operational assessment from 28 July to 14 August 2003.
The trainer has a cockpit for two pilots in a tandem arrangement, both crew members sitting in "normal" election seats, not in the F-16's reclined position. The high-mounted canopy is applied with stretched acrylic, providing the pilots with good visibility, and has been tested to offer the canopy with ballistic protection against 4-lb objects impacting at 400 knots.
The ROKAF, as original development driver, placed an initial production contract for 25 T-50s in December 2003, with aircraft scheduled to be delivered between 2005 and 2009. Original T-50 aircraft were equipped with the AN/APG-67(v)4 radar from Lockheed Martin. The T-50 trainer is powered by a GE F404 engine built under license by Samsung Techwin. Under the terms of the T-50/F404-102 co-production agreement, GE provides engine kits directly to Samsung Techwin who produces designated parts as well as performing final engine assembly and testing.
The T-50 program quickly expanded beyond a pure trainer concept to include the TA-50 armed trainer aircraft, as well as the FA-50 light attack aircraft, which has already similar capabilities as the multirole KF-16. Reconnaissance and electronic warfare variants were also being developed, designated as RA-50 and EA-50.
The TA-50 variant is a more heavily armed version of the T-50 trainer, intended for lead-in fighter training and light attack roles. It is equipped with an Elta EL/M-2032 fire control radar and designed to operate as a full-fledged combat platform. This variant mounts a lightweight three-barrel cannon version of the M61 Vulcan internally behind the cockpit, which fires linkless 20 mm ammunition. Wingtip rails can accommodate the AIM-9 Sidewinder missile, a variety of additional weapons can be mounted to underwing hardpoints, including precision-guided weapons, air-to-air missiles, and air-to-ground missiles. The TA-50 can also mount additional utility pods for reconnaissance, targeting assistance, and electronic warfare. Compatible air-to-surface weapons include the AGM-65 Maverick missile, Hydra 70 and LOGIR rocket launchers, CBU-58 and Mk-20 cluster bombs, and Mk-82, -83, and -84 general purpose bombs.
Among the operators of the TA-50 are the Philippines, Thailand and the ROKAF, and the type has attracted a global interest, also in Europe. The young Republic of Scotland Air Corps (locally known as Poblachd na h-Alba Adhair an Airm) chose, soon after the country's independence from the United Kingdom, after its departure from the European Union in 2017, the TA-50 as a complement to its initial procurements and add more flexibility to its small and young air arm.
According to a White Paper published by the Scottish National Party (SNP) in 2013, an independent Scotland would have an air force equipped with up to 16 air defense aircraft, six tactical transports, utility rotorcraft and maritime patrol aircraft, and be capable of “contributing excellent conventional capabilities” to NATO. Outlining its ambition to establish an air force with an eventual 2,000 uniformed personnel and 300 reservists, the SNP stated the organization would initially be equipped with “a minimum of 12 interceptors in the Eurofighter/Typhoon class, based at Lossiemouth, a tactical air transport squadron, including around six [Lockheed Martin] C-130J Hercules, and a helicopter squadron”.
According to the document, “Key elements of air forces in place at independence, equipped initially from a negotiated share of current UK assets, will secure core tasks, principally the ability to police Scotland’s airspace, within NATO.” An in-country air command and control capability would be established within five years of a decision in favor of independence, it continues, with staff also to be “embedded within NATO structures”.
This plan was immediately set into action after the country's independence in late 2017 with the purchase of twelve refurbished Saab JAS 39A Gripen interceptors for Quick Reaction Alert duties and upgraded, former Swedish Air Force Sk 90 trainers for the RoScAC. But these second hand machines were just the initial step in the mid-term procurement plan.
The twelve KAI TA-50 aircraft procured as a second step were to fulfill the complex requirement for a light and cost-effective multi-purpose aircraft that could be used in a wide variety of tasks: primarily as an advanced trainer for supersonic flight and as a trainer for the fighter role (since all Scottish Gripens were single seaters and dedicated to the interceptor/air defense role), but also as a light attack and point defense aircraft.
Scotland was offered refurbished F-16C and Ds, but this was declined as the type was deemed to be too costly and complex. Beyond the KAI T-50, the Alenia Aermacchi M-346 Master and the BAe Hawk were considered, too, but, eventually, a modified TA-50 that was tailored to the RoScAC’s procurement plans was chosen by the Scottish government.
In order to fulfill the complex duty profile, the Scottish TA-50s were upgraded with elements from the FA-50 attack aircraft. They possess more internal fuel capacity, enhanced avionics, a longer radome and a tactical datalink. Its EL/M-2032 pulse-Doppler radar has been modified so that it offers now a range two-thirds greater than the TA-50's standard radar. It enables the aircraft to operate in any weather, detect surface targets and deploy AIM-120 AAMs for BVR interceptions. The machines can also be externally fitted with Rafael's Sky Shield or LIG Nex1's ALQ-200K ECM pods, Sniper or LITENING targeting pods, and Condor 2 reconnaissance pods to further improve the machine’s electronic warfare, reconnaissance, and targeting capabilities.
Another unique feature of the Scottish Golden Eagle is its powerplant: even though the machines are originally powered by a single General Electric F404 afterburning turbofan and designed around this engine, the RoScAC TF-50s are powered by a Volvo RM12 low-bypass afterburning turbofan. These are procured and serviced through Saab in Sweden, as a part of the long-term collaboration contract for the RoScAC’s Saab Gripen fleet. This decision was taken in order to decrease overall fleet costs through a unified engine.
The RM12 is a derivative of the General Electric F404-400. Changes from the standard F404 includes greater reliability for single-engine operations (including more stringent birdstrike protection) and slightly increased thrust. Several subsystems and components were also re-designed to reduce maintenance demands, and the F404's analogue Engine Control Unit was replaced with the Digital Engine Control – jointly developed by Volvo and GE – which communicates with the cockpit through the digital data buses and, as redundancy, mechanical calculators controlled by a single wire will regulate the fuel-flow into the engine.
Another modification of the RoScAC’s TA-50 is the exchange of the original General Dynamics A-50 3-barrel rotary cannon for a single barrel Mauser BK-27 27mm revolver cannon. Being slightly heavier and having a lower cadence, the BK-27 featured a much higher kinetic energy, accuracy and range. Furthermore, the BK-27 is the standard weapon of the other, Sweden-built aircraft in RoScAC service, so that further synergies and cost reductions were expected.
The Scottish Department of National Defense announced the selection of the TA-50 in August 2018, after having procured refurbished Saab Sk 90 and JAS 39 Gripen from Sweden as initial outfit of the country's small air arm with No. 1 Squadron based at Lossiemouth AB.
Funding for the twelve aircraft was approved by Congress on September 2018 and worth € 420 mio., making the Golden Eagle the young country’s first brand new military aircraft. Deliveries of the Golden Hawk TF.1, how the type was officially designated in Scottish service, began in November 2019, lasting until December 2020.
The first four Scottish Golden Hawk TF.1 aircraft were allocated to the newly established RoScAC No. 2 Squadron, based at Leuchars, where the RoScAC took control from the British Army. The latter had just taken over the former air base from the RAF in 2015, losing its “RAF air base” status and was consequentially re-designated “Leuchars Station”, primarily catering to the Royal Scots Dragoon Guards who have, in the meantime, become part of Scotland’s Army Corps. The brand new machines were publically displayed on the shared army and air corps facility in the RoScAC’s new paint scheme on 1st of December 2019 for the first time, and immediately took up service.
General characteristics:
Crew: 2
Length: 13.14 m (43.1 ft)
Wingspan (with wingtip missiles): 9.45 m (31 ft)
Height: 4.94 m (16.2 ft)
Wing area: 23.69 m² (255 ft²)
Empty weight: 6,470 kg (14,285 lb)
Max. takeoff weight: 12,300 kg (27,300 lb)
Powerplant:
1× Volvo RM12 afterburning turbofan, rated at 54 kN (12,100 lbf) dry thrust
and 80.5 kN (18,100 lbf) with afterburner
Performance:
Maximum speed: Mach 1.5 (1,640 km/h, 1,020 mph at 9,144 m or 30,000 ft)
Range: 1,851 km (1,150 mi)
Service ceiling: 14,630 m (48,000 ft)
Rate of climb: 198 m/s (39,000 ft/min)
Thrust/weight: 0.96
Max g limit: -3 g / +8 g
Armament:
1× 27mm Mauser BK-27 revolver cannon with 120 rounds
A total of 7 hardpoints (4 underwing, 2 wingtip and one under fuselage)
for up to 3,740 kg (8,250 lb) of payload
The kit and its assembly:
A rare thing concerning my builds: an alternative reality whif. A fictional air force of an independent Scotland crept into my mind after the hysterical “Brexit” events in 2016 and the former (failed) public vote concerning the independence of Scotland from the UK. What would happen to the military, if the independence would take place, nevertheless, and British forces left the country?
The aforementioned Scottish National Party (SNP) paper from 2013 is real, and I took it as a benchmark. Primary focus would certainly be set on air space defense, and the Gripen appears as a good and not too expensive choice. The Sk 90 is a personal invention, but would fulfill a good complementary role.
Nevertheless, another multi-role aircraft would make sense as an addition, and both M-346 and T-50 caught my eye (Russian options were ruled out due to the tense political relations), and I gave the TA-50 the “Go” because of its engine and its proximity to the Gripen.
The T-50 really looks like the juvenile offspring from a date between an F-16 and an F-18. There’s even a kit available, from Academy – but it’s a Snap-Fit offering without a landing gear but, as an alternative, a clear display that can be attached to the engine nozzle. It also comes with stickers instead of waterslide decals. This sounds crappy and toy-like, but, after taking a close look at kit reviews, I gave it a try.
And I am positively surprised. While the kit consists of only few parts, moulded in the colors of a ROCAF trainer as expected, the surfaces have minute, engraved detail. Fit is very good, too, and there’s even a decent cockpit that’s actually better than the offering of some “normal” model kits. The interior comes with multi-part seats, side consoles and dashboards that feature correctly shaped instrument details (no decals). The air intakes are great, too: seamless, with relatively thin walls, nice!
So far, so good. But not enough. I could have built the kit OOB with the landing gear tucked up, but I went for the more complicated route and trans-/implanted the complete landing gear from an Intech F-16, which is available for less than EUR 5,- (and not much worth, to be honest). AFAIK, there’s white metal landing gear for the T-50 available from Scale Aircraft Conversions, but it’s 1:48 and for this set’s price I could have bought three Intech F-16s…
But back to the conversion. This landing gear transplantation stunt sounds more complicated as it actually turned out to be. For the front wheel well I simply cut a long opening into the fuselage and added inside a styrene sheet as a well roof, attached under the cockpit floor.
For the main landing gear I just opened the flush covers on the T-50 fuselage, cut out the interior from the Intech F-16, tailored it a little and glued it into its new place.
This was made easy by the fact that the T-50 is a bit smaller than the F-16, so that the transplants are by tendency a little too large and offer enough “flesh” for adaptations. Once in place, the F-16 struts were mounted (also slightly tailored to fit well) and covers added. The front wheel cover was created with 0.5 mm styrene sheet, for the main covers I used the parts from the Intech F-16 kit because they were thinner than the leftover T-50 fuselage parts and feature some surface detail on the inside. They had to be adapted in size, though. But the operation worked like a charm, highly recommended!
Around the hull, some small details like missing air scoops, some pitots and antennae were added. In a bout of boredom (while waiting for ordered parts…) I also added static dischargers on the aerodynamic surfaces’ trailing edges – the kit comes with obvious attachment points, and they are a small detail that improves the modern look of the T-50 even more.
Since the Academy kit comes clean with only a ventral drop tank as ordnance, underwing pylons from a SEPECAT Jaguar (resin aftermarket parts from Pavla) and a pair of AGM-65 from the Italeri NATO Weapons set plus launch rails were added, plus a pair of Sidewinders (from a Hasegawa AAM set, painted as blue training rounds) on the wing tip launch rails.
Since the T-50 trainer comes unarmed, a gun nozzle had to be added – its position is very similar to the gun on board of the F-16, on the upper side of the port side LERX. Another addition are conformal chaff/flare dispensers at the fin’s base, adding some beef to the sleek aircraft.
Painting and markings:
I did not want a grey-in-grey livery, yet something “different” and rather typical or familiar for the British isles. My approach is actually a compromise, with classic RAF colors and design features inspired by camouflage experiments of the German Luftwaffe on F-4F Phantoms and Alpha Jets in the early Eighties.
For the upper sides I went for a classic British scheme, in Dark Green and Dark Sea Grey (Humbrol 163 and 164), colors I deem very appropriate for the Scottish landscape and for potential naval operations. These were combined with elements from late RAF interceptors: Barley Grey (Humbrol 167) for the flanks including the pylons, plus Light Aircraft Grey (Humbrol 166) for the undersides, with a relatively high waterline and a grey fin, so that a side or lower view would rather blend with the sky than the ground below.
Another creative field were the national markings: how could fictional Scottish roundels look like, and how to create them so that they are easy to make and replicate (for a full set for this kit, as well as for potential future builds…)? Designing and printing marking decals myself was an option, but I eventually settled for a composite solution which somewhat influenced the roundels’ design, too.
My Scottish roundel interpretationconsists of a blue disk with a white cross – it’s simple, different from any other contemporary national marking, esp. the UK roundel, and easy to create from single decal parts. In fact, the blue roundels were die-punched from blue decal sheet, and the cross consists of two thin white decal strips, cut into the correct length with the same stencil, using generic sheet material from TL Modellbau.
Another issue was the potential tactical code, and a small fleet only needs a simple system. Going back to a WWII system with letter codes for squadrons and individual aircraft was one option, but, IMHO, too complicated. I adopted the British single letter aircraft code, though, since this system is very traditional, but since the RoScAC would certainly not operate too many squadrons, I rather adapted a system similar to the Swedish or Spanish format with a single number representing the squadron. The result is a simple 2-digit code, and I adapted the German system of placing the tactical code on the fuselage, separated by the roundel. Keeping British traditions up I repeated the individual aircraft code letter on the fin, where a Scottish flag, a small, self-printed Fife coat-or-arms and a serial number were added, too.
The kit saw only light weathering and shading, and the kit was finally sealed with matt acrylic varnish (Italeri).
Creating this whif, based on an alternative historic timeline with a near future perspective, was fun – and it might spawn more models that circle around the story. A Scottish Sk 90 and a Gripen are certain options (and for both I have kits in the stash…), but there might also be an entry level trainer, some helicopters for the army and SAR duties, as well as a transport aircraft. The foundation has been laid out, now it’s time to fill Scotland’s history to come with detail and proof. ;-)
Besides, despite being a snap-fit kit, Academy’s T-50 is a nice basis, reminding me of some Hobby Boss kits but with less flaws (e .g. most of the interiors), except for the complete lack of a landing gear. But with the F-16 and Jaguar transplants the simple kit developed into something more convincing.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Although an air wing for the fledgling Khmer Royal Army (ARK) was first planned in 1952, it wasn't until April 22, 1954, however that the Royal Khmer Aviation (French: Aviation Royale Khmère; AVRK) was officially commissioned by Royal decree. Commanded by Prince Norodom Sihanouk's personal physician, Colonel Dr. Ngo Hou and known sarcastically as the "Royal Flying Club", the AVRK initially operated a small fleet of four Morane-Saulnier MS 500 Criquet liaison aircraft, two Cessna 180 Skywagon light utility aircraft, one Cessna 170 light personal aircraft, and one Douglas DC-3 modified for VIP transport. At this stage, the AVRK was not yet an independent service; since its earlier personnel cadre was drawn from the Engineer Corps, the Ministry of Defense placed the AVRK under the administrative control of the Army Engineer's Inspector-General Department.
During the first years of its existence, the AVRK received assistance from France – which under the terms of the November 1953 treaty of independence had the right to keep a military mission in Cambodia –, the United States, Japan, Israel, and West Germany, who provided training programs, technical aid, and additional aircraft. Japan delivered three Fletcher FD-25 Defender single-seater ground-attack aircraft and three Fletcher FD-25B two-seat trainers, whilst deliveries by the United States Military Assistance Advisory Group (US MAAG) aid program – established since June 1955 at Phnom Penh – of fourteen North American T-6G Texan trainers, eight Cessna L-19A Bird Dog observation aircraft, three de Havilland Canada DHC L-20 Beaver liaison aircraft, seven Douglas C-47 Skytrain transports (soon joined by with two additional C-47 transports bought from Israel) and six Curtiss C-46F Commando transports. The French delivered in 1954-55 fifteen Morane-Saulnier MS 733 Alcyon three-seat basic trainers and twenty former Armée de l’Air F8F Bearcat that had been taking part in the French Indochina War.
The Grumman F8F (G-58, Grumman Aircraft's design designation) Bearcat was a U.S. Navy/Marine Corps single-engine, fighter aircraft. It was introduced late in World War II as a carrier-based fighter. In replacing the obsolescent F4F Wildcat and F6F Hellcat, climb rate was an important design factor for the F8F, which was faster and lighter than the F6F carrier-based fighter. In late 1943, Grumman began development of the F8F Bearcat and deliveries from Grumman began on 21 May 1945.
In 1946, the F8F set a climb record of 6,383 fpm and held this record until it was broken by a jet fighter in 1956. Early F8Fs first flew in August 1944, followed by production aircraft starting in February 1945, the war ended before the F8F saw combat.
The F8F was Grumman’s last piston engine fighter Production ended in 1949, after Grumman had produced 1,265 F8F Bearcats in total. Directly after the war, the F8F was a key fighter for the U.S. Navy/Marine Corps. Since it was one of the best-handling piston fighters ever, its performance made it the top selection in 1946 for the U.S. Navy’s elite Blue Angels demonstration squadron. When the F8F became obsolete (The last ones in U.S. service were retired in 1952), it was replaced with jet fighter aircraft, the F9F Panther and the F2H Banshee.
From 1946 to 1954, the F8F saw it first combat during the French Indochina War, being used by French forces. Surviving Bearcats from that war were given to the Republic of Vietnam Air Force and to Cambodia. The Royal Thai Air Force also flew a number of Bearcats that were purchased from the U.S. Navy.
These deliveries allowed the AVRK to acquire a limited light strike capability, as well as improving its own reconnaissance and transportation capabilities. A small Helicopter force also began to take shape, with the delivery in 1958-59 of three Sikorsky H-34 Choctaws by the US MAAG, followed in 1960 of two Sud Aviation SA 313B Alouette II by the French and of two Sikorsky H-19 Chickasaws by the Americans in 1963.
Although Cambodia was theoretically forbidden of having fighter jets under the terms of the July 1955 Geneva Accords, the AVRK did receive its first jet trainers in September 1961 from France, in the form of four Potez CM.170R Fouga Magisters modified locally in 1962 to accept a pair of AN/M2 7,62mm aircraft guns and under-wing rocket rails. By the end of the year, the AVRK aligned 83 airframes of American, Canadian and French origin, though mostly were World War II-vintage obsolescent types well past their prime – US MAAG advisors often described the AVRK at the time as an "aerial museum" – and training accidents were far from uncommon.
The baptism of fire of the AVRK came the following year when its F8F Bearcats, FD-25 Defenders and T-6G Texan armed trainers supported Khmer Royal Army troops in Takéo Province fighting a cross-border incursion by Vietnamese militiamen from the Hòa Hảo militant sect fleeing persecution from the neighboring Republic of Vietnam. The obsolete Texans and Defenders were eventually replaced in August that year by sixteen North American T-28D Trojan trainers converted to the fighter-bomber role. Also under the US MAAG program, the AVRK received in March 1963 four Cessna T-37B Tweet jet trainers; however, unlike the Fougas provided earlier by the French, these airframes had no provision for weapon systems, since the Americans resisted Cambodian requests to arm them.
In response to the coup against President Ngô Đình Diệm in South Vietnam, Prince Sihanouk cancelled on November 20, 1963 all American aid, and on January 15, 1964 the US MAAG program was suspended when Cambodia adopted a neutrality policy, so the AVRK continued to rely on French military assistance but at the same time turned to Australia, Yugoslavia, the Soviet Union and China for aircraft and training. In November 1963 the Soviets delivered an initial batch of three MiG-17F fighter jets, one MiG-15UTI jet trainer and one Yakovlev Yak-18 Max light trainer. France continued to deliver aircraft to Cambodia in 1964-65, supplying sixteen night-attack Douglas AD-4N Skyraiders and six Dassault MD 315R Flamant light transports, soon followed by more Alouette II and Sud Aviation SA-316B Alouette III light helicopters and ten Gardan GY-80 Horizon light trainers, which replaced the obsolete MS 733 Alcyons. The Yugoslavians provided at the time four UTVA-60AT1 utility transports, whilst the USSR delivered one Ilyushin Il-14 and eight Antonov An-2 Colt transports, and China sent one Chinese-built FT-5 jet trainer, ten Shenyang J-5 fighter jets, and three Nanchang BT-6/PT-6 light trainers. Not to be outdone, the Soviets delivered in April 1967 a second batch of five MiG-17F jets and two Mil Mi-4 Hound light helicopters.
Like the other branches of the then FARK, the Royal Cambodian Aviation's own military capabilities by the late 1960s remained unimpressive, being barely able to accomplish its primary mission which was to defend the national airspace. Due to its low strength and limited flying assets, the AVRK was relegated to a combat support role by providing transportation services to ARK infantry units and occasional low-level close air support (CAS) to ground operations. Apart from two modern tarmacked airstrips located respectively at Pochentong and at a Chinese-built civilian airport in Siem Reap, the other available airfields in the country at the time consisted of rudimentary unpaved runways that lacked permanent rear-echelon support facilities, which were only used temporarily as emergency landing strips but never as secondary airbases.
Consequently, and in accordance with Cambodia's neutralist foreign policy, few combat missions were flown. AVRK activities were restricted to air patrols in order to protect Cambodia's airspace from the numerous incursions made by US Air Force (USAF), Republic of Vietnam Air Force (RVNAF) and Royal Thai Air Force (RTAF) aircraft.
It was not until the late 1960s however, that the AVRK received its first sustained combat experience. In early 1968, its T-28D Trojans, F8F Bearcats, AD-4N Skyraiders and some MiG-17F jets were again sent to Takéo Province, dropping bombs on pre-planned targets in support of Royal Army troops conducting a counter-insurgency sweep against armed elements of the Vietnamese Cao Đài militant sect that had entered the province from neighboring South Vietnam; AVRK combat elements were also deployed in the Samlot district of Battambang Province, where they bombed Khmer Rouge insurgent strongholds. In November 1969, the AVRK supported the Khmer Royal Army in a restrained sweeping operation targeting People's Army of Vietnam (PAVN) and Vietcong (VC) sanctuaries at Labang Siek in Ratanakiri Province. Some T-28D and F8F fighter-bombers, L-19A reconnaissance aircraft and Alouette helicopters provided air cover to the ground operation, whilst a few combat sorties were staged by the MiG-17F jets and AD-4N Skyraiders from Pochentong.
In the wake of the March 1970 coup, the Royal Cambodian Aviation was re-designated Khmer National Aviation (French: Aviation Nationale Khmère; AVNK), though it remained under Army command. After securing material support from the United States, South Vietnam, and Thailand, the new Khmer National Aviation immediately commenced combat operations, and embarked on an ambitious re-organization and expansion program. Shortly after the coup, however, the French military mission suspended all the cooperation with the Cambodian armed forces, thus depriving the AVNK of vital training and technical assistance. China and the Soviet Union also severed their military assistance programs, which resulted in serious maintenance problems for its Shenyang and MiG fighter jets.
With the increase in activity at Pochentong airbase, the AVNK Air Academy (French: École de l'Air; formerly, the Royal Flying School) was moved in August 1970 to quieter and less congested facilities at Battambang airfield. The RVNAF flew numerous combat missions inside Cambodia since March in support of joint FANK/Army of the Republic of Vietnam (ARVN) ground operations, and to better coordinate its own missions they established at Pochentong a liaison office, the Direct Air Support Centre (DASC) Zulu. In addition, South Vietnamese O-1D Bird Dog Forward air controllers began regularly staging reconnaissance flights from Pochentong to guide RVNAF airstrikes and artillery fire.
An initial expansion of the AVNK inventory in September 1970 under American auspices was accomplished with the delivery of six UH-1 Iroquois helicopter gunships with temporary South Vietnamese crews. To ease maintenance, it was decided upon American suggestion to build the AVNK's strike component around the T-28D Trojan, since both its pilots and ground technicians were already well-acquainted with this aircraft type, and the Americans had plenty of surplus airframes and spare parts available. As a result, the rate of T-28D sorties increased, with 2,016 sorties being recorded between March and October 1970, in contrast to the 360 sorties of the MiG-17F and Shenyang fighter jets, and the 108 strikes of the Fouga Magister jets registered during that same period.
On the night of 21–22 January 1971, a hundred or so-strong People’s Army of Vietnam "Sapper" Commando force (Vietnamese: Đặc Công, equivalent of "spec op" in English) managed to pass undetected through the defensive perimeter of the Special Military Region (Région Militaire Speciale – RMS) set by the Cambodian Army around Phnom Penh and carried out a spectacular raid on Pochentong airbase. Broken into six smaller detachments armed mostly with AK-47 assault rifles and RPG-7 anti-tank rocket launchers, the PAVN raiders succeeded in scaling the barbed-wire fence and quickly overwhelmed the poorly armed airmen of the Security Battalion on duty that night. Once inside the facility, the raiders unleashed a furious barrage of small-arms fire and rocket-propelled grenades against any aircraft they found on the parking area adjacent to the runway and nearby buildings; one of the commando teams even scaled the adjoining commercial terminal of the civilian airport and after taking position at the international restaurant located on the roof, they fired a rocket into the napalm supply depot near the RVNAF apron.
When the smoke cleared the next morning, the Khmer National Aviation had been virtually annihilated. A total of 69 aircraft stationed at Pochentong at the time were either completely destroyed or severely damaged on the ground, including many T-28D Trojans, virtually all remaining eight F8Fs, nearly all the Shenyang, MiG, T-37B and Fouga Magister jets, all the L-19A Bird Dogs and An-2 transports, the UH-1 helicopter gunships, three VNAF O-1 Bird Dogs and even a VIP transport recently presented to President Lon Nol by the South Vietnamese government. Apart from the aircraft losses, 39 AVNK officers and enlisted men had lost their lives and another 170 were injured. The only airframes that escaped destruction were six T-28D Trojans temporarily deployed to Battambang, ten GY-80 Horizon light trainers (also stationed at Battambang), eight Alouette II and Alouette III helicopters, two Sikorsky H-34 helicopters, one T-37B jet trainer, and a single Fouga Magister jet that had been grounded for repairs. Pochentong airbase was closed for almost a week while the damage was assessed, wreckage removed, the runway repaired, and the stocks of fuel and ammunitions replenished.
After this severe blow, The Cambodian Air Force was reborn on June 8, 1971, when it was made a separated command from the Army and thus became the third independent branch of the FANK. This new status was later confirmed on December 15, when the AVNK officially changed its name to Khmer Air Force (French: Armée de l'air Khmère; AAK), or KAF. New airbases were laid down near the provincial capitals of Battambang, Kampong Cham and Kampong Chhnang. However, in 1975, the Cambodian Army was defeated by advancing Khmer Rouge forces. On April 16 KAF T-28D Trojans flew their last combat sortie by bombing the Air Force Control Centre and hangars at Pochentong upon its capture by insurgent units. After virtually expending their entire ordnance reserves, 97 aircraft escaped from Pochentong, Battambang, Kampong Cham, Kampong Thom, Kampong Chhnang and Ream airbases and auxiliary airfields flown by their respective crews (with a small number of civilian dependents on board) to safe haven in neighboring Thailand, and the AVNK ceased to exist.
General characteristics:
Crew: 1
Length: 28 ft 3 in (8.61 m)
Wingspan: 35 ft 10 in (10.92 m)
Height: 13 ft 10 in (4.22 m)
Wing area: 244 sq ft (22.7 m²)
Aspect ratio: 5.02
Airfoil: root: NACA 23018; tip: NACA 23009
Empty weight: 7,650 lb (3,470 kg)
Max takeoff weight: 13,460 lb (6,105 kg)
Powerplant:
1× Pratt & Whitney Pratt & Whitney R-2800-34W Double Wasp 18-cylinder air-cooled radial piston
engine with 2,100 hp (1,600 kW), driving a 4-bladed constant-speed propeller
Performance:
Maximum speed: 455 mph (732 km/h, 395 kn)
Range: 1,105 mi (1,778 km, 960 nmi)
Service ceiling: 40,800 ft (12,400 m)
Rate of climb: 4,465 ft/min (22.68 m/s)
Wing loading: 42 lb/sq ft (210 kg/m²)
Power/mass: 0.22 hp/lb (0.36 kW/kg)
Armament:
4× 20 mm (.79 in) AN/M3 cannon in the outer wings
2,000 lb (907 kg) of ordnance on three hardpoints (incl. bombs, rocket pods, napalm tanks
or drop tanks), plus underwing hardpoints for up to four 5” (127 mm) HVAR unguided rockets
The kit and its assembly:
This was a submission for the “One Week” Group Build at whatifmodellers.com, and both kit and livery were chosen with a focus on quick/safe realization. The idea had been lingering for some time, though. I originally had the plan to build a real-world AVNK AD-4N some day, after I had found a profile and b/w pictures of these aircraft as well as a set of suitable roundels (see below). However, when I recently dug through The Stash™ I came across a Monogram F8F (in a more recent Revell re-boxing, though) and wondered about a different livery for this small fighter – and the AVNK idea popped up again, also because the outlines of Bearcat and Skyraider are quite similar.
The Monogram F8F was basically built OOB, just with some cosmetic changes. Inside, I added a dashboard – the kit comes with one, but it is molded into the fuselage halves with an ugly seam. For the beauty pics I also prepared a more modern pilot figure with a “bone dome” instead of the WWII USN pilot.
A styrene tube was added behind the engine block to take the propeller’s new metal axis. Some antennae were added to the rear fuselage, as an addition to the vintage wire antennae. A small pitot was added under the left wing, made from wire.
The underwing pylons received scratched shackles, because I replaced the OOB vintage 500 lb bombs with box fins with napalm canisters, simulating BLU-1 shapes with shortened/modified drop tanks. HVARs and the ventral drop tank come from the kit, I just added some struts to the tank.
The Monogram F8F in 1:72 holds only small surprises. It's a typical vintage Monogram kit (IIRC, the molds are from 1976) with raised (yet fine) details and vague fit - even though nothing fatal. PSR was basically necessary at any seam, esp. the unique wing/fuselage solutions calls for some filling. The cockpit interior is bare, but, except for the (quite nice) seat and the dashboard, nothing can be seen later. The clear parts (two pieces) are very clear but came with lots of flash; the windscreen's attachment point to the sprue (at the front's base) created some wacky gaps on the kit – with more time and effort, this could certainly have become better. The landing gear is simple but O.K., very robust, but the wells are totally bare, and the oil cooler intakes are just holes - I filled them with bits of foamed styrene. There are certainly better F8F kits (e. g. the Art Model kit with resin parts, including a finely detailed landing gear wells interior), but for a "budget build" or a conversion this one is a good starting point.
Painting and markings:
I used the AVNK’s AD4Ns as benchmark, which carried a livery similar to the French Skyraiders: overall painted in silver with some colorful trim, just the roundels and tactical markings were different. Being former French aircraft, the AVNK F8Fs might have retained the original all-dark blue paint scheme, but I rather expected them to carry a uniform livery.
With this benchmark the scheme was quickly applied, using Humbrol 56 (aluminum dope) enamel paint as a rather greyish basis. As an extra I added a dark olive drab (Humbrol 108) anti-glare panel to the area in front of the windscreen, and I added black anti-soot and probably anti-glare fields for night operations to the fuselage flanks, inspired by the AVNK AD-4Ns. The only colorful markings are small red fin, tailplane and wing tips as well as a matching fuselage band (created with Humbrol 19). The red fuselage bands were created with 5 mm wide generic red decal stripes (TL-Modellbau) which match the enamel paint’s tone well.
As a weathering measure I painted the starboard aileron and elevator as well as a gun cover on the portside wing in Dark Sea Blue (FS 35042), representing replacement parts that were hastily cannibalized from another ex-French F8F that still carried its original livery. Some patches for small firearms bullet holes on the wings and fuselage were created with pieces of grey decal sheet. – all measures to break up the otherwise rather simple and dull livery.
The model received some good weathering through a black ink washing and generous post-panel shading with acrylic Revell 99 (a matt but bright aluminum tone) and later some graphite, which emphasizes the kit’s many raised surfaces details. In order to make the livery not look too much like an NMF finish the kit was later sealed with matt acrylic varnish.
The cockpit interior became chromate green with a light grey dashboard while the landing gear retained its colors from the former French all-blue livery, with chromate green wells and inner cover surfaces but dark sea blue struts and wheel hubs.
The Cambodian roundels came from a limited edition Cutting Edge 1:72 decal set for various MiG-15bis’, the tactical codes on cowling and fin belong to an USAF F-100 (PrintScale sheet).
Well, the result is not perfect, but for a project realized from box to beauty pics including an extensive background story in just a single week I am fine with it. I'll admit that the livery is very simple, but there's also some attractiveness to it. And in this rather unusual silver-grey scheme the F8F reminds a lot of the bigger Skyraider!
+++ 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 Brazilian Air Force (Portuguese:) is the air branch of the Brazilian Armed Forces and one of the three national uniformed services. The FAB was formed when the Army and Navy air branch were in 1941 merged into a single military force initially called "National Air Forces". Both air branches transferred their equipment, installations and personnel to the new force. In World War II, the Brazilian Air force made important contributions to the Allied war efforts, especially as part of the Brazilian Expeditionary Force (FEB) on the Italian front, and operated a number of American types like P-38, P-40 and P-47 fighters as well as A-20 and A-31 bombers, which were partly kept in service after the war had ended.
The Lockheed P-38 Lightning was originally designed in response to a February 1937 specification from the United States Army Air Corps. Circular Proposal X-608 was a set of aircraft performance goals for a twin-engine, high-altitude "interceptor" having "the tactical mission of interception and attack of hostile aircraft at high altitude." The P-38 had distinctive twin booms and a central nacelle containing the cockpit and armament.
During its successful career, the P-38 was not only used for interception, but also for dive bombing, level bombing, ground attack, night fighting, photo reconnaissance, radar and visual pathfinding for bombers and evacuation missions, and extensively as a long-range escort fighter when equipped with drop tanks under its wings. The P-38 was unusually quiet for a fighter, since the exhaust was muffled by the turbo-superchargers. It was extremely forgiving and could be mishandled in many ways, but the rate of roll in the early versions was too low for it to excel as a serious dogfighter.
The P-38 was operated by the USAAF throughout the country’s engagement in WWII and in all major conflict zones. Beyond the USAAF, the type was also tested or operated by allies, e. g. France, Great Britain (only an export version was tested and rejected) and Brazil. The Brazilian Air Force received its first P-38Js relatively late in WWII. In December 1944, a total of 109 aircraft were delivered to FEB forces in Italy, where the machines were primarily used as fighter bombers (armed with bombs and unguided missiles) and sometimes as long range escort fighter for American bomber raids. After the war, most of these machines were abandoned and scrapped on site, but the P-38 had a very good service record and had been popular among the crews. In order to modernize its home defense, Brazil procured in 1946 another 55 P-38L from US stock and surplus production. These were distributed among three interceptor squadrons and the type’s long range proved to be very effective over the country’s vast ranges along the borders, and also over the Atlantic Ocean.
Most of the aircraft’s career remained peaceful, but towards the end of the FAB P-38’s career, while the Lightning was already about to be gradually phased out, the machines became in 1961-63 involved in hot military action during the so-called “Lobster War”, a dispute over spiny lobsters with France. The Brazilian government refused to allow French fishing vessels to catch spiny lobsters 100 miles off the Brazilian northeast coast, arguing that lobsters "crawl along the continental shelf", while the French maintained that "lobsters swim" and that therefore they might be caught by any fishing vessel from any country. During this conflict, the P-38s carried out long range patrols over the Southern Atlantic and flew escort missions for Brazilian long-range reconnaissance aircraft, which shadowed (and threatened) French civil and military vessels. More than once the FAB aircraft flew low-level phantom attacks and fired their guns into the open sea as threatening gestures. There were no casualties, though, and the dispute was resolved unilaterally by Brazil, which extended its territorial waters to a 200-mile zone, taking in the disputed lobsters' bed.
The last FAB P-38 was eventually retired in 1965 and the type was replaced by the F-80C and TF-33A, which themselves were later replaced by the MB-326, Mirage III and Northrop F-5 jets.
General characteristics.
Crew: One
Length: 37 ft 10 in (11.53 m)
Wingspan: 52 ft 0 in (15.85 m)
Height: 12 ft 10 in (3.91 m)
Wing area: 327.5 ft² (30.43 m²)
Airfoil: NACA 23016 / NACA 4412
Empty weight: 12,800 lb (5,800 kg)
Loaded weight: 17,500 lb (7,940 kg)
Max. take-off weight: 21,600 lb (9,798 kg)
Zero-lift drag coefficient: 0.0268
Drag area: 8.78 ft² (0.82 m²)
Aspect ratio: 8.26
Powerplant:
2× Allison V-1710-111/113 V-12 piston engine,
each delivering 1,600 hp (1,193 kW) WEP at 60 inHg, 3,000 rpm
Performance:
Maximum speed: 414 mph (666 km/h)
Cruise speed: 275 mph (443 km/h)
Stall speed: 105 mph (169 km/h)
Range: 1,300 mi (2,100 km) with internal fuel
1,770 mi (3,640 km) with drop tanks
Service ceiling: 44,000 ft (13,400 m)
Rate of climb: 4,750 ft/min (24.1 m/s)
Wing loading: 53.4 lb/ft² (260.9 kg/m²)
Power/mass: 0.16 hp/lb (0.27 kW/kg)
Lift-to-drag ratio: 13.5
Armament:
1× Hispano M2 20 mm cannon with 150 rounds
4× M2 Browning 0.50 in (12.7 mm) machine guns with 500 rpg
Inner underwing hardpoints for up to 2,000 lb (907 kg) bombs or drop tanks each;
Outer hardpoints for up to 2× 500 lb (227 kg) bombs or 10× 5 in (127 mm) HVARs (High Velocity
Aircraft Rockets)
The kit and its assembly:
This lightning is another hardware rendition of a fictional profile drawing, once more created by Czech fellow user PantherG at whatifmodelers.com, originally posted in late Feb. 2019. Brazil never operated the P-38, but I found, due to the type’s long range, the idea quite plausible. And the paint scheme depicted in the profile was interesting, too. So I dug out a Matchbox P-38 from the pile (primarily in order to reduce its volume; if I had bought a dedicated P-38 kit for this build, I’d probably have used the Hobby Boss model) and started work.
The Matchbox P-38 is certainly not the best kit of this iconic aircraft. Its biggest selling point is that it goes together relatively well and yields a solid, even though simple model. It has many weak points, though:
- It features a wild mix of raised and engraved details on the surface.
- The cockpit only consists of a simple floor panel and a pilot seat, which rather looks like an armchair from a Seventies living room.
- The landing gear is very simple, too, and the landing gear wells show no interior detail at all
- The turbocharger fairings are (relatively) nicely detailed, but their fit is abysmal and their complex shape makes blending them with the surroundings a tiresome (if not futile) affair.
Since all wing and fuselage elements come in separate sections, aligning everything is not easy - expect some serious PSR work! At least, the real life P-38 had handed propellers, and this detail is actually reflected by the Matchbox kit.
Since this build was rather about fiction and the livery than details, I only made minor improvements. I left the cockpit closed, with the OOB pilot inside, but replaced the wacky seat and added a board with a radio to cover the empty space behind it. Any available space in the central pod and in the tail booms’ front ends was filled with lead, in hope to get the model on its three wheels. It actually worked!
The propellers received new and longer axes as well as matching adapter tubes inside of the engines, so that they could be attached after the model was otherwise finished. The primitive landing gear was taken OOB, I just pimped the struts with hydraulic hoses, made from thin wire.
The flaps under the inner wing sections were lowered and I used the OOB drop tanks. The “tree” HVAR launchers were omitted and their attachment points under the wings hidden under styrene profiles. On the nose, I added machine gun barrels to the otherwise empty openings, and, as a final cosmetic move, I added wire antennae between the tail booms and the canopy.
Painting and markings:
The more creative part. I tried to stay true to PantherG’s inspiring profile, even though I made some minor changes which appeared more plausible to me and added some more color. The three-tone camouflage pattern (inspired by Guatemaltecan P-51s?) reflects typical Brazilian jungle landscape well and was made of USAAF WWII colors (Dark Olive Drab 41 (ANA 613), Medium Green 42 (ANA 612), Sand 49 (ANA 616) and Neutral Grey 43.
Painting was done with Tamiya XF-62, Humbrol 195 and 237 on the upper surfaces, and underneath I used FS 36314 from Modelmaster, since I find “true” Neutral Grey (FS 36173) to look very murky on/under a 1:72 model. Painting was done with brushes, as per usual.
The cockpit interior was painted in zinc chromate green, while the landing gear wells’ interior became chrome yellow. Landing gear struts, wheel discs and drop tanks became Humbrol 156, similar to the aircraft’s undersides.
Concerning the FAB markings I deviated from PantherG’s profile drawing: I gave the Lightning post-WWII FAB roundels which consist only of the stylized star and lack the blue USAAF disc background or the “bars”. AFAIK, these markings were only used during WWII, when American aircraft were quickly “Brazilianized” through simply overpainting the original US insignia’s white star from the factories. Furthermore, I individualized the aircraft with post WWII FAB squadron markings in the form of medium blue bands around the tail booms with the Southern Cross star constellation from the Brazilian flag.
Another FAB post WWII era detail is the use of a color code for the different groups within a squadron, which were carried on propeller spinners and thin fuselage bands. In this case, the aircraft belonged to the “Blue Group”, adding some more color to the camouflaged aircraft.
The Brazilian roundels come from an FCM Decals T-33/F-80 sheet. The same source also provided the small stars that appear on the light blue fuselage band (created with generic decal sheet). The Brazilian fin flashes were created with yellow paint and green decal sheet material. The tactical codes in USAF 45° font come from a Hasegawa Japanese F-4E decal sheet, and for a better contrast I placed them on a silver background (again generic decal sheet material), as if they had been spared when the aircraft received its camouflage.
Some light panel shading as well as weathering/dry-brushing on the leading edges and around the cockpit was done, and finally the model was sealed with matt acrylic varnish (Italeri).
An interesting result – the Brazilian P-38 does not look spectacular, but quite plausible. The three-tone camouflage creates an interesting look on the P-38, which normally only comes in olive drab/grey, NMF or all-black liveries. In the beauty pics over a rainforest landscape, it even proves to be quite effective at medium and low altitude! And while the Matchbox kit is certainly not the best P-38 model around, it “does the job” and is a pleasant, quick build.
Because I haven’t posted anything in forever and I’ve been wanting to do this for a while, this is 20 facts about me. Majority of these facts will revolve around my interests and such.
1. I want to become a filmmaker when I’m older
2. Wes Anderson is my favorite filmmaker and is very influential to my writing and ideas for future film projects
3. I clearly love movies, they’re my passion
4. I’ve been collecting movies, specially Blu-rays, for about 3 years
5. I have 206 of them, just counting cases. Not taking in effect that some are trilogies/boxsets
6. Aside from movies, I’m really into sneakers and streetwear. I’m what you’d call a hypebeast
7. Favorite streetwear brand is Supreme
8. I have an odd love for Godzilla and is by far my favorite movie monster
9. Batman is my favorite superhero, but my favorite non-main stream one is Plastic Man
10. Favorite movie of all time, Wayne’s World. Not the best movie I’ve ever seen, just my favorite
11. I love cartoons. I have such a soft spot of nostalgia for them and still regularly watch my favorites today, BTAS, The Simpsons, The Transformers, The Ren & Stimpy Show, etc.
12. I love to write. When I was younger and before my obsession of film kicked in, I wanted to be a novelist or some sort of writer. So now I can mash the two, writing and filming :)
13. I love life. Life is a beautiful thing and I don’t think anyone should take it for granted
14. I’m Christian
15. I also love to draw. Since my youth I’ve had a nack for art. Whether it be music or visual art. Another reason film is perfect
16. Favorite comic book artist is Bruce Timm. The man’s work is genius. His work on the DCAU or Timmverse is gold
17. Speaking of Timmverse, Kevin Conroy is Batman
18. Starscream is my favorite Transformer
19. Ryan Gosling is my favorite actor, followed by Danny DeVito, Harrison Ford, and Kurt Russel
20. I had a great time writing this, so I’m gonna do 1 more
21. My favorite sport is basketball and my favorite basketball player is Paul George.
Some of you may have noticed that, unfortunately, owing to the fact that a certain person who sells truck photos on eBay commercially has been lifting my images from this album and selling them I have had to remove 2300 photos that didn't have a watermark. I have now run around 1700 through Lightroom and added a watermark with the intention of bulk uploading them again. Rather than watermark the existing (hidden) files in Flickr one at a time it will be easier to do it this way. I definitely won’t be adding individual tags with the make and model of each vehicle I will just add generic transport tags. Each photo is named after the vehicle and reg in any case. For anyone new to these images there is a chapter and verse explanation below. It is staggering how many times I get asked questions that a quick scan would answer or just as likely I can’t possibly answer – I didn’t take them, but, just to clarify-I do own the copyright- and I do pursue copyright theft.
This is a collection of scanned prints from a collection of photographs taken by the late Jim Taylor A number of years ago I was offered a large number of photographs taken by Jim Taylor, a transport photographer based in Huddersfield. The collection, 30,000 prints, 20,000 negatives – and copyright! – had been offered to me and one of the national transport magazines previously by a friend of Jim's, on behalf of Jim's wife. I initially turned them down, already having over 30,000 of my own prints filed away and taking space up. Several months later the prints were still for sale – at what was, apparently, the going rate. It was a lot of money and I deliberated for quite a while before deciding to buy them. I did however buy them directly from Jim’s wife and she delivered them personally – just to quash the occasional rumour from people who can’t mind their own business. Although some prints were sold elsewhere, particularly the popular big fleet stuff, I should have the negatives, unfortunately they came to me in a random mix, 1200 to a box, without any sort of indexing and as such it would be impossible to match negatives to prints, or, to even find a print of any particular vehicle. I have only ever looked at a handful myself unless I am scanning them. The prints are generally in excellent condition and I initially stored them in a bedroom without ever looking at any of them. In 2006 I built an extension and they had to be well protected from dust and moved a few times. Ultimately my former 6x7 box room office has become their (and my own work’s) permanent home.
I hope to avoid posting images that Jim had not taken his self, however should I inadvertently infringe another photographers copyright, please inform me by email and I will resolve the issue immediately. There are copyright issues with some of the photographs that were sold to me. A Flickr member from Scotland drew my attention to some of his own work amongst the first uploads of Jim’s work. I had a quick look through some of the 30 boxes of prints and decided that for the time being the safest thing for me to do was withdraw the majority of the earlier uploaded scans and deal with the problem – which I did. whilst the vast majority of the prints are Jims, there is a problem defining copyright of some of them, this is something that the seller did not make clear at the time. I am reasonably confident that I have since been successful in identifying Jims own work. His early work consists of many thousands of lustre 6x4 prints which are difficult to scan well, later work is almost entirely 7x5 glossy, much easier to scan. Not all of the prints are pin sharp but I can generally print successfully to A4 from a scan.
You may notice photographs being duplicated in this Album, unfortunately there are multiple copies of many prints (for swapping) and as I have to have a system of archiving and backing up I can only guess - using memory - if I have scanned a print before. The bigger fleets have so many similar vehicles and registration numbers that it is impossible to get it right all of the time. It is easier to scan and process a print than check my files - on three different PC’s - for duplicates. There has not been, nor will there ever be, any intention to knowingly breach anyone else's copyright. I have presented the Jim Taylor collection as exactly that-The Jim Taylor Collection- his work not mine, my own work is quite obviously mine.
Unfortunately, many truck spotters have swapped and traded their work without copyright marking it as theirs. These people never anticipated the ease with which images would be shared online in the future. I would guess that having swapped and traded photos for many years that it is almost impossible to control their future use. Anyone wanting to control the future use of their work would have been well advised to copyright mark their work (as many did) and would be well advised not to post them on photo sharing sites without a watermark as the whole point of these sites is to share the image, it is very easy for those that wish, to lift any image, despite security settings, indeed, Flickr itself, warns you that this is the case. It was this abuse and theft of my material that led me to watermark all of my later uploads. I may yet withdraw non-watermarked photos, I haven’t decided yet. (I did in the end)
To anyone reading the above it will be quite obvious that I can’t provide information regarding specific photos or potential future uploads – I didn’t take them! There are many vehicles that were well known to me as Jim only lived down the road from me (although I didn’t know him), however scanning, titling, tagging and uploading is laborious and time consuming enough, I do however provide a fair amount of information with my own transport (and other) photos. I am aware that there are requests from other Flickr users that are unanswered, I stumble across them months or years after they were posted, this isn’t deliberate. Some weekends one or two “enthusiasts” can add many hundreds of photos as favourites, this pushes requests that are in the comments section ten or twenty pages out of sight and I miss them. I also have notifications switched off, I receive around 50 emails a day through work and I don’t want even more from Flickr. Other requests, like many other things, I just plain forget – no excuses! Uploads of Jim’s photos will be infrequent as it is a boring pastime and I would much rather work on my own output.
+++ 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:
Armored wheeled vehicles were developed early in Germany, since they were not subject to the restrictions of the Versailles Treaty. The Sd.Kfz. 234 (Sonder-Kraftfahrzeug, or Special Purpose Vehicle) belonged to the so-called ARK series vehicles (the type designation of the chassis) and was the successor to the earlier, eight-wheeled Sd.Kfz. 231/232/233 heavy scout car family. The Sd.Kfz. 234 was a considerable step forward and incorporated several innovative features, including a monocoque chassis with eight wheels and an air-cooled Tatra 103 diesel engine that was originally chosen for use in North Africa. The latter gave the vehicle an extraordinary range of more than 600 miles (1.000 km) and a very good performance. The vehicle had eight-wheel steering and drive and was able to quickly change direction thanks to a second, rear-facing driver's seat, what made quick retreats and unexpected position changes easier.
Chassis were built by Büssing-NAG in Leipzig-Wahren, while armoured bodies were provided by Deutsche Edelstahlwerke of Krefeld and turrets by Daimler Benz in Berlin-Marienfelde and Schichau of Elbing, with engines from Ringhoffer-Tatra-Werke AG of Nesseldorf. The first and possibly best known version to reach frontline service was the Sd.Kfz. 234/2 ‘Puma’. It had a horseshoe-shaped turret armed with a 5cm L/60 gun, which had originally been developed for the VK 16.02 Leopard light tank which never made into production. Even though it was a dedicated reconnaissance vehicle, the armament made it possible to defend the vehicle effectively and even take on light armored vehicles. The Sd.Kfz. 234/2 was produced from late 1943 to mid-1944 and replaced in production by the second version, the Sd.Kfz. 234/1, which was less complex and easier to build. It had a simpler open turret and was armed only with a light 2 cm KwK 38 gun (in the so-called Hängelafette 38). It was manufactured from mid-1944 to early 1945 and became the standard reconnaissance vehicle in this period.
Other versions were derived from the Sd.Kfz. 234, too. The Sd.Kfz. 234/3, produced simultaneously with the 234/1, served as a support for the lightly armed reconnaissance vehicles with more firepower. It had an open-topped superstructure, too, but carried a short-barreled 7.5cm K51 L/24 gun. This gun was intended primarily for use against soft targets, but when using a hollow charge shell, the penetration power exceeded that of the 5cm L/60 gun. This variant was produced until late 1944, before switching production to the 234/4. This version replaced the L/24 gun with the 7.5cm L/46 PaK 40 and was primarily another attempt to increase the mobility of this anti-tank gun and not a reconnaissance vehicle. It was not very successful, though: the heavy weapon stretched the light 234 chassis to its limits and only a very limited ammunition load of just twelve rounds could be carried on board due to lack of storage space. This variant was manufactured from the end of 1944 on only in limited numbers.
In mid-1945 another reconnaissance variant appeared, the Sd.Kfz. 234/5. It was a kind of hybrid between the earlier 234/1 and 234/2 variants, combining the light armament with a fully closed turret that offered the crew better protection from enemy fire and climatic conditions. The origins of the Sd.Kfz. 234/5 remain a little unclear – in fact, this variant started as a field conversion of a handful of Sd.Kfz. 234/2s in Hungary in mid-1944, which were retrofitted in field workshops with turrets from damaged Panzer-Spähwagen (neue Art) II ‘Luchs’ (also known as ‘Panzer II Ausf. L’, ‘Sd.Kfz. 123 mit 2-cm-KwK 38’ and VK 13.03 during the vehicle’s development phase). This simple combination of existing components turned out to be so effective and popular among the crews that it was quickly ordered into production.
Both chassis and turret remained unchanged, with a maximum armor of 30 mm (1.18 in), but the small turret with its light weapon (which had been adapted from a 20 mm anti-aircraft gun with a higher rate of fire than earlier guns of this type) reduced the overall weight to a little under 11 tons. This, and a slightly more powerful variant of the Tatra 103 V12 diesel engine, raised the vehicle’s top speed by 10 km/h (6 mph). In service the Sd.Kfz. 234/5 was generally known as ‘Puma II’ and the frontline units frequently modified their vehicles.
Among these field updates were commander cupolas, transplanted from damaged Panzer III and IV and sometimes outfitted with a mount for a light Fla-MG (anti-aircraft machine gun), as well as more effective exhaust mufflers for a reduced noise signature. Additional thin, spaced armor plates were sometimes bolted to the hull and/or to the turret front to better protect the vehicle from armor-piercing weapons, esp. against rounds from Russian 14.5 mm tank rifles. Makeshift wire mesh shields against hollow charges, similar to heavier Thoma shields on battle tanks, were occasionally added, too, as well as smoke dischargers, mounted to the turret sides or to the vehicle’s front. Night vision devices (Infrarot-Nachtsichtgerät F.G. 1250 or F.G. 1252) were fitted when available, and some late-production Sd.Kfz. 234/5s had a 140 cm (55 in) Telemeter KDO 44 stereoscopic rangefinder/telescope integrated into the turret, protruding from it on both sides. Vehicles that were almost exclusively operated on roads frequently had the wheels of the 2nd axle removed in order to reduce overall weight, rolling resistance and save precious rubber/tires.
Since production could not meet the operational units’ demand the Sd.Kfz. 234/5s were issued very selectively to Panzerspähwagen companies of the Panzer Aufklärung battalions. They were operated alongside other Sd.Kfz. 234 versions and Panzer II, III and 38(t) Spähpanzer versions to provide artillery, AA and AT support. The Puma IIs were mostly given to veteran crews and equipped primarily Panzerdivision units operating in Russia, even though a few were sent to the Western front, too.
Exact production numbers remain uncertain because the original production of 81 new vehicles by Büssing-NAG was complemented by an uncertain number of field conversions that allowed older/damaged Sd.Kfz. 234/1 and 2s to be repaired and/or updated with the light ‘Luchs’ turret. The total number of operational Sd.Kfz. 234/5s remained less than 100, though.
Specifications:
Crew: Four (commander, gunner, driver, radio operator/2nd driver)
Weight: 10,600 kg (25,330 lb)
Length: 6.02 m (19 ft 9 in)
Width: 2.36 m (7 ft 9 in)
Height: 2.32 meters (7 ft 7¼ in)
2.53 meters (8 ft 3½ in) when outfitted with a commander cupola
Suspension: Wheeled (Tires: 270–20, bulletproof), with leaf springs
Track width: 1.95 m (6 ft 4 1/2 in)
Wading depth: 1.2 m (3 ft 11 in)
Trench crossing capability: 2m (6 ft 6 1/2 in)
Ground clearance: 350 mm (13 3/4 in)
Climbing capability: 30°
Fuel capacity: 360 l
Fuel consumption: 40 l/100 km on roads, 60 l/100 km off-road
Armor:
9 — 30 mm (0.35-1.18 in), sometimes augmented with
additional 5 — 10 mm (0.2-0.4 in) armor plates on the front of hull and/or turret
Performance:
Maximum road speed: 90 km/h (56 mph)
Operational range: 1,000 km (625 mi) on-road
600 km (373 mi) off-road
Power/weight: 20,75 PS/t
Engine:
Air-cooled 14,825 cc (905³ in) Tatra 103 V12 diesel engine,
with 157 kW (220 hp) output at 2.200 RPM
Transmission:
Büssing-NAG "GS" with 3 forward and reverse gears, eight-wheel drive
Armament:
1× 20mm KwK 38 L/55 machine cannon with 330 rounds
1× co-axial 7.92 mm Maschinengewehr 42 with 2.550 rounds
The kit and its assembly:
A straightforward conversion, and at its core this is not a what-if model because the Sd.Kfz. 234 was actually outfitted with the light ‘Luchs’ turret – even though this was probably only a field-modified, single vehicle that was eventually captured by Allied troops in Czechoslovakia in 1945. It was not an official variant (yet). However, as exotic as this combo seems, there is a complete 1:72 kit of this exotic vehicle from Attack Kits, but it’s pricey, and ModelTrans/Silesian Models from Germany does a resin conversion kit with the ‘Luchs’ turret. The latter set was used for this model and mated it with a Hasegawa Sd.Kfz. 234/2 hull, IMHO the best model of this vehicle, and even as a combo cheaper than the Attack kit.
Building the fictional Sd.Kfz. 234/5 from these ingredients was a very simple affair, everything was basically taken over OOB. For a more sophisticated in-service vehicle, I took over the smoke dischargers from the Hasegawa kit, added a leftover Panzer IV cupola as well as scratched fairings for a stereoscopic rangefinder, and replaced the original twin exhaust mufflers on the rear fenders with a different/bigger piece from an early Panzer IV, placed above the spare tire. This made enough room to add stowage boxes and no less than six jerry cans (all from the Hasegawa kit).
The antennae were made from heated sprue material and the gun barrels are brass pieces, left over from a First To Fight Sd.Kfz. 232, which looked better than the (already fine and good, though) parts from the ModelTrans conversion set. The commander figure came from the Hasegawa kit.
Painting and markings:
A conservative approach, and I stuck to German late-war practice to apply a uniform Dunkelgelb (RAL 7028) livery over a red primer base upon delivery. Individual camouflage in medium green and dark brown was later applied in the field on top of that – a classic ‘Hinterhalt’ scheme.
Initially, the hull’s underside was sprayed with Oxidrot (RAL 3009) from the rattle can, while the upper surfaces received a primer coat with a sandy brown. On top of the sand brown came a thin layer of RAL 7028 (thinned Tamiya XF-60, which is a rather desert-yellowish and pale interpretation of the tone, it should AFAIK have a slight greenish hue) to all directly visible surfaces, wheel hubs and the turret, for a cloudy and uneven basic camouflage. The individual, disruptive ‘tiger stripe’ camouflage was inspired by a late-war Panther battle tank from literature.
The stripes were applied to the Dunkelgelb basis with a small brush and thinned Tamiya XF-58 (Olive Green) and XF-64 (Red Brown), for a makeshift camouflage with scarce paint that still meets official regulations. Following these, the wheel hubs remained in just a single color (making them less obvious when on the move), and the light Dunkelgelb was chosen to lighten the lower vehicle areas up, esp. with the rel. dark interior of the wheelhouses. The interior of the turret and the hatch were painted in a yellowish ivory tone (Revell 314), the tires were painted with Revell 09 (Anthracite) and later dry-brushed with light grey and beige.
A thin black-brown ink wash and some dry-brushing along the many edges with grey and beige were used to weather the model and emphasize details. After decals had been applied (taken from the Hasegawa kit), the kit was sealed with matt acrylic varnish and grey-brown mineral pigments were very lightly dusted onto the model with a soft brush around the wheels and the lower hull to simulate some dust.
Well, this can be considered a semi-whif since such a vehicle actually existed – but there never was a serial production, and I tried to enhance the fictional aspect with some added details like the commander cupola or the rangefinder. It’s a subtle conversion, though. I was initially skeptical about the “tiger stripe” livery, but when it was applied, I was surprised how effective it is! It really blurs the vehicle’s outlines and details – making the turret conversion even less apparent.
A short drive from Wootton is Swingfield, which lies near the Folkestone to Canterbury road, the A260. In fact beside that road is St John's, a preceptory, that I will endeavour to see inside of during the summer months.
In fact, I thought St John was the sole ecclesiastical building in the parish, but in fact there is a grand church in the centre of the village, opposite what used to the village pub.
The church has a grand tower with an even grander staircase turret running up one side, and in the porch I could see the 'church open' board, all packed away, It did not look good.
But it was open, but the first thing that struck me was the fine porch, apparently 14thC.
The church is a large two cell construction, with simple box pews in the nave, with wooden pews in the chancel.
It's walls are plain with few memorials, considering its history with the Knights of St John.
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This church is built in flint and rubble construction and the west tower has a remarkably wide stair turret. As one enters through the south porch one can see the remains of two mass dials made redundant by the construction of the porch itself. By the pulpit is a most unusual feature - the south-east window of the nave has had its sill cut away to provide space for a wooden ladder to give access to the rood loft. This window now contains a lovely stained glass representation of the Crucifixion with a charming little sun and moon at the top. At Swingfield the nineteenth-century north aisle detracts from the thirteenth-century nave; its scale, materials and lumpy effect do nothing to complement this charming church. It is currently (2005) under threat of conversion to a house.
www.kentchurches.info/church.asp?p=Swingfield
SWINGFIELD is within the ECCLESIASTICAL JURISDICTION of the diocese of Canterbury, and deanry of Dover.
¶The church, which is dedicated to St. Peter, consists of one isle and one chancel, having a square tower, with a beacon turret at the west end, in which is one bell. In the chancel are several memorials for the Pilchers, tenants of St. John's. In the isle are memorials for the Simmons's, of Smersall; arms, parted per fess and pale, three trefoils slipt. One of them, John Simmons, gent. obt. 1677, was great-grandfather of James Simmons, esq. alderman of Canterbury; memorials for the Pilchers; against the north wall is a monument for Mary, widow of Richard Pilcher, gent. of Barham, obt. 1775; arms, Pilcher, argent, on a fess dancette, gules, a fleur de lis, between three torteauxes. In the south-west window is this legend, Ora p aiabs Willi Smersolle & Margarete uxon is sue & paia Saundir Goldfiynch; above were formerly these arms, A cross impaling on a bend, cotized, a mullet between six martlets. Weever says, p. 274, there was an antient faire monument, whereon the portraiture of an armed knight, crosse legged, was to be seen, and only His jacet remaining of the inscription, and that there was this legend in a window: Orate p aia Willi Tonge & Johannis filii ejus qui banc fenestram fieri fecerunt; he died in 1478, and was buried here. And there was formerly in the windows, a figure of a knight of St. John's, habited in his furcoat of arms, a plain cross, and having his sword and spurs, and kneeling on a cushion, in a praying posture, and in one of the windows were these arms, Quarterly, first and fourth, Azure, a square castle, sable; second and third, Or, on a chevron, vert, three bawks heads erased, argent; on a chief, gules, a cross, argent; but there is nothing of these remaining now.
The rectory of this church was early appropriated to the hospital of St. John, which continued in the possessions of all the profits of it, till the dissolution of the hospital in the 32d year of king Henry VIII. After which it was granted, with the preceptory here, to Sir Anthony Aucher, who sold it to Sir Henry Palmer, in whose descendants it continued down to Sir Thomas Palmer, bart. after whose death in 1725 it passed, in manner as before-mentioned, to the Rev. Dr. Thomas Hey, of Wickham, who sold it, with St. John's, and the rectory as before-mentioned, to Mr. Brydges, of Denton, the present owner of it.
This church is now a perpetual curacy, of the yearly certified value of twenty pounds, which stipend is paid by the owner of the rectory, who has the nomination of the curate. In 1640 here were communicants one hundred and twenty-seven.