Taken with My Ciro Flex Model E using outdated Ilford XP2 Super 400 ASA film. Pearl St. Cambridgeport, Mass.

This chart is outdated, please go to new one:

www.flickr.com/photos/spaceruner/39137826025/in/dateposted/

I often like to build my MOCs allegiant to one of classic LEGO Space themes. Usually I make some modifications to colors but I always start with the original color scheme.

So I made myself this simple and rough color chart and maybe some of you find this useful too. I also use this when on doubt what to build next.

This is nothing official (more like my point of view on LEGO Space) and I will be happy to hear comments and constructive criticism. Also if you find any mistakes or feel like there is something missing, let me know :)

Rolleiflex | 75 3.5 | fuji 400 NPH outdated

Yesterday (June 30, 2021), was truly the end of an era in northern New Jersey. For the entirety of my life, The Fireplace was a constant fixture. It was a restaurant in Paramus, NJ. It was the local burger joint, but they didn't just do burgers. Not fast food, but not diner food. The decor was very outdated and kitschy, but that was part of the allure. It never changed. Very little about this place had changed since the 1950s. The restaurant had been in existence for 65 years. And, I guess, like most things, everyone just assumed it would always be there....just like it always had.

Until, it wasn't. A few months ago, there were rumors on FB that they were going to go out of business. Another business victim of COVID. But the owners put everyone's fears to rest. And then, late at night on July 29th, they put up a new message saying that their last day would be "tomorrow". Open until 4pm. I was fortunate enough to be off for the summer, so I decided I wanted one last Fireplace meal. And I wanted pictures. I was not alone. I got there and found a HUGE line. The whole community had come out. It was a three hour long line. (And the announcement changed from "closing at 4pm" to "closing at 4pm or when food runs out".) And I endured it.

In the heat. I had had no sleep (because that's just how things go for me), I had eaten nothing all day, and by the time I was almost at the counter, I had low blood sugar, was dehydrated and on the brink of heat exhaustion and fainting. I had sun burn and was pretty miserable. But I held in there. And I'm so glad I did.

It was worth it.

I'm sure many people were and are wondering what the big deal was about. If you were a patron of The Fireplace or grew up with it as a fixture, you understand. But if you didn't, it probably seemed like a lot of ridiculous fanfare for nothing. It's very hard to put into words why it was important. But much the way music can be the backdrop to a person's life, the places we find ourselves, consistently, through all the chapters of our lives provide crucial elements of the stage of our lives. The "home" we all return to. We can look back on those places with memories from every aspect of our lives. Our childhoods, the college years, dates and break-ups, and places to collect our thoughts when life gets really hard. The Fireplace was that place. You really don't realize the importance of some of these places (and people) until they are gone. So THAT is what all the big to-do was about. Because EVERYONE (in my area) had this shared experience with this one place. I realized today that I could sit in that restaurant, look out the window, and look directly at pieces of my life that go way back to when I was just a little girl. It's funny, I never lived in Paramus. I never went to school in Paramus. I never had friends from Paramus. But because both my parents grew up in Paramus and have deep roots there, Paramus has been just as intrinsic and formative a part of my life as New Milford ever was. In fact, oddly, in many ways, it has provided more history for me than New Milford has. So, when I learned that The Fireplace was closing its' doors and I only had this one last chance to capture those memories on "film" and have one last meal there, I decided I really needed to do that. Furthermore, I knew that many people were not as fortunate as I was to have the day off. Or to be nearby enough to go. And I felt like I could give a lot of other people that experience through my pictures and by relating the experience. And I was right. There were many of you who really seemed appreciative that I was there and you could share the experience from my reports and pictures.

So, here's what's funny. I didn't sleep the night before. Maybe an hour, if I was lucky. And I needed to be up early. So, I was exhausted to begin with. I laid down to rest when I was able to, but I couldn't really SLEEP. All I could think about was, "If I fall asleep, I won't wake up in time to go to The Fireplace. I will have missed the whole thing. And I really want those pictures. I'd really like one last meal there." So, I decided to forgo the shut-eye and just go. I had NO IDEA it would be the community event that it was. And I would have fared better if I'd gone earlier. But it must have been meant to be because I pretty much got in at the end of the line of people who were actually served, and was pleasantly surprised to see that I wasn't left with the dregs. It wasn't the meal I had planned, but in some ways, it was better. I do wish I'd been better prepared (sunscreen, water, something to nibble on, and a sun umbrella), and it was by no means easy to put in a full day with no sleep, no food, sunburn and bordering on heat exhaustion, but I'm really glad I did it. It was truly a moment to commune. And in the age of Covid, not to mention our current political climate, that was a 'breath of fresh air" (that's a poor covid joke). And I really wasn't sure it was ok to be amongst all those people. I tend to not congregate with large numbers of people (although it's not a hard-and-fast rule, and I will be making another exception this coming week), this was not something I wanted to let Covid steal from me. And it was so nice for people to come together and just be kind to one another. To share a moment. It happens so infrequently anymore. At the end of it all, it was really a very surreal moment. Anyone who was left in the building was roaming around taking pictures and videos with their phones. Almost zombie-like. People didn't want to leave. Alas, change is a constant, and they say change is good. So, as sad as I am (and others are), I'm warmly happy to have the memories and warm fuzzies.

I will be adding more pictures to this album over time. They will all be public and I invite any and all people to share them. If you want the images, you can go to my FB page, where they are public, as well. From there, you can take them. Enjoy the memories.

A much-needed replacement to the outdated Heavy Field Mortar, previously used in the Great Steam War. This modern artillery piece was manufactured with stronger, lighter metals and incorporated a hydraulic recuperator system that negated the need for a weighty carriage to absorb the recoil. It fired a projectile so large that the tip of its warhead actually reached beyond the muzzle when loaded. Its development was delayed after the initial prototype was destroyed by saboteurs.

Play Features:

-Spring shooter

-Firing pin cable

-Folding support legs

-Ball towing attachment

Vivitar Ultra Wide & Slim + Outdated Kodak film

Mamiya C330F + Kodak T-MAX 400 (outdated)

ODC-Outdated, Obsolete

I was so disappointed when my flip phones went obsolete. I haven't been able to talk to Captain Kirk since then!

The Lewis and Clark Class came to the scene in 2006, replacing the outdated auxiliary vessels of the Cold War. The 14 L&C ships were designed to maximize the space of a larger ship (as compared to their predecessors) to perform replenishment and refueling more quickly, being able to transport 1,388,000 cubic feet of cargo (food stores, spare parts, munitions, etc.) and 23,450 barrels of fuel cargo (aviation fuel and fuel for warships). The ships are powered diesel generators and propelled by a single screw and a bow thruster. They are crewed by 11 naval personnel and 124 civilians. For defense, they have mounting points for .50 cals and the reserve power to operate CIWS if installed. They have a flight deck and hangar space for two helicopters.

Just like the USAF has the Military Airlift Command, the USN has the Military Sealift Command which has jurisdiction of the Naval Fleet Auxiliary Force which the L&Cs are apart of. They transit the ocean with the strike fleets for when they are needed. It is unlikely they would run out of dry cargo at sea during a normal deployment. However, they do run out of fuel cargo and when they do, they break off from the fleet and rendezvous with a Henry Kaiser Class Oiler to top off and then return to the fleet. They also perform roles such as offshore replacement stations for landed marine forces during amphibious operations.

This model turned out larger than I expected, but the proportions are still mostly accurate.

Using up an outdated KODAK ULTRAMAX 400 rated 160 ASA in my 1986 LEICA M6

Who says trains are outdated?

Testing a cassette of outdated FUJI NPS 160 sent to me by a member of Pentax User Site -- NO DATE or how it was stored . I rated it 100 ASA and negs were a bit 'Dense' so this film could have been rated at 'Box Speed' . I CUT 15 frames ans show a few taken with my OLYMPUS OM-2n for a change.

On Enlargement I now notice there is a weird 'RETICULATION' effect.

Antique. adj.

2. Old fashioned or outdated

- Origin Latin antiquus 'former, ancient.'

Texture by PlayingWithBrushes: www.flickr.com/photos/playingwithpsp/

Linda Hartong Photography. ©All Rights Reserved. 2008 Do not use, copy or edit any of my photographs without written permission.

Autumn 2015

Konica FC-1

Konica Hexanon AR 50mm f/1.4

Outdated Kodak Color Plus 200

Boots scan + LR adjustments

+++ 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.

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!

Outdated 2004 FUJI PROVIA 100F with the SMC Macro-Takumar 135mm f4.5 lens My Wife's GNOME never complains and poses for me for Tests !

+++ 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.

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!

+++ 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:

When, towards late 1945, the Einheits-Chassis for the German combat tanks (the "E" series of medium and heavy tanks) reached the front lines, several heavily armed anti-aircraft turrets had been developed, including the 30mm Kugelblitz, based on the outdated Panzer IV, the "Coelian" turret with various armament options for the Panzer V Panther hull, and there were twin 55 mm as well as single and even 88mm cannon systems for the new E-50, E-75 and E-100 chassis'.

Until the end of hostilities, probably thirty Sd.Kfz. 282/1s were completed from newly built (Ausf. F, recognizable through the simpler all-metal wheels) or from refurbished earlier Panzer V chassis of various types before production switched in early 1946 to the E-50 chassis which had eventually become available in sufficient numbers.

Specifications:

Crew: Five (commander, radar operator, observer, driver, radio-operator/hull machine gunner)

Weight: 41.2 tonnes (40.4 long tons; 45.3 short tons)

Length (hull only): 6.87 m (22 ft 6 in)

Width: 3.42 m (11 ft 3 in) hull only

4,60 m (15 ft 1 in) overall

Height: 2.95 m (9 ft 8 in)

Suspension: Double torsion bar, interleaved road wheels

Fuel capacity: 720 litres (160 imp gal; 190 US gal)

Armor:

15–80 mm (0.6 – 3.15 in)

Performance:

Maximum road speed: 48 km/h (30 mph)

Operational range: 250 km (160 mi)

Power/weight: 15.39 PS (11.5 kW)/tonne (13.77 hp/ton)

Engine:

Maybach HL230 P30 V-12 petrol engine with 700 PS (690 hp, 515 kW)

ZF AK 7-200 gear; 7 forward 1 reverse

Armament:

1× 7.92 mm MG 34 machine gun in the front glacis plate with 2.500 rounds

Optional MG 34 or 42 machine gun with 1.500 rounds on the turret

The kit and its assembly:

Another submission to the “Recce & Surveillance” group build at whatifmodellers.com in July 2021, and actually a good occasion to tackle a project that I had on my list for some years. A long while ago I bought a resin conversion set with a (purely fictional) Heer ‘46 anti-aircraft surveillance radar system, based on an E-50 chassis. Unfortunately, I cannot identify the manufacturer, but this 1:72 conversion set was/is nicely molded, with delicate details, no bubbles or flash and it even came with a commander figure for an optional open hatch on top as well as a pair of delicate brass antennae.

Even though I could have mounted this replacement turret onto a Trumpeter or Modelcollect E-50/75 chassis, I rather decided to create an earlier (1945 time frame) interim vehicle on a late Panzer V ‘Panther’ basis, mostly because it would be more compact and I doubt that brand new E-50/75s would have been “wasted” on second line/support vehicles like this mobile surveillance/commando post for anti-aircraft units?

The Panther chassis is the old Hasegawa kit for an Ausf. G tank from 1973, chosen because of its good fit, simplicity and the vinyl tracks, which I prefer. However, the kit clearly shows its age and some weak/soft details (e. g. the gratings on the engine deck), but it was enough for my plans and easy to handle.

Both turret and hull were built separately and basically OOB, combined with an adjusted turret ring. The Kdo 40’s “antlers” are to be glued directly to the turret’s flanks, but I reinforced the connections with wire. I also replaced the set’s brass antennae with heated sprue material and used a surplus PE detail set from a Modelcollect E-50/75 to hide the crude engine openings and change the overall look of the Panther a little. Some storage boxes as well as spare track links were added to the flanks, stuff collected from the scrap box.

To emphasize the refurbished character of the vehicle I left away the Panther’s side skirts – these were easily lost in battle, anyway, and probably have rather been allocated to battle tanks than to 2nd line support vehicles, despite leaving the Panther’s lower hull under the mudguards vulnerable.

Painting and markings:

Even though the paint scheme on this model is based on German standard colors, it is a little special. Late in real-world WWII some Panzer Vs received a unique, uniform RAL 6003 (Olivgrün) factory finish instead of the usual all-over RAL 7028 (Dunkelgelb) or the bare oxide red primer finish, onto which the frontline units would add individual camouflage, depending on the theatre of operations and whatever paint or application tool was at hand. This special green livery was adopted for the model, including the new turret. The individual camouflage consists of diagonal stripes in Dunkelgelb and Rotbraun (RAL 8017), added on top of the green basis with rather sharp and straight edges and only to the vertical surfaces. The practice to leave out the horizontal surfaces was called “Sparanstrich” (literally “economy paintwork”), an attempt to save the more and more scarce paint.

This rather odd style was actually applied to several late war Panther tanks – even though I am personally not certain about this pattern’s effectiveness? Maybe a kind of dazzle effect was sought for?

The basic green became a modern-day RAL 6003 from the rattle can (which is very close to FS 34102, just a tad lighter), applied in a rather cloudy fashion on top of an initial coat of Oxide Red primer (RAL 3009) overall, also from the rattle can. On top of that the stripes were painted with a brush, partly masked but mostly free-handedly. For some variation I used this time Tamiya XF-60 (a rather pale interpretation of Dunkelgelb which IMHO lacks a greenish hue and rather looks like a desert sand tone) and XF-64 (a rich whole milk chocolate tone) to create the additional camouflage, not fully opaque so that the impression of thinly/hastily applied paint was reinforced.

Once dry, the whole surface received a very dark brown washing with thinned acrylic paint and surface details were emphasized through dry-brushing with earth brown and beige.

For a different look (and to break up the tank’s bulky outlines) I applied camouflage nets to the model, realized with gauze bandages drenched in Tamyia XF-62 (Olive Drab) and mounted into place around the turret and at the front of the hull while still slightly wet.

Decals were puzzled together from various German tank sheets. The kit was sealed with matt acrylic varnish, what also fixed the cammo nets in place. The originally shiny black vinyl tracks were also painted/weathered, with a wet-in-wet mix of grey, iron, black and red brown (all acrylics). Once mounted into place, mud and dust were simulated around the running gear and the lower hull with a greyish-brown mix of artist mineral pigments.

Not a spectacular build, but I am happy that I eventually had the opportunity and motivation to tackle this project that had been lingering for years in the The Stash™. The result looks really good – the anonymous resin set is/was excellent, and combined with the Panther hull, the whole thing looks very credible. I am only a bit sad that the odd, almost artistic camouflage got a little lost under the cammo nets and the equipment on the hull, and the dust/dirt on the lower areas blurs the three basic colors even more. Well, you cannot have everything at once, and I might re-use this scheme on a “cleaner” future build.

+++ 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 Georgian Air Force and Air Defense Division (თავდაცვის ძალების ავიაციისა და საჰაერო თავდაცვის სარდლობა; tavdatsvis dzalebis aviatsiisa da sahaero tavdatsvis sardloba) was established on January 1, 1992, and in September the Georgian Air Force conducted its first combat flight during the separatist war in Abkhazia. On August 18, 1998, the two divisions were unified in a joint command structure and renamed the Georgian Air Force.

In 2010, the Georgian Air Force was abolished as a separate branch and incorporated into the Georgian Land Forces as Air and Air Defense sections. By that time, the equipment – primarily consisting of Eastern Bloc aircraft inherited from the Soviet Union after the country’s dissolution – was totally outdated, the most potent aircraft were a dozen Suchoj Su-25 attack aircraft and a handful of MiG-21U trainers.

The TAM-1’s development was long and protracted, though, primarily due to lack of resources and the fact that the Georgian air force was in an almost comatose state for several years, so that the potential prime customer for the TAM-1 was not officially available. However, the first TAM-1 prototype eventually made its maiden flight in September 2017. This was just in time, because the Georgian Air Force had formally been re-established in 2016, with plans for a major modernization and procurement program. Under the leadership of Georgian Minister of Defense Irakli Garibashvili the Air Force was re-prioritized and aircraft owned by the Georgian Air Force were being modernized and re-serviced after they were left abandoned for 4 years. This program lasted until 2020. In order to become more independent from foreign sources and support its domestic aircraft industry, the Georgian Air Force eventually ordered eight TAM-1s as Su-25K replacements, which would operate alongside a handful of modernized Su-25KMs from national stock. In the meantime, the new type also attained interest from abroad, e. g. from Bulgaria, the Congo and Cyprus. The IDF thoroughly tested two early production TAM-1s of the Georgian Air Force in 2018, too.

General characteristics:

Crew: 1

Length: 15.53 m (50 ft 11 in), including pitot

Wingspan: 14.36 m (47 ft 1 in)

Height: 4.8 m (15 ft 9 in)

Wing area: 35.2 m² (378 sq ft)

Empty weight: 9,800 kg (21,605 lb)

Gross weight: 14,440 kg (31,835 lb)

Max takeoff weight: 19,300 kg (42,549 lb)

Powerplant:

2× Rolls-Royce AE 3012 turbofans with 44.1 kN (9,920 lbf) thrust each

Performance:

Maximum speed: 975 km/h (606 mph, 526 kn, Mach 0.79)

Range: 1.000 km (620 mi, 540 nmi) with internal fuel, clean

Combat range: 750 km (470 mi, 400 nmi) at sea level with 4.500 kg (9,911 lb) of ordnance,

incl. two external fuel tanks

Service ceiling: 7.800 m (25,550 ft)

g limits: +6.5

Rate of climb: 58 m/s (11,400 ft/min)

Armament:

1× 35 mm (1.38 in) Oerlikon KDA cannon with 200 rds in two magazines

under the lower forward fuselage, offset to port side.

11× hardpoints with a capacity of up to 4.500 kg (9,911 lb) of external stores

The kit and its assembly:

This rather rigorous conversion had been on my project list for many years, and with the “Gunships” group build at whatifmodellers.com in late 2021 I eventually gathered my mojo to tackle it. The ingredients had already been procured long ago, but there are ideas that make you think twice before you take action…

This build was somewhat inspired by a CG rendition of a modified Su-25 that I came across while doing online search for potential ideas, running under the moniker “Su-125”, apparently created by someone called “Bispro” and published at DeviantArt in 2010; check this: (www.deviantart.com/bispro/art/Sukhoi-Su-125-Foghorn-15043...). The rendition shows a Su-25 with its engines re-located to the rear fuselage in separate nacelles, much like an A-10, plus a T-tail. However, as many photoshopped aircraft, the shown concept had IMHO some flaws. Where would a landing gear go, as the Su-125 still had shoulder wings? The engines’ position and size also looked fishy to me, quite small/narrow and very far high and back – I had doubts concerning the center of gravity. Nevertheless, I liked the idea, and the idea of an “A-10-esque remix” of the classic Frogfoot was born.

This idea was fueled even further when I found out that the Hobbycraft kit lends itself to such a conversion. The kit itself is not a brilliant Su-25 rendition, there are certainly better models of the aircraft in 1:72. However, what spoke for the kit as whiffing fodder was/is the fact that it is quite cheap (righteously so!) and AFAIK the only offering that comes with separate engine nacelles. These are attached to a completely independent central fuselage, and this avoids massive bodywork that would be necessary (if possible at all) with more conventional kits of this aircraft.

Another beneficial design feature is that the wing roots are an integral part of the original engine nacelles, forming their top side up to the fuselage spine. Through this, the original wingspan could be retained even without the nacelles, no wing extension would be necessary to retain the original proportions.

Work started with the central fuselage and the cockpit tub, which received a different (better) armored ejection seat and a pilot figure; the canopy remained unmodified and closed, because representing the model with an open cockpit would have required additional major body work on the spinal area behind the canopy. Inside, a new dashboard (from an Italeri BAe Hawk) was added, too – the original instrument panel is just a flat front bulkhead, there’s no space for the pilot to place the legs underneath the dashboard!

In parallel, the fin underwent major surgery. I initially considered an A-10-ish twin tail, but the Su-25’s high “tail stinger” prevented its implementation: the jet efflux would come very close to the tail surfaces. So, I went for something similar to the “Su-125” layout.

Mounting the OOB stabilizers to the fin was challenging, though. The fin lost its di-electric tip fairing, and it was cut into two sections, so that the tip would become long enough to match the stabilizers. A lucky find in the scrap box was a leftover tail tip from a Matchbox Blackburn Buccaneer, already shortened from a former, stillborn project: it had now the perfect length to take the Su-25 stabilizers! To make it fit on the fin, an 8mm deep section was inserted, in the form of a simple 1.5mm styrene sheet strip. Once dry, the surface was re-built with several PSR layers. Since it would sit further back on the new aircraft’s tail, the stinger with a RHAWS sensor was shortened.

On the fuselage, the attachment points for the wings and the engine nacelles were PSRed away and the front section filled with lots of lead beads, hoping that it would be enough to keep the model’s nose down.

Even though the wings had a proper span for a re-location into a low position, they still needed some attention: at the roots, there’s a ~1cm wide section without sweep (the area which would normally cover the original engine nacelles’ tops). This was mended through triangular 1.5 mm styrene wedges that extended the leading-edge sweep, roughly cut into shape once attached and later PSRed into the wings’ surfaces

The next construction site were the new landing gear attachment points. This had caused some serious headaches – where do you place and stow it? With new, low wings settled, the wings were the only logical place. But the wings were too thin to suitably take the retracted wheels, and, following the idea of a retrofitted existing design, I decided to adopt the A-10’s solution of nacelles into which the landing gear retracts forward, with the wheels still partly showing. This layout option appears quite plausible, since it would be a “graft-on” solution, and it also has the benefit of leaving lots of space for underwing stores, since the hardpoints’ position had to be modified now, too.

I was lucky to have a pair of A-10 landing gear nacelles at hand, left over from a wrecked Matchbox model from childhood time (the parts are probably 35 years old!). They were simply cut out, glued to the Su-25 wings and PSRed into shape. The result looked really good!

At this point I had to decide the model’s overall layout – where to place the wings, the tail and the new engine nacelles. The latter were not 1:72 A-10 transplants. I had some spare engine pods from the aforementioned Matchbox wreck, but these looked too rough and toylike for my taste. They were furthermore too bulky for the Su-25, which is markedly smaller than an A-10, so I had to look elsewhere. As a neat alternative for this project, I had already procured many moons ago a set of 1:144 resin PS-90A engines from a Russian company called “A.M.U.R. Reaver”, originally intended for a Tu-204 airliner or an Il-76 transport aircraft. These turbofan nacelles not only look very much like A-10 nacelles, just a bit smaller and more elegant, they are among the best resin aftermarket parts I have ever encountered: almost no flash, crisp molding, no bubbles, and perfect fit of the parts – WOW!

With these three elements at hand I was able to define the wings’ position, based on the tail, and from that the nacelles’ location, relative to the wings and the fin.

The next challenge: how to attach the new engines to the fuselage? The PS-90A engines came without pylons, so I had to improvise. I eventually found suitable pylons in the form of parts from F-14A underwing missile pylons, left over from an Italeri kit. Some major tailoring was necessary to find a proper position on the nacelles and on the fuselage, and PSRing these parts turned out to be quite difficult because of the tight and labyrinthine space.

When the engines were in place, work shifted towards the model’s underside. The landing gear was fully replaced. I initially wanted to retain the front wheel leg and the main wheels but found that the low wings would not allow a good ground clearance for underwing stores and re-arming the aircraft, a slightly taller solution was necessary. I eventually found a complete landing gear set in the scrap box, even though I am not certain to which aircraft it once belonged? I guess that the front wheel came from a Hasegawa RA-5C Vigilante, while the main gear and the wheels once belonged to an Italeri F-14A, alle struts were slightly shortened. The resulting stance is still a bit stalky, but an A-10 is also quite tall – this is just not so obvious because of the aircraft’s sheer size.

Due to the low wings and the landing gear pods, the Su-25’s hardpoints had to be re-arranged, and this eventually led to a layout very similar to the A-10. I gave the aircraft a pair of pylons inside of the pods, plus three hardpoints under the fuselage, even though all of these would only be used when slim ordnance was carried. I just fitted the outer pair. Outside of the landing gear fairings there would have been enough space for the Frogfoot’s original four outer for pylons, but I found this to be a little too much. So I gave it “just” three, with more space between them.

The respective ordnance is a mix for a CAS mission with dedicated and occasional targets. It consists of:

- Drop tanks under the inner wings (left over from a Bilek Su-17/22 kit)

- A pair of B-8M1 FFAR pods under the fuselage (from a vintage Mastercraft USSR weapon set)

- Two MERs with four 200 kg bombs each, mounted on the pylons outside of the landing gear (the odd MERs came from a Special Hobby IDF SMB-2 Super Mystère kit, the bombs are actually 1:100 USAF 750 lb bombs from a Tamiya F-105 Thunderchief in that scale)

- Four CBU-100 Rockeye Mk. II cluster bombs on the outer stations (from two Italeri USA/NATO weapon sets, each only offers a pair of these)

Yes, it’s a mix of Russian and NATO ordnance – but, like the real Georgian Su-25KM “Scorpion” upgrade, the TAM-1 would certainly be able to carry the same or even a wider mix, thanks to modified bomb racks and wirings. Esp. “dumb” weapons, which do not call for special targeting and guidance avionics, are qualified.

The gun under the nose was replaced with a piece from a hollow steel needle.

Painting and markings:

Nothing unusual here. I considered some more “exotic” options, but eventually settled for a “conservative” Soviet/Russian-style four-tone tactical camouflage, something that “normal” Su-25s would carry, too.

The disruptive pattern was adapted from a Macedonian Frogfoot but underwent some changes due to the T-tail and the engine nacelles. The basic tones were Humbrol 119 (RAF Light Earth), 150 (Forest Green), 195 (Chrome Oxide Green, RAL 6020) and 98 (Chocolate) on the upper surfaces and RLM78 from (Modelmaster #2087) from below, with a relatively low waterline, due to the low-set wings.

As usual, the model received a light black ink washing and some post-shading – especially on the hull and on the fin, where many details had either disappeared under PSR or were simply not there at all.

The landing gear and the lower areas of the cockpit were painted in light grey (Humbrol 64), while the upper cockpit sections were painted with bright turquoise (Modelmaster #2135). The wheel hubs were painted in bright green (Humbrol 101), while some di-electric fairings received a slightly less intense tone (Humbrol 2). A few of these flat fairings on the hull were furthermore created with green decal sheet material (from TL Modellbau) to avoid masking and corrections with paint.

The tactical markings became minimal, matching the look of late Georgian Su-25s. The roundels came from a Balkan Models Frogfoot sheet. The “07” was taken from a Blue Rider decal sheet, it actually belongs to a Lithuanian An-2. Some white stencils from generic MiG-21 and Mi-8 Begemot sheets were added, too, and some small markings were just painted onto the hull with yellow.

Some soot stains around the jet nozzles and the gun were added with graphite, and finally the kit was sealed with a coat of matt acrylic varnish.

A major bodywork project – and it’s weird that this is basically just a conversion of a stock kit and no kitbashing. A true Frogfoot remix! The new engines were the biggest “outsourced” addition, the A-10 landing gear fairings were a lucky find in the scrap box, and the rest is quite generic and could have looked differently. The result is impressive and balanced, though, the fictional TAM-1 looks quite plausible. The landing gear turned out to be a bit tall and stalky, though, making the aircraft look smaller on the ground than it actually is – but I left it that way.

Today my friends opened new business - Outdated - Coffee and Desert House. It's very nice and causy place. You can spend some here some really good time.

If you are anywhere around Middleton, step by and try it!

Strobist info:

One flash YN-560 on the right hand side with shot-trough umbrella.

Outdated Fuji Astia RAP100F; 50mm Hasselblad 500EL/M. Scan from color transparency.

2017 04 A01

Olympus Mju ii with tudorcolour 100 outdated film (kept in fridge though)

Testing a cassette of outdated FUJI NPS 160 sent to me by a member of Pentax User Site -- NO DATE or how it was stored . I rated it 100 ASA and negs were a bit 'Dense' so this film could have been rated at 'Box Speed' . I CUT 15 frames ans show a few taken with my OLYMPUS OM-2n for a change.

On Enlargement I now notice there is a weird 'RETICULATION' effect. S-Zuiko Auto-Zoom 28-48mm f4 at 28mm

Outdated but anyway I had to upload this picture.

Symbolizing my love for christmas.

Canon 600D + Samyang 8mm 3.5

| Would you like to follow me on Instagram, Twitter, 500px, Tumblr (Project 365) or YouTube? anyway, you can also visit my website |

• Camera: Nikon FM

• Film: Fuji Superia 200 (outdated)

• Blog | Tumblr

Taken during Armed Forces Weekend. These ladies were fun.

Camera: Leica M2, Elmar 90mm f4

Film: Outdated Plus-x

Processed by thedarkroom.com

Image by: Leslie Lazenby

May 2016, Findlay, OH

Fuji GW690III on outdated film.

Rolleiflex | 75 3.5 | fuji 160s outdated

An old outdated mannequin given an Art Deco makeover...

El Fairey Swordfish ja el 1939 tenia pinta d'avió antiquat, i encara més durant la Segona Guerra Mundial, penseu que en aquell conflicte s'estrenaren diversos caces i bombarders a reacció. Però aquesta baluerna fou el principal torpeder de portaavions de la Royal Navy, i enfonsà la flota italiana a Tarento (abans que els japonesos fesin el mateix amb els americans a Pearl Harbour), i especialment donà el toc de gràcia al cuirassat Bismarck, ja que un sol impacte de torpede d'un Swordfish li destrossà el timó, limitant-lo a navegar en cercles. Això el condemnà davant els cuirassats britanics perseguidors.

ca.wikipedia.org/wiki/Cuirassat_Bismarck#L.27atac_dels_Sw...

=================================================

The Fairey Swordfish was considered outdated even in 1939, but served in the Royal Navy all WW2, and with full honours. They sunk several Italian battleships at Tarento, and crippled the German battleship Bismarck with a torpedo hit just in the rudders, jamming them.

en.wikipedia.org/wiki/Fairey_Swordfish

Olympus OM-1 / Fuji Superia 100 outdated

DW295 LJ59LWA seen at Mill Hill Broadway working on route 221 towards Edgware.

This bus has been fitted with the new Arriva logo, however, it still has the outdated advertisements such as the Christmas 2017 movie, Ferdinand.

This plan is now outdated.

Wye Curve Baseplate and Track Schematic. Curent as of 8/1/2013.

The Wye Curve is the second oldest curve we use on the PennLUG train layout. And while it's aged well, now that we are reworking our freight yard, alignment issues are coming up. While we can work around it for now, it's not ideal, so if we have time before Brickworld I would really like to update this curve to better make use of the new yard configuration. But time is getting shorter and we have other projects to finish.

outdated 10-18

"Better Process. Better Government."

Loaned a TAMRON SP Adaptall 17mm f3.5 lens by a fellow Camera Club member . I used a NIKON FG that my Wife was given and never uses now so I have 'Taken it over' The Lens has built-in Filters and is 'Rectalinear' . FILM was KODAK T400CN outdated donated by a Camera Club member and I thought it was 'Fresher' than it was -- so 400 ASA gave some 'Thin' negs so on the rest of the cut film I will rate it at 200 ASA . I home-Processed in C41 . I have few more to upload. This is the New Wall Art on the 'Spread Eagle' pub here in Brentwood

1998 outdated KB200 rated 100ASA cut from bulk, processed in my home-made FX-4 Formula 1+1 and time cut to 8.5 mins Canon EF zoom 28-70mm f3.5-4.5 Mk II

Most Lego water towers on this site are a bit, outdated, blocky, too big or small, examples; this, this, or this . And that’s not to criticize the models, it’s just an observation with the easiest explanation being because those were made in the mid to late 2000’s, before new curved pieces came out. For my model I used Bram’s Sphere Generator to create the spherical top portion, one thing I learned is water towers aren’t completely spherical, so after importing to stud.io I had to cut parts of sphere and splice the rest together. The stem should be have a 7 wide diameter but 6 wide was satisfactory. Ngl, the base was the biggest challenge since I wanted to incorporate the door/ hatch at the base. This model should be theoretically possible to build irl, some glue probably will be needed. Just like the Pizza Hut this will be incorporated into the Misty Creek Subdivision eventually, digitally first.

nikon f2,panatomic x outdated 1952,exhausted may & baker promicrol developer 1960s.

Have you ever thought what an unusual or maybe outdated name this is? Well that wouldn't be surprising as the name for this butterfly first appeared in print in English in 1699, and has barely changed since. James Petiver called it the Lesser or common Tortoise-shell Butterfly, to distinguish it from the Greater (ie Large) Tortoise-shell. But the name dates back to a time before plastics had been invented, when everyday products such as combs and hair clips really did used to be made from carved and polished shells of hapless tortoises. The name of Tortoiseshell cats have the same origin, because of their marbled pattern of blacks, browns and orange, like polished tortoise shell. I think the underside of the butterfly looks more like the tortoise product but maybe Petiver thought the upperwing did?

Its scientific name Aglais urticae is perhaps more appropriate. Aglais (coined in 1816 by a chap called Dalman. It was Nymphalis before that and there is a move to shift it back there) simply means beautiful, and I cannot argue with that. Urticae was given by Linnaeus in 1758, who correctly identified Nettle (Urtica dioica) as its larval foodplant.

50 / 365

Just posting a pic of my computer work station that I do all my editing for my photos on! Yes, I am severely outdated, out classed and out everything but it still does the job for me. Maybe I am a bit afraid of change. LOL. I do have a Bamboo I use on a chance of being really creative but the mouse and my hand works well enough!

The label on photo is incorrect taken off Nassau, Bahamas July 1983

Characteristics

SS France was the French Line flagship from 1961 to 1974, combining regular five days/nights transatlantic crossings with occasional winter cruises, as well as two world circumnavigations. During her last years, to save fuel costs, crossings took six days/nights.[citation needed]

As the SS Norway she was the flagship of the Norwegian Cruise Line from 1980 to approximately 2001.

Some, like ship historian John Maxtone-Graham, believe that France was purposely built to serve as both a liner and a cruise ship, stating: "Once again, the company had cruise conversion in mind... for cruises, all baffle doors segregating staircases from taboo decks were opened to permit free circulation throughout the vessel."[1] However, others, such as ship historian William Miller, have asserted that France was the "last purposely designed year-round transatlantic supership."[2]

History[edit]

Concept and construction[edit]

The SS France was constructed to replace the line's other ageing ships like the SS Ile de France and SS Liberté, which by the 1950s were outdated. Without these vessels, however, the French Line had no ability to compete against their rivals, most notably the Cunard Line, which also had plans for constructing a new modern liner. It was rumoured that this ship would be a 75,000-ton replacement for their ships RMS Queen Mary and RMS Queen Elizabeth. (This ship would eventually be the 68,000-ton Queen Elizabeth 2.) Further, the United States Lines had put into service in 1952 the SS United States, which had broken all speed records on her maiden voyage, with an average speed of 35.59 knots (65.91 km/h; 40.96 mph).

At first, the idea of two 35,000-ton running mates was considered to replace Ile de France and Liberté. However, Charles de Gaulle (the future President of France) opined that it would be better for French national pride, then flagging due to the then ongoing Algerian War of Independence, to construct one grand ocean liner, in the tradition of the SS Normandie as an ocean-going showcase for France. The idea of such a publicly funded liner caused some controversy, leading to raucous debates in the French parliament. The dealing lasted three and a half years, and though the letter commissioning the construction was finally signed by the Chairman of the Compagnie Générale Transatlantique, Jean Marie, on 25 July 1956, debate about the form, cost and construction schedule for the France lasted a further year.[3]

Beyond the luxuries, the French Line had to also face the realities that transatlantic passenger trade was, at that time, forecast to decline due to increased air travel. Also, costs to operate ships were increasing, mostly due to prices of crude oil.[citation needed] Thus, the new ship would be larger than the Ile, but smaller and cheaper to operate than the Normandie. She would also only be a two-class liner, which would, like the recently built SS Rotterdam, be able to be converted from a segregated, class restricted crossing mode to a unified, classless cruising mode, thereby allowing the ship to be more versatile in its operations. Despite these requirements, she was still to be the longest ship ever built, as well as one of the fastest, meaning not only an advanced propulsion system, but also a hull design which would withstand the rigours of the North Atlantic at high speed. Hull G19 was built by Chantiers de l'Atlantique shipyard, in Saint-Nazaire, France, her keel being laid down on 7 September 1957. She was built in a non-conventional manner: rather than constructing a skeleton which was then covered in steel hull plating, large parts of the ship were prefabricated in other cities (such as Orléans, Le Havre and Lyon). The hull was fully welded, leading to weight savings, and had two sets of stabilisers fitted.[4]

She was blessed by the Bishop of Nantes, Monseigneur Villepelet, and launched on 11 May 1960, at 4:15 pm, by Madame Yvonne de Gaulle, wife of the President, and was then named France, in honour both of the country, and of the two previous CGT ships to bear the name. By 4:22 pm the France was afloat and under command of tugs.[5] President De Gaulle was also in attendance at the launch, and gave a patriotic speech, announcing that France had been given a new Normandie, they were able to compete now with Cunard's Queens, and the Blue Riband was within their reach. In reality, however, the 35 knots (65 km/h; 40 mph) speed of United States would prove impossible to beat.

After the launch, the propellers were installed (the entire process taking over three weeks), the distinctive funnels affixed to the upper decks, the superstructure completed, life boats placed in their davits, and the interiors fitted out. The France then undertook her sea trials on 19 November 1961, and averaged an unexpected 35.21 knots (65.21 km/h; 40.52 mph). With the French Line satisfied, the ship was handed over, and undertook a trial cruise to the Canary Islands with a full complement of passengers and crew. During this short trip she met, at sea, the Liberté which was on her way to the shipbreakers.[6]

Service history as SS France[edit]

The France's maiden voyage to New York took place on 3 February 1962, with many of France's film stars and aristocracy aboard.

On 14 December 1962, the France carried the Mona Lisa from Le Havre to New York, where the painting was to embark on an American tour.

Poster advertising the SS France's 1965 Christmas and New Year's cruise to the West African coast.

She sailed the North Atlantic run between Le Havre and New York for thirteen years. However, by the beginning of the 1970s jet travel was by far more popular than ship travel, and the cost of fuel was ever increasing. The France, which had always relied on subsidies from the French government, was forced to take advantage of these subsidies more and more.

Using the ship's versatile design to its full potential, the CGT began to send the France on more cruises during the winter, which was off-season for the Atlantic trade. One design flaw, however, was revealed when the ship reached warmer waters: her two swimming pools, one each for first and tourist class, were both indoors; the first class pool deep within the ship's hull, and the tourist class pool on an upper deck, but covered with an immovable glass dome. The latter, perhaps, was the more aggravating in hot weather. She also had limited outdoor deck space, with much of what was available protected behind thick glass wind-screens; useful on the North Atlantic, but frustrating when blocking cooling breezes in the tropics.

Nonetheless, the France's cruises were popular, and her first world cruise took place in 1972. Too large to traverse the Panama and Suez Canals, she was forced to sail around Cape Horn and the Cape of Good Hope. That same year, with the destruction of the Seawise University (former RMS Queen Elizabeth) by fire in Hong Kong, the France became the largest in-service passenger ship in the world.

Still, as the opening years of the decade progressed, the cruise market expanded, seeing the construction of smaller, purpose-built cruise ships which could also fit through the Panama Canal. Worse, in 1973 the Oil Crisis hit, and the price of oil went from US$3 to $12 per barrel. When the French government, at the end of the Trente Glorieuses, realized that keeping the France running would necessitate an additional ten million dollars a year, it opted instead to subsidize the then in-development Concorde. Without this government money, the French Line could not operate, and with a press release issued in 1974 it was announced that the France would be withdrawn from service on 25 October that year.

At that, the crew decided to take matters into their own hands: an eastbound crossing on 6 September, her 202nd crossing, was delayed several hours while the crew met to decide whether to strike then and there, in New York, or six days later outside Le Havre; Le Havre won, and the ship was commandeered by a group of French trade unionists who anchored the France in the entrance to the port, thereby blocking all incoming and outgoing traffic. The 1200 passengers aboard had to be ferried to shore on tenders, while approximately 800 of the crew remained aboard.

The strikers demanded that the ship be allowed to continue to serve, along with a 35% wage increase for themselves. However, their mission failed, and the night of the takeover proved to be the ship's last day of service for the CGT. It took over a month for the stand-off to end, and by 7 December 1974, the ship was moored at a distant quay in Le Havre, known colloquially as quai de l'oubli - the pier of the forgotten.[6][7]

By that time the France had completed 377 crossings and 93 cruises (including 2 world cruises), carried a total of 588,024 passengers on trans-Atlantic crossings, and 113,862 passengers on cruises, and had sailed a total of 1,860,000 nautical miles.[8]

First decommissioning[edit]

The mothballing of the France was met with dismay by much of the French population, resulting in a song by Michel Sardou, titled Le France.

The ship sat in the same spot for approximately four years, with the interiors, including all furniture, still completely intact. There were no plans to scrap the ship, or to sell it. However, in 1977 Saudi Arabian millionaire Akram Ojjeh expressed an interest in purchasing the vessel for use as a floating museum for antique French furniture and artworks, as well as a casino and hotel off the coast of the south-east United States. Though he purchased the ship for $24 million, this proposal was never realised, and others were rumoured to have floated, including bids from the Soviet Union to use her as a hotel ship in the Black Sea, and a proposal from China to turn her into a floating industrial trade fair.[6]

In the end, the ship was sold in 1979 to Knut Kloster, the owner of Norwegian Caribbean Line for $18 million for conversion into the world's largest cruise ship. Just before the France was renamed Norway one last marriage was performed aboard the ship at the quay in Le Havre. The wedding was performed by Rev. Agnar Holme, the Norwegian Seaman's chaplain. Greg Tighe, Director of Research and Corporate Development for NCL, was married to Lorraine Anne Evering (Tighe) in the France's chapel. Witnesses included the ship's Captain, and several members of NCL's management team. This marked the last marriage to be performed aboard the SS France, which had hosted hundreds of weddings over her transatlantic career.

By August of that year the Norway was moved to the Lloyd shipyards in Bremerhaven, Germany, where she would undergo renovations to the cost of $80 million.[9]

Service history as SS Norway[edit]

The SS Norway at Velsen, the Netherlands

The SS Norway was registered in Oslo, given the call sign LITA (literally meaning "small"), and was re-christened on 14 April 1980. She was the first (and only) purpose-built transatlantic ocean liner that was remodeled to be employed exclusively in luxury cruise service. Her hull form, bow design, and accommodation layout had been designed specifically for the rigors of crossing the North Atlantic, year-round. In her remodeling for cruise service, she was given a more generous accommodation, as well as larger and more numerous public spaces for the cruise-type recreations. Mechanically, the four screw propulsion plant was reduced to two screws. And in a bid for economy, she was given a complete set of bow/stern thrusters to give her the flexibility she needed to bring her into harbour; and, to dock, without resort to the expensive pilot and tug (boat) operations that were standard procedure in the heyday of the trans-Atlantic express liners. When her re-fit was completed; and on her maiden call to Oslo, Senior Steward Wesley Samuels of Jamaica, in the presence of King Olav V, hoisted the United Nations flag as a sign of the ship's international crew.

She began her maiden voyage to Miami that same year, amidst speculation about her future in the cruise industry. The France had been built as an ocean liner: for speed; long, narrow, with a deep draft, as well as an array of cabin shapes and sizes designed in a compact manner more for purpose travel than languid cruising. But the Norway proved popular, and made the notion of the ship being a destination in itself credible. Her size, passenger capacity, and amenities revolutionized the cruise industry and started a building frenzy as competitors began to order larger ships.

As cruise competition attempted to take some of the Norway's brisk business, the Norway herself was upgraded several times in order to maintain her position as the "grande dame" of the Caribbean. In September and October 1990, there was the addition of two decks atop her superstructure, adding 135 new suites and luxury cabins. While many ship aficionados believe the new decks spoiled her original clean, classic lines, the new private veranda cabins on the added decks were instrumental in keeping the Norway financially afloat during the later years of her operation, as these became a common feature throughout the cruise industry. She received additional refits in 1993 and 1996 in order to comply with the new SOLAS (Safety of Life At Sea) regulations.[10]

Competition eventually overtook the Norway, and she even started taking a back seat to other ships in NCL's lineup itself. No longer the "Ship amongst Ships", her owners severely cut back on her maintenance and upkeep. She experienced several mechanical breakdowns, fires, incidents of illegal waste dumping, and safety violations for which she was detained at port pending repairs. Despite the cutbacks, the ship remained extremely popular among cruise enthusiasts, some of whom questioned the owner's actions in light of the continuing successful operation of the Queen Elizabeth 2, which had become a well-maintained rival operating 5-star luxury cruises still for Cunard. In spite of this, the cutbacks continued and problems mounted even as the ship continued to sail with full occupancy. A turbo-charger fire erupted on the Norway as she entered Barcelona in 1999, which pulled her out of service for three weeks.[10] During one of the following cruises to Norway she broke down in Bergen with leaks to one of the propeller seals delaying sailing until repaired.

SS Norway in Flåm Norway 1999

Slated for retirement, the Norway sailed out of Manhattan's west side piers for the last time on 9 September 2001, on yet another transatlantic crossing to Greenock, Scotland, and then on to her home port of Le Havre, France. Her passengers would learn of the terrorist attacks on New York and Washington two days later, while in mid-ocean. However, as the cruise industry reeled from the aftermath of the terrorist attacks, her owners decided to place her back into service - operating bargain-basement cruises from Miami, after a brief cosmetic refit that failed to address her mounting mechanical and infrastructure problems.

On 25 May 2003, after docking in Miami at 5:00 a.m., the Norway was seriously damaged by a boiler explosion[11] at 6:37 a.m. that killed eight crew members, and injured seventeen, as superheated steam flooded the boiler room, and blasted into crew quarters above through ruptured decking. None of the passengers were injured. The National Transportation Safety Board determined that "the probable cause of the boiler rupture on the Norway was the deficient boiler operation, maintenance, and inspection practices".[11] On 27 June 2003, NCL/Star decided to relocate the Norway, and she departed Miami under tow, although at first NCL/Star refused to announce her destination. However, she headed towards Europe and eventually arrived in Bremerhaven on 23 September 2003. NCL announced that constructing a new boiler was not possible; boiler parts, however, were available to repair her. In Bremerhaven she was used as accommodation for NCL crew training to take their places on board the line's new Pride of America.

Former itineraries as the SS Norway[edit]

NCL originally planned for the Norway to sail empty from Germany to Miami, but a pre-inaugural cruise was added, with only a select number of passengers allowed to sail. Starting from Oslo, Norway, stopping at Southampton, England, and ending in New York. A 6-day cruise to Bermuda was planned but cancelled at the last minute in favor of fixing some problems. She set sail on her first inaugural cruise from Miami, Florida, on 1 June 1980, a 7-day cruise with only two stops, one in Little San Salvador known as Great Stirrup Cay then followed by a stop in St. Thomas, USVI. The other days of the cruise were sea days as the Norway was the destination itself. This remained her main itinerary from 1980 to 1982 until NCL announced Nassau, Bahamas was added. By 1985 St. Maarten, Netherlands Antilles was added. In 1987 her new itinerary was introduced a 7-day cruise from Miami stopping at St. Maarten, St. John, USVI; St. Thomas and Great Stirrup Cay. Her Western Caribbean cruises later introduced were 7-days stopping at Cozumel, Mexico; Grand Cayman, Cayman Islands; Roatan and NCL's private island Great Stirup Cay. Between regular cruising in the Caribbean and dry dock periods, she sailed many cruises to Western Mediterranean, Western Europe coast, Northern Europe, the British Isles and the Norwegian Fjords.[12][13]

Her official farewell cruise was a 17-day Transatlantic cruise from Miami stopping at New York; Halifax, Nova Scotia; St John's, Newfoundland and Labrador; Greenock, Scotland; Le Havre, France and ending in Southampton. But a decision was made to keep the Norway sailing bargain-based Caribbean cruises out of Miami. This continued until her demise in May 2003.[12]

Second decommissioning[edit]

SS Norway anchored in Bremerhaven, Germany, February 2004

"The Norway[citation needed] will never sail again," it was announced on 23 March 2004, by NCL Chief Executive Colin Veitch. The ship's ownership was transferred to NCL's parent company, Star Cruises.

Due to large amounts of asbestos aboard the ship (mostly in machine and bulkhead areas), the Norway was not allowed to leave Germany for any scrap yards due to the Basel Convention. However, after assuring the German authorities that the Norway would go to Asia for repairs and further operation in Australia, she was allowed to leave port under tow. It was reported that the art from her two dining rooms, children's playroom, stairtower, and library were removed and placed in storage, to possibly be utilized on board a revitalized SS United States, or another ship in the NCL fleet.[14] However, later photos of the Norway at the scrapyards of Alang, India, would prove this statement to be untrue. The Norway left Bremerhaven under tow on 23 May 2005, and reached Port Klang, Malaysia on 10 August 2005.

In fact, the ship was sold to an American naval demolition dealer for scrap value in December 2005. After eventually reselling the ship to a scrap yard, the ship was to be towed to India for demolition. However, in light of protests from Greenpeace, potentially lengthy legal battles due to environmental concerns over the ship's breakup, and amidst charges of fraudulent declarations made by the company to obtain permission to leave Bremerhaven, her owners cancelled the sale contract, refunded the purchase price, and left the ship where she was.[15]

SS Blue Lady[edit]

The SS Norway was sold in April 2006 to Bridgend Shipping Limited of Monrovia, Liberia, and renamed SS Blue Lady in preparation for scrapping. One month later she was again sold, to Haryana Ship Demolition Pvt. Ltd., and was subsequently left anchored in waters off the Malaysian coast after the government of Bangladesh refused the Blue Lady entry into their waters due to the onboard asbestos. Three weeks later, the ship began its journey towards Indian waters, though it was announced that she had left Malaysian waters for the United Arab Emirates for repairs, and to take on new crew and supplies.[16][17]

Upon learning of the ship's destination, Gopal Krishna, an environmentalist and an anti-asbestos activist, filed an application before the Supreme Court of India to ensure that the ship, reportedly containing asbestos, complied with the Court's 14 October 2003 order which sought prior decontamination of ships in the country of export before they could be allowed entry into Indian waters. On 17 May 2006, Kalraj Mishra expressed his concern to the Indian Parliament over possible hazards the Blue Lady presented, and requested that the government put a halt to the ship's entry. However, as the Indian Supreme Court had lifted any ban on the ship's entry, the Blue Lady was anchored 100 km off the Indian coast in mid-July, coming from Fujairah, UAE.[18][19]

This also cleared the way for her scrapping at Alang, in Gujarat, pending an inspection of the on-board asbestos by experts from the Gujarat Pollution Control Board (GPCB).[20] After GPCB chairman, K.Z. Bhanujan, said the Board had constituted an experts' committee for inspection, the Blue Lady was docked in Pipavav, Kutch District. On 2 August 2006, after a five-day inspection, the experts declared the ship safe for beaching and dismantling in Alang.[21] However, this prompted a fury of controversy over the legality of such an act, including a press release from the NGO Platform on Shipbreaking that critiqued the technical report, alleging that the Technical Committee was under undue pressure to allow the ship to be beached, and had failed to follow the Basel Convention and the Supreme Court of India's order that ships must be decontaminated of hazardous substances such as PCBs and asbestos, and, in any case, must be fully inventoried and formally notified prior to arrival in the importing country.[22][23] No such notification was made by either Malaysia (last country of departure) nor Germany (country where the ship became waste).

The NGO Platform on Shipbreaking also announced that it was prepared to launch a global campaign against Star Cruises and their subsidiary Norwegian Cruise Lines for corporate negligence in this case.[24]

SS Blue Lady sits hard aground at Alang, India, awaiting scrapping.

Photos from Alang revealed that the Blue Lady was still partially afloat off the coast; her bow on dry beach at low tide, and the ship fully afloat at high tide. The photos also showed that neither NCL nor Star Cruises had removed any of the ship's onboard furniture or artworks (including the murals in the Windward Dining Room and Children's Playroom, and the Steinway piano in Le Bistro), as had previously been reported.

Fans of the France became concerned about the future of the art pieces, both due to the ship lying at anchor in a very humid environment without power for air conditioning, and due to lack of concern for preservation on the part of the scrappers.[25][26] Still, it was stated that as of early September 2006, the ship's owner had signed contracts with various buyers, including auctioneers and a French museum, to sell the artworks. Other fittings were to be sold by the ton.[8]

Gopal Krishna again moved an application seeking compliance with the Basel Convention, and three days later the Indian Supreme Court decided that the scrapping was to be postponed, stipulating that the Technical Committee, which earlier approved the scrapping, were to write a new report to be submitted before the Court's final decision.[27] That decision was reached on 11 September 2007 (the 33rd anniversary of the SS France's last day on the Atlantic), when the court ruled that the Blue Lady was safe to scrap, a decision that was received negatively by ship aficionados and environmentalists alike.[28]

By 4 December of the same year, it was confirmed that the tip of the Blue Lady's bow had been cut; a ceremonial move done to most ships that end up in Alang just prior to the full-scale breaking of a ship.[29] It was confirmed on 20 January that the Blue Lady had commenced scrapping.[29] Scrapping began on the forward part of the sun deck. The suites added during the 1990 refit were gone by March, briefly returning the ship to her pre-1990 profile.

By 12 July 2008 the bow and the stern of the ship had been removed, with little of the ship's famous profile still recognizable.[30] By September 2008, most of what remained above the waterline had been cut away, and the ship's destruction was essentially completed by late 2008.

The bow exhibited in Paris, after having been sold by auction

In 2009 the tip of the bow of the France / Norway was returned to the country of her birth as one of a catalogue of auction pieces removed from the ship before scrapping commenced. The auction was held on 8 and 9 February.[31][32] It is now on public display at Paris Yacht Marina, Port de Grenelle, Paris 15e.

In January 2010 one of the two sets of neon letters which sat atop the superstructure of the France before her conversion was restored and put on display. The letters, which spell "France", are to be displayed at the Musée national de la Marine in Paris. They will then be returned to Le Havre and presented to the Musée Malraux, facing the front of the harbor.[33]

Yet another LEGO MARVEL minifigure made using GIMP.

M | Phương Thấu Trang

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To make this composite, I blended myself with a piece of newspaper. My original plan was to make a composite with flying pieces of newspaper around me, but that plan failed for a few reasons so I tried this. I blended in Photoshop using Hard Mix and was decently pleased with the results.

This photo is meant to show our world shapes us and how we can often be labeled by things out of our control. It fits into my concentration stylistically with the surreal edit, desaturated and high clarity style.

Tests with my 'gift' AF NIKKOR 70-210mm f4-5.6 zoom on different NIKON bodies for close-up and distant shots . Very poor outdated FUJI SUPERIA 200 rated 100 ASA so colours not all 'Good'