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Myanmar, previously known as Burma, what a surprisingly amazing place. We booked this holiday to get out of our comfort zone of easy beach holidays in the Maldives. There were several times when we wondered why we did it, travel in Myanmar consists mainly of long, sometimes tedious journeys on outdated transport systems. But now, in hindsight, we realise that this was the only way to truly get a feel of how the country and people are living day to day. And by far, more so than any other holiday we have had, the people are the most memorable thing we brought back with us. They are totally charming, polite, honest, resilient, hard working and most of all truly happy people. Their sincerely happy smiles, some of which we thankfully managed to capture in our photo's, are what we mostly remember and will stay with us forever.
We all know, or think we know, about the bad old days of the Burmese regime, so we obviously had a few reservations about what we were letting ourselves in for, but as it turned out, Myanmar must be the safest place we have ever been to. There is zero crime here, 85% of the country are buddhists and all the people seem to be true to Buddha's teachings of compassion, honesty, right mindedness, right living and non-harming to any living thing. Admittedly, although the country is now a democracy, the military still retains a certain amount of power, so I guess there is still an undercurrent going on albeit out of sight of the regular tourist. However, all the people we spoke to are so much happier now, they are more or less free to speak openly, without fear of reprisals and they all feel positive about the path the country is on now.
As for the landscape, what can I say, there is nowhere like it on earth! Outside the cities the whole country seems to be in some sort of 200 year old time warp. The people are mostly farmers on small plots of land using ox carts to plough the fields and living in houses made of bamboo, wood and matting. The wierdest thing is most of them have solar power, mainly for a bit of light and to charge their mobile phones! Everyone is on their phone here.....just like the rest of the world I guess. Also, there are temples, pagodas and stupas everywhere you look, especially in Bagan, which is like the Mecca of Myanmar. We were there for the Full Moon Festival where thousands of Burmese monks and Myanmar people gather from all over the country to celebrate for three days at the Ananda Pagoda in Bagan. After possibly days travelling they stay awake for most of the three days and nights watching entertainment which includes dance, theatre, chants, recitations and singing as well as stand up comedy. Amazing belief.
A word about One Stop Travel & Tours the Myanmar company we booked with. We found them via recommendations on Tripadvisor and so glad we used them. They never asked for a deposit, they booked all our hotels, train & boat journeys, balloon ride and one internal flight all on an email handshake! We just paid them in US Dollars on arrival, saving us thousands on UK travel brochure rates, and they never let us down once. The guides were all good guys and always there to greet us at the various destinations on our tour/trek, sometimes waiting hours when the transport was late. A special thanks to Leo our Yangon guide and Eaint at the One Stop office. After leaving our Nikon Coolpix A camera charger at home we trawled the shops of Yangon eventually finding a replacement.......only to leave it plugged in the wall at our next hotel in Mandalay! We were now a ten hour boat journey away in Bagan, but a call to Eaint at the One Stop office and they got it to us two days later just before we moved on! A huge thank you to all at One Stop as this holiday produced without doubt our most amazing photographs ever!
Myanmar has been open to mainstream tourism for five years now, a lot of the people speak English now so it is relatively easy to holiday there. We are so glad we went there before it really changes, there is still a huge amount of charm and old worldliness about the place that you will not find in any other country. If you are prepared to switch off from the 21st century and just accept it for what it is you will be richly rewarded with amazing memories of a landscape like no other and a fascinating people who are genuinely happy to see you.
* * * * * * * *
To view the rest of my Photography Collection click on Link below:
www.flickr.com/photos/nevillewootton/albums
* * * * * * * *
Photography & Equipment sponsored by my web business:
We are UK's leading Filter Specialists, selling online to the Plant, Agricultural, Commercial Vehicle and Marine Industries.
* * * * * * * *
PLEASE NOTE: I take Photographs purely as a hobby these days so am happy to share them with anyone who enjoys them or has a use for them. If you do use them an accreditation would be nice and if you benefit from them financially a donation to www.sightsavers.org would be really nice.
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Ok, you can find this at Google maps, but I'll try to write here a kind of story on it.
I found it accidentally, looking for a restaurant where will be Christmas party of my firm in a week, in one and only Capital city (Belgrade, Serbia), on gMaps, of course. After seeing it, I continued to drift on upstream river Sava ... interesting banks, lot of small river houses, etc ... and then I spotted this scene - two broken bridges! Wow, that's really interesting :-) (and here is closer look to one of them, where you can see couple of parked cars, I think)
Story behind? For surprised ones, the first is to search on keys 1999 NATO bridge, then continue with few details on Ostružnica bridges story...
...
The main transit way for Belgrade, part of the city ring, connecting main roads, from E760 (Ibar Highway) on south, to E70 (Belgrade - Zagreb Highway) to west, has it's own interesting story.
Bridge building project was started in 1990 (the source in Serbian), stopped two years later due to sanctions, continued in 1997, announced for final opening in April 1999, but ... bombing campaign has started in March, the bridge didn't survive, as we can still see above from Google maps shot.
Luckily, these map shots aren't refreshed daily, so it seems that today we have bridges at that spot on the Earth, which is acknowledged with this 2004 news announcement (also in Serbian) and also on Wikimapia (it says "Ostružnica bridge over Sava - recostruncted!")
...
As we can find here outdated shot on Google maps, it is not the only place with "broken" bridges - the Liberty bridge in Novi Sad is still broken (according to gMaps), it is clearly visible, but unfortunately the shot resolution is much lower to make it interesting. However, that was noticed on another my capture from gMaps, there stays a note on the photo which clearly says "they should take snapshot of the bridge again" ... well, better that than to take another shot on the bridge :-)
The kitchen that has to go, oven that no longer lights, particle board cabinets that are deteriorating, dishwasher dead & already recycled, floor that can't be cleaned. I won't miss this!
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Myanmar, previously known as Burma, what a surprisingly amazing place. We booked this holiday to get out of our comfort zone of easy beach holidays in the Maldives. There were several times when we wondered why we did it, travel in Myanmar consists mainly of long, sometimes tedious journeys on outdated transport systems. But now, in hindsight, we realise that this was the only way to truly get a feel of how the country and people are living day to day. And by far, more so than any other holiday we have had, the people are the most memorable thing we brought back with us. They are totally charming, polite, honest, resilient, hard working and most of all truly happy people. Their sincerely happy smiles, some of which we thankfully managed to capture in our photo's, are what we mostly remember and will stay with us forever.
We all know, or think we know, about the bad old days of the Burmese regime, so we obviously had a few reservations about what we were letting ourselves in for, but as it turned out, Myanmar must be the safest place we have ever been to. There is zero crime here, 85% of the country are buddhists and all the people seem to be true to Buddha's teachings of compassion, honesty, right mindedness, right living and non-harming to any living thing. Admittedly, although the country is now a democracy, the military still retains a certain amount of power, so I guess there is still an undercurrent going on albeit out of sight of the regular tourist. However, all the people we spoke to are so much happier now, they are more or less free to speak openly, without fear of reprisals and they all feel positive about the path the country is on now.
As for the landscape, what can I say, there is nowhere like it on earth! Outside the cities the whole country seems to be in some sort of 200 year old time warp. The people are mostly farmers on small plots of land using ox carts to plough the fields and living in houses made of bamboo, wood and matting. The wierdest thing is most of them have solar power, mainly for a bit of light and to charge their mobile phones! Everyone is on their phone here.....just like the rest of the world I guess. Also, there are temples, pagodas and stupas everywhere you look, especially in Bagan, which is like the Mecca of Myanmar. We were there for the Full Moon Festival where thousands of Burmese monks and Myanmar people gather from all over the country to celebrate for three days at the Ananda Pagoda in Bagan. After possibly days travelling they stay awake for most of the three days and nights watching entertainment which includes dance, theatre, chants, recitations and singing as well as stand up comedy. Amazing belief.
A word about One Stop Travel & Tours the Myanmar company we booked with. We found them via recommendations on Tripadvisor and so glad we used them. They never asked for a deposit, they booked all our hotels, train & boat journeys, balloon ride and one internal flight all on an email handshake! We just paid them in US Dollars on arrival, saving us thousands on UK travel brochure rates, and they never let us down once. The guides were all good guys and always there to greet us at the various destinations on our tour/trek, sometimes waiting hours when the transport was late. A special thanks to Leo our Yangon guide and Eaint at the One Stop office. After leaving our Nikon Coolpix A camera charger at home we trawled the shops of Yangon eventually finding a replacement.......only to leave it plugged in the wall at our next hotel in Mandalay! We were now a ten hour boat journey away in Bagan, but a call to Eaint at the One Stop office and they got it to us two days later just before we moved on! A huge thank you to all at One Stop as this holiday produced without doubt our most amazing photographs ever!
Myanmar has been open to mainstream tourism for five years now, a lot of the people speak English now so it is relatively easy to holiday there. We are so glad we went there before it really changes, there is still a huge amount of charm and old worldliness about the place that you will not find in any other country. If you are prepared to switch off from the 21st century and just accept it for what it is you will be richly rewarded with amazing memories of a landscape like no other and a fascinating people who are genuinely happy to see you.
* * * * * * * *
To view the rest of my Photography Collection click on Link below:
www.flickr.com/photos/nevillewootton/albums
* * * * * * * *
Photography & Equipment sponsored by my web business:
We are UK's leading Filter Specialists, selling online to the Plant, Agricultural, Commercial Vehicle and Marine Industries.
* * * * * * * *
PLEASE NOTE: I take Photographs purely as a hobby these days so am happy to share them with anyone who enjoys them or has a use for them. If you do use them an accreditation would be nice and if you benefit from them financially a donation to www.sightsavers.org would be really nice.
* * * * * * * *
Schellinghout, Hoorn, NL
28 December 2011
Minolta Vectis S-1 APS film SLR and 80-240 APO zoom
Outdated Tesco APS film
Scanned by processor, colour correction and other PP by me
This is a pleasant surprise: an outdated 'Colorama' film I put through my Minolta 110 Zoom Mark II camera seems to have come out OK. This is my third film through the camera, with two failures hitherto. All I need now is a decent 110 or 16mm spiral and I can do my own developing of black and white films.
But look at all that wasted film area ...
my current phone: an (already outdated) palm centro and my old phone a kyocera 6035. Both run the same classic PalmOS.
PYONGYANG, NORTH KOREA - 2013/09/19: Pyongyang's newly built luxury housing for those citizens who are more fortunate in North Korea.
60 years after the Korean War, it is clear that not much has changed in North Korea. The country still remains under heavy censorship, with only a small portion of the population living the life of what we call "middle class". The people of North Korea are forced into believing that working for the greater good of the state is the formal way of presenting their national determination. The city of Pyongyang is outdated, with only a handful of cars driven by those who are a bit more fortunate. Propaganda rates are high, with many billboards displaying missiles and world domination regimes. North Korea remains a strictly isolated country where people do not have the privileges that we take for granted. (Photo by Jonas Gratzer/LightRocket via Getty Images)
+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The SAAB B31 was a Swedish jet-powered multirole aircraft, originally designed to serve as a tactical bomber, ground attack, reconnaissance and interceptor aircraft. In the aftermath of the Second World War, Sweden set about the rebuilding and modernization of its armed forces. Regarding aviation, jet propulsion had been identified as the powerplant of the future, and experience with the SAAB 21R, which had been converted from a propeller-pusher aircraft into a jet-powered fighter and attack aircraft in 1947, bolstered confidence in the home industry’s competence. The Saab 21R was only an interim solution, though. One hundred and twenty-four aircraft were planned but this number was reduced to only 64 and they were mainly used as fighter-bombers. The Flygvapnet’s standard post-war bomber, the Saab 18, a twin piston-engine design from 1944, was outdated, too, and its performance was regarded as inadequate for the Fifties. This led to a major development initiative for modern jet aircraft for the Flygvapnet in 1946, which spawned the Saab 29 ‘Tunnan’ fighter and the Saab B31 light bomber. Both aircraft were initially designed around the de Havilland Goblin turbojet of British origin, but when the more powerful de Havilland Ghost became available, this was chosen as the standard powerplant. Both aircraft incorporated such modern features as swept wings or ejection seats.
The Saab B31 was originally developed as a straightforward tactical bomber replacement for the Saab 18, called the Saab B31, which would carry its free-fall ordnance internally in a bomb bay. The Saab B31 had a streamlined, drop-shaped fuselage. A crew of two were envisioned, the pilot and a navigator/bomb aimer. They would sit in separate cabins, a generously glazed nose section with an optical bombsight and a navigational/bomb aiming radar in a shallow blister underneath, and in a fighter-type cockpit on top of the hull, respectively. Swept wings were planned that would offer a good compromise between speed benefits and range/lift. Due to the aircraft’s size and weight, two de Havilland Ghost engines were required, but integrating these bulky centrifugal flow engines with a relatively large diameter turned out to be a design challenge.
Several layouts were evaluated, including engines buried in the rear fuselage with side air intakes, or engines mounted in wing root fairings with individual exhausts at the wings’ trailing edge. Eventually the Saab B31’s powerplants were directly mounted in nacelles under slightly swept (20°) shoulder wings, what made access and maintenance easy and kept the fuselage free for a huge fuel capacity, a generous bomb bay, and a conventional tricycle main landing gear. The latter’s tread width was quite narrow, though, which might have caused handling problems, so that during the bomber’s design refinements the landing gear arrangement was radically changed into a tandem layout. It eventually comprised of two main struts featuring large low-pressure twin wheels, supported by small outrigger wheels that semi-retracted into fairings under the bulbous engine nacelles. While unusual, this arrangement had the side benefit that the bomb bay could be lengthened and the fuel capacity in the fuselage could be increased without a center of gravity shift, with the rear/main landing gear strut well placed further aft, well behind the aircraft’s center of gravity. This, however, prevented normal rotation upon take-off, so that the front strut was lengthened to provide the aircraft with an imminent positive angle of attack while rolling, giving the Saab B31 a distinctive nose-up stance on the ground.
The enlarged bomb bay could hold up to four free-fall 340 kg bombs, the B31’s primary weapon. Additional ordinance, typically two further single bombs of up to 500 kg caliber, pods with unguided missiles, or drop tanks to extend range, could be carried on a pair of hard points outside of the engine nacelles. The maximum total payload was 2.400 kg. No offensive or defensive guns were carried, the B31 was supposed to rely only on speed and agility. Large air brakes on the aircraft’s flanks were introduced to prevent the exceeding of the B31’s design speed limit of Mach 0.9 in a dive, and they also helped to slow down the aircraft upon landing. To reduce the landing run length further a brake parachute was housed in an extended teardrop fairing on the fin that also held the swept horizontal stabilizers.
Overall, the Saab B31 reminded vaguely of the Soviet Yak-120/25 (NATO code Flashlight A) and of the French Sud-Ouest SO.4050 Vautour, which were both under development at the same time. Beyond the original tactical bomber role that was supposed to supersede the Swedish B 18, the Saab B31 was also intended to fulfill night/all-weather reconnaissance missions, outfitted with a camera and sensor pallet in the bomb bay and flash bombs on the wing hardpoints. Furthermore, the aircraft was proposed to become, in a second step, the basis for a jet-powered long-range all-weather fighter, a type of aircraft that was direly needed by Flygvapnet during the late Forties. The situation was so severe and urgent that the Swedish Air Force did not want to wait for a J31 development and had to procure sixty radar-equipped de Havilland Mosquito NF.30 night fighters from Great Britain as a hasty stopgap solution – a totally outdated model in the late Forties, but it was the best and only readily available off-the-rack solution.
In parallel, both engine and aircraft technology underwent dramatic developments and literally made leaps: In December 1948, an initial contract for the design and mockup of Saab's newly proposed P.1150 design was issued, a modern swept-wing design that already represented the next, transonic fighter aircraft generation. The resulting aircraft would become the Saab 32 ‘Lansen’ and it literally overtook the B31’s intended role as the Saab 18 bomber and attack aircraft replacement. However, a modern all-weather fighter with long range and a powerful radar was still not on the horizon, and, consequently, the Saab B31’s original bomber/reconnaissance version was dropped completely in favor of an optimized interceptor derivative with a powerful on-board radar: the J31. This was, however, also just a stopgap solution until an all-weather fighter version of the favored Saab 32 would be ready for service, so that a single aircraft type would take over multiple military roles and therewith simplify production, maintenance and logistics.
From that point on the Saab B31 was re-designed and optimized for a principal fighter role, with an attack capability as a secondary capability. However, due to its bomber origins and its intended mission profile the J31 was not intended to be a typical sleek and nimble dogfighter (that was the contemporary Saab 29’s role as a day fighter, even though a radar-equipped version of the Tunnan was on Saab’s drawing boards, too, yet not realized because compact systems were not available), but rather as a standoff night fighter which would loiter on station and patrol the air space, search for targets and then identify and engage them.
The bomber’s large air brakes were a welcome feature to position the approaching fighter behind a potential slower target, which were primarily relatively cumbersome bombers that would come in at medium to high altitude and at subsonic speed. This mission profile heavily influenced the J31 design and also set boundaries that were later hard to overcome and develop the aircraft’s potential further. While the light bomber basis would meet the required demands concerning range, speed and limited agility, the obligatory radar and its periphery to fulfill the N/AW fighter mission led to a major re-design of the forward fuselage. A large radar dish under a solid nose radome now occupied the formerly glazed nose section, and the radar operator was placed together with the pilot in a new pressurized side-by-side cockpit under a common canopy. A large and relatively flat forward windshield was used; while not conducive to high-speed flight, it provided distortion-free external visibility, something that was particularly valued for a night fighter at that time. Both pilot and navigator/radar operator had full steering equipment, what also made a dedicated trainer version unnecessary. Both sticks were extendable so that more force could be exerted upon it by the pilot as a fallback measure in the event of a hydraulic failure. Bleed air from the engines was used to de-ice the wings’ and tail surfaces’ leading edges and the engines’ air intakes, so that the aircraft could operate even in harsh climatic conditions.
Radar and fire control system for the J31 were created and produced by Ericsson and called “Gryning” (= Dawn). The system was quite advanced for the time even though complex: a combination of three different radars, each performing separate functions. The system comprised a search radar, a tracking radar, both located in the nose under a huge mutual radome, and a tail warning radar with a separate, smaller antenna. The search radar covered the front hemisphere and could detect aircraft at distances up to 35 kilometres (about 20 miles) away while the tracking radar could achieve a weapons lock up to 4 km (2.5 miles) away. Additionally, the Gryning system had a limited look-down capability, being able to detect aircraft that flew underneath the J31 at an altitude of down to 800 m (2.600 ft). The tail-mounted surveillance radar was effective up to 15 km (almost 10 miles) away. The complexity of this vacuum tube-based radar system, produced before the advent of semiconductor electronics, required a lot of internal space and intensive maintenance to keep it operating properly – and it would have been much too big or heavy to fit into the more modern but also more slender Saab 32 airframe.
The armament was changed, too. While the B31 bomber was intended to carry no guns at all the fighter derivative was now armed with four 20 mm cannon in the lower nose, plus two retractable unguided air-to-air missile racks in the former bomb bay in tandem, carrying a total of 96 projectiles, which were supposed to be fired singly, short bursts or in one or more massive salvoes against bomber formations, covering a huge field of fire and ensuring a takedown even with a single hit. This core armament was complemented by a pair of underwing hardpoints outside of the engine nacelles which could carry pods with further 18 unguided missiles each, iron bombs of up to 500 kg calibre for a secondary attack capability, or 570 l drop tanks to extend the J31’s range and loiter time.
An initial order for three prototypes was placed by the Swedish government, and on 16 October 1950, the first J31, even though still lacking the radar, conducted its maiden flight. The flight test program proceeded relatively smoothly, but the performance was rather poor for a fighter. More powerful engines were required, but choices for Saab were very limited. The use of the Saab 29’s indigenous afterburner variant of the Ghost (which was by then license-produced in Sweden as the Svenska Flygmotor RM2) was deemed inefficient for the large aircraft, so that attempts were made to improve the Ghost’s dry thrust for the J31 without an increased fuel consumption through reheat. This new indigenous engine variant became the RM2F (“förstärkt” = “powered-up”), which provided 5,400 lbf (24.02 kN) of thrust with water-alcohol injection instead of the RM2’s original dry 5,000 lbf (22 kN) maximum thrust. The tank for the required water-alcohol mixture was carried in the rear half of the former bomb bay and replaced one of the unguided missile racks. These were hardly ever used operationally, though, and soon completely removed, replaced by a second water-alcohol tank, which gave the aircraft enough endurance of 30 minutes at the increased thrust output level.
A follow-on order for six pre-production aircraft was soon received, which were still equipped with the weaker original RM2 and designated J31A. These machines were delivered to F 1 Västmanland Flygflottilj at Hässlö air base in Central Sweden, which just had been converted from a bomber to a night fighter unit, having been equipped with the J 30 Mosquitos. There the J31 was evaluated against the J30 until early 1951 and deemed superior in almost every aspect. With these satisfactory results, a full production order for 54 more aircraft was placed in mid-1951. These machines were now outfitted with more powerful RM2F engines and other refinements and designated J31B. This became the type’s operational main variant. All were delivered to F 1 where they were exclusively operated and gradually replaced the J 30s. In service the J31 received the unofficial nickname “Val” (= Whale), due to its bulky yet streamlined shape, but it was officially never adopted.
During regular maintenance in the following two years, the six early J31As received the stronger RM2F, together with the second water-alcohol tank as well as some avionics updates and were accordingly re-designated J31Bs. Further updates included wipers for the windscreen (a serious issue esp. at slow speed and while taxiing) and two smaller brake parachutes instead of the single large original one.
All J31s were delivered in a natural metal finish and retained it throughout their career; only two machines ever received camouflage during trials, but this measure was deemed unnecessary for the aircraft due to their role. Some aircraft of F 1’s 3rd squadron and operated by the unit’s staff flight had the aircrafts’ fins painted in dark green, though, to improve the contrast to the tactical code letters’ colour, yellow or white, respectively. The J31s’ radomes were made from fiberglass and originally tinted in opaque black. During maintenance and after damage, however, some machines received newly produced replacement fairings which were untinted/semi-transparent.
The only major update the J31B received was rolled out starting in 1958, when the IR-guided Rb24 (AIM-9B Sidewinder AAM) was introduced in the Swedish Air Force. Together with the J29 Tunnan fighters the J31s were outfitted to carry launch rails on the wing hardpoints – even though only a single pair could be carried in total. This, however, markedly improved the type’s combat efficiency, and it would take until the Saab 35F in 1965 with its Rb27/28 Falcon missiles to introduce more capable guided anti-aircraft missiles. Since the Rb24s extended the J31’s weapon range considerably, a potential gun upgrade with 30 mm cannons was not executed and Saab’s resources rather allocated into the Saab 32’s development.
Even though the J31B was a capable night and all-weather fighter for its time, it was limited due to its outdated weaponry and quickly superseded by advancing radar, engine and aerodynamic technologies. It did its job but lacked development and performance potential – and it was a large and complicated aircraft that required lots of maintenance. However, the J31 turned out to be a very stable and robust weapon platform, and it was quite popular among the crews because of the spacious cockpit, even though the field of view on the ground was very limited, due to the tall landing gear front leg, and several J31s were involved in taxiing accidents. Due to its twin engines and radar intercept operator, pilots gained more confidence on long missions in the remote northern areas of. Sweden, esp. on mission over open water.
When the Saab 32’s fighter version, the J 32B, eventually became operational in 1958, it was clear that the heavy and highly limited twin-engine J31B would not remain in service for much longer. By 1963 all machines had been retired from frontline service, initially stored in reserve but scrapped by 1970. Two machines remained operational, though: as flying test beds for the Swedish Air Force’s Försökscentralen (FC) at Malmen AB, where they served until 1981 – primarily to test radar and missile guidance systems, and as radar targets for war games and anti-aircraft unit trainings.
General characteristics:
Crew: 2
Length: 15,76 m (51 ft 7 1/2 in)
Wingspan: 16.96 m (55 ft 2/3 in)
Height: 4,21 m (13 ft 9 1/2 in)
Wing area: 45 m2 (480 sq ft)
Empty weight: 9,000 kg (19,823 lb)
Gross weight: 17,500 kg (38,546 lb)
….Max takeoff weight: 19,000 kg (41,850 lb)
Fuel capacity: 5,100 L (1,350 US gal / 1,120 imp gal) maximum internal fuel
plus 2x 570 L (150 US gal, 120 imp gal) optional drop-tanks
Powerplant:
2× Svenska Flygmotor RM2F centrifugal-flow turbojet engine (Rolls Royce Ghost), each with
4,750 lbf (21.1 kN) dry thrust at 10,250 rpm and
5,400 lbf (24.02 kN) with temporary water-alcohol injection
Performance:
Maximum speed: 1,090 km/h (677 mph, 588 kn; Mach 0.9) at 10,000 ft (3,000 m)
Cruise speed: 732 km/h (455 mph, 395 kn)
Stall speed: 150 km/h (92.8 mph, 80.6 kn) with approach power
Combat range: 1.850 km (1,145 mi, 995 nmi) on internals
Ferry range: 2.200 km (1,375 mi, 1,195 nmi) with 2× 570 l drop-tanks
Service ceiling: 16,200 m (53,062 ft)
Rate of climb: 40 m/s (7.681 ft/min)
Wing loading: 87.1 lb/sq ft (388 kg/m²)
Thrust/weight: 0.32
Armament:
4× 20 mm (0.79 in) akan m/47C (license produced Hispano Mark V) autocannon with 220 RPG
48× 75 mm (3.0 in) srak m/55 (Bofors 75 mm (3.0 in) rocket "Frida") unguided air-to-air missiles
with contact fuze high-capacity warhead on retractable rack in ventral bay
(not used operationally, later completely deleted in favor of a second water-alcohol tank)
2× wet underwing hardpoints outside of the engine nacelles for 600 kg (1.321 lb) each;
alternatively a pair of Rb24 (AIM9-B Sidewinder) IR-guided air-to-air missiles
The model and its assembly:
While it does not look spectacular, the J31 (actually my second use of this designation for a Swedish Fifties all-weather fighter, the first was an A.W. Meteor NF.14, but the “31” was lent from the Spitfire PR.XIX in Swedish service as S31) was a major creation feat. It all started with a discussion with fellow Swedish board member Pellson at whatifmodellers.com about Saab prototypes, esp. the early designs. That made me wonder about a twin-jet engine aircraft, something that could replace the Saab 18 bombers much like the BAC Canberra with the RAF’s Mosquito – and looking at similar international projects of the time like the Soviet Il-29 and Yak-25 as well as the French S.O. 4050 Vautour I thought that something similar could work well for Sweden, too.
My concept started with a primary light bomber and attack role, much like the B18 and the Canberra, with the outlook to develop a radar-bearing all-weather fighter from it, which was direly needed in Sweden in the Mid-Fifties and led to the procurement of two interim types in real life, the J30 (Mosquito night fighter) and the J33 (Venom night fighter), while plans were made to equip the J29 with a radar and the Saab 32 already on the drawing boards, even though the latter’s fighter version would be delayed well into the Sixties.
The core of the build was a leftover fuselage from a Matchbox F3D Skyknight – from an incomplete kit that came OOB with one of its three sprue trees double (even though in different colours!). The canopy was also still there, and now I eventually found a good use for it. However, not much more would be taken over from the Skyknight, because the overall layout would be much different, dictated by the bulky centrifugal flow engines that were (only) available to Sweden in the late Forties and which also powered the successful J29 Tunnan. The engines could, due to their diameter and the need for ducts, not be buried in the fuselage, so that they would go under the wings, directly attached to them as in the Il-29 and Vautour. The wings would be slightly swept (around 20°), as a compromise between modernism (as on the J29) and good range/endurance, and shoulder-mounted for good ground clearance and to avoid FOP (an issue of the Yak-25).
Since the engine pods should not be too large and bulky I decided that the main wheels would not retract into them (à la Il-28) and rather follow the Vautour route: with a tandem arrangement retracting into the fuselage and with small outrigger wheels. This had, for the original bomber version, the benefit, that the internal bomb bay could become longer than with a more conventional tricycle landing gear arrangement that would full retract into the hull, much like the Douglas A3D/B.66, with a wider track. And it would look more exotic, too.
With this concept I started a donor parts safari and started work on the fuselage. First major feat was to clean the F3D’s flanks from its original engine fairings – thankfully the Matchbox kit provides them as separate parts, so omitting them was simple, but there were enough major recesses and areas beyond the F3D’s basically teardrop shape hull that had to be filled and PSRed, including the original wing attachment points in the hull’s middle.
Another issue was the cockpit, which was missing through the double sprues. I was lucky to find an original Matchbox F3D tub in the spare box, from my first Skyknight build ever in the late Eighties (then built as a Vietnam era EF-10). New seats were procured as well as two (ugly) pilot figures and a dashboard from an Italeri Tornado IDS. However, the cockpit would later cause some more trouble…
The nose was generously filled with steel balls to keep it down (you never know…), and once the hull was closed, I implanted a new rear landing gear well. In the meantime, I kept searching for engine nacelle and wing parts – both turned out to be challenging. Not that I had not enough material to choose from, but I wanted to make the parts to be as authentic as possible – the nacelles conveying a centrifugal engine inside (see the Gloster Meteor for reference), and the light wing sweep angle as well as the desire for a not-too-modern look made the wing choice really hard.
The nacelles were completed first. I remembered some leftover parts from a Matchbox Meteor night fighter, mainly the intakes, which would be perfect. But the rest of the nacelles took a while to materialize. Eventually I found engine pods from a Hobbycraft Su-25, which are separate pieces. They had a more or less square diameter shape, but their size was good and so I combined them with the round (and bigger!) Meteor NF.14 intakes, after having added trimmed-down intake cones from a Trumpeter Il-28 inside, and PSRing the different shapes into something …more natural. Even though outrigger wheels would later be added I omitted eventual wells at this point, because I had to define the stance through the tandem main wheels first, and this was still tbd.
The wing donors became a lengthy affair. At one point I became so desperate that I tried to use the wing tips from a VEB Plasticart 1:100 Tu-20/95 bomber, but that failed (thankfully!) because the parts turned out to be warped and simply too ugly for the build. I did not find any suitable material in The Stash™, tested wings from an A-6 and an F-14, nothing worked well. I eventually procured – in a forlorn move – a vintage Revell 1:113 B-47 kit. Horrible thing, but its outer wings were useful, even though they required massive modifications. Their roots were cut away to reduce span and their angle was set at about 20°; the slender tips were also cut off, resulting in an almost trapezoid shape with a slightly extended wing chord at the trailing edge of the roots. Lots of PSR was required to improve the surface and to fill some gaps from the OOB engine pod attachment points of the B-47. Ugh.
At that point I had also already found a good fin: from an Academy/Minicraft 1:144 B-1B bomber! This not only offered a very Fifties-esque round and swept shape, it also had suitable attachment points for the stabilizers for a cruciform tail, which appeared necessary due to the engines’ wing position. As a side benefit, I could use the B-47’s wing tips as stabilizers, even though they had to be PSRed a lot, too.
To attach the new wings to the F3D fuselage I made cutouts at shoulder height, but the engine pods were first mounted and PSRed under the wings. More putty and sanding mess, but it was worthwhile.
In the meantime I worked on the landing gear and used parts from the ugly VEB Plasticart Tu-20/95 to scratch a tandem layout with twin wheels and a significant nose-up stance (due to the rear wheels’ position beyond the aircraft’s centre of gravity). Once this was settled and the wings in place I could work on the outrigger wheels. These were procured from a Matchbox 1:72 Sea Harrier and mounted in scratched fairings under the engine pods, so that they could semi-retract. With the ground clearance defined by the main wheels a suitable position and length for the outriggers could be found, and in the end the J31 has a proper stance with all four legs on the ground.
Painting and markings:
I like to apply simple liveries to weird builds, and for the J31 I settled upon a NMF finish – which was typical for the contemporary J29 Tunnan fighters, too. Only the reconnaissance versions as well as the fighters of as single operational unit were ever camouflaged (in dark green and dark blue). The only other realistic cammo option would have been the standard Swedish uniform dark green over blue grey. But bare metal appeared IMHO much better suited.
As a non-standard measure the model received an overall thin coat of grey primer, primarily to identify dents and notches on its many PSRed surface areas – a good move, because a lot of small flaws could be identified and treated before a final overall coat with “White Aluminium” from a rattle can (Duplicolor, RAL 9006) was applied and details like the radome, antennae (both in black) and the landing gear and its wells (in a light bronze tone, seen on Saab 29s and 32s) were painted in detail. I think the silver underlines the J31’s clean lines well?
The model received a light black ink washing, less for true weathering but to emphasize engraved details and for a “cloudier” look of the NMF surfaces. This was further enhanced through a careful treatment with grinded graphite (which adds a truly metallic shine to the paint), and since a lot of surface details were lost through PSR I did some manual panel-shading with different silver tones and re-created panel lines all over the hull with a soft pencil, mostly free-handedly. Quite simple, but it improves the overall impression a lot.
Decals were puzzled together. The Swedish roundels came from a generic TL-Modellbau sheet, the “T” on the tail was scratched from generic white and blue stripes from the same manufacturer. The blue band around the nose was made with the same material, plus a white “T” – inspired by tactical markings from some J29s from the Fifties. Some stencils were collected from the scrap box, and black walkway borders added to the wings’ upper surfaces and the spine behind the cockpit. As a side benefit these hide some lingering inconsistencies on the wing surfaces well.
Finally, the model was sealed with semi-gloss acrylic varnish (Italeri) for a shiny finish, except for the radomes, which became matt.
It might not look spectacular or exciting, but I am quite proud of this “second” J31, because it not only was a major kitbashing project, it also conveys the Fifties “look and feel” I wanted to catch, like its contemporaries S.O. 4050 Vautour, Yak-25, or even the stillborn Baade Ba-152 airliner. From that point it turned out very well, and going for a simple NMF livery was IMHO also a good move – the J31 has a certain “space age” look? At least, this is what you can get when you combine major parts from F3D, B-47. B1, Il-28, Su-25, Tu-95 and a Gloster Meteor… 😉
**Outdated**
**see more recent photos at beginning of set**
Update Sept 13 2011, Added a few filler panels and rearranged every thing to prepare for future expansion. Also did better cable management and routed entire house's network through the rack to have a centralized switch instead of satellite switches.
This bus stop, like many if not most in Washington, D.C., is well outdated. The bus fare is now $1.25, a fact most bus stop signs do not tell you.
Catalonia puts bullfighting into the shade.
The parliament of Catalonia has voted to ban bullfighting - the first region of mainland Spain to do so. The vote took place as the result of a petition brought to parliament, signed by 180,000 people who say the practice is barbaric and outdated.
Barcelona's main bullring is one of the oldest in Spain, but support for the bullfight has waned. The Barcelona bullring is the only functioning one in Catalonia.
The vote was brought to the agenda by activists who argue it is cruel and unacceptable and say most spectators in Catalonia these days are tourists. The campaign was led by the animal rights lobby group Prou! (Enough!).
One of the most famous fans of bullfighting was the US writer Ernest Hemingway, who celebrated the tradition in his book Death in the Afternoon.
More Infromation: www.bbc.co.uk/news/world-europe-10784611
+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The SAAB B31 was a Swedish jet-powered multirole aircraft, originally designed to serve as a tactical bomber, ground attack, reconnaissance and interceptor aircraft. In the aftermath of the Second World War, Sweden set about the rebuilding and modernization of its armed forces. Regarding aviation, jet propulsion had been identified as the powerplant of the future, and experience with the SAAB 21R, which had been converted from a propeller-pusher aircraft into a jet-powered fighter and attack aircraft in 1947, bolstered confidence in the home industry’s competence. The Saab 21R was only an interim solution, though. One hundred and twenty-four aircraft were planned but this number was reduced to only 64 and they were mainly used as fighter-bombers. The Flygvapnet’s standard post-war bomber, the Saab 18, a twin piston-engine design from 1944, was outdated, too, and its performance was regarded as inadequate for the Fifties. This led to a major development initiative for modern jet aircraft for the Flygvapnet in 1946, which spawned the Saab 29 ‘Tunnan’ fighter and the Saab B31 light bomber. Both aircraft were initially designed around the de Havilland Goblin turbojet of British origin, but when the more powerful de Havilland Ghost became available, this was chosen as the standard powerplant. Both aircraft incorporated such modern features as swept wings or ejection seats.
The Saab B31 was originally developed as a straightforward tactical bomber replacement for the Saab 18, called the Saab B31, which would carry its free-fall ordnance internally in a bomb bay. The Saab B31 had a streamlined, drop-shaped fuselage. A crew of two were envisioned, the pilot and a navigator/bomb aimer. They would sit in separate cabins, a generously glazed nose section with an optical bombsight and a navigational/bomb aiming radar in a shallow blister underneath, and in a fighter-type cockpit on top of the hull, respectively. Swept wings were planned that would offer a good compromise between speed benefits and range/lift. Due to the aircraft’s size and weight, two de Havilland Ghost engines were required, but integrating these bulky centrifugal flow engines with a relatively large diameter turned out to be a design challenge.
Several layouts were evaluated, including engines buried in the rear fuselage with side air intakes, or engines mounted in wing root fairings with individual exhausts at the wings’ trailing edge. Eventually the Saab B31’s powerplants were directly mounted in nacelles under slightly swept (20°) shoulder wings, what made access and maintenance easy and kept the fuselage free for a huge fuel capacity, a generous bomb bay, and a conventional tricycle main landing gear. The latter’s tread width was quite narrow, though, which might have caused handling problems, so that during the bomber’s design refinements the landing gear arrangement was radically changed into a tandem layout. It eventually comprised of two main struts featuring large low-pressure twin wheels, supported by small outrigger wheels that semi-retracted into fairings under the bulbous engine nacelles. While unusual, this arrangement had the side benefit that the bomb bay could be lengthened and the fuel capacity in the fuselage could be increased without a center of gravity shift, with the rear/main landing gear strut well placed further aft, well behind the aircraft’s center of gravity. This, however, prevented normal rotation upon take-off, so that the front strut was lengthened to provide the aircraft with an imminent positive angle of attack while rolling, giving the Saab B31 a distinctive nose-up stance on the ground.
The enlarged bomb bay could hold up to four free-fall 340 kg bombs, the B31’s primary weapon. Additional ordinance, typically two further single bombs of up to 500 kg caliber, pods with unguided missiles, or drop tanks to extend range, could be carried on a pair of hard points outside of the engine nacelles. The maximum total payload was 2.400 kg. No offensive or defensive guns were carried, the B31 was supposed to rely only on speed and agility. Large air brakes on the aircraft’s flanks were introduced to prevent the exceeding of the B31’s design speed limit of Mach 0.9 in a dive, and they also helped to slow down the aircraft upon landing. To reduce the landing run length further a brake parachute was housed in an extended teardrop fairing on the fin that also held the swept horizontal stabilizers.
Overall, the Saab B31 reminded vaguely of the Soviet Yak-120/25 (NATO code Flashlight A) and of the French Sud-Ouest SO.4050 Vautour, which were both under development at the same time. Beyond the original tactical bomber role that was supposed to supersede the Swedish B 18, the Saab B31 was also intended to fulfill night/all-weather reconnaissance missions, outfitted with a camera and sensor pallet in the bomb bay and flash bombs on the wing hardpoints. Furthermore, the aircraft was proposed to become, in a second step, the basis for a jet-powered long-range all-weather fighter, a type of aircraft that was direly needed by Flygvapnet during the late Forties. The situation was so severe and urgent that the Swedish Air Force did not want to wait for a J31 development and had to procure sixty radar-equipped de Havilland Mosquito NF.30 night fighters from Great Britain as a hasty stopgap solution – a totally outdated model in the late Forties, but it was the best and only readily available off-the-rack solution.
In parallel, both engine and aircraft technology underwent dramatic developments and literally made leaps: In December 1948, an initial contract for the design and mockup of Saab's newly proposed P.1150 design was issued, a modern swept-wing design that already represented the next, transonic fighter aircraft generation. The resulting aircraft would become the Saab 32 ‘Lansen’ and it literally overtook the B31’s intended role as the Saab 18 bomber and attack aircraft replacement. However, a modern all-weather fighter with long range and a powerful radar was still not on the horizon, and, consequently, the Saab B31’s original bomber/reconnaissance version was dropped completely in favor of an optimized interceptor derivative with a powerful on-board radar: the J31. This was, however, also just a stopgap solution until an all-weather fighter version of the favored Saab 32 would be ready for service, so that a single aircraft type would take over multiple military roles and therewith simplify production, maintenance and logistics.
From that point on the Saab B31 was re-designed and optimized for a principal fighter role, with an attack capability as a secondary capability. However, due to its bomber origins and its intended mission profile the J31 was not intended to be a typical sleek and nimble dogfighter (that was the contemporary Saab 29’s role as a day fighter, even though a radar-equipped version of the Tunnan was on Saab’s drawing boards, too, yet not realized because compact systems were not available), but rather as a standoff night fighter which would loiter on station and patrol the air space, search for targets and then identify and engage them.
The bomber’s large air brakes were a welcome feature to position the approaching fighter behind a potential slower target, which were primarily relatively cumbersome bombers that would come in at medium to high altitude and at subsonic speed. This mission profile heavily influenced the J31 design and also set boundaries that were later hard to overcome and develop the aircraft’s potential further. While the light bomber basis would meet the required demands concerning range, speed and limited agility, the obligatory radar and its periphery to fulfill the N/AW fighter mission led to a major re-design of the forward fuselage. A large radar dish under a solid nose radome now occupied the formerly glazed nose section, and the radar operator was placed together with the pilot in a new pressurized side-by-side cockpit under a common canopy. A large and relatively flat forward windshield was used; while not conducive to high-speed flight, it provided distortion-free external visibility, something that was particularly valued for a night fighter at that time. Both pilot and navigator/radar operator had full steering equipment, what also made a dedicated trainer version unnecessary. Both sticks were extendable so that more force could be exerted upon it by the pilot as a fallback measure in the event of a hydraulic failure. Bleed air from the engines was used to de-ice the wings’ and tail surfaces’ leading edges and the engines’ air intakes, so that the aircraft could operate even in harsh climatic conditions.
Radar and fire control system for the J31 were created and produced by Ericsson and called “Gryning” (= Dawn). The system was quite advanced for the time even though complex: a combination of three different radars, each performing separate functions. The system comprised a search radar, a tracking radar, both located in the nose under a huge mutual radome, and a tail warning radar with a separate, smaller antenna. The search radar covered the front hemisphere and could detect aircraft at distances up to 35 kilometres (about 20 miles) away while the tracking radar could achieve a weapons lock up to 4 km (2.5 miles) away. Additionally, the Gryning system had a limited look-down capability, being able to detect aircraft that flew underneath the J31 at an altitude of down to 800 m (2.600 ft). The tail-mounted surveillance radar was effective up to 15 km (almost 10 miles) away. The complexity of this vacuum tube-based radar system, produced before the advent of semiconductor electronics, required a lot of internal space and intensive maintenance to keep it operating properly – and it would have been much too big or heavy to fit into the more modern but also more slender Saab 32 airframe.
The armament was changed, too. While the B31 bomber was intended to carry no guns at all the fighter derivative was now armed with four 20 mm cannon in the lower nose, plus two retractable unguided air-to-air missile racks in the former bomb bay in tandem, carrying a total of 96 projectiles, which were supposed to be fired singly, short bursts or in one or more massive salvoes against bomber formations, covering a huge field of fire and ensuring a takedown even with a single hit. This core armament was complemented by a pair of underwing hardpoints outside of the engine nacelles which could carry pods with further 18 unguided missiles each, iron bombs of up to 500 kg calibre for a secondary attack capability, or 570 l drop tanks to extend the J31’s range and loiter time.
An initial order for three prototypes was placed by the Swedish government, and on 16 October 1950, the first J31, even though still lacking the radar, conducted its maiden flight. The flight test program proceeded relatively smoothly, but the performance was rather poor for a fighter. More powerful engines were required, but choices for Saab were very limited. The use of the Saab 29’s indigenous afterburner variant of the Ghost (which was by then license-produced in Sweden as the Svenska Flygmotor RM2) was deemed inefficient for the large aircraft, so that attempts were made to improve the Ghost’s dry thrust for the J31 without an increased fuel consumption through reheat. This new indigenous engine variant became the RM2F (“förstärkt” = “powered-up”), which provided 5,400 lbf (24.02 kN) of thrust with water-alcohol injection instead of the RM2’s original dry 5,000 lbf (22 kN) maximum thrust. The tank for the required water-alcohol mixture was carried in the rear half of the former bomb bay and replaced one of the unguided missile racks. These were hardly ever used operationally, though, and soon completely removed, replaced by a second water-alcohol tank, which gave the aircraft enough endurance of 30 minutes at the increased thrust output level.
A follow-on order for six pre-production aircraft was soon received, which were still equipped with the weaker original RM2 and designated J31A. These machines were delivered to F 1 Västmanland Flygflottilj at Hässlö air base in Central Sweden, which just had been converted from a bomber to a night fighter unit, having been equipped with the J 30 Mosquitos. There the J31 was evaluated against the J30 until early 1951 and deemed superior in almost every aspect. With these satisfactory results, a full production order for 54 more aircraft was placed in mid-1951. These machines were now outfitted with more powerful RM2F engines and other refinements and designated J31B. This became the type’s operational main variant. All were delivered to F 1 where they were exclusively operated and gradually replaced the J 30s. In service the J31 received the unofficial nickname “Val” (= Whale), due to its bulky yet streamlined shape, but it was officially never adopted.
During regular maintenance in the following two years, the six early J31As received the stronger RM2F, together with the second water-alcohol tank as well as some avionics updates and were accordingly re-designated J31Bs. Further updates included wipers for the windscreen (a serious issue esp. at slow speed and while taxiing) and two smaller brake parachutes instead of the single large original one.
All J31s were delivered in a natural metal finish and retained it throughout their career; only two machines ever received camouflage during trials, but this measure was deemed unnecessary for the aircraft due to their role. Some aircraft of F 1’s 3rd squadron and operated by the unit’s staff flight had the aircrafts’ fins painted in dark green, though, to improve the contrast to the tactical code letters’ colour, yellow or white, respectively. The J31s’ radomes were made from fiberglass and originally tinted in opaque black. During maintenance and after damage, however, some machines received newly produced replacement fairings which were untinted/semi-transparent.
The only major update the J31B received was rolled out starting in 1958, when the IR-guided Rb24 (AIM-9B Sidewinder AAM) was introduced in the Swedish Air Force. Together with the J29 Tunnan fighters the J31s were outfitted to carry launch rails on the wing hardpoints – even though only a single pair could be carried in total. This, however, markedly improved the type’s combat efficiency, and it would take until the Saab 35F in 1965 with its Rb27/28 Falcon missiles to introduce more capable guided anti-aircraft missiles. Since the Rb24s extended the J31’s weapon range considerably, a potential gun upgrade with 30 mm cannons was not executed and Saab’s resources rather allocated into the Saab 32’s development.
Even though the J31B was a capable night and all-weather fighter for its time, it was limited due to its outdated weaponry and quickly superseded by advancing radar, engine and aerodynamic technologies. It did its job but lacked development and performance potential – and it was a large and complicated aircraft that required lots of maintenance. However, the J31 turned out to be a very stable and robust weapon platform, and it was quite popular among the crews because of the spacious cockpit, even though the field of view on the ground was very limited, due to the tall landing gear front leg, and several J31s were involved in taxiing accidents. Due to its twin engines and radar intercept operator, pilots gained more confidence on long missions in the remote northern areas of. Sweden, esp. on mission over open water.
When the Saab 32’s fighter version, the J 32B, eventually became operational in 1958, it was clear that the heavy and highly limited twin-engine J31B would not remain in service for much longer. By 1963 all machines had been retired from frontline service, initially stored in reserve but scrapped by 1970. Two machines remained operational, though: as flying test beds for the Swedish Air Force’s Försökscentralen (FC) at Malmen AB, where they served until 1981 – primarily to test radar and missile guidance systems, and as radar targets for war games and anti-aircraft unit trainings.
General characteristics:
Crew: 2
Length: 15,76 m (51 ft 7 1/2 in)
Wingspan: 16.96 m (55 ft 2/3 in)
Height: 4,21 m (13 ft 9 1/2 in)
Wing area: 45 m2 (480 sq ft)
Empty weight: 9,000 kg (19,823 lb)
Gross weight: 17,500 kg (38,546 lb)
….Max takeoff weight: 19,000 kg (41,850 lb)
Fuel capacity: 5,100 L (1,350 US gal / 1,120 imp gal) maximum internal fuel
plus 2x 570 L (150 US gal, 120 imp gal) optional drop-tanks
Powerplant:
2× Svenska Flygmotor RM2F centrifugal-flow turbojet engine (Rolls Royce Ghost), each with
4,750 lbf (21.1 kN) dry thrust at 10,250 rpm and
5,400 lbf (24.02 kN) with temporary water-alcohol injection
Performance:
Maximum speed: 1,090 km/h (677 mph, 588 kn; Mach 0.9) at 10,000 ft (3,000 m)
Cruise speed: 732 km/h (455 mph, 395 kn)
Stall speed: 150 km/h (92.8 mph, 80.6 kn) with approach power
Combat range: 1.850 km (1,145 mi, 995 nmi) on internals
Ferry range: 2.200 km (1,375 mi, 1,195 nmi) with 2× 570 l drop-tanks
Service ceiling: 16,200 m (53,062 ft)
Rate of climb: 40 m/s (7.681 ft/min)
Wing loading: 87.1 lb/sq ft (388 kg/m²)
Thrust/weight: 0.32
Armament:
4× 20 mm (0.79 in) akan m/47C (license produced Hispano Mark V) autocannon with 220 RPG
48× 75 mm (3.0 in) srak m/55 (Bofors 75 mm (3.0 in) rocket "Frida") unguided air-to-air missiles
with contact fuze high-capacity warhead on retractable rack in ventral bay
(not used operationally, later completely deleted in favor of a second water-alcohol tank)
2× wet underwing hardpoints outside of the engine nacelles for 600 kg (1.321 lb) each;
alternatively a pair of Rb24 (AIM9-B Sidewinder) IR-guided air-to-air missiles
The model and its assembly:
While it does not look spectacular, the J31 (actually my second use of this designation for a Swedish Fifties all-weather fighter, the first was an A.W. Meteor NF.14, but the “31” was lent from the Spitfire PR.XIX in Swedish service as S31) was a major creation feat. It all started with a discussion with fellow Swedish board member Pellson at whatifmodellers.com about Saab prototypes, esp. the early designs. That made me wonder about a twin-jet engine aircraft, something that could replace the Saab 18 bombers much like the BAC Canberra with the RAF’s Mosquito – and looking at similar international projects of the time like the Soviet Il-29 and Yak-25 as well as the French S.O. 4050 Vautour I thought that something similar could work well for Sweden, too.
My concept started with a primary light bomber and attack role, much like the B18 and the Canberra, with the outlook to develop a radar-bearing all-weather fighter from it, which was direly needed in Sweden in the Mid-Fifties and led to the procurement of two interim types in real life, the J30 (Mosquito night fighter) and the J33 (Venom night fighter), while plans were made to equip the J29 with a radar and the Saab 32 already on the drawing boards, even though the latter’s fighter version would be delayed well into the Sixties.
The core of the build was a leftover fuselage from a Matchbox F3D Skyknight – from an incomplete kit that came OOB with one of its three sprue trees double (even though in different colours!). The canopy was also still there, and now I eventually found a good use for it. However, not much more would be taken over from the Skyknight, because the overall layout would be much different, dictated by the bulky centrifugal flow engines that were (only) available to Sweden in the late Forties and which also powered the successful J29 Tunnan. The engines could, due to their diameter and the need for ducts, not be buried in the fuselage, so that they would go under the wings, directly attached to them as in the Il-29 and Vautour. The wings would be slightly swept (around 20°), as a compromise between modernism (as on the J29) and good range/endurance, and shoulder-mounted for good ground clearance and to avoid FOP (an issue of the Yak-25).
Since the engine pods should not be too large and bulky I decided that the main wheels would not retract into them (à la Il-28) and rather follow the Vautour route: with a tandem arrangement retracting into the fuselage and with small outrigger wheels. This had, for the original bomber version, the benefit, that the internal bomb bay could become longer than with a more conventional tricycle landing gear arrangement that would full retract into the hull, much like the Douglas A3D/B.66, with a wider track. And it would look more exotic, too.
With this concept I started a donor parts safari and started work on the fuselage. First major feat was to clean the F3D’s flanks from its original engine fairings – thankfully the Matchbox kit provides them as separate parts, so omitting them was simple, but there were enough major recesses and areas beyond the F3D’s basically teardrop shape hull that had to be filled and PSRed, including the original wing attachment points in the hull’s middle.
Another issue was the cockpit, which was missing through the double sprues. I was lucky to find an original Matchbox F3D tub in the spare box, from my first Skyknight build ever in the late Eighties (then built as a Vietnam era EF-10). New seats were procured as well as two (ugly) pilot figures and a dashboard from an Italeri Tornado IDS. However, the cockpit would later cause some more trouble…
The nose was generously filled with steel balls to keep it down (you never know…), and once the hull was closed, I implanted a new rear landing gear well. In the meantime, I kept searching for engine nacelle and wing parts – both turned out to be challenging. Not that I had not enough material to choose from, but I wanted to make the parts to be as authentic as possible – the nacelles conveying a centrifugal engine inside (see the Gloster Meteor for reference), and the light wing sweep angle as well as the desire for a not-too-modern look made the wing choice really hard.
The nacelles were completed first. I remembered some leftover parts from a Matchbox Meteor night fighter, mainly the intakes, which would be perfect. But the rest of the nacelles took a while to materialize. Eventually I found engine pods from a Hobbycraft Su-25, which are separate pieces. They had a more or less square diameter shape, but their size was good and so I combined them with the round (and bigger!) Meteor NF.14 intakes, after having added trimmed-down intake cones from a Trumpeter Il-28 inside, and PSRing the different shapes into something …more natural. Even though outrigger wheels would later be added I omitted eventual wells at this point, because I had to define the stance through the tandem main wheels first, and this was still tbd.
The wing donors became a lengthy affair. At one point I became so desperate that I tried to use the wing tips from a VEB Plasticart 1:100 Tu-20/95 bomber, but that failed (thankfully!) because the parts turned out to be warped and simply too ugly for the build. I did not find any suitable material in The Stash™, tested wings from an A-6 and an F-14, nothing worked well. I eventually procured – in a forlorn move – a vintage Revell 1:113 B-47 kit. Horrible thing, but its outer wings were useful, even though they required massive modifications. Their roots were cut away to reduce span and their angle was set at about 20°; the slender tips were also cut off, resulting in an almost trapezoid shape with a slightly extended wing chord at the trailing edge of the roots. Lots of PSR was required to improve the surface and to fill some gaps from the OOB engine pod attachment points of the B-47. Ugh.
At that point I had also already found a good fin: from an Academy/Minicraft 1:144 B-1B bomber! This not only offered a very Fifties-esque round and swept shape, it also had suitable attachment points for the stabilizers for a cruciform tail, which appeared necessary due to the engines’ wing position. As a side benefit, I could use the B-47’s wing tips as stabilizers, even though they had to be PSRed a lot, too.
To attach the new wings to the F3D fuselage I made cutouts at shoulder height, but the engine pods were first mounted and PSRed under the wings. More putty and sanding mess, but it was worthwhile.
In the meantime I worked on the landing gear and used parts from the ugly VEB Plasticart Tu-20/95 to scratch a tandem layout with twin wheels and a significant nose-up stance (due to the rear wheels’ position beyond the aircraft’s centre of gravity). Once this was settled and the wings in place I could work on the outrigger wheels. These were procured from a Matchbox 1:72 Sea Harrier and mounted in scratched fairings under the engine pods, so that they could semi-retract. With the ground clearance defined by the main wheels a suitable position and length for the outriggers could be found, and in the end the J31 has a proper stance with all four legs on the ground.
Painting and markings:
I like to apply simple liveries to weird builds, and for the J31 I settled upon a NMF finish – which was typical for the contemporary J29 Tunnan fighters, too. Only the reconnaissance versions as well as the fighters of as single operational unit were ever camouflaged (in dark green and dark blue). The only other realistic cammo option would have been the standard Swedish uniform dark green over blue grey. But bare metal appeared IMHO much better suited.
As a non-standard measure the model received an overall thin coat of grey primer, primarily to identify dents and notches on its many PSRed surface areas – a good move, because a lot of small flaws could be identified and treated before a final overall coat with “White Aluminium” from a rattle can (Duplicolor, RAL 9006) was applied and details like the radome, antennae (both in black) and the landing gear and its wells (in a light bronze tone, seen on Saab 29s and 32s) were painted in detail. I think the silver underlines the J31’s clean lines well?
The model received a light black ink washing, less for true weathering but to emphasize engraved details and for a “cloudier” look of the NMF surfaces. This was further enhanced through a careful treatment with grinded graphite (which adds a truly metallic shine to the paint), and since a lot of surface details were lost through PSR I did some manual panel-shading with different silver tones and re-created panel lines all over the hull with a soft pencil, mostly free-handedly. Quite simple, but it improves the overall impression a lot.
Decals were puzzled together. The Swedish roundels came from a generic TL-Modellbau sheet, the “T” on the tail was scratched from generic white and blue stripes from the same manufacturer. The blue band around the nose was made with the same material, plus a white “T” – inspired by tactical markings from some J29s from the Fifties. Some stencils were collected from the scrap box, and black walkway borders added to the wings’ upper surfaces and the spine behind the cockpit. As a side benefit these hide some lingering inconsistencies on the wing surfaces well.
Finally, the model was sealed with semi-gloss acrylic varnish (Italeri) for a shiny finish, except for the radomes, which became matt.
It might not look spectacular or exciting, but I am quite proud of this “second” J31, because it not only was a major kitbashing project, it also conveys the Fifties “look and feel” I wanted to catch, like its contemporaries S.O. 4050 Vautour, Yak-25, or even the stillborn Baade Ba-152 airliner. From that point it turned out very well, and going for a simple NMF livery was IMHO also a good move – the J31 has a certain “space age” look? At least, this is what you can get when you combine major parts from F3D, B-47. B1, Il-28, Su-25, Tu-95 and a Gloster Meteor… 😉
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+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The SAAB B31 was a Swedish jet-powered multirole aircraft, originally designed to serve as a tactical bomber, ground attack, reconnaissance and interceptor aircraft. In the aftermath of the Second World War, Sweden set about the rebuilding and modernization of its armed forces. Regarding aviation, jet propulsion had been identified as the powerplant of the future, and experience with the SAAB 21R, which had been converted from a propeller-pusher aircraft into a jet-powered fighter and attack aircraft in 1947, bolstered confidence in the home industry’s competence. The Saab 21R was only an interim solution, though. One hundred and twenty-four aircraft were planned but this number was reduced to only 64 and they were mainly used as fighter-bombers. The Flygvapnet’s standard post-war bomber, the Saab 18, a twin piston-engine design from 1944, was outdated, too, and its performance was regarded as inadequate for the Fifties. This led to a major development initiative for modern jet aircraft for the Flygvapnet in 1946, which spawned the Saab 29 ‘Tunnan’ fighter and the Saab B31 light bomber. Both aircraft were initially designed around the de Havilland Goblin turbojet of British origin, but when the more powerful de Havilland Ghost became available, this was chosen as the standard powerplant. Both aircraft incorporated such modern features as swept wings or ejection seats.
The Saab B31 was originally developed as a straightforward tactical bomber replacement for the Saab 18, called the Saab B31, which would carry its free-fall ordnance internally in a bomb bay. The Saab B31 had a streamlined, drop-shaped fuselage. A crew of two were envisioned, the pilot and a navigator/bomb aimer. They would sit in separate cabins, a generously glazed nose section with an optical bombsight and a navigational/bomb aiming radar in a shallow blister underneath, and in a fighter-type cockpit on top of the hull, respectively. Swept wings were planned that would offer a good compromise between speed benefits and range/lift. Due to the aircraft’s size and weight, two de Havilland Ghost engines were required, but integrating these bulky centrifugal flow engines with a relatively large diameter turned out to be a design challenge.
Several layouts were evaluated, including engines buried in the rear fuselage with side air intakes, or engines mounted in wing root fairings with individual exhausts at the wings’ trailing edge. Eventually the Saab B31’s powerplants were directly mounted in nacelles under slightly swept (20°) shoulder wings, what made access and maintenance easy and kept the fuselage free for a huge fuel capacity, a generous bomb bay, and a conventional tricycle main landing gear. The latter’s tread width was quite narrow, though, which might have caused handling problems, so that during the bomber’s design refinements the landing gear arrangement was radically changed into a tandem layout. It eventually comprised of two main struts featuring large low-pressure twin wheels, supported by small outrigger wheels that semi-retracted into fairings under the bulbous engine nacelles. While unusual, this arrangement had the side benefit that the bomb bay could be lengthened and the fuel capacity in the fuselage could be increased without a center of gravity shift, with the rear/main landing gear strut well placed further aft, well behind the aircraft’s center of gravity. This, however, prevented normal rotation upon take-off, so that the front strut was lengthened to provide the aircraft with an imminent positive angle of attack while rolling, giving the Saab B31 a distinctive nose-up stance on the ground.
The enlarged bomb bay could hold up to four free-fall 340 kg bombs, the B31’s primary weapon. Additional ordinance, typically two further single bombs of up to 500 kg caliber, pods with unguided missiles, or drop tanks to extend range, could be carried on a pair of hard points outside of the engine nacelles. The maximum total payload was 2.400 kg. No offensive or defensive guns were carried, the B31 was supposed to rely only on speed and agility. Large air brakes on the aircraft’s flanks were introduced to prevent the exceeding of the B31’s design speed limit of Mach 0.9 in a dive, and they also helped to slow down the aircraft upon landing. To reduce the landing run length further a brake parachute was housed in an extended teardrop fairing on the fin that also held the swept horizontal stabilizers.
Overall, the Saab B31 reminded vaguely of the Soviet Yak-120/25 (NATO code Flashlight A) and of the French Sud-Ouest SO.4050 Vautour, which were both under development at the same time. Beyond the original tactical bomber role that was supposed to supersede the Swedish B 18, the Saab B31 was also intended to fulfill night/all-weather reconnaissance missions, outfitted with a camera and sensor pallet in the bomb bay and flash bombs on the wing hardpoints. Furthermore, the aircraft was proposed to become, in a second step, the basis for a jet-powered long-range all-weather fighter, a type of aircraft that was direly needed by Flygvapnet during the late Forties. The situation was so severe and urgent that the Swedish Air Force did not want to wait for a J31 development and had to procure sixty radar-equipped de Havilland Mosquito NF.30 night fighters from Great Britain as a hasty stopgap solution – a totally outdated model in the late Forties, but it was the best and only readily available off-the-rack solution.
In parallel, both engine and aircraft technology underwent dramatic developments and literally made leaps: In December 1948, an initial contract for the design and mockup of Saab's newly proposed P.1150 design was issued, a modern swept-wing design that already represented the next, transonic fighter aircraft generation. The resulting aircraft would become the Saab 32 ‘Lansen’ and it literally overtook the B31’s intended role as the Saab 18 bomber and attack aircraft replacement. However, a modern all-weather fighter with long range and a powerful radar was still not on the horizon, and, consequently, the Saab B31’s original bomber/reconnaissance version was dropped completely in favor of an optimized interceptor derivative with a powerful on-board radar: the J31. This was, however, also just a stopgap solution until an all-weather fighter version of the favored Saab 32 would be ready for service, so that a single aircraft type would take over multiple military roles and therewith simplify production, maintenance and logistics.
From that point on the Saab B31 was re-designed and optimized for a principal fighter role, with an attack capability as a secondary capability. However, due to its bomber origins and its intended mission profile the J31 was not intended to be a typical sleek and nimble dogfighter (that was the contemporary Saab 29’s role as a day fighter, even though a radar-equipped version of the Tunnan was on Saab’s drawing boards, too, yet not realized because compact systems were not available), but rather as a standoff night fighter which would loiter on station and patrol the air space, search for targets and then identify and engage them.
The bomber’s large air brakes were a welcome feature to position the approaching fighter behind a potential slower target, which were primarily relatively cumbersome bombers that would come in at medium to high altitude and at subsonic speed. This mission profile heavily influenced the J31 design and also set boundaries that were later hard to overcome and develop the aircraft’s potential further. While the light bomber basis would meet the required demands concerning range, speed and limited agility, the obligatory radar and its periphery to fulfill the N/AW fighter mission led to a major re-design of the forward fuselage. A large radar dish under a solid nose radome now occupied the formerly glazed nose section, and the radar operator was placed together with the pilot in a new pressurized side-by-side cockpit under a common canopy. A large and relatively flat forward windshield was used; while not conducive to high-speed flight, it provided distortion-free external visibility, something that was particularly valued for a night fighter at that time. Both pilot and navigator/radar operator had full steering equipment, what also made a dedicated trainer version unnecessary. Both sticks were extendable so that more force could be exerted upon it by the pilot as a fallback measure in the event of a hydraulic failure. Bleed air from the engines was used to de-ice the wings’ and tail surfaces’ leading edges and the engines’ air intakes, so that the aircraft could operate even in harsh climatic conditions.
Radar and fire control system for the J31 were created and produced by Ericsson and called “Gryning” (= Dawn). The system was quite advanced for the time even though complex: a combination of three different radars, each performing separate functions. The system comprised a search radar, a tracking radar, both located in the nose under a huge mutual radome, and a tail warning radar with a separate, smaller antenna. The search radar covered the front hemisphere and could detect aircraft at distances up to 35 kilometres (about 20 miles) away while the tracking radar could achieve a weapons lock up to 4 km (2.5 miles) away. Additionally, the Gryning system had a limited look-down capability, being able to detect aircraft that flew underneath the J31 at an altitude of down to 800 m (2.600 ft). The tail-mounted surveillance radar was effective up to 15 km (almost 10 miles) away. The complexity of this vacuum tube-based radar system, produced before the advent of semiconductor electronics, required a lot of internal space and intensive maintenance to keep it operating properly – and it would have been much too big or heavy to fit into the more modern but also more slender Saab 32 airframe.
The armament was changed, too. While the B31 bomber was intended to carry no guns at all the fighter derivative was now armed with four 20 mm cannon in the lower nose, plus two retractable unguided air-to-air missile racks in the former bomb bay in tandem, carrying a total of 96 projectiles, which were supposed to be fired singly, short bursts or in one or more massive salvoes against bomber formations, covering a huge field of fire and ensuring a takedown even with a single hit. This core armament was complemented by a pair of underwing hardpoints outside of the engine nacelles which could carry pods with further 18 unguided missiles each, iron bombs of up to 500 kg calibre for a secondary attack capability, or 570 l drop tanks to extend the J31’s range and loiter time.
An initial order for three prototypes was placed by the Swedish government, and on 16 October 1950, the first J31, even though still lacking the radar, conducted its maiden flight. The flight test program proceeded relatively smoothly, but the performance was rather poor for a fighter. More powerful engines were required, but choices for Saab were very limited. The use of the Saab 29’s indigenous afterburner variant of the Ghost (which was by then license-produced in Sweden as the Svenska Flygmotor RM2) was deemed inefficient for the large aircraft, so that attempts were made to improve the Ghost’s dry thrust for the J31 without an increased fuel consumption through reheat. This new indigenous engine variant became the RM2F (“förstärkt” = “powered-up”), which provided 5,400 lbf (24.02 kN) of thrust with water-alcohol injection instead of the RM2’s original dry 5,000 lbf (22 kN) maximum thrust. The tank for the required water-alcohol mixture was carried in the rear half of the former bomb bay and replaced one of the unguided missile racks. These were hardly ever used operationally, though, and soon completely removed, replaced by a second water-alcohol tank, which gave the aircraft enough endurance of 30 minutes at the increased thrust output level.
A follow-on order for six pre-production aircraft was soon received, which were still equipped with the weaker original RM2 and designated J31A. These machines were delivered to F 1 Västmanland Flygflottilj at Hässlö air base in Central Sweden, which just had been converted from a bomber to a night fighter unit, having been equipped with the J 30 Mosquitos. There the J31 was evaluated against the J30 until early 1951 and deemed superior in almost every aspect. With these satisfactory results, a full production order for 54 more aircraft was placed in mid-1951. These machines were now outfitted with more powerful RM2F engines and other refinements and designated J31B. This became the type’s operational main variant. All were delivered to F 1 where they were exclusively operated and gradually replaced the J 30s. In service the J31 received the unofficial nickname “Val” (= Whale), due to its bulky yet streamlined shape, but it was officially never adopted.
During regular maintenance in the following two years, the six early J31As received the stronger RM2F, together with the second water-alcohol tank as well as some avionics updates and were accordingly re-designated J31Bs. Further updates included wipers for the windscreen (a serious issue esp. at slow speed and while taxiing) and two smaller brake parachutes instead of the single large original one.
All J31s were delivered in a natural metal finish and retained it throughout their career; only two machines ever received camouflage during trials, but this measure was deemed unnecessary for the aircraft due to their role. Some aircraft of F 1’s 3rd squadron and operated by the unit’s staff flight had the aircrafts’ fins painted in dark green, though, to improve the contrast to the tactical code letters’ colour, yellow or white, respectively. The J31s’ radomes were made from fiberglass and originally tinted in opaque black. During maintenance and after damage, however, some machines received newly produced replacement fairings which were untinted/semi-transparent.
The only major update the J31B received was rolled out starting in 1958, when the IR-guided Rb24 (AIM-9B Sidewinder AAM) was introduced in the Swedish Air Force. Together with the J29 Tunnan fighters the J31s were outfitted to carry launch rails on the wing hardpoints – even though only a single pair could be carried in total. This, however, markedly improved the type’s combat efficiency, and it would take until the Saab 35F in 1965 with its Rb27/28 Falcon missiles to introduce more capable guided anti-aircraft missiles. Since the Rb24s extended the J31’s weapon range considerably, a potential gun upgrade with 30 mm cannons was not executed and Saab’s resources rather allocated into the Saab 32’s development.
Even though the J31B was a capable night and all-weather fighter for its time, it was limited due to its outdated weaponry and quickly superseded by advancing radar, engine and aerodynamic technologies. It did its job but lacked development and performance potential – and it was a large and complicated aircraft that required lots of maintenance. However, the J31 turned out to be a very stable and robust weapon platform, and it was quite popular among the crews because of the spacious cockpit, even though the field of view on the ground was very limited, due to the tall landing gear front leg, and several J31s were involved in taxiing accidents. Due to its twin engines and radar intercept operator, pilots gained more confidence on long missions in the remote northern areas of. Sweden, esp. on mission over open water.
When the Saab 32’s fighter version, the J 32B, eventually became operational in 1958, it was clear that the heavy and highly limited twin-engine J31B would not remain in service for much longer. By 1963 all machines had been retired from frontline service, initially stored in reserve but scrapped by 1970. Two machines remained operational, though: as flying test beds for the Swedish Air Force’s Försökscentralen (FC) at Malmen AB, where they served until 1981 – primarily to test radar and missile guidance systems, and as radar targets for war games and anti-aircraft unit trainings.
General characteristics:
Crew: 2
Length: 15,76 m (51 ft 7 1/2 in)
Wingspan: 16.96 m (55 ft 2/3 in)
Height: 4,21 m (13 ft 9 1/2 in)
Wing area: 45 m2 (480 sq ft)
Empty weight: 9,000 kg (19,823 lb)
Gross weight: 17,500 kg (38,546 lb)
….Max takeoff weight: 19,000 kg (41,850 lb)
Fuel capacity: 5,100 L (1,350 US gal / 1,120 imp gal) maximum internal fuel
plus 2x 570 L (150 US gal, 120 imp gal) optional drop-tanks
Powerplant:
2× Svenska Flygmotor RM2F centrifugal-flow turbojet engine (Rolls Royce Ghost), each with
4,750 lbf (21.1 kN) dry thrust at 10,250 rpm and
5,400 lbf (24.02 kN) with temporary water-alcohol injection
Performance:
Maximum speed: 1,090 km/h (677 mph, 588 kn; Mach 0.9) at 10,000 ft (3,000 m)
Cruise speed: 732 km/h (455 mph, 395 kn)
Stall speed: 150 km/h (92.8 mph, 80.6 kn) with approach power
Combat range: 1.850 km (1,145 mi, 995 nmi) on internals
Ferry range: 2.200 km (1,375 mi, 1,195 nmi) with 2× 570 l drop-tanks
Service ceiling: 16,200 m (53,062 ft)
Rate of climb: 40 m/s (7.681 ft/min)
Wing loading: 87.1 lb/sq ft (388 kg/m²)
Thrust/weight: 0.32
Armament:
4× 20 mm (0.79 in) akan m/47C (license produced Hispano Mark V) autocannon with 220 RPG
48× 75 mm (3.0 in) srak m/55 (Bofors 75 mm (3.0 in) rocket "Frida") unguided air-to-air missiles
with contact fuze high-capacity warhead on retractable rack in ventral bay
(not used operationally, later completely deleted in favor of a second water-alcohol tank)
2× wet underwing hardpoints outside of the engine nacelles for 600 kg (1.321 lb) each;
alternatively a pair of Rb24 (AIM9-B Sidewinder) IR-guided air-to-air missiles
The model and its assembly:
While it does not look spectacular, the J31 (actually my second use of this designation for a Swedish Fifties all-weather fighter, the first was an A.W. Meteor NF.14, but the “31” was lent from the Spitfire PR.XIX in Swedish service as S31) was a major creation feat. It all started with a discussion with fellow Swedish board member Pellson at whatifmodellers.com about Saab prototypes, esp. the early designs. That made me wonder about a twin-jet engine aircraft, something that could replace the Saab 18 bombers much like the BAC Canberra with the RAF’s Mosquito – and looking at similar international projects of the time like the Soviet Il-29 and Yak-25 as well as the French S.O. 4050 Vautour I thought that something similar could work well for Sweden, too.
My concept started with a primary light bomber and attack role, much like the B18 and the Canberra, with the outlook to develop a radar-bearing all-weather fighter from it, which was direly needed in Sweden in the Mid-Fifties and led to the procurement of two interim types in real life, the J30 (Mosquito night fighter) and the J33 (Venom night fighter), while plans were made to equip the J29 with a radar and the Saab 32 already on the drawing boards, even though the latter’s fighter version would be delayed well into the Sixties.
The core of the build was a leftover fuselage from a Matchbox F3D Skyknight – from an incomplete kit that came OOB with one of its three sprue trees double (even though in different colours!). The canopy was also still there, and now I eventually found a good use for it. However, not much more would be taken over from the Skyknight, because the overall layout would be much different, dictated by the bulky centrifugal flow engines that were (only) available to Sweden in the late Forties and which also powered the successful J29 Tunnan. The engines could, due to their diameter and the need for ducts, not be buried in the fuselage, so that they would go under the wings, directly attached to them as in the Il-29 and Vautour. The wings would be slightly swept (around 20°), as a compromise between modernism (as on the J29) and good range/endurance, and shoulder-mounted for good ground clearance and to avoid FOP (an issue of the Yak-25).
Since the engine pods should not be too large and bulky I decided that the main wheels would not retract into them (à la Il-28) and rather follow the Vautour route: with a tandem arrangement retracting into the fuselage and with small outrigger wheels. This had, for the original bomber version, the benefit, that the internal bomb bay could become longer than with a more conventional tricycle landing gear arrangement that would full retract into the hull, much like the Douglas A3D/B.66, with a wider track. And it would look more exotic, too.
With this concept I started a donor parts safari and started work on the fuselage. First major feat was to clean the F3D’s flanks from its original engine fairings – thankfully the Matchbox kit provides them as separate parts, so omitting them was simple, but there were enough major recesses and areas beyond the F3D’s basically teardrop shape hull that had to be filled and PSRed, including the original wing attachment points in the hull’s middle.
Another issue was the cockpit, which was missing through the double sprues. I was lucky to find an original Matchbox F3D tub in the spare box, from my first Skyknight build ever in the late Eighties (then built as a Vietnam era EF-10). New seats were procured as well as two (ugly) pilot figures and a dashboard from an Italeri Tornado IDS. However, the cockpit would later cause some more trouble…
The nose was generously filled with steel balls to keep it down (you never know…), and once the hull was closed, I implanted a new rear landing gear well. In the meantime, I kept searching for engine nacelle and wing parts – both turned out to be challenging. Not that I had not enough material to choose from, but I wanted to make the parts to be as authentic as possible – the nacelles conveying a centrifugal engine inside (see the Gloster Meteor for reference), and the light wing sweep angle as well as the desire for a not-too-modern look made the wing choice really hard.
The nacelles were completed first. I remembered some leftover parts from a Matchbox Meteor night fighter, mainly the intakes, which would be perfect. But the rest of the nacelles took a while to materialize. Eventually I found engine pods from a Hobbycraft Su-25, which are separate pieces. They had a more or less square diameter shape, but their size was good and so I combined them with the round (and bigger!) Meteor NF.14 intakes, after having added trimmed-down intake cones from a Trumpeter Il-28 inside, and PSRing the different shapes into something …more natural. Even though outrigger wheels would later be added I omitted eventual wells at this point, because I had to define the stance through the tandem main wheels first, and this was still tbd.
The wing donors became a lengthy affair. At one point I became so desperate that I tried to use the wing tips from a VEB Plasticart 1:100 Tu-20/95 bomber, but that failed (thankfully!) because the parts turned out to be warped and simply too ugly for the build. I did not find any suitable material in The Stash™, tested wings from an A-6 and an F-14, nothing worked well. I eventually procured – in a forlorn move – a vintage Revell 1:113 B-47 kit. Horrible thing, but its outer wings were useful, even though they required massive modifications. Their roots were cut away to reduce span and their angle was set at about 20°; the slender tips were also cut off, resulting in an almost trapezoid shape with a slightly extended wing chord at the trailing edge of the roots. Lots of PSR was required to improve the surface and to fill some gaps from the OOB engine pod attachment points of the B-47. Ugh.
At that point I had also already found a good fin: from an Academy/Minicraft 1:144 B-1B bomber! This not only offered a very Fifties-esque round and swept shape, it also had suitable attachment points for the stabilizers for a cruciform tail, which appeared necessary due to the engines’ wing position. As a side benefit, I could use the B-47’s wing tips as stabilizers, even though they had to be PSRed a lot, too.
To attach the new wings to the F3D fuselage I made cutouts at shoulder height, but the engine pods were first mounted and PSRed under the wings. More putty and sanding mess, but it was worthwhile.
In the meantime I worked on the landing gear and used parts from the ugly VEB Plasticart Tu-20/95 to scratch a tandem layout with twin wheels and a significant nose-up stance (due to the rear wheels’ position beyond the aircraft’s centre of gravity). Once this was settled and the wings in place I could work on the outrigger wheels. These were procured from a Matchbox 1:72 Sea Harrier and mounted in scratched fairings under the engine pods, so that they could semi-retract. With the ground clearance defined by the main wheels a suitable position and length for the outriggers could be found, and in the end the J31 has a proper stance with all four legs on the ground.
Painting and markings:
I like to apply simple liveries to weird builds, and for the J31 I settled upon a NMF finish – which was typical for the contemporary J29 Tunnan fighters, too. Only the reconnaissance versions as well as the fighters of as single operational unit were ever camouflaged (in dark green and dark blue). The only other realistic cammo option would have been the standard Swedish uniform dark green over blue grey. But bare metal appeared IMHO much better suited.
As a non-standard measure the model received an overall thin coat of grey primer, primarily to identify dents and notches on its many PSRed surface areas – a good move, because a lot of small flaws could be identified and treated before a final overall coat with “White Aluminium” from a rattle can (Duplicolor, RAL 9006) was applied and details like the radome, antennae (both in black) and the landing gear and its wells (in a light bronze tone, seen on Saab 29s and 32s) were painted in detail. I think the silver underlines the J31’s clean lines well?
The model received a light black ink washing, less for true weathering but to emphasize engraved details and for a “cloudier” look of the NMF surfaces. This was further enhanced through a careful treatment with grinded graphite (which adds a truly metallic shine to the paint), and since a lot of surface details were lost through PSR I did some manual panel-shading with different silver tones and re-created panel lines all over the hull with a soft pencil, mostly free-handedly. Quite simple, but it improves the overall impression a lot.
Decals were puzzled together. The Swedish roundels came from a generic TL-Modellbau sheet, the “T” on the tail was scratched from generic white and blue stripes from the same manufacturer. The blue band around the nose was made with the same material, plus a white “T” – inspired by tactical markings from some J29s from the Fifties. Some stencils were collected from the scrap box, and black walkway borders added to the wings’ upper surfaces and the spine behind the cockpit. As a side benefit these hide some lingering inconsistencies on the wing surfaces well.
Finally, the model was sealed with semi-gloss acrylic varnish (Italeri) for a shiny finish, except for the radomes, which became matt.
It might not look spectacular or exciting, but I am quite proud of this “second” J31, because it not only was a major kitbashing project, it also conveys the Fifties “look and feel” I wanted to catch, like its contemporaries S.O. 4050 Vautour, Yak-25, or even the stillborn Baade Ba-152 airliner. From that point it turned out very well, and going for a simple NMF livery was IMHO also a good move – the J31 has a certain “space age” look? At least, this is what you can get when you combine major parts from F3D, B-47. B1, Il-28, Su-25, Tu-95 and a Gloster Meteor… 😉
Now the painting has been saved for the Ashmolean, prints have popped up around Oxford - this on the Clarendon Building.
Minolta XE-1
Rokkor 50mm f/1.4
Kofak Color Plus 200 (outdated)
Commercial dev and scan (Photo Hippo)
#myoxfordview
* * * * * * * *
Myanmar, previously known as Burma, what a surprisingly amazing place. We booked this holiday to get out of our comfort zone of easy beach holidays in the Maldives. There were several times when we wondered why we did it, travel in Myanmar consists mainly of long, sometimes tedious journeys on outdated transport systems. But now, in hindsight, we realise that this was the only way to truly get a feel of how the country and people are living day to day. And by far, more so than any other holiday we have had, the people are the most memorable thing we brought back with us. They are totally charming, polite, honest, resilient, hard working and most of all truly happy people. Their sincerely happy smiles, some of which we thankfully managed to capture in our photo's, are what we mostly remember and will stay with us forever.
We all know, or think we know, about the bad old days of the Burmese regime, so we obviously had a few reservations about what we were letting ourselves in for, but as it turned out, Myanmar must be the safest place we have ever been to. There is zero crime here, 85% of the country are buddhists and all the people seem to be true to Buddha's teachings of compassion, honesty, right mindedness, right living and non-harming to any living thing. Admittedly, although the country is now a democracy, the military still retains a certain amount of power, so I guess there is still an undercurrent going on albeit out of sight of the regular tourist. However, all the people we spoke to are so much happier now, they are more or less free to speak openly, without fear of reprisals and they all feel positive about the path the country is on now.
As for the landscape, what can I say, there is nowhere like it on earth! Outside the cities the whole country seems to be in some sort of 200 year old time warp. The people are mostly farmers on small plots of land using ox carts to plough the fields and living in houses made of bamboo, wood and matting. The wierdest thing is most of them have solar power, mainly for a bit of light and to charge their mobile phones! Everyone is on their phone here.....just like the rest of the world I guess. Also, there are temples, pagodas and stupas everywhere you look, especially in Bagan, which is like the Mecca of Myanmar. We were there for the Full Moon Festival where thousands of Burmese monks and Myanmar people gather from all over the country to celebrate for three days at the Ananda Pagoda in Bagan. After possibly days travelling they stay awake for most of the three days and nights watching entertainment which includes dance, theatre, chants, recitations and singing as well as stand up comedy. Amazing belief.
A word about One Stop Travel & Tours the Myanmar company we booked with. We found them via recommendations on Tripadvisor and so glad we used them. They never asked for a deposit, they booked all our hotels, train & boat journeys, balloon ride and one internal flight all on an email handshake! We just paid them in US Dollars on arrival, saving us thousands on UK travel brochure rates, and they never let us down once. The guides were all good guys and always there to greet us at the various destinations on our tour/trek, sometimes waiting hours when the transport was late. A special thanks to Leo our Yangon guide and Eaint at the One Stop office. After leaving our Nikon Coolpix A camera charger at home we trawled the shops of Yangon eventually finding a replacement.......only to leave it plugged in the wall at our next hotel in Mandalay! We were now a ten hour boat journey away in Bagan, but a call to Eaint at the One Stop office and they got it to us two days later just before we moved on! A huge thank you to all at One Stop as this holiday produced without doubt our most amazing photographs ever!
Myanmar has been open to mainstream tourism for five years now, a lot of the people speak English now so it is relatively easy to holiday there. We are so glad we went there before it really changes, there is still a huge amount of charm and old worldliness about the place that you will not find in any other country. If you are prepared to switch off from the 21st century and just accept it for what it is you will be richly rewarded with amazing memories of a landscape like no other and a fascinating people who are genuinely happy to see you.
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To view the rest of my Photography Collection click on Link below:
www.flickr.com/photos/nevillewootton/albums
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Photography & Equipment sponsored by my web business:
We are UK's leading Filter Specialists, selling online to the Plant, Agricultural, Commercial Vehicle and Marine Industries.
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PLEASE NOTE: I take Photographs purely as a hobby these days so am happy to share them with anyone who enjoys them or has a use for them. If you do use them an accreditation would be nice and if you benefit from them financially a donation to www.sightsavers.org would be really nice.
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All of the OLD OUTDATED red trapezoid children slow crossing warning blades that word "IF-SAFE STOP THEN-GO" will all be laser cut and recycled into Blue's Clues Handy Dandy Notebook prop replicas because the OLD OUTDATED red trapezoid children slow crossing warning blades that word "IF-SAFE STOP THEN-GO" are extremely confusing because of the wrong shape and the wrong word and in traffic signs like ice cream truck safety swing arms and school bus stop signs it is the shape of the sign that is the most important not just the word and color since that there are some people who are deaf, color blind, or don't speak English or can't read and I am helping out those people too and those people only could use the octagon shape to mean STOP and only could use sideways trapezoid with rounded corners on the wide end and pointed corners on the narrow end to mean SLOW. As what I said Octagon means STOP whereas sideways trapezoid with rounded corners on the wide end and pointed corners on the narrow end means SLOW.
Collection Name: RG104 Department of Economic Development Commerce and Industrial Development (CID) Photograph Collection
Photographer/Studio: Owens, Whitey
Description: Two men with the CID work in a room with an IBM System 360 mainframe computer. One of them holds a map of Missouri.
Coverage: United States - Missouri
Date: c1965-1975
Rights: public domain
Credit: Courtesy of Missouri State Archives
Image Number: RG104_CIDPrints_049-010.tif
Institution: Missouri State Archives
A Case Study from Malaysia
Setting Up a Youth Policy
Malaysia announced the first National Youth Policy in 1985 after a long and hard struggle. A few years ago the policy was thought to be outdated by many, so the struggle for setting up a new youth policy started.
Malaysia has a population of approximately 20.7 million. Of that total, those aged 15-24 years account for 3.9 million (19.2 per cent). The biggest group, comprising those aged under 15 years, totals 7.3 million (35.4 per cent).
Various youth development strategies and programmes have been implemented in the past few years by many concerned groups from various sectors. There are also several government agencies in Malaysia which are concerned with youth affairs, spearheaded by the Ministry of Youth and Sports (MYS) which was established in 1964. The youth organizations are led by the Malaysian Youth Council (MYC), established in 1948, which has a nationwide network of youth organizations. In addition, several NGOs and the private sector are concerned with youth development.
In the early 1970s, the Malaysian Youth Council began advocating for a national youth policy. The main impetus for pursuing such a policy at that time was the lack of coordination among programmes for youth conducted by the various concerned sectors. This had resulted in duplication, competition, and uncoordinated implementation of youth-related activities by various governmental and non-governmental agencies.
There was a need for an overall national policy that would provide clear direction to link all the youth-related initiatives in the country. In order for the national youth policy to play such a role, it was necessary to generate a sense of ownership among those parties concerned with youth affairs regarding the youth policy. If the national policy was perceived more as the property of the Government rather than as the policy of all parties involved with youth affairs, it would not be effective. Therefore, the Council proposed the development of a new policy which would be recognized by all parties concerned, and which would strengthen the formulation of more effective youth programmes.
Discussions on the subject were held during numerous seminars and meetings up to 1979, when the National Youth Consultative Committee (NYCC) approved a Council proposal for the formulation of Malaysia’s first National Youth Policy. The NYCC was established in the early 1970s as a formal mechanism for Government-NGO collaboration on youth-related matters. The NYCC meets twice a year and is chaired by the Minister of Youth and Sports. The members comprise, inter alia, representatives of the Ministry of Youth and Sports, the Malaysian Youth Council, ten other government agencies, as well as the State ministers who chair the 14 State committees for youth.
After extensive review by the concerned parties, the objectives, principles and strategies of the “National Youth Policy” were finally announced by the Government in 1985.
In 1995, after a decade of implementing the National Youth Policy promulgated in 1985, there was a general view that the existing youth policy needed to be reviewed and revised accordingly. Consultations were held by both the Ministry of Youth ad Sports and the Malaysian Youth Council. At the same time, research was conducted by the academic sector to evaluate the effectiveness of the implementation of the policy.
A small closed-door "brain storming" meeting among selected individuals, and chaired by the newly appointed Minister of Youth and Sports, was held at Langkawi in October 1995. The new Minister recognized the need to more actively involve the Malaysian Youth Council in policy-formulation. Prior to that meeting, the Ministry had circulated a draft of a "new youth policy". However, from the view point of the Council, the draft was no more than the addition and deletion of sentences to the existing policy In addition, the Council was dissatisfied by the fact that it had not been consulted by the Ministry in the preparation process of the draft "new youth policy".
The views of the Malaysian Youth Council on the draft “new youth policy” were made at the above meeting. It was agreed that there was a need to revise the draft policy. The Secretary-General of the Council assumed the task of drafting an alternate proposal, which was entitled "The National Youth Development Policy". Four major issues were taken into consideration in drafting the new policy. First, defining the age range of youth (a consensus was reached that the main target group were those in the 15 to 24 year age bracket); second, ensuring the full implementation of the policy so that it would really become effective; third, placing greater emphasis on youth potentials rather than on their “problems”; and finally, making the policy more youth-centred and democratic by ensuring the full participation of youths in the planning and execution of youth programmes.
The proposed new policy was divided into two components. First, a policy statement comprising the philosophy, the objectives, the main areas of operation and the target group; and second, the strategies for implementation, covering 12 areas. These were: (I) the role of NYCC; (ii) professionalism among youth leaders, managers and workers; (iii) coordination between government agencies; (iv) the role of the private sector; (v) strengthening youth organizations and leadership; (vi) the role of other NGOs; (vii) the role of the media; (viii) education and training; (ix) youth activity centres; (x) research and development; (xi) evaluation and recognition; and (xii) finance.
To ensure sufficient involvement and participation by the various groups concerned with youth matters, the draft was thoroughly reviewed and discussed at meetings with representatives of various youth organizations and revised accordingly.
The first draft was discussed at the Second National Youth Dialogue (organized annually by MYC as a forum for NGOs to discuss youth-related issues) on 3 December 1995, and at a special session of the MYC Executive Committee. It was then amended and the second draft was later discussed with MYS which accepted the MYC draft almost entirely. The third draft was later discussed with student leaders from three selected secondary schools and at two seminars involving university students, before being approved by the MYC Supreme Council on 18 December 1995. Then MYC presented the third draft to NYCC on 19 December 1995, when it was unanimously approved
Taken from the publication: “Review of the Youth Situation, Policies and Programmes in Asia and the Pacific”, UNESCAP, 1997
Directory of the Macy's at the Galleria at Sunset in Henderson, NV, this is a very similar layout and look to what Robinson's-May at Promenade Temecula looked and felt like and it's just as outdated too! There's no longer Motherhood Maternity in this location...
For the Dyxum Film Challenge 2017 - Film's not dead / One third-keepers.
Minolta Dynax 5 and AF 500mm reflex lens with outdated Fujifilm Superia X-TRA 400; processed and scanned to 6MP by Snappy Snaps, Oxford
PYONGYANG, NORTH KOREA - 2013/09/19: Pyongyang's newly built luxury housing for those citizens who are more fortunate in North Korea.
60 years after the Korean War, it is clear that not much has changed in North Korea. The country still remains under heavy censorship, with only a small portion of the population living the life of what we call "middle class". The people of North Korea are forced into believing that working for the greater good of the state is the formal way of presenting their national determination. The city of Pyongyang is outdated, with only a handful of cars driven by those who are a bit more fortunate. Propaganda rates are high, with many billboards displaying missiles and world domination regimes. North Korea remains a strictly isolated country where people do not have the privileges that we take for granted. (Photo by Jonas Gratzer/LightRocket via Getty Images)
By 1980, Britain's reputation for good old fashioned sports cars was in tatters. A combination of horrific reliability, poor and outdated designs and with the rise of the infinitely more practical Hot-Hatchback, had seen what was once a very profitable part of the British motor industry's market share crushed like a bug. While European car manufacturers did away with the idea of traditional sports cars, usually relegating them to the back for novelty's sake while focusing more of their energies on the new trend in Hatchback designs, we Brits chose instead to keep what was essentially a 1920's novelty item alive ten years after its sell-by date, and expected it to make a profit.
The MGB is probably a fine, if not the finest, sentiment to that misguided venture. The car, along with the Midget, the Spitfire and the TR-Series should have been gradually axed and a new form of Hot Hatch should have been considered to take its place and remain relevant. Instead, these outdated and manipulated machines, now under the shadow of British Leyland's strike-riddled unreliability, were forced to remain on sale until they were literally forced into the ground, and at the end many of these cars languished in industrial yards and empty lots for years awaiting a buyer, particularly those that made their way across the pond to America.
This car, this 1980 MG MGB GT, the very last one to roll off the Abbington MG Factory in Warwickshire, literally brought the curtain down on the British sports car, the very last in a tradition that had stretched back to the earliest hours of motoring. A sad and unceremonious end to a car that should have had a dignified retirement.
Though the A-4 Skyhawk was by no means outdated by 1962, the US Navy began work on a replacement with better range and heavier payload. The designs submitted would be necessarily heavier than the A-4, but this was not seen as much of a problem, nor was a lack of speed: the Navy was willing to trade subsonic performance for increased range and more bombs. Ling-Temco-Vought (LTV) submitted a design based loosely on its successful F-8 Crusader fighter, which was enough to beat out three other designs, and it was ordered into production as the A-7A Corsair II, named for the successful Chance-Vought fighter of World War II.
Though the A-7 was based on the F-8, the two shared very little other than basic configuration: the A-7 was stubby and wide, and definitely subsonic as intended, though it initially used the same powerplant as the F-111 Aardvark. Turn performance was excellent, if acceleration was indifferent, but the centerpiece of the Corsair II was its integrated bomb delivery system. This included the APQ-116 radar, a heads-up display, traveling map display below the radarscope, and a digital computer. Ease of maintenance was also emphasized. With no problems encountered in flight testing, the A-7A entered fleet service in 1967.
It was immediately committed to fighting in Vietnam. Though A-7s would only see action in the tail end of Operation Rolling Thunder, they were to be used extensively in South Vietnam, due to their accuracy: A-7s were capable of putting ordnance within sixty feet of friendly troops, making it well-liked. The Navy liked the USAF's A-7D variant, and subsequently adopted it, with changes for naval operations, as the A-7E. This was to be the definitive model of the Corsair II, and surviving A-7As and A-7Bs were converted to E standard.
It was a mixed batch of A-7 models that finished the war in Vietnam: A-7Bs were mostly used in the suppression of enemy air defenses (SEAD) Wild Weasel role, and increasingly Corsair IIs were armed with precision weapons such as the AGM-62 Walleye, which proved capable enough to destroy the infamous Thanh Hoa Bridge—albeit temporarily—in 1972. The workhorse A-7 also struck targets in the Hanoi area extensively, making it second only to the B-52 in amount of ordnance dropped on the North Vietnamese capital. Navy A-7s from USS Coral Sea participated in the last combat missions of the Vietnam War, the Mayaguez rescue mission in May 1975. 98 Navy A-7s were shot down during the conflict.
Following the end of the Vietnam War, the A-7 replaced the A-4 in Navy light attack squadrons, standardizing on the A-7E. Aside from minor upgrades, this would remain the type used by Navy units for the duration of the Corsair II’s career. A-7s would go on to participate in every military operation undertaken by the United States in the 1980s—attacks on Lebanon and the invasion of Grenada in 1983, operations against Libya in 1985, during the “Tanker War” in the Persian Gulf in 1987, and finally in the First Gulf War in 1991. In these operations, the A-7 was able to use its pinpoint bombing ability to good use; in Libya and the Persian Gulf, Corsair IIs attacked and sank numerous Libyan and Iranian patrol boats with unguided bombs. It also was the Navy’s Wild Weasel of choice during the 1980s, using the Vietnam-era Shrike before upgrading to the far superior HARM.
In Operation Desert Storm, two A-7 squadrons from John F. Kennedy were used both to attack fixed targets with “iron” bombs and Walleyes in “tank plinking”—knocking out Iraqi tanks with precision weapons. Despite there being less than 30 A-7s in theater, these aircraft were able supplements to the USAF’s A-10s and F-111s.
The First Gulf War was the A-7’s swan song. The last squadrons gave up their Corsair IIs for F/A-18 Hornets by May 1991, ending nearly thirty years of operations. Some ex-Navy A-7s were passed on to Greece, Portugal, and Thailand, and some still remain in service with Thailand and Greece. Of the 1569 A-7s built, about half were Navy types, and today 20 former US Navy A-7s are on display as gate guards and museum pieces.
Bureau Number 157455 joined the Navy in 1973 with VA-83 ("Rampagers") aboard the USS Forrestal (CV-59), and remained with that squadron until 1980, when it shifted to first VA-46 ("Clansmen") aboard the USS John F. Kennedy (CV-67) and then VA-12 ("Flying Ubangis") aboard the USS Dwight Eisenhower (CVN-69), where it took part in peacekeeping operations over Lebanon. In 1984, 157455 made its last stop with VA-37 ("Ragin' Bulls"), back aboard the Forrestal, and was retired in 1990 when the squadron reequipped with F/A-18 Hornets. It was acquired by the War Eagles Air Museum in Santa Teresa, New Mexico soon after that.
Though 157455 was repainted in its original colors with VA-83 back in 2014, the hot desert sun has already started to fade the colors once again. It is displayed with one wing folded upwards. I got this picture on indeed a rather hot day in June 2022.
Ginny Beckwith, Department of Administrative Services Procurement, and DMV Administrator Tom McClellan sign an agreement for FAST to oversee systems modernization at DMV.
Minolta Dynax 700si and severely outdated (1998) Fujichrome Sensia 200 colour slide film, rated ISO 100 (+1 EV)
Thank you so very much for your interest in Clean Bread and Cheese Creek. Unfortunately the heavy rains of the spring and the areas outdated stormwater management controls of our community has clogged this historic stream with trash. We can certainly use all as many volunteers as possible of all ages and abilities and we look forward to the possibility of working with you! We are all aware of the importance the health of the Chesapeake Bay hold to all Maryland Residents. Those who grew up in this area remember a different creek entirely, one teeming with frogs, crayfish, and minnows – a place where many a child spent long summer days happily playing. It is our goal to bring back that stream, not for me, not just for the residents that live along it, but for everyone who reaps the benefits of the Chesapeake Bay. We are a group of volunteers working with the community, National Public Lands Day, the Ocean Conservancy, American Rivers, Trash Free Maryland, as well as other organizations to clean up Bread and Cheese Creek.
Please mark your calendars for our next cleanup on Saturday, September 27, 2014 at 8:00 AM – 2:00 PM, Rain or Shine, as the day and time we clean up the section of Bread and Cheese Creek from the Berkshire Area to North Point Road. Registration will be at 2408 Plainfield Road, Dundalk, MD 21222. This event will be run in conjunction with the International Ocean Conservancy as part of their International Coastal Cleanup Event.
We run our cleanups as a family event with plenty of ways for volunteers to participate. We welcome every type of person of every ability level to contribute and assist with the cleanup. Though it is true we will need people to dig out shopping carts and haul trash to the dumpsters, we need people to run water, food, tools, and trash bags (both empty and full) to individuals in the creek. People to sort recyclables from the debris removed. People will be needed to help at registration, setup food and snacks as well as many other less strenuous activities. We are also authorized to sign-off on Community Service and Service Learning Hours for students. The more people we have, the easier the work will be for everyone. We will provide lunch and snacks as well as gloves. A limited number of tools are available for sign-out, but suggest bringing your own if you have them
Our cleanups are part of an ongoing effort clean the entire stream by 2014 in preparation for the War of 1812 Bicentennial Celebration. (Bread and Cheese Creek will be receiving two historic plaques on the Star-Spangled Banner National Historic Trail) The creek played a rather significant part in the Battle of North Point which took place on September 12, 1814. Both the American and British Troops camped along its banks, the American troops using is as a rallying point. It is rumored that the young heroes Daniel Wells (19) and Henry McComas (18) used the stream channel to sneak up on British General Robert Ross killing him with their muskets before being killed in return fire. This important part of our history should not be left the eyesore it currently is.
You can learn more about us and keep up to date through our website at: www.BreadandCheeseCreek.org ; become our friend on FaceBook, follow us on Twitter, and Google+. You can also see photos of our past cleanups on Flickr and our videos on YouTube. You can also subscribe to our Electronic Newsletter.
If you have any comments or questions please contact us. Thank you again for your interest and we hope to see you in the stream!
Sincerely,
John Long (President / Founder)
Clean Bread and Cheese Creek
John@BreadandCheeseCreek.org
(410) 285-1202
18th Tactical Fighter Wing, 18th Equipment Maintenance Squadron, PACAF.
F4's packed in the hangar during a typhoon. Kadena Air Base
Minolta XE-1
Rokkor 50mm f/1.4
Kofak Color Plus 200 (outdated)
Commercial dev and scan (Photo Hippo)
#myoxfordview
The outdated fuel tanks at the red Hill fuel storage tanks on Oahu Hawaii Are leaking into Oahu‘s fresh drinking water. Numerous residents and military personnel have fallen Sick as well as animals in affected areas. The US NAVY’s solution to this is to drain all the contaminated water into Hawaii’s surrounding ocean therefore creating an oil spill further contaminating the environment, poisoning wildlife AND STILL NOT ADDRESSING THE PROBLEM. The US Navy holds on the the false claim these fuel tanks are necessary to our national security, as if clean drinking water isn’t a matter of national security? The US NAVY refuses to empty the tanks despite overwhelming evidence it is harming the land and inhabitants of Hawaii. The US NAVY ADMITS TO ALL THIS AND IS SIMPLY DOING NOTHING ABOUT IT.
Opening day for the Southland Mall this Sears anchors was August 15, 1966. I have no memory of that as a baby but would imagine I got a good nap in if I was there, much like a grown person could catch a good snooze in most any near abandoned Sears today (HA, couldn't resist)!
This Shelby Dr. side of Sears has an actual door you can go in, unlike the Elvis Presley side. Therefore, patrons park here. And believe it or not, there are often double the amount of vehicles shown here, as this was taken on a weekday morning shortly after the store opened.
Is your website outdated? Or does it have other problems that are mentioned in this video? If so you might want to consider an overhaul. We can help you achieve the website of your dreams! Checks our web design services ift.tt/1LotgV2 youtu.be/a83JYIajlUI
Thank you so very much for your interest in Clean Bread and Cheese Creek. Unfortunately the heavy rains of the spring and the areas outdated stormwater management controls of our community has clogged this historic stream with trash. We can certainly use all as many volunteers as possible of all ages and abilities and we look forward to the possibility of working with you! We are all aware of the importance the health of the Chesapeake Bay hold to all Maryland Residents. Those who grew up in this area remember a different creek entirely, one teeming with frogs, crayfish, and minnows – a place where many a child spent long summer days happily playing. It is our goal to bring back that stream, not for me, not just for the residents that live along it, but for everyone who reaps the benefits of the Chesapeake Bay. We are a group of volunteers working with the community, National Public Lands Day, the Ocean Conservancy, American Rivers, Trash Free Maryland, as well as other organizations to clean up Bread and Cheese Creek.
Please mark your calendars for our next cleanup on Saturday, September 27, 2014 at 8:00 AM – 2:00 PM, Rain or Shine, as the day and time we clean up the section of Bread and Cheese Creek from the Berkshire Area to North Point Road. Registration will be at 2408 Plainfield Road, Dundalk, MD 21222. This event will be run in conjunction with the International Ocean Conservancy as part of their International Coastal Cleanup Event.
We run our cleanups as a family event with plenty of ways for volunteers to participate. We welcome every type of person of every ability level to contribute and assist with the cleanup. Though it is true we will need people to dig out shopping carts and haul trash to the dumpsters, we need people to run water, food, tools, and trash bags (both empty and full) to individuals in the creek. People to sort recyclables from the debris removed. People will be needed to help at registration, setup food and snacks as well as many other less strenuous activities. We are also authorized to sign-off on Community Service and Service Learning Hours for students. The more people we have, the easier the work will be for everyone. We will provide lunch and snacks as well as gloves. A limited number of tools are available for sign-out, but suggest bringing your own if you have them
Our cleanups are part of an ongoing effort clean the entire stream by 2014 in preparation for the War of 1812 Bicentennial Celebration. (Bread and Cheese Creek will be receiving two historic plaques on the Star-Spangled Banner National Historic Trail) The creek played a rather significant part in the Battle of North Point which took place on September 12, 1814. Both the American and British Troops camped along its banks, the American troops using is as a rallying point. It is rumored that the young heroes Daniel Wells (19) and Henry McComas (18) used the stream channel to sneak up on British General Robert Ross killing him with their muskets before being killed in return fire. This important part of our history should not be left the eyesore it currently is.
You can learn more about us and keep up to date through our website at: www.BreadandCheeseCreek.org ; become our friend on FaceBook, follow us on Twitter, and Google+. You can also see photos of our past cleanups on Flickr and our videos on YouTube. You can also subscribe to our Electronic Newsletter.
If you have any comments or questions please contact us. Thank you again for your interest and we hope to see you in the stream!
Sincerely,
John Long (President / Founder)
Clean Bread and Cheese Creek
John@BreadandCheeseCreek.org
(410) 285-1202
Old outdated stair railing was replaced with new wood rail,newel and iron balusters. www.jusalda.com
Due to outdated production facilities with a lack of safety installations at the machines there were obviously numerous occupational injuries. We were allowed to visit a sanatorium where patients had treatment on kind of DIY apparatus.