View allAll Photos Tagged Outdated
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 Unfortunately the heavy rains of the spring and the areas outdated stormwater management controls of our community has clogged this historic stream with trash.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!
Rolleicord Va Type 2 - Schneider-Kreuznach Xenar 1:3.5 / 75mm Lens - Synchro-Compur Shutter - Outdated Konica 400 Pro (2001) - Epson V750 Scanner
A rather outdated Metra information sign, dating back to the early 1990's remains within the Elmhurst station grounds. This represents a great ideal of what the railroads looked like from that era.
Here, a Union Pacific stack train passes by the station as it heads into Global 2.
**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.
#shorts #bandai #mg #plastickit #plamodel #zaku #gundam #shinmatsunaga #anime #manga
Bandai 1/100 MG (Master Grade) MS-06R-1 Shin Matsunaga's Custom Zaku II plastic kt. Early MG release in 1996, kinda outdated but still a nice kit for the price.
For more of my YouTube videos: www.youtube.com/user/MyToyMuseumDJ
Rolls Royce finally replaced its smooth but outdated six-cylinder engine with a lighter, more compact and much more powerful 6.2-litre all-aluminium V8 for the Silver Cloud II in 1959. The V8 dramatically improved performance and allowed the adoption of power steering and four-speed Hydramatic automatic gearboxes on all cars. The Continental 'Flying Spur' is widely regarded as the ultimate coachbuilt model for its style and timeless elegance.
Collector Andreas Boros has such enthusiasm for the cars that over the last 30 years he as acquired seven of the 21 built, all with subtle differences in their specification. This is one of his collection.
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Goodwood Festival of Speed 2009
P7032455
Minolta Hi-matic 7S - Rokkor PF 1:1.8 45mm Lens - Outdated Kodak Gold 200 - Epson V750 Scanner - Red Cedar Trail near Downsville
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!
with the film that came with The camera: Studio Polacolor Silk,
outdated: 12 / 2000 (almost 8 years !)
I got this globe in first grade, like on earth day or something. I'm kind of surprised how outdated it is, for even then, it would have been 1996 or 1997, I don't see a date when it was made though.
All the major land marks noted on the tiny map are odd as well, but these two stood out.
Minox B Complan
Ilford Delta 100 (outdated, from fotoimpex.de)
Adox Atomal ATM49 1+0 6'15" @ 20 degrees
My first experience with Minox and the first film I have developed myself. I tried two developers to understand which is better for Delta 100 - ATM49 and Ilford DD-X.
The biggest problem is to scan. My scanner (Epson 4490) is too blurry to get all details. I can see much more using a loupe.
Second, I do not have any special holder. This examples are scanned in medium format film holder, being fixed only from one side.
DAVOS/SWITZERLAND, 25JAN13 - Sulak Sivaraksa, Founder and Director, Sathirakoses-Nagapradeepa Foundation, Thailandduring raises his hand during his speech at the session 'Open forum: Is Religion Outdated in the 21st Century?' at the Annual Meeting 2013 of the World Economic Forum at the Swiss alpine high school in Davos, Switzerland, January 25, 2013. .
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Copyright by World Economic Forum.
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swiss-image.ch/Photo Michael Wuertenberg
This photograph is a little outdated, it doesn't display my new intercooler, ignition system, pipes, etc... but you get the just!
-AEM MAF air straightener
-HKS High Performance Twin Power Ignition System
-StreetUnit Billert Aluminum rear engine mount
-ETS top mount intercooler
-Street unit silicone boost tubes
-MazdaSpeed Cold Air Intake
-HKSS BOV, running at open air
-MazdaSpeed Sport catback exhaust
-Rotora Front/rear cross drill and slotted rotors
- COBB Turbo Inlet
- COBB Tunner
-BC Racing adjustable coilover kit
-Fiber Images caron fiber cowl induction hood
-OZ altegra 18x8 racing rims
-Auto EXEC Carbon fiber pilars
-Street Unit Blackout Side Markers
-Street Unit Black out front and rear flying M emblems
-Vehicle has been debatched, minus flying M emblems
-Wheel gap is gone thanks to the BC Racing Adjustable Coilover Kit
-AEM Tru-boost controller, AEM Air/Fuel Gauge, AEM Oil presure gauge
-All interior lights have been replaced with white LED lighting
-Three Pod center console
-Kenwood head unit with Nav
-JL audio amp and sub
-bose speakers
The information on the zoo's website is outdated by a couple of years. Djengi is not in the group anymore. A keeper said he was "sent away" two weeks ago but could not tell me where to. The zoo now has four young males. Kisumu is 15 years old, Awembe, Mawingo and Wazungu between 10 and 12 (see the family tree).
The group seemed relaxed. They often played together and lay down next to each other when resting. They carry pieces of canvas around to sit or lie down on. Everyone has one and takes it along with every move. Not in a jealous, exclusive way - I've also seen them swapping their rags. Katka visited Schmiding in 2008, and from looking at her set you can tell that already then they liked to carry them. They were a bit bored altogether. It had rained and they were not allowed to go outdoor.
Winch launches and ridge soaring on a tuestay evening.
Fricktal Schupfart airfield LSZI
24. Mai 2011
Canon T90, Makinon 500mm mirror-tele f/8
Fuji Superia 400, outdated
Although this gas station isn't owned by Loblaw anymore, it still features the older pre-2007 Real Canadian Superstore logo. It's also one of the few gas bars from Loblaw that features a car wash.
Shot on outdated PolaPan Polaroid film with a Contax T3, processed in the hand-crank Polaroid processing machine, drum scanned on a Screen 1030Ai
Images are currently available for licensing under Creative Commons Attribution-NonCommercial License. Please credit Alex Wright - alexwright.net
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.
Two Harbors Locomotive - This set was just scanned. I didn't crop them properly or edit much either. Rolleicord Va - Outdated Konica 400 Pro S Film - Epson V750 Scanner
www.flickr.com/photos/23711298@N07/2571456350/ More information on this engine.
outdated stair was upgraded to iron balusters in Naperville,IL by Jusalda custom stairs Inc , www.jusalda.com
My first computer (1986), an IBM-clone.
Never gave any problem, but became outdated after some years.
Bondwell was a US manufacturer of personal computers during the 1980s.
In the early 1980s, Bondwell sold a line of Z80, CP/M-80 based Osborne-like luggables such as the models Bondwell-12, Bondwell-14 (1984) and Bondwell-16 (1985). An exceptional feature in these was an inbuilt speech synthesizer. Their prices were exceptionally affordable for the time, although significant trade-offs were made in regard durability, for instance the chassis was rather flimsy plastic, falling far short of the ruggedness usually expected of luggables. The fanless power supply unit, located under the motherboard, often caused trouble. The choice of peripheral I/O devices made the use of interrupts virtually impossible.
The Bondwell-12 was a "luggable" portable computer with a built-in 9 inch (23 cm) monochrome CRT display, equipped with 64 kiB of internal memory, CP/M 2.2 and two single-sided, double density, 5.25 inch floppy disk drives (180 kiB). The Bondwell-14 had 128 kiB of memory, CP/M 3.0 and two double-sided drives (360 kiB). The Bondwell-16 had CP/M 3.0, one double-sided drive and a hard disk drive with a capacity of a bit less than 10 MiB.
The Bondwell-2 (1985) was a laptop computer with 64 kiB of memory, CP/M 2.2 and one single-sided, double density 3.5 inch floppy disk (360 kiB). 256 and 512 kiB memory extensions were available. It was one of the earliest laptops, as well as one of the few battery-powered CP/M computers.
The more advanced Bondwell-18 model featured MS-DOS and the x86 architecture. (Wikipedia)
A genuinely retro/outdated/colour-challenged moment from a Flickr meet up earlier this summer.
Minolta 110 Zoom Mark II, outdated Colorama 200 film, neg 17
The Real Canadian Superstore (1575), located at 100 Country Village Road NE in Calgary, is an outdated store because its exterior still sports colours from an era when the store's exterior was largely green (which was toned down during the late 1990s). This exterior is almost as outdated, but has been somewhat updated since I last visited in 2018.
Rollei 35 S with Kodak Color Plus (200 ASA), outdated (02-2010). Process and scan, Snappy Snaps Oxford.
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
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.
A-7B BuNo 154449 joined the US Navy in 1972, serving with VA-215 ("Barn Owls") and may have seen combat during Operation Linebacker II aboard the USS Oriskany (CVA-34). It was transferred to VA-155 ("Silver Foxes") in 1974, and finished up with VA-305 ("Lobos"), a Navy Reserve squadron stationed at NAS Point Mugu, California. 154449 was retired in 1986, and eventually made its way to the Joe Davies Heritage Airpark in Palmdale.
154449 these days carries the colors of VX-5 ("Vampires"), a Navy test squadron based at nearby NAS China Lake. I got this picture in June 2023.
+++ 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… 😉
Two outdated logos in one sign! Affixed to outer windows of the closed Sentry Foods in Midlothian, IL
Toyota's attempt to take on Ford and Holden in the large car segment with an outdated American design. It failed.
This seems to have some sort of sport trim which is at odds with the boring, old person image of the car.
Looks Scary
Well its definitely old and outdated. In fact, you might even say there's no way this is in operation and that its a doctors office here in #losangeles but it is.
This is the office and exam room of my hernia surgeon. Don't let the looks fool you and we all know we shouldn't judge a book by its cover.
I'll admit I did judge the book and was concerned for my safety during the exam and wondering if I should seek another doctor. Coincidentally, this was the doctor scheduled to remove my one hernia before covid. I now have two hernias and not a spleen that's retaining blood which @lacuscmedical diagnosed me and stated I refused care. Good thing I did because my spleen is just fine.
I will have my first surgery next month and 3 months later the second hernia will be removed. I've mentioned my new primary care doctor, Dr. William King, and amazing staff. I have entirely new doctors and specialists. I'm no longer in clinic care and things are getting better.
Most of all, I'm living again after being convinced, treated like, and told I was going to die. The only reason I was going to die was because of all the lousy care I was receiving from @lacarehealth and @lacuscmedical backed my Medi-Cal.
So while this office may look outdated and scary, not changing my insurance, demanding new doctors and specialists, I'd be near death or dead. This is beyond outdated and scary.
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
On Form 2014, Asthall Manor, Oxfordshire.
Minolta Dynax 9 and outdated (1999) Kodak Elite Chrome 200 film, exposed +1 EV
Shot on outdated PolaPan Polaroid film with a Contax T3, processed in the hand-crank Polaroid processing machine, drum scanned on a Screen 1030Ai
Images are currently available for licensing under Creative Commons Attribution-NonCommercial License. Please credit Alex Wright - alexwright.net