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Another point of view on the probe droid.
So if you would like to get your hands on those files you can follow on of the two links below.
Directly to Repubrick (5-sec ad - helps me out, but probably a bit annoying): dapalan.com/NSr7
Detour over Rebrickable (no ads): rebrickable.com/mocs/MOC-21391/Cpt.%20Ammogeddon/minifig-...
Acrylic on canvas 35.75" x 28.75" August 26, 2020 www.saatchiart.com/art/Painting-Europa-Surface-Probe/2923...
Specimen of poster type, H. Berthold AG, Berlin
Probe Nr. 468, Specimen No. 468, n.d.
Other Berthold specimen in my collection:
Proben hebräischer Schriften der H. Berthold AG, Berlin, 1924
This section of the Meta Probe shows how all the distinct parts fit together. I envisioned that there would be one long spine of the spaceship through which the crew would move. I placed pressure doors at vital parts of the ship, just in case there was a breach and pressure loss in one area. The following images are close-ups of the various sections.
Scarlet Ibises are native to northern South America and the Caribbean, often found in wetlands, estuaries, and mangroves. Their red coloration comes from carotenoid pigments in their diet, mainly crustaceans. They are social birds, usually seen in flocks, and are considered national symbols in places like Trinidad and Tobago.
Key visible features:
- Plumage: vibrant red feathers covering the entire body, giving it a dazzling and unmistakable look.
- Beak: long, slender, and curved downward — perfectly adapted for probing mud and shallow water for food.
- Posture: perched with its body fluffed up, showing symmetry and fullness in its plumage.
- Overall impression: radiant and elegant, the Scarlet Ibis is instantly recognizable and admired for its intense coloration.
Red 1991 Ford Probe - J473 HCB - seen at the 41st Scottish Borders Historic Motoring Extravaganza, held at Thirlestane Castle, Lauder, Scotland, June 2013.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
It took China long way to develop and produce a true supersonic fighter aircraft: in March, 1964, Shenyang Aircraft Factory began the first domestic production of the J-7 jet fighter. However, the mass production of the aircraft, which had been developed through Soviet help, license production and reverse-engineering, was severely hindered by an unexpected problem—the Cultural Revolution. This incident and its consequences resulted in poor initial quality and slow progress.
This, in turn, resulted in full scale production only coming about in the 1980s, by which time the J-7 design was showing its age. However, through the years the J-7 saw constant development and refinement in China.
One of the many directions of the prolific J-7 family was the J-7III series, later re-coded J-7C. This variant was in so far special, as it was not based on the 1st generation MiG-21F. It was rather a reverse-engineered MiG-21MF obtained from Egypt, but just like the Soviet ejection seat, the original Soviet radar failed to impress Chinese, so a domestic Chinese radar was developed for the aircraft called the "JL-7". JL-7 is a 2 cm wavelength mono pulse fire radar weighing 100 kg, with a maximum range of 28 km, and MTBF is 70 hours.
However, due to the limitation of Chinese avionics industry in the 1980s, the performance of the domestic Chinese fire control radars were not satisfactory, because due to their relatively large size, the nosecone had to be enlarged, resulting in decrease in aerodynamic performance of the series. As a result, only very limited numbers of this series were built.
The J-7III prototypes comprised a series of a total of 5 aircraft, equipped with domestically developed HTY-3 ejection seat and KL-11 auto pilot. These machines had to be powered by the domestic WP-7 engine (a copy of the MiG-21F's Tumansky R-11) because the intended WP-13F (a license build of the Tumansky R-13) failed to meet the original schedule. The J-7III was planned to enter service in 1985, but due to the delay of WP-13 development, it was not until 1987 when the design was finally certified.
Production of the true J-7C fighter started in 1989, when the WP-13 became available, but only a total of 17 were built until 1996. It was soon superseded by the J-7IIIA, the prototype of the more sophisticated J-7D. This upgraded all-weather fighter was equipped with KJ-11A auto pilot, JD-3II TACAN, ADS-1 air data computer, Type 563B INS, WL-7A radio compass, Type 256 radar altimeter, TKR-122 radio, 930-4 RWR, 941-4A decoy launcher, and an improved JL-7A radar.
The fighter was to be armed with PL-7 & PL-8 AAMs and carried a twin 23 mm gun (a copy of the MiG-21MF's ventral GSh-23-2 cannon). A HK-13A HUD replaced HK-03D optical sight in earlier models. The upgraded JL-7A fire control radar had look-down/shoot-down capability added.
The production J-7D received an uprated WP-13FI engine, and initial certification was received in November 1994, but it was not until more than a year later in December 1995 when the model was finally fully certified due to the need to certify the WP-13FI on the aircraft. But, again, the results were not satisfactory and only 32 were built until 1999.
Even though the J-7C and D had been developed from a much more modern basis than the earlier MiG-21F derivatives, the "new" type offered - except for the more capable radar and the all-weather capability - no considerable benefit, was even less manoueverable in dogfight situations, more complex and expensive, and also had a very limited range. What was needed was a revolutionary step forward.
Such a proposal came from Chengdu Aircraft Corporation's general designer Mr. Wang Zi-fang (王子方) in 1998, who had already worked on the J-7D. He proposed the addition of fuselage elements that would partly replace the inner wing sections and create lift, but also offer additional room for more and better avionics, allowing the carriage of state-of-the-art weaponry like the PL-11 AAM, together with more internal fuel. Furthermore, the adaptation of the WS-13 turbofan, a new engine for which project work had just started and which would improve both range and performance of the modified aircraft.
In 2000, while an alternative design, the J-7FS, had been under parallel development and cleared for service by then, CAC received green lights for a developmental technology demonstrator under the label J-7DS (S stands for Shi-yan, 试验, meaning "experimental" in Chinese).
While the general third generation MiG-21 outlines were retained, the blended wing/body sections - certainly inspired by US American types like the F-16 and the F-18 - and a new, taller fin changed overall proportions considerably. Esp. from above, the bigger wing planform with extended LERXes (reminiscent of the MiG Analog experimental delta wing aircraft that were used during the Tu-144 development in the Soviet union) created the impression of a much more massive and compact aircraft, even though the dimenions remained unchanged.
Thanks to the additional space in the BWB sections, new and better equipment could be installed, and the aerodynamics were changed, too. For instance, the J-7's air brakes under the forward fuselage were deleted and replaced by a new pair of splayed design, stabilizing the aircraft more effectively in a dive. The single air brake in front of the ventral fin was retained, though, as well as the blown flaps from the MiG-21MF.
The ventral gun pod with a domestic copy of the GSh-23-2 was also deleted; this space, together with the air brake compartment, was now used for a semi-recessed laser range finder, so that guided ammunition could be deployed. But a gun was retained: a new, more effective Type 30-I 30 mm (1.18 in) cannon (a copy of the Gryazev-Shipunov GSh-30-1) with 150 rounds was placed into the port LERX, under the cockpit.
Inside of the LERX on the other side, compartments for new avionics (esp. for the once more upgraded JL-7B fire control radar) were added. With this radar and weapons like the PL-11 missile, the aircraft finally achieved the long desired BVR interception capability.
Flanking the new, longer WS-13 engine, the BWBs held extra fuel tanks. For en even more extended range and loiter time, provisions were made for a fixed air-refuelling probe on the starboard side under the cockpit.
Under the inner wings, an additional pair of pylons was added (for a total of seven), and overall ordnance load could be raised to 3.000 kg (6.600 lb).
The first J-7DS first flew in summer 2005, still only powered by an WP-13I engine, for a 22-month test program. Three prototypes were built, but only the first two aircraft were to fly – the third machine was only used for static tests.
The driving force behind this program was actually the PLANAF, the People's Liberation Army, Naval Air Force (中國人民解放軍海軍航空兵). While the Chinese Air Force rather placed its bet on the more modern and sophisticated Chengdu J-10 fighter, the PLANAF was rather looking for a more simple and inexpensive multi-role combat aircraft that could carry out both air defence and strike missions, and replace the ageing (and rather ineffective) J-8 fighters and Q-5 attack aircraft, as well as early J-7II fighters with limited all-weather capability. Consequently, the type was only operated by the PLANAF from 2010 onwards and received the official designation J-7DH ("H" for 海军 [Haijun] = Navy).
Production was still continuing in small numbers in late 2016, but the number of built specimen is uncertain. About 150 J-7DH are supposed to be in active service, mostly with PLANAF Northern and East Fleet units. Unlike many former J-7 variants (including its ancestor, the PLAAF's more or less stillborn C and D variants), the J-7DH was not offered for export.
General characteristics:
Crew: 1
Length: 14.61 m (47 ft 10½ in)
15.69 m (51 ft 5 in) with pitot
Wingspan: 7,41 m (24 ft 3½ in)
Height: 4.78 m (15 ft 8½ in)
Wing area: 28.88 m² (309.8 ft²)
Aspect ratio: 2.8:1
Empty weight: 5,892 kg (12.977 lb)
Loaded weight: 8,240 kg (18.150 lb)
Max. take-off weight: 9,800 kg (21.585 lb)
Powerplant:
1× Guizhou WS-13 turbofan with a dry thrust of 51.2 kN (11,510 lbf)
and 84.6 kN (19,000 lbf) with afterburner
Performance
Maximum speed: Mach 2.0, 2,200 km/h (1.189 knots, 1.375 mph)
Stall speed: 210 km/h (114 knots, 131 mph) IAS
Combat radius: 1.050 km (568 nmi, 652 mi) (air superiority, two AAMs and three drop tanks)
Ferry range: 2,500 km (1.350 nmi, 1.550 mi)
Service ceiling: 17,500 m (57.420 ft)
Rate of climb: 195 m/s (38.386 ft/min)
Armament:
1× Type 30-I 30mm (1.18") cannon with 150 rounds in the port forward fuselage;
7× hardpoints (6× under-wing, 1× centerline under-fuselage) with a capacity of 3,000 kg maximum (up to 500 kg each); Ordnance primarily comprises air-to-air missiles, including PL-2, PL-5, PL-7, PL-8, PL-9 and PL-11 AAMs, but in a secondary CAS role various rocket pods an unguided bombs of up to 500kg caliber can be carried
The kit and its assembly:
Another Chinese whif, and again a MiG-21 derivative - a fruitful source of inspiration. The J-7DH is not based ona real world project, though, but was rather inspired by an article about a Chinese 2020 update for the MiG-21 from Japan, including some drawings and artwork.
The latter depicted a late MiG-21 with some minor mods, but also some characteristic F-16 parts like the chines and the BWB flanks grafted to it - and it looked good!
Since I recently butchered an Intech F-16 for my Academy T-50 conversion (primariliy donation the whole landing gear, including the wells), I had a donor kit at ahnd, and I also found a Mastercraft MiG-21MF in my stash without a true plan. So I combined both for "something Chinese"...
The build was pretty starightforward - except for the fact that the Intech F-16 is a rather clumsy affair (donating the fin and the fuselage flanks) and that no part from the Mastercraft MiG-21 matches with another one! Lots of improvisation and mods were necessary.
On the other side, the F-16 parts were just glued onto the MiG-21 fuselage and blended into one with putty (in several layers, though).
The fin was taken wholesale from the F-16, but clipped by about 5mm at the top. I originally wanted to use F-16 wings with wing tip launch rails and the stabilizers, too, but when I held them to the model it looked wacky - so I reverted to the Fishbed parts. The stabilizers were taken OOB, but the wing span was reduced at the roots, so that the original MiG-21 wing span was retained. Only the landing gear wells had to be adapted accordingly, but that was easier than expected and the result looks very organic.
With more wing area, I added a third pair of hardpoints under the wing roots, and I kept the gun under the cockpit in the LERX. That offered room inside of the fuselage, filled by a laser rangefinder in a canoe fairing where the original gun used to be.
On the tail, a new jet nozzle was mounted, on the fuselage some air scoops and antennae were added an an IR sensor on the nose. A new seat was used in the cockpit instead of the poor L-shaped OOB thing. The PL-2 & -11 ordnance consists of simple AIM-9Bs and slightly modified AIM-120, plus some launch rails from the scrap box.
Paintings and markings:
Modern Chinese military aircraft are hardly benchmarks for creative paint schemes - and the only "realistic" option in this case would have been a uniform grey livery. The original J-7C PLAAF night fighters carried a high contrast sand/dark green/light blue livery, similar to the MiG-21 export scheme (a.k.a. "Pumpkin"), but I found the latter not suitabel for a naval operator.
I eventually found a compromise, using one of the J-7C schemes as pattern but using grey tones instead - still not very colorful, but the "clover" patterns would help disrupt the aircraft's outlines and support the modern look and feel of this whif.
Basic colors are Humbrol 140 (Dark Gull Grey, FS 36231) and 165 (RAF Medium Sea Grey) from above, plus 122 (IAF Pale Blue, FS 35622) on the undersides. With the dark grey pattern placed with no direct connection to the Pale Blue undersides, there's even a blending effect between the tones - not spectacular, but IMHO effective.
The cockpit interior became pale teal (a mix of Soviet Cockpit Blue and white), while the landing gear wells were painted with a mix of Humbrol 56, 119 and 225 - for a yellow-ish, dull metallic brown. The wheel discs became bright green (Humbrol 131), and any di-electric panel and the radome became deep green (Humbrol 2).
The decals come from a Begemot MiG-21 sheet (roundels), while the tactical 5-digit code comes from an Airfix 1:72 B-17 sheet. The yellow code is a bit unusual, as well as its place on the fin, but both occur on Chinese fighters.
The code itself is based on the information published in the 2010 book “Chinese Air Power” by Yefim Gordon und Dmitriy Komissarov, where the Chinese code system is explained – I hope that it is more or less authentic.
The kit received a light black ink wash and some dry painting with lighter blue-grey shades, but no weathering, since modern Chinese aircraft tend to look pretty clean and pristine. Since the kits both did not feature much surface details, and a lot of the few OOB details got lost during the PSR process for the BWB wing sections, I painted some details and panel lines with a soft pencil - a compromise, though. Finally, the kit was sealed with matt acrylic varnish.
The result is a pretty subtle whif, and with the F-16 parts added the result even looks very conclusive! From above, the extra fuselage width makes the Fishbed look very massive, which is underlined by the extended stabilizer span. But I think that retailing the original MiG-21 delta wing was a good decision, because it helps retaining the Fishbed's "fast" look.
I am just not 100% happy with the finish - but for the crappy kits I used as basis it's O.K.
With her Air-to-Air refuelling probe deployed and the airbrakes and gear retracting, prototype Panavia Tornado F.2 ZA254 cleans-up after a 'down and dirty pass' at the 1980 Farnborough SBAC Airshow..
The F.2 was the specially developed ADV (Air Defence Variant) for the UK Air Defence role replacing the RAF's ageing Phantoms.
Beset with initial radar issues, the F.2 became the F.3 and was highly successful before being superceded by the BAE Eurofighter Typhoon.
Scanned 35mm Transparency
Lasioglossum (Parasphecodes) on a Trigger Plant (Stylidium graminifolium). It has been a hope of mine to catch a pollinator on one of these plants so I was thrilled to see this bee activating the flowers and getting dusted in pollen! In this photo you can see the flower column on the back of the bee. From ANSPA: “They are known as “trigger plants” because of the unique, irritable flower column which is triggered by insect visitors. The trigger remains cocked until an insect probes the flower and then springs upwards and deposits pollen on the head or back of the insect which then transfers the pollen to another flower”.
The final sections of the Meta Probe are the Engineering Modules and the Reactor Module. There are two Engineering Modules: the first is for the ship’s environmental control systems and the second is the ship’s navigation and propulsion control systems. The last module is for the Probe's propulsion control and monitoring. Given the design and layout, I assumed that each rocket pod had its own engine. These could be fusion-type nuclear reactors or electric-ion engines. Clearly, the Probe needs to be capable of high-speed space travel, such as hundreds of kilometres per second, in order to reach the planet Meta at the edge of our solar system in a matter of months. Deciding on a final method of propulsion is difficult!
The Meta Probe was only seen in the first episode “Breakaway.” It was intended to send two astronauts to the planet Meta. There is not a lot of information on the probe so what follows is my interpretation of the Space: 1999 spaceship based upon the episode dialogue and the sparse notes scattered across the internet.