View allAll Photos Tagged Procurement
North American Rockwell OV-10A Bronco #460
N415DF, c/n 305-38, usually based at Hollister Air Attack Base
This aircraft was originally procured for the U.S. Marine Corps as 155427.
Sacramento McClellan Airport (MCC / KMCC), California
OV-10 Air Tactical Aircraft (CAL FIRE):
www.fire.ca.gov/media/kkfd4s40/ov-10-2020-1.pdf
North American Rockwell OV-10 Bronco (Wikipedia):
The General Dynamics F-16 Fighting Falcon is a single-engine multirole fighter aircraft originally developed by General Dynamics for the United States Air Force (USAF). Designed as an air superiority day fighter, it evolved into a successful all-weather multirole aircraft. Over 4,600 aircraft have been built since production was approved in 1976. Although no longer being purchased by the U.S. Air Force, improved versions are being built for export customers. In 1993, General Dynamics sold its aircraft manufacturing business to the Lockheed Corporation,[6] which in turn became part of Lockheed Martin after a 1995 merger with Martin Marietta.
The Fighting Falcon's key features include a frameless bubble canopy for good visibility, side-mounted control stick to ease control while maneuvering, an ejection seat reclined 30 degrees from vertical to reduce the effect of g-forces on the pilot, and the first use of a relaxed static stability/fly-by-wire flight control system that helps to make it an agile aircraft. The F-16 has an internal M61 Vulcan cannon and 11 locations for mounting weapons and other mission equipment. The F-16's official name is "Fighting Falcon", but "Viper" is commonly used by its pilots and crews, because of a perceived resemblance to a viper snake as well as to the fictional Colonial Viper starfighter from the television program Battlestar Galactica which aired at the time the F-16 entered service.
In addition to active duty in the U.S. Air Force, Air Force Reserve Command, and Air National Guard units, the aircraft is also used by the U.S. Air Force Thunderbirds aerial demonstration team, and as an adversary/aggressor aircraft by the United States Navy. The F-16 has also been procured to serve in the air forces of 25 other nations. As of 2015, it was the world's most numerous fixed-wing aircraft in military service.
Procurement for the Portuguese Army (Exército Português)
While the Air Force handles state aerial firefighting and air support, Portugal announced a historical expansion into dedicated Army Aviation capability. Under the HAPE (Helicópteros de Apoio, Proteção e Evacuação) program—Support, Protection, and Evacuation Helicopters—Defense Minister Nuno Melo confirmed the procurement of 5 UH-60 Black Hawk helicopters dedicated exclusively to the Portuguese Army.
The Army's Black Hawk detachment will be stationed at the Tancos Military Complex (Campo Militar de Tancos); this purchase gives the Portuguese Army its own organic air mobility capability for the first time in decades, focusing on air assault, tactical troop insertion/extraction, Battlefield Casualty Evacuation (CASEVAC / MEDEVAC) and rapid deployment during national emergencies and civil protection scenarios.
To know more about my LEGO model, click here for the next picture: www.flickr.com/photos/einon/55463967432
Eínon
Anthocharis cardamines - male.
Ce papillon m'a procuré une belle émotion, lorsque, posé sur une primevère, il a ouvert ses ailes dans les premiers rayons du soleil. A chaque fois qu'il ouvrait ses ailes pour se réchauffer entre deux nuages, c'était une surprise et un émerveillement.
This butterfly gave me a very beautiful emotion, when, placed on a primrose, it opened its wings in the first rays of the sun. Every time he opened his wings to warm himself between two clouds, it was to me like a surprise and a wonder.
On January 23, 1941, a brief groundbreaking ceremony at the site marked the start of construction of the Aircraft Engine Research Laboratory (AERL), now the Glenn Research Center at Lewis Field. Dr. George W. Lewis, director of research for the National Advisory Committee for Aeronautics (NACA), loosened the soil with a chromium-plated pick for Major General George H. Brett, acting chief of the Army Air Corps, who turned the first shovelful of earth.
Participating in the groundbreaking ceremony left to right (does not include two individuals obscured from view behind Maj. Brett and Dr. Lewis):
•William R. Hopkins – Cleveland City Manager from 1924-1930, was personally responsible for planning and acquiring the land for the Cleveland Airport. The airport’s huge capacity for handling aircraft was one factor in selecting Cleveland for the site of the research center. The Cleveland Airport was renamed Cleveland Hopkins airport in his honor in 1951.
•Major John Berry – Cleveland Airport Manager
•Edward R. Sharp – GRC’s first director, serving from 1942 to his retirement in 1961. He came to Cleveland in 1941 as the construction manager for the new facility.
•Frederick C. Crawford – President of Thompson Products, which became the Thompson-Ramo-Woolridge Corporation (TRW) in 1958. Crawford was, at the time, also president of the Cleveland Chamber of Commerce. He began in 1939 to campaign for Cleveland as the location for the new NACA facility.
•Major George H. Brett – A Cleveland native, Brett served in WWI and was commanding officer at Wright Field in Dayton, Ohio before becoming chief of the Army Air Corps.
•Dr. Edward P. Warner – Acting chairman of the NACA.
•Captain Sydney M. Kraus – Officer in charge of Navy procurement
•Edward Blythin – Mayor of Cleveland
•Dr. George Lewis – Director of Aeronautical Research for the NACA from 1924-1947, Lewis devoted his life to building a scientific basis for aeronautical engineering. The Cleveland laboratory was renamed the Lewis Flight Propulsion Laboratory in his honor in 1948.
Credit: NASA
Image Number: C-1982-6410
Date: January 23, 1941
WEEK 37 – Toys “R” Us Closing, Columbia, SC (II)
As promised two weeks ago, we begin our set this week at the closing Columbia Toys “R” Us with a look at an example of its liquidator-procured, additional non-TRU merchandise. While I believe there were several scenes of such items to be found throughout the store, this is the first one that I stumbled upon, and the one that evidently captured my attention the fullest. That’s because, of course, I can’t recall ever seeing a “blanket department” at any other Toys “R” Us store back during normal operations!! Yep, as you can see here, the liquidators for some reason or another thought that all these throws would fit in well with TRU’s merchandise, or at least would prove attractive to its liquidation sale clientele.
It’s actually quite common, believe it or not, for liquidators to add merchandise to store closing sales that they’re conducting, primarily because they often get stuck with merchandise left over, unsold, from other retailers whose GOB sales they conducted. One example off the top of my head is some old Sports Authority stuff that popped up at a Kmart or two one time (think one of y’all shared that one!). Another example, more current in nature, is a bunch of toys and games that have recently appeared at Pier 1 stores. I’ve even seen throws like these (or similar, anyway) at Pier 1, too; as well as the exact same message that we saw taped to the door in that pic I linked to above.
Sometimes, it can be funny to see just what exactly the liquidators consider to be merch of “like kind and quality” to the closing retailer’s normal fare – like the toys at Pier 1, or the blankets here at TRU. (Don’t forget the “Holiday” tote bag, also!) Makes me wonder how much the liquidators actually think the shoppers at those stores will be inclined to buy those items… and, for that matter, how many of the shoppers actually do buy them.
(I’ve got a confession to make, to that end: we did in fact actually purchase one of the throws from this store, haha! It was a yellow one, though, not pictured above. Also, I don’t think we ever used it; and unfortunately it got totally soaked by accident at one point later on, and so we wound up simply throwing it out rather than keeping it. :/ )
(c) 2020 Retail Retell
These places are public so these photos are too, but just as I tell where they came from, I'd appreciate if you'd say who :)
Not quite in the same league as my good pal Roland Bogush, but I was pleased to get this shot while taking Landscapes.
Typhoon Info from Wikipedia:
The Eurofighter Typhoon is a twin-engine, canard delta wing, multirole fighter. The Typhoon was designed originally as an air superiority fighter and is manufactured by a consortium of Airbus, BAE Systems and Leonardo that conducts the majority of the project through a joint holding company, Eurofighter Jagdflugzeug GmbH. NATO Eurofighter and Tornado Management Agency manages the project and is the prime customer.
The aircraft's development effectively began in 1983 with the Future European Fighter Aircraft programme, a multinational collaboration among the UK, Germany, France, Italy and Spain. Disagreements over design authority and operational requirements led France to leave the consortium to develop the Dassault Rafale independently. A technology demonstration aircraft, the British Aerospace EAP, first flew on 6 August 1986; the first prototype of the finalised Eurofighter made its first flight on 27 March 1994. The aircraft's name, Typhoon, was adopted in September 1998 and the first production contracts were also signed that year.
The sudden end of the Cold War reduced European demand for fighter aircraft and led to debate over the aircraft's cost and work share and protracted the Typhoon's development: the Typhoon entered operational service in 2003 and is now in service with the air forces of Austria, Italy, Germany, the United Kingdom, Spain, Saudi Arabia and Oman. Kuwait and Qatar have also ordered the aircraft, bringing the procurement total to 623 aircraft as of 2019.
The Eurofighter Typhoon is a highly agile aircraft, designed to be a supremely effective dogfighter in combat.[9] Later production aircraft have been increasingly better equipped to undertake air-to-surface strike missions and to be compatible with an increasing number of different armaments and equipment, including Storm Shadow and Brimstone missiles. The Typhoon had its combat debut during the 2011 military intervention in Libya with the UK's Royal Air Force (RAF) and the Italian Air Force, performing aerial reconnaissance and ground-strike missions. The type has also taken primary responsibility for air-defence duties for the majority of customer nations.
XX889 was delivered to the MoD (Procurement Executive) on the last day of 1974 and began her RAF career with 16 Squadron at RAF Laarbruch, later she went on to serve with 15, 12, and 208 Squadrons. By 1986 she had been upgraded to carry Sea Eagle missiles and was transferred to 237 OCU in December of that year, returning to 12 Squadron in May 1987.
In 1991, XX889 was repainted in ARTF (Alkali Removable Temporary Finish), commonly referred to as desert pink, and was a part of the first fleet of the type sent out to the Gulf War. The airframe was named 'Longmorn' and given the tail code 'T', with no nose art under the cockpit. Throughout the war, the XX889 had earned 14 mission markings which were the most mission markings a Buccaneer earned during the Gulf.
She lost the desert pink scheme by October 1991 and in August 1992 gained new overall grey colours with 208 Sqn. XX889 ended her flying career on the 7th of April 1994, touching down at RAF St Athan where it was placed into storage prior to disposal.
When being disposed of, XX889 was planned to be on external display somewhere in the UK, but this never came to anything, and so after remaining at St Athan, Gary Spoors and Dave Price took her on. As many know, XX889 is well used to the view from the back of a low-loader, having moved to several places throughout the years, starting with a move to Enstone Airfield, Oxfordshire in 1995. This was a fairly brief visit, with her being relocated and put on loan to the Jet Age Museum at (Staverton) Gloucestershire Airport on the 6th of February 1997. A group known as Buccaneer Engineering took on a preservation and restoration project at Staverton a few years later.
In 2003, it was announced that the International Air Tattoo (now RIAT) was going to be celebrating '100 Years of Flight'. When it was announced, Gary and Dave agreed it would be great for XX889 to enter the airshow as part of the static lineup. In preparation for the airshow, she desperately needed a repaint, and what would be better than a Buccaneer in gulf war colours, and that's exactly what happened next. In 2003, XX889 was temporarily relocated to RAF Fairford for the airshow, showing off her smart new paint scheme. After the week of the airshow, she was moved back to the Jet Age Museum, where over the coming years, several volunteers continued getting involved in preserving and restoring her. Sadly, most of her time at Staverton was spent sinking into the Earth due to a lack of hardstanding to put her on.
In 2007, XX889 was already making her 5th road move, this time to Cotswold Airport, Kemble, where a preservation and restoration project was still very much active. This project slowed down as the years passed by and sadly ended up dying. Due to the lack of work being carried out on her, she was towed over to an area near the control tower, allowing visitors much easier access to view the Buccaneer.
It wasn't long before XX889 made yet another road move, this one being to Bruntingthorpe in May 2011, being placed on loan to The Buccaneer Aviation Group. This gave Bruntingthorpe a line-up of four complete Buccaneer airframes (XX894, XW544<, XX900, and new arrival XX889), certainly something you couldn't see anywhere else. Restoration on XX889 soon took off, with her front cockpit being dismantled, cleaned, rewired, and reassembled, in the hope to make XX889 fully electrically and hydraulicly 'live' in the future. More information on XX889 at Bruntingthorpe can be found on The Buccaneer Aviation Group's website. Sadly, the hope to make XX889 hydraulicly functional never happened due to the amount of work needed to do so, while the group still had two fully operational Buccaneers to maintain at the same time.
After being under the care of TBAG for several years at Bruntingthorpe, they split ways in June 2018 as XX889 headed for RAF Cosford to be a part of the airshow static line-up, celebrating 100 Years of the RAF. She could be seen at the airshows with a desert pink Jaguar and Tornado, making a 1991 Gulf War display. After the airshow, XX889 would make her way to the then-new South Wales Aviation Museum (SWAM), set up by Gary Spoors and John Sparks. However, she stayed at RAF Cosford longer than expected, spending most of the time hidden away in one of the hangars on the airfield, only emerging for the airshows and certain photography events.
In February 2023, XX889 made her 8th and now hopefully, her final road move, returning to her place of retirement, St Athan. Leaving RAF Cosford on the 21st and arriving at SWAM on the 23rd where she will go on display, hopefully undercover, and be well looked after by the museum's dedicated team of volunteers.
Note: this photo was published as an illustration in an Aug 2009 Squidoo blog titled "Discount Laptop Batteries." And it was published in an Aug 13, 2009 blog titled "Laptops werden laufend geklaut." More recently, it was published in a Sep 14, 2009 blog titled "Best Italy Expat Blogs: The Most Helpful Bloggers."
Moving into 2010, the photo was published in a Jan 13, 2010 LifeHacker Australia blog titled "Questions To Ask Before Buying Mobile Broadband." And it was published in an Apr 8, 2010 Tech and Gadget Blog with the same title as the caption that I used on this Flickr page. It was also published in a Jun 25, 2010 Lifehacker blog titled "About To Get Pre-Paid Mobile Broadband? Check Lifehacker First." And it was published in a Jul 4, 2010 Fresh Networks blog titled "Social media does not just take place online, and a Jul 9, 2010 Lifehacker blog titled "Planhacker: Complete Australian Postpaid 3G Broadband Guide." It was also published in an Aug 4, 2010 Buy Laptop Guide blog titled "christmas special offer for computers & laptops," as well as an Aug 6, 2010 Buy Laptop Guide blog titled "How do I get my teacher discount from Dell?" And it was published in a Sep 9, 2010 blog titled "5 Great Online Marketing Tools for Small Green Businesses." And it was published in an Oct 11, 2010 blog titled "intnternet Marketing Business Opportunity," as well as an Oct 23, 2010 Nice Online Business Marketing photos blog, with the same title and notes as what I had written on this Flickr page. It was also published in an undated (late Oct 2010) blog titled "10 Happiness Tips for Busy People." And it was published in a Nov 8, 2010 blog titled "Viral Internet Marketing Technique – not Using it Could Kill your Online Home Based Business Internet Affiliate Marketing!" It was also published in a Nov 26, 2010 blog titled "Who Else Wants Their Own Internet Home Based Business?" And it was published in an undated (Dec 2010) blog titled "The Ten Commandments of Internet Affiliate Marketing, Thou Shall Read This!", as well as another blog titled "Marketing to International Audiences." It was also published in an undated (mid-Dec 2010) blog titled "Slow Food’s Terra Madre helps local delegates make global connections." It was also published in a Dec 14, 2010 Nice Home-Based Business Australia Photos blog with the same title and detailed notes that I had written on this Flickr page. And it was published in an undated (mid-Dec 2010) blog titled Advocacy Group Seeks Economic Development for State’s Music Business Advocacy Group Seeks Economic Development for State’s Music Business, with the same detailed notes as what I had written on this Flickr page. It was also published in a Dec 31, 2010 blog titled "10 Happiness Tips for Busy People | Tiny Buddha."
Moving into 2011, the photo was published in an undated (early Jan 2011) blog titled "How to Choose an Internet Affiliate Marketing Program." It was also published in a Jan 13, 2011 "Learn 2 Earn Online" blog, with the same title and detailed notes as what I had written here on this Flickr page. And it was published in a Feb 15, 2011 blog titled "Revenue Potentials Introduced by Internet Marketing Tools." It was also published in a Feb 24, 2011 blog titled "How to Avoid Laptop Repair Errors." And it was published in a Mar 8, 2011 blog titled "The Importance of Focus in Internet Business and Finding Yours." It was also published in a Mar 14, 2011 Funny Games Pictures blog, with the same caption and detailed notes that I had written on this Flickr page. And it was published in a Mar 24, 2011 blog titled "Wilmington Based Lumina Academy Offers Online Education." It was also published in an undated (early Apr 2011) blog titled "Ten Happiness Tips for Busy People." And it was published in an Apr 30, 2011 blog title "Making 'Introduction to Computers for Arts and Social Sciences' Even More Awesome." It was also published in a May 9, 2011 blog titled "Pessoas como Mídia: Os Novos Modelos de Comunicação." And it was published in a Jun 28, 2011 blog titled "Binnenkort gratis Wi-Fi hotspots door heel de Algarve." It was also published in an Aug 27, 2011 blog titled "Can you rank high in Google with just one page?" And it was published in a Sep 14, 2011 blog titled "6 Signs That a Winning Notification Email Is a Fake." It was also published in a Sep 24, 2011 blog titled "Q&A: WHERE TO ADVERTISE ONLINE FOR FREE YOUR HOME BASED BIZ OPPORTUNITY."
Moving into 2012, the photo was published in a Jan 1, 2012 blog titled "Chile lauded for social media development, information technology." And it was published in a Jan 4,2012 blog titled "The Practical Alternatives to Learn to Play Guitar." It was also published in a Mar 1, 2012 Venezuelan blog titled "Ingeniería ambiental: controlando el cuidado del planeta." It was also published in an Apr 23, 2012 Affiliates Money Tools blog, with the same caption and detailed notes that I had written here on this Flickr page. And it was published in a May 21, 2012 blog titled "Different Kinds of Internet Marketing Tools."
Moving into 2013, the photo was published in a Jan 28, 2013 blog titled "Nice Social Media Marketing Tips For Small Business photos." And it was published in an undated (mid-Feb 2013) Affiliates Money Tools blog, with the same caption and detailed notes that I had written on this Flickr page. It was also published in a Mar 25, 2013 blog titled "Mobile Computer Repair - Getting Started," as well as a Mar 25, 2013 blog titled "NVQ Procurement Simplified." And it was published in an Aug 2, 2013 blog titled "Facebook Enters the Television Age With Video Ads in Timeline," as well as an Aug 5, 2013 blog titled "Banks Survive Cyberattacks: 5 Things to Know for the Week," and an Aug 27, 2013 blog titled "大量の時間を消費するコンテンツから卒業するための荒療治なシステム「Pavlov Poke」."
Moving into 2014, the photo was published in an Oct 18, 2014 blog titled "bSaving for an Education."
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Back in the spring of this year (2009), I decided to pay a visit to Washington Square Park (pictures of which are available here), having earlier stumbled upon some photos I had taken there 40 years earlier, in the spring of 1969 (photos of which are included in this album). I was surprised to see that the park was undergoing massive renovation, and that the fountain was closed off; but some construction signs promised that it would be open once again in the summer ...
So this past weekend, I decided to venture back to the park once again. The renovation was indeed finished; the fountain was operating again, and the warm, sunny weather had attracted throngs of New Yorkers and tourists to spend a pleasant afternoon engaged in all sorts of activities — much of which involved splashing around in the water. But there was also juggling and chess and scrabble, guitar-playing folk-singers and a violinist, two different jazz bands, and an energetic quartet singing old 1950s doo-wop ballads.
I spotted tourists and visitors from Japan, Italy, Scandinavia, and various parts of the U.S. People were sunbathing on various patches of grass around the edge of the park. There were children, students, lovers, families, and old hippies; and there were half a dozen dogs, at least a few of which enjoyed the opportunity to splash in the pool. There was an ice-cream cart and a hot dog stand, and if the park was anything like the old days, there probably at least a few places to buy drugs of every conceivable kind. For those who might have wondered what this place really was like in the "old days," there was a cheerful old guy (named Robert Fogelnest, from what I could find on the Internet) peddling copies of a book titled The Streets of Greenwich Village.
All in all, there was something for just about everyone. If you've got an afternoon free while it's still summer here in New York City, I highly recommend a stroll through Washington Square Park. Remember: summer won't last forever...
+++ 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:
In the early days of World War II, Royal Navy fighter requirements had been based on cumbersome two-seat designs, such as the fighter/dive-bomber Blackburn Skua (and its turreted derivative the Blackburn Roc) and the fighter/reconnaissance Fairey Fulmar, since it was expected that they would encounter only long-range bombers or flying boats and that navigation over featureless seas required the assistance of a radio operator/navigator. The Royal Navy hurriedly adopted higher-performance single-seat aircraft such as the Hawker Sea Hurricane and the less robust Supermarine Seafire alongside, but neither aircraft had sufficient range to operate at a distance from a carrier task force. The American Vought F4U Corsair was welcomed as a more robust and versatile alternative.
In November 1943, the Royal Navy received its first batch of 95 "birdcage" Vought F4U-1s, which were given the designation "Corsair [Mark] I". The first squadrons were assembled and trained on the U.S. East Coast and then shipped across the Atlantic. The Royal Navy put the Corsair into carrier operations immediately. They found its landing characteristics dangerous, suffering a number of fatal crashes, but considered the Corsair to be the best option they had.
The Royal Navy cleared the F4U for carrier operations well before the U.S. Navy and showed that the Corsair Mk II could be operated with reasonable success even from escort carriers. It was not without problems, though: one was excessive wear of the arrester wires, due both to the weight of the Corsair and the understandable tendency of the pilots to stay well above the stalling speed, and because of the limited hangar deck height in several classes of British carrier, many Corsairs had their outer wings "clipped" by 8 in (200 mm) to clear the deckhead. However, the change in span brought about the added benefit of improving the sink rate, reducing the F4U's propensity to "float" in the final stages of landing. The Royal Navy developed further modifications to the Corsair that made carrier landings more practical. Among these were a bulged canopy (similar to the P-51 B/C’s Malcolm Hood), raising the pilot's seat 7 in (180 mm), and wiring shut the cowl flaps across the top of the engine compartment, diverting frequent oil and hydraulic fluid spray around the sides of the fuselage so that the windscreen remained clear.
The Corsair Mk I was followed by 510 "blown-canopy" F4U-1A/-1Ds, which were designated Corsair Mk II (the final 150 equivalent to the F4U-1D, but not separately designated in British use). 430 Brewster Corsairs (334 F3A-1 and 96 F3A-1D), more than half of Brewster's total production, were delivered to Britain as the Corsair Mk III. 857 Goodyear Corsairs (400 FG-1/-1A and 457 FG-1D) were delivered and designated Corsair Mk IV. A total of 2,012 Corsairs were supplied to the United Kingdom during WWII, and British Corsairs served both in Europe and in the Pacific. Despite the large number of aircraft, the Mk IIs and IVs were the only versions to be actually used in combat.
The first, and also most important, European FAA Corsair operations were the series of attacks in April, July, and August 1944 on the German battleship Tirpitz (Operation Tungsten), for which Corsairs from HMS Victorious and HMS Formidable provided fighter cover. From April 1944, Corsairs from the British Pacific Fleet took part in several major air raids in South-East Asia beginning with Operation Cockpit, an attack on Japanese targets at Sabang island, in the Dutch East Indies. In July and August 1945, RN Corsairs took part in a series of strikes on the Japanese mainland, near Tokyo, operating from Victorious and Formidable. It was during this late phase of the war that the Admiralty was expecting new and more powerful indigenous naval fighters to become available, primarily Griffon-powered Seafires and the Hawker Sea Fury, a navalized derivative of the Hawker Tempest fighter powered by the new Centaurus radial engine. Both types, however, faced development problems, so that the Royal Navy approached Vought and requested a new variant of the proven Corsair, powered by the British Centaurus engine and further tailored to the Royal Navy’s special needs. This became the Corsair Mark V.
The Corsair V was based on the newest American variant, the F4U-4, but it differed in many aspects, so much that it effectively was a totally different aircraft. The F4U-4 was the last American Corsair variant that would be introduced during WWII, but it only saw action during the final weeks of the conflict. It had a 2,100 hp (1,600 kW) dual-stage-supercharged -18W engine, and when the cylinders were injected with the water/alcohol mixture, power was boosted to 2,450 hp (1,830 kW). To better cope with the additional power, the propeller was changed to a four-blade type. Maximum speed was increased to 448 miles per hour (721 km/h) and climb rate to over 4,500 feet per minute (1,400 m/min) as opposed to the 2,900 feet per minute (880 m/min) of the F4U-1A. The unarmored wing fuel tanks of 62 US gal (230 L) capacities were removed for better maneuverability at the expense of maximum range. Other detail improvements were introduced with the F4U-4, too: The windscreen was now flat bullet-resistant glass to avoid optical distortion, a change from the curved Plexiglas windscreens with an internal armor glass plate of the earlier variants. The canopy was furthermore without bracing and slightly bulged – an improvement adopted from the Royal Navy Corsairs.
The original "4-Hog" retained the original armament of six 0.5” machine guns and had all the external load (i.e., drop tanks, bombs, HVARs) capabilities of the F4U-1D. A major sub-type, the F4U-4B, was the same but featured an alternate gun armament of four 20 millimeters (0.79 in) AN/M3 cannon, and the F4U-4P was a rare photo reconnaissance variant with an additional camera compartment in the rear fuselage, but fully combat-capable.
The Royal Navy agreed to adopt the new F4U-4 but insisted on the British Centaurus as powerplant and demanded British equipment and armament, too. The latter included four Hispano 20 mm cannon in the outer wings, adapted wirings for British unguided rockets under the outer wings and a four-channel VHF radio system, a radio altimeter and a G2F compass. Vought reluctantly agreed, even though the different engine meant that a totally different mount had to be developed in short time, and the many alterations to the F4U-4’s original airframe would require a separate, new production line. Since this would block valuable resources for the running standard F4U production for the USN, the Corsair V was outsourced to the newly established Kaiser-Fleetwing company (a ship builder with only limited aircraft experience so far) and designated FK-1 in American circles.
As expected, the development of the FK-1 alone took more time than expected – not only from a technical point of view, but also due to logistic problems. The Centaurus engines and most vital equipment pieces had to be transported across the Atlantic, a hazardous business. The first precious Centaurus engines for the development of the modified engine mount were actually transferred to the USA through the air, hanging in the bomb bays of American B-24 bombers that were used as transporters to supply Great Britain with vital materials.
Because Kaiser-Fleetwings had to establish a proper production line for the FK-1 and supplies for raw F4U-4 airframes had to be diverted and transported to the company’s factory at Bristol, Pennsylvania, delays started to pile up and pushed the Corsair Mk. V development back. The first Centaurus-powered Corsair flew in January 1945 and immediately revealed massive stability problems caused by the engine’s high torque. Enlarged tail surfaces were tested and eventually solved the problem, but this measure changed the F4U-4s standard airframe even more. It was furthermore soon discovered that the early Centaurus engine suffered frequent crankshaft failure due to a poorly designed lubrication system, which led to incidents of the engine seizing while in mid-flight. The problem was resolved when Bristol's improved Centaurus XVIII engine replaced the earlier variant. Tests and adaptations of British equipment to the airframe continued until May 1945, when the Corsair V was eventually cleared for production. But when the first of 100 ordered machines started to roll off the production lines the war was already over.
At that time many of the Fleet Air Arm's carrier fighters were Seafires and Lend-Lease Corsairs. The Seafire had considerable drawbacks as a naval aircraft, notably the narrow undercarriage, while the Corsairs had to be returned or purchased. As the UK did not have the means to pay for them, the Royal Navy Corsairs were mostly pushed overboard into the sea in Moreton Bay off Brisbane, Australia.
Since the Corsair V had not been part of the Lend Lease agreement with the United States, the Royal Navy was not able to easily retreat from the production contract and had to accept the aircraft. Because the Royal Navy’s intended new standard shipborne fighter, the Hawker Sea Fury, was delayed and almost cancelled during this period of re-organizations and cutbacks, the Admiralty bit the bullet, used the inevitable opportunity and procured the Corsair V as a stopgap solution, even though the original production order from May 1945 was not extended and effectively only 95 Corsair Vs were ever produced in the USA and transferred as knocked-down kits via ship to Great Britain.
The first re-assembled Corsair Vs entered Royal Navy service in August 1946, but their frontline service with 802 and 805 NAS, both based at Eglington (Northern Ireland), was only brief. Following the successful completion of weapons trials at the A&AEE Boscombe Down, the Sea Fury was eventually cleared for operational use on 31 July 1947 and quickly entered service. The Corsair Vs were gradually replaced with them until late 1948; 805 NAS was the first unit to abandon the type when 805 Squadron was reformed as a Royal Australian Navy FAA squadron operating Hawker Sea Fury Mk II aircraft. In 1950, 802 NAS was assigned to HMS Ocean and equipped with the Hawker Sea Fury, too, and sent to Korea.
Most Corsair Vs were then relegated to the Royal Naval Volunteer Reserve (RNVR) in August 1951, where they replaced Supermarine Seafires and took over their role as classic fighter aircraft, despite the Corsair V’s strike/attack potential with bombs and unguided missiles. Most of the time the Corsairs were used for lang range navigation training. RNVR units that operated the Corsair V included Nos. 1831, 1832, 1833, 1834, 1835 and 1836 Squadrons. No. 1832, based at RAF Benson, was the last RNVR squadron to relinquish the type in August 1955 for the jet-powered Supermarine Attacker, and this ended the Corsair V’s short career.
General characteristics:
Crew: One
Length: 34 ft (10.37 m)
Wingspan: 40 ft 8 in (12.10 m)
Height: 15 ft 4 in (4.68 m)
Wing area: 314 sq ft (29.17 m²)
Empty weight: 9,205 lb (4,238 kg)
Gross weight: 14,670 lb (6,654 kg)
Max takeoff weight: 14,533 lb (6,592 kg)
Powerplant:
1× Bristol Centaurus XVIII 18-cylinder air-cooled radial engine with
2,470 hp (1,840 kW) take-off power, driving a 4-bladed
Rotol constant-speed propeller with 14 ft (4.3 m) diameter
Performance:
Maximum speed: 453 mph (730 km/h, 397 kn) at sea level
Cruise speed: 215 mph (346 km/h, 187 kn) at sea level
Stall speed: 89 mph (143 km/h, 77 kn)
Range with internal fuel, clean: 1,005 mi (1,617 km, 873 nmi)
Combat range with max. ordnance: 328 mi (528 km, 285 nmi)
Service ceiling: 41,500 ft (12,600 m)
Rate of climb: 4,360 ft/min (22.1 m/s)
Armament:
4× 20 mm (0.787 in) Hispano Mk II cannon in the outer wings, 250 RPG
A total of 11 hardpoints under the wings and the fuselage for a total ordnance of
4,000 pounds (1.800 kg), including drop tanks, up to 16× 60 lb unguided aircraft rockets on twin
launch rails and/or bombs of up to 1.000 lb (454 kg) caliber
The kit and its assembly:
My first submission to the 2023 “Re-engine” group build at whatifmodellers.com, and a British Corsair with a Centaurus instead of the original R-2800 is almost a no-brainer. But taking the idea to hardware turned out to be a bit trickier than expected. I based my fictional conversion on an Italeri F4U-4, which would have been the appropriate late-WWII basis for a real-life conversion. The kit has good ex- and internal detail with fine engraved panels and offers the late Corsairs’ all-metal wings, too.
The engine replacement is a massive resin piece from OzMods, part of a conversion twin set for a Bristol Brigand; I assume it’s intended for the Valom kit? The set includes resin four-blade props with deep blades which I rather wanted to use than the Sea Fury’s typical five-blade prop.
The Italeri Corsair was basically built OOB, but beyond the different engine, which caused some trouble in itself (see below), I incorporated several mods to change the aircraft’s appearance. The streamlined Centaurus was insofar a problem because it has s slightly smaller diameter than the original R-2800 cowling. Not much, but enough to make a simple exchange impossible or at least look awkward. While the upper cowling section and its curvature blended well into the Corsair fuselage, the difference became more obvious and complicated underneath: late Corsairs have a “flattened” bottom, and from below the Centaurus appears somewhat undersized. To smooth the intersection out I grinded much of the cooling flaps away, and to even out the profile I added a shallow air scoop from an Italeri F4U-7 under the engine, which required some PSR. A good compromise, though. The resin propeller was mounted onto a metal axis and fitted into a hole/channel that was drilled through the Centaurus’ massive resin block.
As an FAA Corsair the wing tips were clipped, which was easy to realize thanks to the massive parts in this area. The Corsair’s original oil coolers in the wing roots were retained, but the four guns in the wings (separate parts in the Italeri kit with quite large holes) were replaced with faired Hispano cannon for/from an early Hawker Tempest, aftermarket brass parts from Master Models.
To change the model’s look further I modified the tail surfaces, too; the rounded fin was replaced with a rather square and slightly bigger donor, a stabilizer from a Novo Supermarine Attacker. The original stabilizers were replaced, too, with trapezoidal alternatives from a Matchbox Meteor night fighter, which offer slightly more area. Since the tail surfaces were all graft-ons now I implanted a vertical styrene tube behind the rear cockpit bulkhead as a display holder adapter for later flight scene pictures. Together with the clipped/squared-off wingtips the new tail creates a consistent look, and with the propeller and its dominant spinner in place the Corsair V reminds a lot of a late Bristol Firebrand mark or even of an Unlimited Class Reno Racer? It looks fast and purposeful now!
Even though unguided missiles and/or bombs could have been a valid ordnance option I decided to leave the Corsair V relatively clean as a pure gun fighter; I just used the OOB drop tank on the centerline station.
Painting and markings:
Very dry and using real 1948 Royal Navy aircraft as benchmark, the Corsair V ended up with a rather simple and dull Extra Dark Sea Grey over Sky (Humbrol 123 and 90, respectively) with a low waterline, and still with wartime Type C roundels with “Identification red (dull)”, even though the RAF officially had reverted to bright identification colors in 1947 and started to use the high-viz Type D roundel as standard marking. To add a British flavor the cockpit interior was painted in very dark grey (Revell 06, Tar Black) while the interior of the landing gear wells was painted in a pale cream yellow (Humbrol 74, Linen) to mimic zinc chromate primer. The only highlight is a red spinner, a contemporary unit marking of 805 NAS.
The kit received a light black ink washing and post-shading to emphasize and/or add surface structures, and this nicely breaks up the otherwise uniform surfaces. Decals/markings came from Xtradecal Hawker Sea Fury und late WWII FAA/RN aircraft sheets, and some decals were mixed to create a fictional serial number for the Corsair V (TF 632 was never allocated, but the code fits into the model’s era). Some light oil and exhaust stains were also added, but not as severely as if the aircraft had been operated under wartime conditions. Finally, the model was sealed with matt acrylic varnish.
While a classic F4U with a British Centaurus engine sounds simple, and actually is, getting there was not as easy as it sounds – the ventral air scoop came to the rescue. With some more small mods like the new tail surfaces the aircraft got a subtly different look from its American ancestor(s). The Corsair V IMHO has now a very Blackburn-ish look, thanks to the big spinner and the square fin! And I wonder what I will do with the other Centaurus from the conversion set?
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The Panther tank, officially Panzerkampfwagen V Panther (abbreviated PzKpfw V) with ordnance inventory designation Sd.Kfz. 171, was a German medium tank of World War II. It was used on the Eastern and Western Fronts from mid-1943 to the end of the war. The Panther was intended to counter the Soviet T-34 medium tank and to replace the Panzer III and Panzer IV. Nevertheless, it served alongside the Panzer IV and the heavier Tiger I until the end of the war. It is considered one of the best tanks of World War II for its excellent firepower, protection, and mobility although its reliability in early times were less impressive.
The Panther was a compromise. While having essentially the same Maybach V12 petrol (700 hp) engine as the Tiger I, it had better gun penetration, was lighter and faster, and could traverse rough terrain better than the Tiger I. The trade-off was weaker side armor, which made it vulnerable to flanking fire. The Panther proved to be effective in open country and long-range engagements.
The Panther was far cheaper to produce than the heavy Tiger I. Key elements of the Panther design, such as its armor, transmission, and final drive, were simplifications made to improve production rates and address raw material shortages. Despite this the overall design remain described by some as "overengineered". The Panther was rushed into combat at the Battle of Kursk in the summer of 1943 despite numerous unresolved technical problems, leading to high losses due to mechanical failure. Most design flaws were rectified by late 1943 and early 1944, though the bombing of production plants, increasing shortages of high-quality alloys for critical components, shortage of fuel and training space, and the declining quality of crews all impacted the tank's effectiveness.
Though officially classified as a medium tank, at 44.8 metric tons the Panther was closer to a heavy tank weight and the same category as the American M26 Pershing (41.7 tons), British Churchill (40.7 tons) and the Soviet IS-2 (46 tons) heavy tanks. The Panther's weight caused logistical problems, such as an inability to cross certain bridges, otherwise the tank had a very high power-to-weight ratio which made it highly mobile.
The Panther was only used marginally outside of Germany, mostly captured or recovered vehicles, some even after the war. Japan already received in 1943 a specimen for evaluation. During March–April 1945, Bulgaria received 15 Panthers of various makes (D, A, and G variants) from captured and overhauled Soviet stocks; they only saw limited (training) service use. In May 1946, Romania received 13 Panther tanks from the USSR, too.
After the war, France was able to recover enough operable vehicles and components to equip its army and offer vehicles for sale. The French Army's 503e Régiment de Chars de Combat was equipped with a force of 50 Panthers from 1944 to 1947, in the 501st and 503rd Tank Regiments. These remained in service until they were replaced by French-built ARL 44 heavy tanks.
In 1946, Sweden sent a delegation to France to examine surviving specimens of German military vehicles. During their visit, the delegates found a few surviving Panthers and had one shipped to Sweden for further testing and evaluation, which continued until 1961.
However, this was not the Panther’s end of service. The last appearance by WWII German tanks on the world’s battlefields came in 1967, when Syria’s panzer force faced off against modern Israeli armor. Quite improbably, Syria had assembled a surprisingly wide collection of ex-Wehrmacht vehicles from a half-dozen sources over a decade and a half timeframe. This fleet consisted primarily of late production Panzer V, StuGIII and Jagdpanzer IVs, plus some Hummel SPAAGs and a handful Panthers. The tanks were procured from France, Spain, and Czechoslovakia, partly revamped before delivery.
All of the Panthers Syria came from Czechoslovakia. Immediately after Germany’s collapse in May 1945, the Soviet army established a staging area for surrendered German tanks at a former Wehrmacht barracks at Milovice, about 24 miles north of Prague, Czechoslovakia. By January 1946, a total of roughly 200 operational Panzer IVs and Panthers of varying versions were at this facility. Joining them was a huge cache of spare parts found at a former German tank repair depot in Teplice, along with ammunition collected from all over Czechoslovakia and the southern extremity of the Soviet occupation zone in Germany. Throughout 1946, the Czechoslovak government’s clean-up of WWII battlefields recovered more than one hundred further tank wrecks, of which 80 were pieced back together to operational status and handed over to the Czechoslovakian Army,
In early 1948, the now-nationalized CKD Works began a limited upkeep of the tanks, many of which had not had depot-level overhauls since the war. A few were rebuilt with a Czechoslovak-designed steering system, but this effort was halted due to cost. These tanks remained operational in the Czechoslovak army until the end of 1954, when sufficient T-34s were available to phase them out.
A Syrian military delegation visited Prague from 8 April – 22 April 1955. An agreement was struck for the sale, amongst other items, of 45 Panzer IVs and 15 Panthers. Despite their obsolescence the Czechoslovaks were not about to just give the tanks away and demanded payment in a ‘hard’ western currency, namely British pounds. The cost was £4,500 each (£86,000 or $112,850 in 2016 money), far above what they were probably worth militarily, especially considering the limited amount of foreign currency reserves available to the Damascus government. The deal included refurbishment, a full ammunition loadout for each, and a limited number of spare parts. Nonetheless, the deal was closed, and the tanks’ delivery started in early November 1955.
The Syrians were by that time already having dire problems keeping their French-sourced panzers operational, and in 1958, a second contract was signed with CKD Works for 15 additional Panzer IVs and 10 more Panthers, these being in lesser condition or non-operational, for use as spare parts hulks. An additional 16 refurbished Maybach engines for both types were also included in this contract, as well as more ammunition.
The refurbished Panthers for Syria had their original 7.5 cm KwK 42 L70 replaced with the less powerful Rheinmetall 7.5 cm KwK 40 L48 gun – dictated by the fact that this gun was already installed in almost all other Syrian tanks of German origin and rounds for the KwK 42 L70 were not available anymore. and the Panther’s full ammo load was 87 rounds. The KwK 40 L48 fired a standard APCBC shell at 750 m/s and could penetrate 109 mm (4.3 in) hardened steel at 1.000 m range. This was enough to take out an M4 Sherman at this range from any angle under ideal circumstances. With an APCR shell the gun was even able to penetrate 130 mm (5.1 in) of hardened steel at the same distance.
Outwardly, the gun switch was only recognizable through the shorter barrel with a muzzle brake, the German WWII-era TZF.5f gunsight was retained by the Syrians. Additionally, there were two secondary machine guns, either MG-34s or MG-42s, one coaxial with the main gun and a flexible one in a ball mount in the tank’s front glacis plate.
A few incomplete Panther hulls without turret were also outfitted with surplus Panzer IV turrets that carried the same weapon, but the exact share of them among the Syrian tanks is unknown – most probably less than five, and they were among the batch delivered in the course of the second contract from 1958.
As they had been lumped all together in Czechoslovak army service, the Syrians received a mixed bag of Panzer IV and Panther versions, many of them “half-breeds” or “Frankensteins”. Many had the bow machine gun removed, either already upon delivery or as a later field modification, and in some cases the machine gun in the turret was omitted as well.
An obvious modification of the refurbished Czech export Panthers for Syria was the installation of new, lighter road wheels. These were in fact adapted T-54 wheels from Czechoslovakian license production that had just started in 1957 - instead of revamping the Panthers’ original solid steel wheels, especially their rubberized tread surfaces, it was easier to replace them altogether, what also made spare parts logistics easier. The new wheels had almost the same diameter as the original German road wheels from WWII, and they were simply adapted to the Panther’s attachment points of the torsion bar suspension’s swing arms. Together with the lighter main gun and some other simplifications, the Syrian Panthers’ empty weight was reduced by more than 3 tonnes.
The Czechoslovaks furthermore delivered an adapter kit to mount a Soviet-made AA DShK 12.7mm machine gun to the commander cupola. This AA mount had originally been developed after WWII for the T-34 tank, and these kits were fitted to all initial tanks of the 1955 order. Enough were delivered that some could be installed on a few of the Spanish- / French-sourced tanks, too.
It doesn’t appear that the Czechoslovaks updated the radio fit on any of the ex-German tanks, and it’s unclear if the Syrians installed modern Soviet radios. The WWII German Fu 5 radio required a dedicated operator (who also manned the bow machine gun); if a more modern system was installed not requiring a dedicated operator, this crew position could be eliminated altogether, what favored the deletion of the bow machine gun on many ex-German Syrian tanks. However, due to their more spacious hull and turret, many Panthers were apparently outfitted with a second radio set and used as command tanks – visible through a second whip antenna on the hull.
A frequent domestic Panther upgrade were side skirts to suppress dust clouds while moving and to prevent dust ingestion into the engines and clogged dust filters. There was no standardized solution, though, and solutions ranged from simple makeshift rubber skirts bolted to the tanks’ flanks to wholesale transplants from other vehicles, primarily Soviet tanks. Some Panthers also had external auxiliary fuel tanks added to their rear, in the form of two 200 l barrels on metal racks of Soviet origin. These barrels were not directly connected with the Panther’s fuel system, though, but a pump-and-hose kit was available to re-fuel the internal tanks from this on-board source in the field. When empty or in an emergency - the barrels were placed on top of the engine bay and leaking fuel quite hazardous - the barrels/tanks could be jettisoned by the crew from the inside.
Inclusive of the cannibalization hulks, Syria received a total of roughly 80 former German tanks from Czechoslovakia. However, at no time were all simultaneously operational and by 1960, usually only two or three dozen were combat-ready.
Before the Six Day War, the Syrian army was surprisingly unorganized, considering the amount of money being pumped into it. There was no unit larger than a brigade, and the whole Syrian army had a sort of “hub & spokes” system originating in Damascus, with every individual formation answering directly to the GHQ rather than a chain of command. The Panthers, Panzer IVs and StuG IIIs were in three independent tank battalions, grossly understrength, supporting the normal tank battalions of three infantry brigades (the 8th, 11th, and 19th) in the Golan Heights. The Jagdpanzer IVs were in a separate independent platoon attached to a tank battalion operating T-34s and SU-100s. How the Hummel SPGs were assigned is unknown.
The first active participation of ex-German tanks in Syrian service was the so-called “Water War”. This was not really a war but rather a series of skirmishes between Israel and Syria during the mid-1960s. With increasing frequency starting in 1964, Syria emplaced tanks on the western slope of the Golan Heights, almost directly on the border, to fire down on Israeli irrigation workers and farmers in the Galilee region. Surprisingly (considering the small number available) Syria chose the Panzer IV for this task. It had no feature making it better or worse than any other tank; most likely the Syrians felt they were the most expendable tanks in their inventory as Israeli counterfire was expected. The panzers were in defilade (dug in) and not easy to shoot back at; due to their altitude advantage.
In 1964, Syria announced plans to divert 35% of the Jordan River’s flow away from Israel, to deprive the country of drinking water. The Israelis responded that they would consider this an act of war and, true to their word, engaged the project’s workers with artillery and sniper fire. Things escalated quickly; in 1965, Israeli M4 Shermans on Israeli soil exchanged fire with the Syrian Panzer IVs above inconclusively. A United Nations peacekeeping team ordered both sides to disengage from the border for a set period of time to “cool off”, but the UN “Blue Berets” were detested and considered useless by both the Israelis and Syrians, and both sides used the lull to prepare their next move. When the cooling-off period ended, the Syrians moved Panzer IVs and now some Panthers, too, back into position. However, the IDF had now Centurion tanks waiting for them, with their fire arcs pre-planned out. The Cold War-era Centurion had heavy armor, a high-velocity 105mm gun, and modern British-made optics. It outclassed the WWII panzers in any imaginable way and almost immediately, two Syrian Panzer IVs and a Panther were destroyed. Others were abandoned by their crews and that was the end of the situation.
Syria’s participation in the Six Say War that soon followed in 1967 war was sloppy and ultimately disastrous. Israel initially intended the conflict to be limited to a preemptive strike against Egypt to forestall an imminent attack by that country, with the possibility of having to fight Syria and Jordan defensively if they responded to the operations against Egypt. The war against Egypt started on 5 June 1967. Because of the poor organization of the Syrian army, news passed down from Damascus on the fighting in the Sinai was scarce and usually outdated by the time it reached the brigade level. Many Syrian units (including the GHQ) were using civilian shortwave radios to monitor Radio Cairo which was spouting off outlandish claims of imaginary Egyptian victories, even as Israeli divisions were steamrolling towards the Suez Canal.
Syrian vehicles of German origin during the Six Day War were either painted overall in beige or in a dark olive drab green. Almost all had, instead of tactical number codes, the name of a Syrian soldier killed in a previous war painted on the turret in white. During the Six Day War, no national roundel was typically carried, even though the Syrian flag was sometimes painted to the turret flanks. However just as the conflict was starting, white circles were often painted onto the top sides of tanks as quick ID markings for aircraft, and some tanks had red recognition triangles added to the side areas: Syrian soldiers were notoriously trigger-happy, and the decreased camouflage effect was likely cancelled out by the reduced odds of being blasted by a comrade!
During the evening of 5 June, Syrian generals in Damascus urged the government to take advantage of the situation and mount an immediate invasion of Israel. Planning and preparation were literally limited to a few hours after midnight, and shortly after daybreak on 6 June, Syrian commanders woke up with orders to invade Israel. The three infantry brigades in the Golan, backed up by several independent battalions, were to spearhead the attack as the rest of the Syrian army mobilized.
There was no cohesion at all: Separate battalions began their advance whenever they happened to be ready to go, and brigades went forward, missing subunits that lagged behind. A platoon attempting a southern outflank maneuver tried to ford the Jordan River in the wrong spot and was washed away. According to a KGB report, at least one Syrian unit “exhibited cowardice” and ignored its orders altogether.
On 7 June, 24 hours into their attack, Syrian forces had only advanced 2 miles into Israel. On 8 June, the IDF pushed the Syrians back to the prewar border and that afternoon, Israeli units eliminated the last Egyptian forces in the Sinai and began a fast redeployment of units back into Israel. Now the Syrians were facing serious problems.
On 9 June, Israeli forces crossed into the Golan Heights. They came by the route the Syrians least expected, an arc hugging the Lebanese border. Now for the first time, Syria’s panzers (considered too slow and fragile for the attack) were encountered. The next day, 10 June 1967, was an absolute rout as the Syrians were being attacked from behind by IDF units arcing southwards from the initial advance, plus Israel’s second wave coming from the west. It was later estimated that Syria lost between 20-25% of its total military vehicle inventory in a 15-hour span on 10 June, including eight Panthers. A ceasefire was announced at midnight, ending Syria’s misadventure. Syria permanently lost the Golan Heights to Israel.
By best estimate, Syria had just five Panthers and twenty-five Panzer IVs fully operational on 6 June 1967, with maybe another ten or so tanks partially operational or at least functional enough to take into combat. Most – if not all – of the ex-French tanks were probably already out of service by 1967, conversely the entire ex-Spanish lot was in use, along with some of the ex-Czechoslovak vehicles. The conflict’s last kill was on 10 June 1967 when a Panzer IV was destroyed by an Israeli M50 Super Sherman (an M4 Sherman hull fitted with a new American engine, and a modified turret housing Israeli electronics and a high-velocity French-made 75mm gun firing HEAT rounds). Like the Centurion, the Super Sherman outclassed the Panzer IV, and the Panther only fared marginally better.
Between 1964-1973 the USSR rebuilt the entire Syrian military from the ground up, reorganizing it along Warsaw Pact lines and equipping it with gear strictly of Soviet origin. There was no place for ex-Wehrmacht tanks and in any case, Czechoslovakia had ended spares & ammo support for the Panzer IV and the Panthers, so the types had no future. The surviving tanks were scrapped in Syria, except for a single Panzer IV survivor sold to a collector in Jordan.
Specifications:
Crew: Five (commander, gunner, loader, driver, radio operator)
Weight: 50 tonnes (55.1 long tons; 45.5 short tons)
Length: 6.87 m (22 ft 6 in) hull only
7.52 m (24 ft 7¾ in) overall with gun facing forward
Width: 3.42 m (11 ft 3 in) hull only
3,70 m (12 ft 1¾ in) with retrofitted side skirts
Height: 2.99 m (9 ft 10 in)’
Ground clearance: 56 cm (22 in)
Suspension: Double torsion bar, interleaved road wheels
Fuel capacity: 720 liters (160 imp gal; 190 US gal),
some Syrian Panthers carried two additional external 200 l fuel drums
Armor:
15–80 mm (0.6 – 3.93 in)
Performance:
Maximum road speed: 56 km/h (35 mph)
Operational range: 250 km (160 mi) on roads; 450 km (280 mi)with auxiliary fuel tanks
100 km (62 mi) cross-country
Power/weight: 14 PS (10.1 kW)/tonne (12.7 hp/ton)
Engine & transmission:
Maybach HL230 V-12 gasoline engine with 700 PS (690 hp, 515 kW)
ZF AK 7-200 gearbox with 7 forward 1 reverse gear
Armament:
1× 7,5 cm KwK 40 (L/48) with 87 rounds
2× 7.92 mm MG 34 or 42, or similar machine guns;
one co-axial with the main gun, another in the front glacis plate
with a total of 5.100 rounds (not always mounted)
Provision for a 12.7 mm DShK or Breda anti-aircraft machine gun on the commander cupola
The kit and its assembly:
A rather exotic what-if model, even though it’s almost built OOB. Inspiration came when I stumbled upon the weird Syrian Panzer IVs that were operated against Israel during the Six Day War – vehicles you would not expect there, and after more than 20 years after WWII. But when I did some more research, I was surprised about the numbers and the variety of former German tanks that Syria had gathered from various European countries, and it made me wonder if the Panther could not have been among this shaggy fleet, too?
I had a surplus Dragon Panther Spähpanzer in The Stash™, to be correct a “PzBeobWg V Ausf. G”, an observation and artillery fire guidance conversion that actually existed in small numbers, and I decided to use it as basis for this odd project. The Dragon kit has some peculiarities, though: its hull is made from primed white metal and consists of an upper and lower half that are held together by small screws! An ambiguous design, because the parts do not fit as good as IP parts, so that the model has a slightly die-cast-ish aura. PSR is necessary at the seams, but due to the metal it’s not easy to do. Furthermore, you have to use superglue everywhere, just as on a resin kit. On the other side, surface details are finely molded and crisp, even though many bits have to be added manually. However, the molded metal pins that hold the wheels are very robust and relatively thin – a feature I exploited for a modified running gear (see below).
For the modified Panther in my mind I had to retrograde the turret back to a late standard turret with mantlet parts left over from a Hasegawa kit – they fitted perfectly! The PzBeobWg V only comes with a stubby gun barrel dummy. But I changed the armament, anyway, and implanted an aftermarket white metal and brass KwK 40 L48, the weapon carried by all Syrian Panzer IVs, the Jagdpanzer IVs as well as the StuG IIIs. This standardization would IMHO make sense, even if it meant a performance downgrade from the original, longer KwK 42 L70.
For a Syrian touch, inspired by installations on the Panzer IVs, I added a mount for a heavy DShK machine gun on the commander’s cupola, which is a resin aftermarket kit from Armory Models Group (a kit that consists of no less than five fiddly parts for just a tiny machine gun!).
To change and modernize the Panther’s look further, I gave it side skirts, leftover from a ModelCollect T-72 kit, which had to be modified only slightly to fit onto the molded side skirt consoles on the Panther’s metal hull. A further late addition were the fuel barrels from a Trumpeter T-54 kit that I stumbled upon when I looked for the skirts among my pile of tank donor parts. Even though they look like foreign matter on the Panther’s tail, their high position is plausible and similar to the original arrangement on many Soviet post-WWII tanks. The whip antennae on turret and hull were created with heated black sprue material.
As a modern feature and to change the Panther’s overall look even more, I replaced its original solid “dish” road wheels with T-54/55 “starfish” wheels, which were frequently retrofitted to T-34-85s during the Fifties. These very fine aftermarket resin parts (all real-world openings are actually open, and there’s only little flash!) came from OKB Grigorovich from Bulgaria. The selling point behind this idea is/was that the Panther and T-54/55 wheels have almost the same diameter: in real life it’s 860 vs. 830 mm, so that the difference in 1:72 is negligible. Beneficially, the aftermarket wheels came in two halves, and these were thin enough to replace the Panther’s interleaved wheels without major depth problems.
Adapting the parts to the totally different wheel arrangement was tricky, though, especially due to the Dragon kit’s one-piece white metal chassis that makes any mods difficult. My solution: I retained the inner solid wheels from the Panther (since they are hardly visible in the “3rd row”), plus four pairs of T-54/55 wheels for the outer, more rows of interleaved wheels. The “inner” T-54/55 wheel halves were turned around, received holes to fit onto the metal suspension pins and scratched hub covers. The “outside” halves were taken as is but received 2 mm spacer sleeves on their back sides (styrene tube) for proper depth and simply to improve their hold on the small and rounded metal pin tips. This stunt worked better than expected and looks really good, too!
Painting and markings:
Basically very simple, and I used pictures of real Syrian Panzer IVs as benchmark. I settled for the common green livery variant, and though simple and uniform, I tried to add some “excitement” to it and attempted to make old paint shine through. The hull’s lower surface areas were first primed with RAL 7008 (Khakigrau, a rather brownish tone), then the upper surfaces were sprayed with a lighter sand brown tone, both applied from rattle cans.
On top of that, a streaky mix of Revell 45 and 46 – a guesstimate for the typical Syrian greyish, rather pale olive drab tone - was thinly applied with a soft, flat brush, so that the brownish tones underneath would shine through occasionally. Once dry, the layered/weathered effect was further emphasized through careful vertical wet-sanding and rubbing on all surfaces with a soft cotton cloth.
The rubber side skirts were painted with an anthracite base and the dry-brushed with light grey and beige.
The model then received an overall washing with a highly thinned mix of grey and dark brown acrylic artist paint. The vinyl tracks (as well as the IP spare track links on the hull) were painted, too, with a mix of grey, red brown and iron, all acrylic paints, too, that do not interact chemically with the soft vinyl.
The decals/markings are minimal; the Arabian scribble on the turret (must be a name?), using the picture of a Syrian Panzer IV as benchmark, was painted in white by hand, as well as the white circle on the turret roof. The orange ID triangles are a nice contrast, even though I was not able to come up with real-life visual evidence for them. I just found a color picture of a burned T-34-85 wreck with them, suggesting that the color was a dull orange red and not florescent orange, as claimed in some sources. I also found illustrations of the triangles as part of 1:35 decal sets for contemporary Syrian T-34-85s from FC Model Trend and Star Models, where they appear light red. For the model, they were eventually cut out from decal sheet material (TL-Modellbau, in a shade called “Rotorange”, what appears to be a good compromise).
Dry-brushing with light grey and beige to further emphasize edges and details followed. Finally, the model was sealed with matt acrylic vanish overall, and some additional very light extra dry-brushing with silver was done to simulate flaked paint. Dirt and rust residues were added here and there with watercolors. After final assembly, the lower areas of the model were furthermore powdered with mineral pigments to simulate dust.
The idea of a modernized WWII Panther: a simple idea that turned into a major conversion. With the resin DShK machine gun and T-54/55 wheel set the costs of this project escalated a little, but in hindsight I find that the different look and the mix of vintage German and modern Soviet elements provide this Panther with that odd touch that sets it apart from a simple paint/marking variation? I really like the outcome, and I think that the effort was worthwhile - this fictional Panther shoehorns well into its intended historical framework. :-D
+++ 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:
After the country's independence from the United Kingdom, after its departure from the European Union in 2017, the young Republic of Scotland Air Corps (locally known as Poblachd na h-Alba Adhair an Airm) started a major procurement program to take over most basic duties the Royal Air Force formerly had taken over in Northern Britain. This procurement was preceded by a White Paper published by the Scottish National Party (SNP) in 2013, which had stated that an independent Scotland would have an air force equipped with up to 16 air defense aircraft, six tactical transports, utility rotorcraft and maritime patrol aircraft, and be capable of “contributing excellent conventional capabilities” to NATO. According to the document, “Key elements of air forces in place at independence, equipped initially from a negotiated share of current UK assets, will secure core tasks, principally the ability to police Scotland’s airspace, within NATO.” An in-country air command and control capability would be established within five years of a decision in favor of independence, it continues, with staff also to be “embedded within NATO structures”.
Outlining its ambition to establish an air force with an eventual 2,000 uniformed personnel and 300 reservists, the SNP stated the organization would initially be equipped with “a minimum of 12 interceptors in the Eurofighter/Typhoon class, based at Lossiemouth, a tactical air transport squadron, including around six Lockheed Martin C-130J Hercules, and a helicopter squadron”. The latter would not only have to take over transport duties for the army, there was also a dire need to quickly replace the former Royal Air Force’s Search and Rescue (SAR) capabilities and duties in the North with domestic resources, after this role was handed over to civilian contractor Bristow Helicopters and the RAF’s SAR units had been disbanded.
This led to the procurement of six AS365 Dauphin helicopters as an initial measure to keep up basic SAR capabilities, with the prospects of procuring more to become independent from the Bristow Helicopters contract. These aircraft were similar to the Eurocopter SA 366 MH-65 “Dolphin” for the United States Coast Guard but differed in many ways from them and also from any other navalized SA365 variant.
For the RoScAC’s SAR squadron, the SA 365 was taken as a starting point, but the helicopter was heavily modified and locally re-christened “Leumadair” (= Dolphin).
The most obvious new feature of the unique Scottish rescue variant was a fixed landing gear with the main wheels on short “stub wings” for a wider stance, stabilizing the helicopter during shipboard landings and in case of an emergency water landing - the helicopter was not able to perform water landings, even though inflatable emergency landing floats were typically fitted. Another obvious difference to other military Dauphin versions was the thimble radome on the nose for an RDR-1600 search and weather radar which is capable of detecting small targets at sea as far as 25 nautical miles away. This layout was chosen to provide the pilots with a better field of view directrly ahead of the helicopter. Additionally, an electro-optical sensor turret with an integrated FLIR sensor was mounted in a fully rotatable turret under the nose, giving the helicopter full all-weather capabilities. Less obvious were a digital glass cockpit and a computerized flight management system, which integrated state-of-the-art communications and navigation equipment. This system provided automatic flight control, and at the pilot's direction, the system would bring the aircraft to a stable hover 50 feet (15 m) above a selected object, an important safety feature in darkness or inclement weather. Selected search patterns could be flown automatically, freeing the pilot and copilot to concentrate on sighting & searching the object.
To improve performance and safety margin, more powerful Turbomeca Arriel 2C2-CG engines were used. Seventy-five percent of the structure—including rotor head, rotor blades and fuselage—consisted of corrosion-resistant composite materials. The rotor blades themselves were new, too, with BERP “paddles”at their tips, a new aerofoil and increased blade twist for increased lifting-capability and maximum speed, to compensate for the fixed landing gear and other external equipment that increased drag. To prevent leading edge erosion the blade used a rubber-based tape rather than the polyurethane used on earlier helicopters.
The “Leumadair HR.1”, so its official designation, became operational in mid-2019. Despite being owned by the government, the helicopters received civil registrations (SC-LEA - -LEF) and were dispersed along the Scottish coastline. They normally carried a crew of four: Pilot, Copilot, Flight Mechanic and Rescue Swimmer, even though regular flight patrols were only excuted with a crew of three. The Leumadair HR.1 was used by the RoScAC primarily for search and rescue missions, but also for homeland security patrols, cargo, drug interdiction, ice breaking, and pollution control. While the helicopters operated unarmed, they could be outfitted with manually operated light or medium machine guns in their doors.
However, the small fleet of only six helicopters was far from being enough to cover the Scottish coast and the many islands up north, so that the government prolonged the contract with Bristow Helicopters in late 2019 for two more years, and the procurement of further Leumadair HR.1 helicopters was decided in early 2020. Twelve more helicopters were ordered en suite and were expected to arrive in late 2021.
General characteristics:
Crew: 2 pilots and 2 crew
Length: 12,06 m (39 ft 2 1/2 in)
Height: 4 m (13 ft 1 in)
Main rotor diameter: 12,10 m (39 ft 7 1/2 in)
Main rotor area: 38.54 m² (414.8 sq ft)
Empty weight: 3,128 kg (6,896 lb)
Max takeoff weight: 4,300 kg (9,480 lb)
Powerplant:
2× Turbomeca Arriel 2C2-CG turboshaft engines, 636 kW (853 hp) each
Performance:
Maximum speed: 330 km/h (210 mph, 180 kn)
Cruise speed: 240 km/h (150 mph, 130 kn)
Range: 658 km (409 mi, 355 nmi)
Service ceiling: 5,486 m (17,999 ft)
Armament:
None installed, but provisions for a 7.62 mm M240 machine gun or a Barrett M107 0.50 in (12.7
mm) caliber precision rifle in each side door
The kit and its assembly:
Another chapter in my fictional alternative reality in which Scotland became an independent Republic and separated from the UK in 2017. Beyond basic aircraft for the RoScAC’s aerial defense duties I felt that maritime rescue would be another vital task for the nascent air force – and the situation that Great Britain had outsourced the SAR job to a private company called for a new solution for the independent Scotland. This led to the consideration of a relatively cheap maritime helicopter, and my choice fell on the SA365 ‘Daupin’, which has been adapted to such duties in various variants.
As a starting point there’s the Matchbox SA365 kit from 1983, which is a typical offer from the company: a solid kit, with mixed weak spots and nice details (e. g. the cockpit with a decent dashboard and steering columns/pedals for the crew). Revell has re-boxed this kit in 2002 as an USCG HH-65A ‘Dolphin’, but it’s technically only a painting option and the kit lacks any optional parts to actually build this type of helicopter in an authentic fashion - there are some subtle differences, and creating a convincing HH-65 from it would take a LOT of effort. Actually, it's a real scam from Revell to market the Matchbox Dauphin as a HH-65!
However, it was my starting basis, and for a modernized/navalized/military version of the SA365 I made some changes. For instance, I gave the helicopter a fixed landing gear, with main wheels stub wings taken from a Pavla resin upgrade/conversion set for a Lynx HAS.2, which also comes with better wheels than the Matchbox kit. The Dauphin’s landing gear wells were filled with 2C putty and in the same process took the stub wings. The front landing gear well was filled with putty, too, and a adapter to hold the front twin wheel strut was embedded. Lots of lead were hidden under the cockpit floor to ensure that this model would not becaome a tail sitter.
A thimble radome was integrated into the nose with some PSR – I opted for this layout because the fixed landing gear would block 360° radar coverage under the fuselage, and there’s not too much ground clearance or space above then cabin for a radome. Putting it on top of the rotor would have been the only other option, but I found this rather awkward. As a side benefit, the new nose changes the helicopter’s silhouette well and adds to a purposeful look.
The rotor blades were replaced with resin BERP blades, taken from another Pavla Lynx conversion set (for the Hobby Boss kit). Because their attachment points were very different from the Matchbox Dauphin rotor’s construction, I had to improvise a little. A rather subtle change, but the result looks very plausible and works well. Other external extras are two inflatable floating devices along the lower fuselage from a Mistercraft ASW AB 212 (UH-1) kit, the winch at port side was scratched with a piece from the aforementioned BK 117 and styrene bits. Some blade antennae were added and a sensor turret was scratched and placed in front of the front wheels. Additional air scoops for the gearbox were added, too. Inside, I added two (Matchbox) pilot figures to the cockpit, plus a third seat for a medic/observer, a storage/equipment box and a stretcher from a Revell BK 117 rescue helicopter kit. This kit also donated some small details like the rear-view mirror for the pilot and the wire-cutters - not a typical detail for a helicopter operating over the open sea, but you never know...
The only other adition is a technical one: I integrated a vertical styrene pipe behind the cabin as a display holder adapter for the traditional hoto shooting's in-flight scenes.
Painting and markings:
It took some time to settle upon a design. I wanted something bright – initially I thought about Scottish colors (white and blue), but that was not garish enough, even with some dayglo additions. The typical all-yellow RAF SAR livery was also ruled out. In the end I decided to apply a more or less uniform livery in a very bright red: Humbrol 238, which is, probably due to trademark issues, marketed as “Arrow Red (= Red Arrows)” and effectively an almost fluorescent pinkish orange-red! Only the black anti-glare panel in front of the windscreen, the radome and the white interior of the fenestron tail rotor were painted, too, the rest was created with white decal stripes and evolved gradually. Things started with a white 2mm cheatline, then came the horizontal stripes on the tail, and taking this "theme" further I added something similar to the flanks as a high contrast base for the national markings. These were improvised, too, with a 6mm blue disc and single 1.5 mm bars to create a Scottish flag. The stancils were taken from the OOB decal sheet. The interior became medium grey, the crew received bright orange jumpsuits and white "bone domes".
No black ink washing or post-panel-shading was done, since the Dauphin has almost no surface details to emphasize, and I wanted a new and clean look. Besides, with wll the white trim, there was already a lot going on on the hull, so that I kept things "as they were". Finally, the model was sealed with a coat of semi-gloss acrylic varnish for a light shine, except for the rotor blades and the anti-glare panel, which became matt.
Quite a tricky project. While the Matchbox Dauphin is not a complex kit you need patience and have to stick to the assembly order to put the hull together. PSR is needed, esp. around the engine section and for the underside. On the other side, despite being a simple model, you get a nice Dauphin from the kit - but NOT a HH-65, sorry. My fictional conversion is certainly not better, but the bright result with its modifications looks good and quite convincing, though.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The Lockheed P-80 Shooting Star was the first jet fighter used operationally by the United States Army Air Forces (USAAF). Designed and built by Lockheed in 1943 and delivered just 143 days from the start of the design process, production models were flying, and two pre-production models did see very limited service in Italy just before the end of World War II.
Designed with straight wings, America's first successful turbojet-powered combat aircraft, it helped usher in the "jet age" in the USAF. The US Navy was also keen to enter the jet age, so several P-80A Shooting Stars were transferred beginning 29 June 1945, retaining their P-80 designations. At Naval Air Station Patuxent River, one Navy P-80 was modified with required add-ons, such as an arrester hook, and loaded aboard the aircraft carrier USS Franklin D. Roosevelt at Norfolk, Virginia, on 31 October 1946.
The following day the aircraft made four deck-run takeoffs and two catapult launches, with five arrested landings, flown by Marine Major Marion Carl. A second series of trials was held on 11 November. The tests were passably successful, but the P/F-80A C was not a very suitable carrier aircraft. Even with the arresting hook and the bridle attachment points it still lacked a lot desired for carrier operations: No wing fold (greatly hampering parking on the deck and below in the hangar deck, and elevator handling), not protected against the salt water environment, not optimized for low speed handling around the carrier, and perhaps most troublesome it did not have a structure robust enough for sustained carrier operations.
In parallel, the U.S. Navy had already begun procuring its own jet aircraft, but the slow pace of delivery was causing retention problems among pilots, particularly those of the Marines who were still flying Vought F4U Corsairs. To increase land-based jet-transition training in the late 1940s, 50 F-80Cs were transferred to the U.S. Navy from the U.S. Air Force in 1949 as jet trainers. Designated TO-1 by the Navy (changed to TV-1 in 1950), 25 were based at Naval Air Station North Island, California, with VF-52, and 16 assigned to the Marine Corps, equipping VMF-311 at Marine Corps Air Station El Toro. These aircraft were eventually sent to reserve units. The success of these aircraft led to the procurement by the Navy of 698 T-33 Shooting Stars (as the TO-2/TV-2) to provide a two-seat aircraft for the training role.
Concerning the single-seat fighter, the US Navy was by late 1948 impressed (or desperate) enough to order a navalized version of the F-80C, with an uprated J-33-A-35 engine, an ejection seat and fitted with 260 US gal (220 imp gal; 980 l) tiptanks. This became the F2V, which addressed many of the early carrier trial shortcomings. For instance, the wings were modified with folding hinges at about half the wings' span, and tanks in the outer wing panels were deleted. This structural weakness precluded the carriage of the F-80C's large tip tanks, though, so that smaller, integral tip tanks were added to the wing tips. Internal structure and landing gear were reinforced, externally recognizable through a slightly higher stance of the aircraft on the ground. An arrester hook was added under the rear fuselage as well as catapult launch cable hooks under the air intakes. For better low-speed handling the flaps could be lowered more strongly than on the F-80, and slats were added to the outer wing panels. In order to provide the pilot with a better field of view esp. during carrier landings, a bigger and taller teardrop canopy was fitted, with a raised position for the pilot. The armaments consisted of six 0.5" machine guns with 300 RPG, plus underwing hardpoints fo up to eight inch HVARs or two 1.000 lb bombs, similar to the USAF's F-80C.
In 1951, immediately after the first F2V-1s had been delivered and sent to Korea, a second order for an upgraded variant was placed. Basically, the F2V-2 did not differ much from its predecessor, it was just outfitted with a slightly uprated J33-A-35A engine and the internal armament was changed to four 20mm Colt Mk. 12 cannon with 100 RPG in the nose. 32 F2V-2s were ordered, plus 12 additional F2V-2Ps, an unarmed photo reconnaissance version which had a similar camera nose as the RF-80. The standard equipment included a K-17 camera with a 6" lens and two split vertical K-22 cameras with 24" lenses. While the F2V-2P did not carry any offensive capability anymore, the underwing hardpoints were retained for photo flash cartridge dischargers, allowing a limited night photography capability.
USAF F-80Cs as well as USN F2Vs saw active combat service in the Korean War and were among the first aircraft to be involved in jet-versus-jet combat. They flew both air-to-air and air-to-ground sorties, claiming several aerial victories against North Korean Yak-9s and Il-10s. But despite initial claims of success, the speed of the straight-wing F-80s was inferior to the 668 mph (1.075 km/h) MiGs, and the heavier F2V fared even worse. A further problem of the F2Vs was their poor resistance against sea water-related aircraft wear. Even though Lockheed had tried to save the airframe and the internal systems from higher humidity and salt exposure, corrosion and electrical defects plagued the aircraft during its whole career, which was relatively short. The fighters were soon replaced by the more capable Grumman F9F Panther, and type that had been from the start been designed as a naval aircraft and was built by a company with more experience in this field of work.
When sufficient Sabres were in operation to counter the MiG-15s, the Shooting Stars flew exclusively ground-attack and photo reconnaissance missions. For the latter task, 20 surplus F2V-1s were modified in field workshops to F2V-1Ps. These were basically of the same technical standard as the F2V-2P, but retained the weaker engine. In fact, by the end of hostilities, the only Shooting Stars in USAF and USN service still flying in Korea were photo-reconnaissance variants. After the Korean War, the F2V fighters were quickly phased out, just the photo reconnaissance versions were still flying in reserve units, but were also soon replaced by Grumman Panthers and Douglas Banshee recce variants. By 1958, all F2Vs were already retired.
Lockheed's experience with the F2V was not futile, though. The USN's persisting need for a carrier-compatible trainer led to a further, more advanced design development of the P-80/T-33 family, which came into being with the Lockheed designation L-245 and USN designation T2V. Lockheed's demonstrator L-245 first flew on 16 December 1953 and production deliveries to the US Navy began in 1956.
Compared to the T-33/TV-2/F2V, the T2V was almost totally re-engineered and fully optimized for carrier landings and at-sea operations. This included a redesigned tail, naval standard avionics, a further strengthened undercarriage (with catapult fittings) and lower fuselage (with a retractable arrester hook), power-operated leading-edge flaps (to increase lift at low speeds) to allow carrier launches and recoveries, and an elevated rear (instructor's) seat for improved instructor vision, among other changes. The T2V eventually had a much higher ability to withstand sea water-related aircraft wear from higher humidity and salt exposure.
General characteristics:
Crew: 1
Length: 34 ft 5 in (10.49 m)
Wingspan: 40 ft 9 1/2 in (12,45 m) incl. tip tanks
Height: 11 ft 3 in (3.43 m)
Wing area: 234.8 sq ft (21.81 m²)
Aspect ratio: 6.37
Airfoil: NACA 65-213
Empty weight: 9,273 lb (4,210 kg)
Gross weight: 14,392 lb (6,534 kg)
Max takeoff weight: 17,280 lb (7,846 kg)
Zero-lift drag coefficient: 0.0134
Frontal area: 32 sq ft (3.0 m²)
Powerplant:
1× Allison J33-A-35A centrifugal compressor turbojet with 4,900 lbf (22 kN) dry thrust
and 6,100 lbf (27.2 kN) with water injection'Allison J33-A-24/24A turbojet,
Performance:
Maximum speed: 590 mph (950 km/h, 513 kn) at sea level
Maximum speed: Mach 0.75
Cruise speed: 439 mph (707 km/h, 381 kn)
Range: 825 mi (1,328 km, 717 nmi)
Ferry range: 1,380 mi (2,220 km, 1,200 nmi)
Service ceiling: 46,800 ft (14,300 m)
Rate of climb: 6,870 ft/min (34.9 m/s)
Time to altitude: 20,000 ft (6,100 m) in 5 minutes 30 seconds
Lift-to-drag: 17.7
Wing loading: 51.3 lb/sq ft (250 kg/m²
Thrust/weight: 0.364
0.435 with water injection.
Armament:
No cannons installed
Underwing hardpoints for up to 2× 1,000 lb (450 kg) bombs, but typically left empty or outfitted with photo flash
cartridge dispensers for night photography
The kit and its assembly:
This build is another submission the "In the Navy" group build at whatifmodellers.com in early 2020, and it was a spontaneous decision, following the discussions under a "F-80 in USN service" thread elsewhere in the forum (www.whatifmodellers.com/index.php?topic=33956.0).
I remembered that I had an Airfic F-80C in the stash, and the idea was born to build a kind of a missing link between the USN's purely land-based TO/TV-1 and the later, dedicated T2V-1 carrier-capable trainer.
I wanted the modified Shooting Star to stay close to the land-based original, but with some upgrades. These included foldable wings (hinted at with profiles on the upper wings surfaces, hiding the respective joints), a raised cockpit in the form of a new/bigger canopy (from a Hasegawa F9F Panther, with an added dorsal fairing) and a modified landing gear. For the latter, the main gear was taken over, but I raised the main legs by maybe 2mm - not much, but I wanted a rather stalky, Skyhawk-esque look that conveys the upgraded landing gear. For the same reason I replaced the front leg with a leftover donor piece from a Matchbox A-4M - it has a different construction and is also longer, so that the F2V now had a nose-up stance for a better angle of attack when launching from a carrier. I contemplated and actually tried a fin fillet, but found after hardware trials that this, together with the more bulbous canopy, totally ruined the F-80's elegant lines, so it went off again.
An extra of this conversion is the camera nose, taken from the Heller T-33/RT-33 kit, a straightforward mod because the same nose was also mounted onto the RF-80C photo recce variant of the Shooting Star. However, once again the challenges of body transplants on model kits should not be underestimated. While, in theory, the RT-33 nose should have been easy to graft onto the F-80 body, it was not. While the dorsal area would fit quite well, the lower shapes, esp. in front of the air intakes, differ considerably between the models. I assume that the Airfix F-80C is slightly too narrow/sleek at its front end. Integrating the different nose necessitated some serious PSR, and while the parts do not match as good as one might have suspected, the outcome looks fine and I am happy that I now have "something different", not just a standard fighter.
I also wanted to add wing tip tanks, but neither the early underwing tanks that come with the Airfix kit, nor the large tanks from the T-33 - I found them both to be too big for a carrier-borne aircraft. Finding suitable donor parts was not easy, though; initially I dug out a pair of leftover tip tanks from a Matchbox T-2 Buckeye. which are pretty slender, but they eventually looked too modern and streamlined for an aircraft from the early Fifties. I tried some further mods but eventually rejected them. The final choice became a pair of underwing drop tanks from a Hobby Boss MiG-15 that lost their fins.
Painting and markings:
Once more, a conservative approach. While the real TO/TV-1s of the US Navy retained their bare metal finish with black markings, I gave the T2V a classic all-blue livery, because I thought that it would suit the elegant lines of the F-80 well.
The F2V was painted overall in FS 35042 (from Modelmaster), later treated with a black ink wash and some post-shading. The interior surfaces of cockpit, air brakes and landing gear wells were painted with an individually mixed zinc chromate green, consisting of Humbrol 80 and 159 in a roughly 1:1 ratio. The silver wing leading edges were created with decal material, a more convenient solution than trying to mask and paint them. The landing gear struts and wheel discs were painted in aluminium (Humbrol 56).
Decals and markings were puzzled together. The "Stars and Bars" come from an Artmodel F8F Bearcat, as well as the "Navy" tag on the fuselage. The VC 61 markings come from a Hobby Boss F9F Panther, and I added some F-80/T-33-specific markings from various aftermarket sheets. The red highlights on nose and fin were done with paint (Revell 330), framed by thin white decal strips. The ranging radar was framed with similar material, just in silver.
Even though I considered opening the camera windows in the nose and glazing them, I left them closed, since a lot of lead had to be hidden inside for a proper stance. Instead, the windows were simply filled with black, clear paint, for a glossy finish. The rest of the aircraft was sealed with a mix of matt and semi-gloss Italeri acrylic varnish, which turned out duller than hoped for - but I left it that way.
A relatively simple project - or so I thought! The rhinoplasty was more complicated than expected, the wing tip tanks became a trial-and error odyssey and the different landing gear and the canopy were also not without trouble. The resulting fictional aircraft is very subtle, though - even more so through the standard USN livery, which suits the Shooting Star VERY well and might onlookers mislead to see a Fifties Banshee or a Panther. The F2V just blends right between these types.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
In July 1967, the first Swedish Air Force student pilots started training on the Saab 105, a Swedish high-wing, twin-engine trainer aircraft developed in the early sixties as a private venture by Saab AB. The Swedish Air Force procured the type for various roles and issued the aircraft with the designation Sk 60.
The Sk 60 entered service in 1967, replacing the aging De Havilland Vampire fleet, and had a long-lasting career. But in the late Eighties, by which point the existing engines of the Swedish Air Force's Sk 60 fleet were considered to be towards the end of their technical and economic lifespan and the airframes started to show their age and wear of constant use, the Swedish Air Force started to think about a successor and/or a modernization program.
Saab suggested to replace the Saab 105’s original Turbomeca Aubisque engines with newly-built Williams International FJ44 engines, which were lighter and less costly to operate, but this was only regarded as a stop-gap solution.
In parallel, Saab also started work for a dedicated new jet trainer that would prepare pilots for the Saab 39 Gripen – also on the drawing boards at the time – and as a less sophisticated alternative to the promising but stillborn Saab 38, a collaboration between Saab and the Italian aircraft manufacturer Aermacchi.
In 1991 Saab presented its new trainer design to the Swedish Air Force, internally called "FSK900". The aircraft was a conservative design, with such a configurational resemblance to the Dassault-Dornier Alpha Jet that it is hard to believe Saab engineers didn't see the Alpha Jet as a model for what they wanted to do. However, even if that was the case, FSK900 was by no means a copy of the Alpha Jet. The Saab design had a muscular, rather massive appearance, while the Alpha Jet was more wasp-like and very sleek. The FSK900 was also bigger in length and span and had an empty weight about 10% greater.
The FSK900 was mostly made of aircraft aluminum alloys, with some control surfaces made of carbon-fiber/epoxy composite, plus very selective use of titanium. It had high-mounted swept wings, with a supercritical airfoil section and a leading-edge dogtooth. The wings had a sweep of 27.5°, an anhedral droop of 7°, and featured ailerons for roll control as well as double slotted flaps. The tailplanes were all-moving, and also featured an anhedral of 7°. An airbrake was mounted on each side of the rear fuselage.
The twin engines, one mounted in a pod along each side of the fuselage, were two Williams International FJ44-4M turbofans without reheat, each rated at 16.89 kN (3,790 lbst). The tricycle landing gear assemblies all featured single wheels, with both nose gear and main gear retracting forward into the fuselage, featuring an antiskid braking system.
Flight controls were hydraulic, and hydraulic systems were dual redundant. Instructor and cadet sat in tandem, both on zero-zero ejection seats, with the instructor's seat in the rear raised 27 cm (10.6 in) to give a good forward view. The cockpit was pressurized and featured a one-piece canopy, hinged open to the right, providing excellent visibility.
The FSK900 could be fitted with two pylons under each wing and under the fuselage centerline, for a total of five hardpoints. The inner wing pylons were plumbed and could carry 450 liter (119 US gallon) drop tanks. A total external payload of 2,500 kg (5,500 lb) could be carried.
External stores included a conformal underfuselage pod with a single 27 mm Mauser BK-27 revolver cannon (with 120 rounds), the same weapon that was also mounted in the Saab Gripen or the Eurofighter/Typhoon and which was originally developed in Germany in the 1960ies for the MRCA Tornado. Other external loads comprised a centerline target winch for the target tug role, an air-sampling pod for detection of fallout or other atmospheric pollutants, jammer or chaff pods for electronic warfare training, a camera/sensor pod and a baggage pod for use in the liaison role. Furthermore, the aircraft featured a baggage compartment in the center fuselage, which also offered space for other special equipment or future updates.
Other weapons included various iron and cluster bombs of up to 454 kg (1.000 lb) caliber, various unguided missiles and missile pods, pods with external 7,92mm machine guns or 30mm cannon, and Rb.24 (AIM-9L Sidewinder) AAMs. Originally, no radar was not mounted to the trainer, but the FSK900’s nose section offered enough space for a radome and additional, sophisticated avionics.
The Swedish Air Force accepted Saab’s design, leading to a contract for two nonflying static-test airframes and four flying prototypes. Detail design was completed by the end of 1993 and prototype construction began in the spring of 1994, leading to first flight of the initial prototype on 29 July 1994.
The first production Sk 90 A, how the basic trainer type was officially dubbed, was delivered to the Swedish Air Force in 1996. In parallel, a contract had been signed for the re-engining of 115 Saab Sk 60 aircraft in 1993; the number of aircraft to be upgraded was subsequently reduced as a result of cuts to the defense budget and the advent of the FSK900, of which 60 had already been initially ordered.
A total of 108 Sk 90s were built for Sweden, and at present the Swedish Air Force has no further requirement for new Sk 90s. The type is regarded as strong, agile, and pleasant to fly, while being cheap to operate. Upgrades are in planning, though, including the fit of at least some Sk 90s with a modern "glass cockpit" to provide advanced training for the Saab Gripen (which had entered service in June 1992), and a full authority digital engine control (FADEC) for the FJ44-4M turbofans. Integration of the Rb.75 (the AGM-65A/B Maverick in Swedish service) together with a pod-mounted FLIR camera system was also suggested, improving the Sk 90’s attack capability dramatically. These updates were started in 2000 and gradually introduced in the course of standard overhaul cycles.
The upgraded aircraft received the designation Sk 90 B, and until 2006 the complete Swedish fleet had been modified. Another variant for Sweden was the Sk 90 S, which had a camera nose and could perform tactical reconnaissance missions (these machines were otherwise also updated to Sk 90 B standard), and there were plans for a new two-seater variant with enhanced attack capabilities, the Sk 90 C. This variant was not adapted by the Swedish Air Force, though, but its elements were offered to export customers.
Despite its qualities and development potential, the Sk 90 did not attain much foreign interest. It basically suffered from bad timing and from the focus on domestic demands. In order to become a serious export success, the aircraft came effectively 10 years too late. Furthermore, the Sk 90 was very similar to the Dassault/Dornier Alpha Jet (even though it was cheaper to operate), and Swedish trainer hit the market at a time when the German Luftwaffe started to prematurely phase out its Alpha Jet attack variant and flooded the market with cheap second hand aircraft in excellent condition. Another detrimental factor was that the Saab Sk 90 had with the BAe Hawk another proven competitor with a long and successful operational track record all over the world, and many countries preferred its more simple single engine layout.
Modest foreign sales could be secured, though: Austria kept up its close connection with Saab since the Seventies and procured 36 Sk 90 Ö in 2002, gradually replacing its ageing Saab 105 fleet. The Sk 90 Ö was comparable with the updated Sk 90 B, but the Austrian machines were newly produced and featured several modifications and additions in order to fulfill the Austrian Air Force’s demanding multi-role profile.
The Sk 90 Ö’s most distinct and obvious difference to the Swedish aircraft was a slightly more voluminous nose section for a weather radar system and its radome. This piece of equipment was deemed to be a vital asset in order to ensure operational safety in the type’s typical alpine theatre of operations, with frequent poor visibility.
Further avionics for the Sk 90 Ö included a Rockwell Collins Pro Line Fusion avionics suite, an Electronic Flight Instrument System (EFIS), Inertial Reference System (IRS), Integrated Flight Information System (IFIS) with electronic charts, Two Electronic Flight Bag (EFB), Synthetic Vision System for Situational Awareness (SVS), a Terrain Awareness and Warning System (TAWS), Dual Flight Management System (FMS), Surface Awareness System, Autothrottle and a Wide Area Augmentation System (WAAS).
The Austrian machines were primarily intended to serve as advanced trainers for Eurofighter pilots (after initial training on Pilatus PC-7 trainers), but would also be capable of ground attack/CAS duties, much like the Austrian Saab 105. Due to the Austrian Air Force’s small size, the Sk 90 Ö was furthermore capable of limited QRA and airspace patrol duties, armed with up to four AIM-9 Sidewinder AAMs and a ventral gun pod.
Air space security and border patrols were a frequent task in the type's early service years, when the Austrian Air Force was still waiting for the delayed Eurofighter to become operational in this role and both the rented F-5Es from Switzerland as well as the aged Draken fleet had become more and more obsolete in this vital defense role, or even unserviceable.
From 2007 onwards, with starting Eurofighter deliveries, the Sk 90 Ö was gradually relegated to training and ground attack duties, but this could change again soon: In July 2017, the Austrian Defense Ministry announced that it would be replacing all of its Typhoon aircraft by 2020. The ministry said that continued use of its Typhoons over their 30-year lifespan would cost about €5 bln. with the bulk being used up for maintenance. It estimated that buying a new fleet of 15 single-seat and 3 twin-seat fighters would save €2 bln. over that period, and Austria plans to explore a government-to-government sale or lease agreement to avoid a lengthy and costly tender process with a manufacturer. Possible replacements include the Saab Gripen and the F-16. In this likely scenario, the Sk 90 Ö will probably once more have to fill airspace defense gaps.
Further potential export customers for the Sk 90 included Malaysia as well as Singapore, Myanmar, Finland, Poland and Hungary. The latest customer has been the Republic of Scotland in late 2017. After the country’s separation from the United Kingdom, the country started to build an independent air force with a supplier from a neutral country, and its first armed aircraft came from Saab in the form of early, second hand JAS 39 Gripen and Sk 90.
General characteristics:
Crew: two pilots in tandem
Length incl. pitot: 13.0 m (42 ft 8 in)
Wingspan: 9.94 m (32 ft 7 in)
Height: 4.6 m (15 ft 1 in)
Empty weight: 3,790 kg (8,360 lb)
Max. takeoff weight: 7,500 kg (16,530 lb)
Powerplant:
2× Williams International FJ44-4M turbofans without reheat, rated at 16.89 kN (3,790 lbst) each
Performance:
Maximum speed: 1,038 km/h (645 mph)
Range: 1,670 km (900 nm)
Armament:
No internal gun; five hardpoints for 2,500 kg (5,500 lb) of payload and a variety of ordnance,
including a conformal ventral gun pod with a 27mm Mauser BK-27 revolver cannon and up to
four AIM-9 Sidewinder AAMs
The kit and its assembly:
A simple kit travesty, and this one is the second incarnation of the basic idea. The fictional Saab Sk 90 is basically the 1:72 Kawasaki T-4 from Hasegawa, with little modifications. Originally, I wondered what an overdue Saab 105 replacement could or would look like? The interesting Saab 38 never saw the light, as mentioned above, there was also a stillborn A-10-style light attack aircraft, and I assume that neutral Sweden would rather develop its own aircraft than procure a foreign product.
Consideration of the BAe Hawk, Alpha Jet and the L-39 Albatros as inspirations for this project, I eventually came across the modern but rather overlooked Japanese Kawasaki T-4 trainer – and found that it had a certain Swedish look about it? Hmm... I had already built one with a camera nose in the famous “Fields & Meadows” scheme, but the concept offers more room for creative output.
One of the thoughts surrounding the aircraft was: what would be a potential replacement for the Austrian Saab 105 fleet, which had been in service for ages? Well, the Swedish successor would IMHO be a very plausible option, and so I built an Austrian derivative of the Sk 90 B, the Sk 90 Ö export variant.
Just like during the first build, I wanted to keep things simple. Consequently, the T-4 was mostly built OOB, including the cockpit with the dashboard decals, just with added handles to the ejection seats.
The only major change I made for the Austrian variant is the modified nose section: the T-4 nose was replaced by a slightly longer and wider alternative, and blended with the fuselage through PSR. The pitot was moved to starboard and replaced by a longer alternative from the scrap box.
The pair of underwing pylons are OOB, too, the ordnance in the form of an AIM-9 training/acquisition round (without steering fins) and an ACMI pod, together with launch rails, are spare parts. The ventral gun pod comes from an Italeri BAe Hawk, slightly trimmed in order to fit under the fuselage. Additionally, I added scratched chaff/flare dispensers and an IR jammer to the tail section.
As a side note: There are two different moulds for the Hasegawa T-4; one comes with two simple fuselage halves (from which I built the Swedish Sk 90 S, this mould was introduced in 1996), and this one here, AFAIK the first one from 1989, which comes with a separate cockpit section and other differences.
The kit is relatively simple, but fit is not perfect. My kit also featured surprisingly much flash and even some sinkholes (in the air intakes and ). IMHO, the newer mould is the better option – the new T-4 model is easier to assemble and overall fit is IMHO also better (only minimal PSR required, the old mould definitively requires body work almost on every seam).
Painting and markings:
Well, building the kit was not a true challenge, and the paint scheme I chose was also not truly demanding. However, I wanted something different from the Austrian Saab 105s' bare metal finish and also not a dull all-grey air superiority scheme. I eventually stumbled upon a scheme found on some Austrian helicopters, Shorts Skyvans and the Pilatus PC-7 trainers.
Basically, the pattern consists of a deep, dark forest green and an greyish olive drab, which almost appears like a brown, RAL 6020 (Chromoxydgrün) and RAL 7013 (Braungrau). RAL 7013 is the Austrian Army’s standard color, used on many ground vehicles, too.
For the dark green I used Humbrol 195, which is the authentic tone, and RAL 7013 was approached through a rough 1:1:1 mix of Humbrol 29 (Dark Earth), 155 (Olive Drab) and 66 (Olive Drab, too), based on some pictures of Austrian aircraft in good light.
Originally, the scheme is a uniform, all over RAL 7013 with RAL 6020 only added to the upper sides, But for my build I found this to be a little boring, so I added a personal twist. The pattern on the upper surfaces was roughly adapted from an Austrian Skyvan, but I painted the underwing surfaces in aluminum, so that the model would not appear too murky and dull (Revell 91).
A late addition were the orange wing and fin tips – originally taken from the T-4 decal sheet, but application went sour and I had to scrape them off again and replace them with painted alternatives (Humbrol 18, plus a thin coat with Humbrol 209, dayglow orange). Anyway, these marking suit the aircraft’ trainer role well and are a nice contrast to the red-and-white roundels.
The cockpit was painted in neutral grey, while the landing gear and the air intakes became white – very conservative.
The markings were kept simple, puzzled together from various sources, the 4th Jet Squadron is fiction. The Austrian roundels come from a TL Modellbau sheet, the tactical code consists of single, black letters from TL Modellbau, too.
The current Austrian practice for the 4-digit codes is quite complex, and the four-digit-code is based on a variety of aircraft information; the 1st digit (Arabic number) is associated with a max. TOW class, the second (a letter) denotes the type’s main purpose. The roundel divides the code, and the 3rd letter is allocated to a specific aircraft type (I re-used “S”, formerly used on Saab 91D trainers until 1993) and the last letter is a consecutive, individual identifier.
Stencils were mostly taken from the T-4 OOB sheet or gathered from the scrap box, e .g. from German Tornado and T-33 sheets (for dual language markings). The silver trim at the flaps and the fin’s rudder were created with generic decal stripes in various widths in silver. Similar, wider strips in black were used to create the de-icers on the fin’s and wings' leading edges.
Finally, the kit was sealed with matt acrylic varnish (Italeri).
Thanks to the sound basis and only cosmetic changes, this one was not a tough build. The result is pretty subtle, though – who’d suspect a Japanese aircraft in this rather exotic disguise? Anyway, just like the Swedish Sk 90 S, this T-4 under foreign flag looks disturbingly plausible, and the scheme works well over typical Austrian landscape.
How could Sweden (and in this case Austria, too) hide this aircraft from the public for so long...? It's certainly not the last T-4 in disguise which I will build. A Scottish aircraft, as mentioned in the background above, is another hot candidate... :-D
We just got our tickets and exited the Richardson Station to note this arrival. We nailed a few of the steamup shots and gooned Henry when it came time to enter the yards through the depot. I already spied that the Rico vestibule business car brings up the rear. I just had to shoot the remaining standard gauge D&RGW (Dangerous & Rapidly Growing Worse) #683 Consolidation, officially a C28 or Consolidation with 28,000 pounds of tractive effort standing at the station. A consolidation engine configuration has two pilot wheels and eight drivers, 1 and four a side. The pilot wheel help buide a road engine into curves on the line. Made by Baldwin in September 1890, #11207, as D&RG 583, Class 113. It became D&RGW 683, Class C-28, in 1924. Bob Richardson of station name, was the original who bought old mountain railroad gear and stored them at his railroad motel in Alamosa, Colorado until he got the chance to start the Museum in Golden. It was he who lent me the only original of the D,L&NW photo, comment. I think he had railroads running in his veins. But for the tenacity of one man... The collection seems to expand regularly.
Be aware that as you exit the depot right here, you will see the separate, new CRRM library building where many researchers have poured over the books that would entail a king's ransom to procure. It's right behind me right here. Real foamers better figure on allotting serious time to that building. I have already read many of the valuable tomes to Mac Poor's "DSP&PRR" that no money can buy now and the "Colorado Midland" masterpiece. I even read the engineer's warning to the new kid fireman to never stick his head out of the cab while crossing the bridge over the Colorado (Grand) River at Aspen, Colorado. Suffice it to say it's wise to listen to your elders. Research is best done across these station tracks, even if only for engineers' warnings.
Eddie and I spaced the Christmas Steamup this year but he found there was a "Black on Track" costume event upcoming. He really wanted to see this steam up. We are REALLY waiting for the RSG #20 to return for a steamup. Donate generously at the CRRM.That day will be shoulder to shoulder at the Colorado Railroad Museum; keep an eye on upcoming events on their web site. Outlanders could target Colorado trips with the expectations of hitting an event here in Golden. The entire yard is accessible during weekdays. Someone will have already been here from your home town and/or country. These are the takes everyone is foaming at the mouth to see.
Outrageous light here for the bold early steam, IMHO. Steam is a winner in winter but the wind made it a blustery day. Are you ready for some steam? The first excursion was not quite full but is building on this blustery Saturday morning runby. The re-enactors are busy putting on a show now that we took our ride.
Douglas C-54Q Tanker 150, N67034
Originally procured as C-54D s/n 43-17252 (c/n 22202), this aircraft was transferred to the US Navy as R5D-3 56548. It was re-desgnated C-54Q in 1962, and withdrawn to storage at MASDC in May 1966.*
Photographed at Marana Regional Airport, Arizona (KAVQ)
(Formerly Avra Valley Airport)
July 2000
(Scanned 35mm color negative)
*Reference:
APPROXIMATE RELEASE DATE: 2011
MISSING ITEMS: Headband
IMPORTANT NOTES: This outfit was later sold as the My American Girl Party Outfit.
PERSONAL FUN FACT: This wasn't one of Kanani's ensembles that I remembered off the top of my head. That may be in part because there was no image for it on the AG Playthings website (which is one of my favorite American Girl resources). I had familiarized myself with Miss Akina's wardrobe during the summer of 2022, since I started finding pieces of it at the local flea market. I wasn't planning on acquiring this outfit so soon after my doll. In November of that year, I was checking eBay for "Meet" shoes and underwear for my doll. I had only found the "Meet" dress at the flea market, and since I also procured Kanani herself, she needed these final fixings. In a lot I stumbled upon, there was the perfect medley of goodies: Kanani's swimsuit (which I already owned), her Lu'au lei, these Party Outfit sandals, her pj slippers (which I was missing), and the underwear (my poor girl was borrowing a pair of very stretched out Chrissa panties). Since the lot was so affordable, I couldn't pass it up. When else would a random selection of Kanani bits and bobs pop up for such a steal? I was excited about the Party Outfit sandals, since I was aware that the dress itself was often listed for less than $20. The seller promptly shipped the lot with the sandals, and then another seller made an offer on the separate dress a few days later. I was planning on waiting until the lot with the sandals arrived (to ensure I actually had them). But the seller who offered me a deal on the Party dress itself was located in our neighboring state. I knew it would arrive super quickly, thus lessening the chances of it getting lost in the melee of holiday packages. Funnily enough, this dress came the same day as the lot with the sandals! I absolutely adore this ensemble on Kanani--it's so lush and definitely worthy of being donned by this goddess! The aqua color compliments Kanani's caramel colored tresses and warm tanned skin. It's the perfect thing for her to wear for the holiday season (or year round!).
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The G.91Y was an increased-performance version of the Fiat G.91 funded by the Italian government. Based on the G.91T two-seat trainer variant, the single Bristol Orpheus turbojet engine of this aircraft was replaced by two afterburning General Electric J85 turbojets which increased thrust by 60% over the single-engine variant. Structural modifications to reduce airframe weight increased performance further and an additional fuel tank occupying the space of the G.91T's rear seat provided extra range. Combat manoeuvrability was improved with the addition of automatic leading edge slats. The avionics equipment of the G.91Y was considerably upgraded with many of the American, British and Canadian systems being license-manufactured in Italy.
Flight testing of three pre-production aircraft was successful, with one aircraft reaching a maximum speed of Mach 0.98. Airframe buffeting was noted and was rectified in production aircraft by raising the position of the tailplane slightly.
An initial order of 55 aircraft for the Italian Air Force was completed by Fiat in March 1971, by which time the company had changed its name to Aeritalia (from 1969, when Fiat aviazione joined the Aerfer). The order was increased to 75 aircraft with 67 eventually being delivered. In fact, the development of the new G.91Y was quite long, and the first order was for about 20 pre-series examples that followed the two prototypes. The first pre-series 'Yankee' (the nickname of the new aircraft) flew in July 1968.
AMI (Italian Air Force) placed orders for two batches, 35 fighters followed by another 20, later cut to ten. The last one was delivered around mid 1976, so the total was two prototypes, 20 pre-series and 45 series aircraft. No immediate export success followed, though, and the Italian G.91Ys’ service lasted until the early '90s as attack/recce machines, both over ground and sea, until the AMX replaced them until 1994.
However, upon retirement some G.91Ys were still in good condition and the airframes had still some considerable flight hours left, so that about thirty revamped aircraft were put up for sale from 1992 onwards. At the same time, Poland was undergoing a dramatic political change. After the dissolution of the Soviet Union the Eastern European country immediately turned its political attention westward, including the prospects of joining NATO. The withdrawal of Russian forces based in Poland and partly obsolete military equipment of the Polish forces themselves led to a procurement process from 1991 onwards, which, among others, included a replacement for the Polish MiG-17 (domestic Lim-5, Lim-6 and Lim-6bis types), which had been operated by both Polish air force and navy since the late Sixties, primarily as fighter bombers in their late career, but also for reconnaissance tasks.
The G.91Y appeared, even though a vintage design, to be a suitable replacement option, since its performance envelope and the equipment outfit with three cameras in the nose made it a perfect package – and the price tag was not big, either. Especially the Polish Navy showed much interest, and after 10 months of negotiations Poland eventually bought 22 G.91Y from Italy, plus five G.91T two-seaters for conversion training, which were delivered between June 1993 and April 1994.
For the new operator the machines only underwent minor modifications. The biggest change was the addition of wirings and avionics for typical Polish Air Force ordnance, like indigenous MARS-2 pods for 16 unguided 57mm S-5 missiles, iron bombs of Russian origin of up to 500 kg (1.100 lb) caliber, SUU-23-2 gun pods as well as R-3 and R-60 missiles (which were very similar to the Western AIM-9 Sidewinder and actually date back to re-engineered specimen obtained by the USSR during the Korea war!). All machines were concentrated at Gdynia-Babie Doły in a newly founded, dedicated fighter bomber of the 1 Naval Aviation Squadron, which also operated MiG-21 fighters and PZL Iskra trainers. The Polish G.91Ys, nicknamed “Polski Fiat” by their crews (due to their compact size and overall simplicity, in reminiscence of the very popular, locally license-built Fiat 126), not only replaced the vintage MiG-17 types and some Polish Navy MiG-21 fighters, but also the handful of MiG-15UTI trainer veterans which were still used by the Polish Navy for observation duties over the Baltic Sea.
When Poland joined NATO on 12 March 1999, the G.91Ys (18 were still in service, plus all five trainers) received another major overhaul, a new low-visibility paint scheme, and they were updated with avionics that ensured inter-operability with other NATO forces, e .g. a GPS positioning sensor in a small, dorsal hump fairing. In 2006, when deliveries of 48 F-16C/D fighters to Poland started, the G.91Ys were to be retired within 12 months. But problems with the F-16s’ operability kept the G.91Y fleet active until 2011, when all aircraft were grounded and quickly scrapped.
General characteristics:
Crew: one
Length: 11.67 m (38 ft 3.5 in)
Wingspan: 9.01 m (29 ft 6.5 in)
Height: 4.43 m (14 ft 6.3 in)
Wing area: 18.13 m² (195.149 ft²)
Empty weight: 3,900 kg (8,598 lb)
Loaded weight: 7,800 kg (17,196 lb)
Max. takeoff weight: 8,700 kg (19,180 lb)
Powerplant:
2× General Electric J85-GE-13A turbojets, 18.15 kN (4,080 lbf) each
Performance:
Maximum speed: 1,110 km/h (600 kn, 690 mph, Mach 0.95) at 10,000 m (33,000 ft)
Range: 1,150 km (621 nmi, 715 mi)
Max. ferry range with drop tanks: 3,400 km (2,110 mls)
Service ceiling: 12,500 m (41,000 ft)
Rate of climb: 86.36 m/s (17,000 ft/min)
Wing loading: 480 kg/m² (98.3 lb/ft² (maximum)
Thrust/weight: 0.47 at maximum loading
Armament:
2× 30 mm (1.18 in) DEFA cannons with 120 RPG
4× under-wing pylon stations with a capacity of 1,814 kg (4,000 lb)
The kit and its assembly:
This whiffy Yankee Gina was inspired by a profile that had popped up during WWW picture search a while ago. Tracking it back, I found it to be artwork created and posted at DeviantArt by user “Jeremak-J”, depicting a G.91Y in polish markings and sporting a two-tone grey camouflage with light blue undersides and a medium waterline. I found the idea bizarre, but attractive, and, after some research, I found a small historic slot that might have made this “combo” possible.
When I recently delved through my (growing…) kit pile I came across a Matchbox G.91Y in a squashed box and with a cracked canopy – and decided to use that kit for a personal Polish variant.
The Matchbox G.91Y bears light and shadow galore. While it is IIRC the only IP kit of this aircraft, it comes with some problem areas. The fit of any major kit component is mediocre and the cockpit tub with an integral seat-thing is …unique. But the overall shape is IMHO quite good – a typical, simple Matchbox kit with a mix of (very fine) raised and engraved panel lines.
The OOB canopy could not be saved, but I was lucky to find a replacement part in the spares box – probably left over from the first G.91Y I built in the early Eighties. While the donor part had to be stripped from paint and was quite yellowed from age, it saved the kit.
It was built almost OOB, since major changes would not make sense in the context of my background story of a cheap 2nd hand purchase for an air force on a lean budget. I just added some details to the cockpit and changed the ordnance, using missile pods and iron bombs of Soviet origin (from a Kangnam/Revell Yak-38).
The exhausts were drilled open, because OOB these are just blank covers, only 0.5 mm deep! Inside, some afterburners were simulated (actually main wheels from an Arii 1:100 VF-1).
The flaps were lowered and extended, which is easy to realize on this kit.
The clumsy, molded guns were cut away, to be later replaced with free-standing, hollow steel needles.
In order to add some more exterior detail I also scratched the thin protector frames around the nozzles with thin wire.
Since the replacement canopy looked quite old and brittle, I did not dare cutting the clear part in two, so that the cockpit remained closed, despite the effort put into the interior.
A personal extra is the pair of chaff/flare dispensers on the rear fuselage, reminiscent of Su-22 installations.
Painting and markings:
The inspiring profile was nice, but I found it to be a bit fishy. The depicted tactical code format would IMHO not be plausible for the aircraft’s intended era, and roundels on the fuselage flanks would also long have gone in the Nineties. Therefore, I rather looked at real world benchmarks from the appropriate time frame for my Polish Gina’s livery, even though I wanted to stay true to the artist’s original concept, too.
One direction to add more plausibility was the scheme that Polish Su-22 fighter bombers received during their MLU, changing the typical tactical camouflage in up to four hues of green and brown into a much more subdued two tone grey livery with lighter, bluish-grey undersides, combined with toned-down markings like tactical codes in white outlines only. Some late MiG-21s also received this type of livery, and at least one Polish Fishbed instructional airframe received white low-viz national insignia.
For the paint scheme itself I used the MiG-21 pattern as benchmark (found in the Planes & Pilots MiG-21 book) and adapted it to the G.91Y as good as possible. The tones were a little difficult to define – some painting instructions recommend FS 36118 (US Gunship Grey) for the dark upper grey tone, but this is IMHO much too murky. Esp. on the Su-22s, the two upper greys show only little contrast, and the lower grey does not stand out much against the upper tones, either. On the other side, I found a picture of a real-life MiG-21U trainer in the new grey scheme, and the contrast between the grey on the upper surfaces appeared much stronger, with the light grey even having a brownish hue. Hmpf.
As a compromise I settled for FS 36173 (F-15E Dark Grey) and 36414 (Flint Grey). For the undersides I went for FS 35414 (Blue Green), which comes close to the typical Soviet underside blue, but it is brighter.
After basic painting, the kit received a light black ink wash and subtle post-shading, mostly in order to emphasize single panels, less for a true weathering effect.
The cockpit was painted in Dark Gull Grey (Humbrol 140), with a light blue dashboard and a black ejection seat. The OOB pilot was used and received an olive drab suit with a light grey helmet, modern and toned down like the aircraft itself. The landing gear as well as the air intake interior were painted in different shades of aluminum.
The decals were, as so often, puzzled together from various sources. The interesting, white-only Polish roundels come from a Mistercraft MiG-21. I also added them to the upper wing surfaces – this is AFAIK not correct, but without them I found the model to look rather bleak. Under the wings, full color insignia were used, though. The English language “Navy” markings on the fuselage might appear odd, but late MiG-21s in Polish Navy service actually had this operator designation added to their spines!
The typical, tactical four-digit code consists of markings for Italian Tornados, taken from two different Italeri sheets. The squadron emblem on the fin came from a Mistercraft Su-22, IIRC.
Most stencils were taken from the OOB sheet, some of them were replaced with white alternatives, though, in order to keep a consistent overall low-viz look.
Finally the kit was sealed with matt acrylic varnish.
An interesting result. Even though this Polish Gina is purely fictional, the model looks surprisingly convincing, and the grey low-viz livery actually suits the G.91Y well.
I was very sad a few months ago when, in a moment of true genius, I had accidentally deleted all of my photographs on my trip to Barcelona. Everything. All 4 gigs worth to be exact. And I was close to tears and quite gutted about the whole thing.
But thankfully, after managing to find some shareware software that could read my external drive and deleted files, I was able to recover about 70% of them. So not a total loss and an added sigh as well.
personal pointer: learn to master Wacom tablet pen with blanks.
this might work better large
Brockdish is one of three parish churches within about a mile that can be seen from the A143, but only the top of the tower is visible when heading north, and only fleetingly. THe only other clue is the truncated Church Lane which cuts across the main road, the name of which indicates the nearby church.
I came here at about eleven in the morning, having visited Oulton in Suffolk earlier, and wasn't expecting to find it open to be honest. But I heard the bells being rung, or at least pealing in intermittent intervals, the reason being some people were being given lessons.
Three cars were parked in the lane beside the church, which you reach by traveling up a green lane north out of the village before taking the track to the church.
The door to the tower, where the bellringers were being taught was ajar, and I could have gone up, but instead I go to the porch to try the door, and finding it open, I go inside lest someone comes and closes it.
Soon I am joined inside by the warden who is surprised, but pleased, to find a visitor: she is there to make teas for the ringers, and would I like one?
My breath had already been taken away by the tiles in the chancel, which are of exceptional quality. Tiles are something easily overlooked, and indeed many were clearly bought from catalogues, and so many are similar, but when more attention to detail was given, when extra quality was installed, it shines through.
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When I first visited this church in 2005, it was with something of a sinking heart to arrive at the third church in a row that was locked without a keyholder notice. Today, nothing could be further from the truth. In the south porch there is a large notice now which reads Come in and enjoy your church! Fabulous stuff.
The trim graveyard includes some substantial memorials to the Kay family, including one massive structure with an angel under a spire which would not look out of place opposite the Royal Albert Hall. No expense was spared by the Victorians here at Brockdish. The rebuilding was paid for by the Rector, George France, who also advised architect Frederick Marable on exactly what form this vision of the medieval should take. The tower above is curiously un-East Anglian, looking rather unusual surrounded by Norfolk fields. All around the building headstops are splendid, and fine details like faux-consecration crosses on the porch show that France was generally a man who knew what a medieval church should look like.
It will not surprise you to learn that St Peter and St Paul is similarly grand on the inside, if a touch severe. France actually devised a church much more Anglo-catholic than we find it today; it was toned down by the militantly low church Kay family later in the century. They took down the rood and replaced it with a simple cross, painting out the figures on the rood screen as well. When I first visited, the very helpful churchwarden who'd opened up for me observed that Brockdish is the only church in Norfolk that has stained glass in every window, which isn't strictly true (Harleston, three miles away, has as well) but we can be thankful that, thanks to the Reverend France's fortunes, it is of a very good quality. The glass seems to have been an ongoing project, because some of it dates from the 1920s. In keeping with low church tradition, the glass depicts mainly Biblical scenes and sayings of Christ rather than Saints, apart from the church's two patron Saints in the east window of the chancel. There are also some roundels in the east window of the south aisle, which appear to be of continental glass. They depict the Adoration of the Magi, the deposition of Christ, what appears to be Paharoah's daughter with the infant Moses, and the heads of St Matthias, St John the Evangelist, and Christ with a Crown of Thorns. However, I suspect that at least some of them are the work of the King workshop of Norwich, and that only the Deposition and the Old Testament scene are genuinely old.
If this is rather a gloomy church on a dark day, it is because of the glass in the south clerestory, a surprisingly un-medieval detail - the whole point of a clerestory was to let light reach the rood. The glass here is partly heraldic, partly symbolic. The stalls in the chancel are another faux-medieval detail - there was never a college of Priests here - but they looked suspiciously as if they might contain old bench ends within the woodwork. Not all is false, because the chancel also contains an unusual survival from the earlier church, a tombchest which may have been intended as an Easter Sepulchre.
Above all, the atmosphere is at once homely and devotional, not least because of the exceptional quality of the tiled sanctuary, an increasingly rare beast because they were so often removed in the 1960s and 1970s, when Victorian interiors were unfashionable. Brockdish's is spectacular, a splendid example that has caught the attention of 19th century tile enthusiasts and experts nationally.
Also tiled is the area beneath the tower, which France had reordered as a baptistery. The font has recently been moved back into the body of the church; presumably, whoever supplies the church's liability insurance had doubts about godparents standing with their backs to the steps down into the nave.
I liked Brockdish church a lot; I don't suppose it gets a lot of visitors, but it is a fine example of what the Victorians did right.
Simon Knott, June 2005, revisited and updated July 2010
www.norfolkchurches.co.uk/brockdish/brockdish.htm
-------------------------------------------
Is the next adjoining town eastward, through which the great road passes to Yarmouth; on the left hand of which, stands the church, on a hill by itself, there being no house near it but the parsonage, which joins to the east side of the churchyard. The advowson always belonged to the Earl's manor here, with which it now continues.
In Norwich Domesday we read, that the rector had a house and 30 acres of land, that it was then valued at 15 marks, and paid as it now doth for synodals 1s. 9d. procurations 6s. 8d. and 12d. Peter-pence. It stands in the King's Books thus:
10l. Brokedish rectory. 1l. yearly tenths.
And consequently pays first-fruits, and is incapable of augmentation. The church stands included in the glebe, which is much the same in quantity as it was when the aforesaid survey was taken. It is in Norfolk archdeaconry, Redenhall deanery, and Duke of Norfolk's liberty, though he hath no lete, warren, paramountship, or superiour jurisdiction at all in this town, the whole being sold by the family along with the manors of the town.
In 1603, there were 103 communicants here, and now there are 50 families, and about 300 inhabitants; it was laid to the ancient tenths at 4l. but had a constant deduction of 14s. on account of lands belonging to the religious, so that the certain payment to each tenth, was 3l. 6s.
The Prior of St. Faith at Horsham owned lands here, which were taxed at 2s. 6d. in 1428.
The Prior of Thetford monks had lands here of the gift of Richard de Cadomo or Caam, (fn. 1) who gave them his land in Brokedis, and a wood sufficient to maintain 20 swine, in the time of King Henry I. when William Bigot, sewer to that King, gave to this priory all the land of Sileham, which from those monks is now called Monks-hall manor, and the water-mill there; all which Herbert Bishop of Norwich conveyed to his father, in exchange for other lands, he being to hold it in as ample a manner as ever Herbert the chaplain did; and in Ric. the Second's time, the monks bought a piece of marsh ground in Brokedis, to make a way to their mill, which being not contained in the grant of Monks-hall manor from Hen. VIII. to the Duke of Norfolk, William Grice, Esq. and Charles Newcomen, who had a grant of such lands as they could find concealed from the Crown, seized on this as such; and upon their so doing, the owner of the mill was obliged to purchase it of them, by the name of Thetford-Mill-Way, and it hath ever since belonged to, and is constantly repaired by the owner thereof.
Rectors of Brockidish.
12 - - Robert
12 - - Sir Ralf de Creping, rector.
1313, Sir Stephen Bygod. The King, for this turn.
1324, Nic. le Mareschal. Tho. Earl of Norfolk and Marshal.
1326, Mathew Paumer, or Palmer. Ditto. He changed for Canefield-Parva in London diocese with
Master Robert de Hales. Ditto.
1333, John de Melburn. Ditto.
1355, Roger de Wombwell. Lady Eleanor and Thomas de Wingfield, attorneys to Sir John Wingfield, Knt.
1356, John Knyght of Exeter. Mary Countess-Marshal, widow of Tho. de Brotherton, who recovered the advowson by the King's writ, against Sir J. Wingfield, Knt. and Thomas his brother, William de Lampet and Alice his wife, and Catherine her sister, and so Wombwell was ejected.
1357, John de Esterford. Mary Countess-Marshal. He resigned in
1367, to John son of Catherine de Frenge, and he in
1368, to John Syward. Sir Walter Lord Manney.
1382, John de Balsham, who changed for Stowe St. Michael in Exeter diocese, with
Bartholomew Porter. Margaret Marshal, Countess of Norfolk.
1405, Sir John Dalyngho of Redcnhall. Eliz. Dutchess of Norf. in right of her dower.
1417, he exchanged with Thomes Barry, priest, for the vicarage of Berkyng church in London. John Lancaster, Ric. Sterisacre, and Rob. Southwell, attorneys to John Duke of Norfolk, EarlMarshal and Notyngham, who was beyond the seas. Barry resigned in
1422, to Sir Thomas Briggs, priest, who died rector. Ditto.
1454, Sir Hen. White, priest. John Duke of Norf. Earl-Marshal and Notingham, Marshal of England, Lord Mowbray, Segrave, and Gower. He resigned in
1455, to Sir Thomas Holm, priest. Ditto. And he in
1478, to John Nun. The King, as guardian to Richard Duke of York and Norfolk, and Lady Ann his wife, daughter and heir of John late Duke of Norfolk.
1491, John Mene; he had a union to hold another benefice.
1497, John Rogers, A. M. Eliz. Dutchess of Norfolk. He resigned in
1498, to Sir John Fisk, priest, chaplain to the Dutchess. Ditto. At whose death in
1511, Sir Robert Gyrlyng, chaplain to Thomas Earl of Surrey, had it of that Earl's gift: he was succeeded by
Sir William Flatberry, chaplain to Thomas Duke of Norfolk, who presented him; he resigned in
1540, to Sir Nic. Stanton, chaplain to his patron, Tho. Duke of Norf. Lord Treasurer and Earl-Marshal, and was succeeded by
William Hide, priest. Ditto. He resigned, and the Duke presented it in
1561, to Sir John Inman, priest, who was buried here Aug. 1, 1586.
1586, Aug. 4, Master Richard Gibson was instituted, who was buried Oct. 1, 1625; he was presented by Robert Nichols of Cambridge, by purchase of the turn from William le Grice, Gent. and Hester le Grice, wife of Charles le Grice, Gent. true patrons.
1625, William Owles, who held it united to Billingford. John Knapp of Brockdish, by grant of this turn. He was succeeded in
1645, by Brian Witherel, and he by
Mr. James Aldrich, who died rector Nov. 10, 1657, from which time somebody held it without institution, till the Restoration, and then receded, for in
1663, May 14, Sir Augustine Palgrave, patron of this turn, in right of Catherine his wife, presented George Fish, on the cession of the last incumbent; he was buried here Oct. 29, 1686.
1686, Thomas Palgrave, A.M. buried here March 24, 1724. Fran. Laurence, Gent.
1724, Abel Hodges, A.B. he held it united to Tharston, and died in 1729. Richard Meen, apothecary, for this turn.
1729, Richard Clark, LL. B. was instituted Dec. 3, and died about six weeks after. Mrs. Ellen Laurence of Castleacre, widow.
1730, Alan Fisher. Ditto. He resigned in
1738, and was succeeded by Robert Laurence, A. B. of Caius college, who lies buried at the south-east corner of the chancel, and was succeeded in
1739, by Francis Blomefield, clerk, the present rector, who holds it united to Fresfield rectory, being presented by Mrs. Ellen Laurence aforesaid.
The church is dedicated to the honour of the apostles St. Peter and Paul, and hath a square tower about 16 yards high, part of which was rebuilt with brick in 1714; there are five bells; the third, which is said to have been brought from Pulham in exchange, hath this on it;
Sancta Maria ora pro nobis.
and on the fourth is this,
Uirgo Coronata duc nos ad Regna beata.
The nave, chancel, and south isle are leaded, the south porch tiled, and the north porch is ruinated. The roof of this chancel is remarkable for its principals, which are whole trees without any joint, from side to side, and bent in such a rising manner, as to be agreeable to the roof. The chancel is 30 feet long and 20 broad, the nave is 54 feet long and 32 broad, and the south isle is of the same length, and 10 feet broad.
At the west end of the nave is a black marble thus inscribed,
Here lyeth buried the Body of Richard Wythe Gent. who departed this Life the 6 of Sept. 1671, who lived 64 Years and 4 Months and 9 Days.
This family have resided here till lately, ever since Edw. the Third's time, and had a considerable estate here, and the adjacent villages. See their arms, vol. iv. p. 135.
Another marble near the desk hath this,
Near this Place lays Elizabeth Wife of John Moulton Gent. who died Oct. 31, 1716, aged 32 Years. And here lieth Mary the late Wife of John Moulton, who died March 20, 1717, aged 27 Years. And also here lyeth the Body of John Moulton Gent. who died June 12, 1718, aged 38 Years.
Moulton's arms and crest as at vol. iv. p. 501.
In a north window are the arms of De la Pole quartering Wingfield.
In 1465, Jeffry Wurliche of Brockdish was buried here, and in 1469 John Wurliche was interred in the nave, and left a legacy to pave the bottom of the steeple. In 1518, Henry Bokenham of Brockdish was buried in the church, as were many of the Spaldings, (fn. 2) Withes, Howards, Grices, Tendrings, and Laurences; who were all considerable owners and families of distinction in this town.
The chapel at the east end of the south isle was made by Sir Ralf Tendring of Brockdish, Knt. whose arms remain in its east window at this day, once with, and once without, a crescent az. on the fess, viz. az. a fess between two chevrons arg.
His altar monument stands against the east wall, north and south, and hath a sort of cupola over it, with a holy-water stope by it, and a pedestal for the image of the saint to which it was dedicated, to stand on, so that it served both for a tomb and an altar; the brass plates of arms and circumscription are lost.
On the north side, between the chapel and nave, stands another altar tomb, covered with a most curious marble disrobed of many brass plates of arms and its circumscription, as are several other stones in the nave, isle, and chancel. This is the tomb of John Tendring of Brockdish-hall, Esq. who lived there in 1403, and died in 1436, leaving five daughters his heirs, so that he was the last male of this branch of the Tendrings. Cecily his wife is buried by him.
On the east chancel wall, on the south side of the altar, is a white marble monument with this,
Obdormit hìc in Domino, lætam in Christo expectans Resurrectionem, Robertus, Roberti Laurence, ac Annæ Uxoris ejus, Filius, hujusce Ecclesiæ de Brockdish in Comitatû Norfolciensi Rector, ejusdem Villæ Dominus, ac Ecclesiæ Patronus, jure hereditario (si vixîsset) Futurus; Sed ah! Fato nimium immaturo abreptus; Cœlestia per Salvatoris merita sperans, Terrestria omnia, Juvenis reliquit. Dec. 31°. Anno æræ Christianæ mdccxxxixo. Ætatis xxvo. Maria, unica Soror et Hæres, Roberti Frankling Generosi Uxor, Fraterni Amoris hoc Testimonium animo grato, Memoriæ Sacrum posuit.
1. Laurence, arg. a cross raguled gul. on a chief gul. a lion passant guardant or.
2. Aslack, sab. a chevron erm. between three catherine-wheels arg.
3. Lany, arg. on a bend between two de-lises gul. a mullet of the field for difference.
4. Cooke, or, on a chevron ingrailed gul. a crescent of the field for difference, between three cinquefoils az. on a chief of the second, a lion passant guardant of the first.
5. Bohun, gul. a crescent erm. in an orle of martlets or.
6. Bardolf, az. three cinquefoils or.
7. Ramsey, gul. a chevron between three rams heads caboshed arg.
8. as 1.
Crest, a griffin seiant proper.
Motto, Floreat ut Laurus.
On a flat stone under this monument, is a brass plate thus inscribed,
Sacrum hoc Memoriæ Roberti Laurence Armigeri, qui obijt xxviijo die Julij 1637, Elizabeth Uxor ejus, Filia Aslak Lany Armigeri posuit.
Arms on a brass plate are,
Lawrence impaling Lany and his quarterings, viz. 1, Lany. 2, Aslack. 3, Cooke. 4, Bohun. 5, nine de-lises, 3, 3, and 3. 6, Bardolf. 7, Charles. 8, on a chevron three de-lises. 9, Ramsey. 10, Tendring. 11, on a fess two coronets. 12, Wachesam, arg. a fess, in chief two crescents gul. 13, a lion rampant. 14, Lany.
There is a picture of this Robert drawn in 1629, æt. 36. He built the hall in 1634; it stands near half a mile north-east of the church, and was placed near the old site of Brockdishe's-hall; the seat of the Tendrings, whose arms, taken out of the old hall when this was built, were fixed in the windows. The arms of this man and his wife, and several of their quarterings, are carved on the wainscot in the rooms.
On the south side of the churchyard is an altar tomb covered with a black marble, with the crest and arms of
Sayer, or Sawyer, gul. a chief erm. and a chevron between three seamews proper.
Crest, a hand holding a dragon's head erased proper.
To the Memory of Frances late the wife of Richard Tubby Esq. who departed this Life Dec. 22, 1728, in the 60th Year of her Age.
And adjoining is another altar tomb,
In Memory of Richard Tubby Esq. (fn. 3) who died Dec. 10th. 1741, in the 80th Year of his Age.
There are two other altar tombs in the churchyard, one for Mr. Rich. Chatton, and another for Eliz. daughter of Robert and Eliz. Harper, who died in 1719, aged 8 years.
The town takes its name from its situation on the Waveney or Wagheneye, which divides this county from that of Suffolk; the channel of which is now deep and broad, though nothing to what it was at that time, as is evident from the names of places upon this river, as the opposite vill, now called Sileham, (oftentimes wrote Sayl-holm, even to Edw. the Third's time) shows; for I make no doubt, but it was then navigable for large boats and barges to sail up hither, and continued so, till the sea by retiring at Yarmouth, and its course being stopt near Lowestoft, had not that influence on the river so far up, as it had before; which occasioned the water to retire, and leave much land dry on either side of the channel; though it is so good a stream, that it might with ease, even now, be made navigable hither; and it would be a good work, and very advantageous to all the adjacent country. That [Brod-dic] signifies no more than the broad-ditch, is very plain, and that the termination of ò, eau, or water, added to it, makes it the broad ditch of water, is as evident.
Before the Confessor's time, this town was in two parts; Bishop Stigand owned one, and the Abbot of Bury the other; the former afterwards was called the Earl's Manor, from the Earls of Norfolk; and the other Brockdishe's-hall, from its ancient lords, who were sirnamed from the town.
The superiour jurisdiction, lete, and all royalties, belonged to the Earl's manor, which was always held of the hundred of Earsham, except that part of it which belonged to Bury abbey, and that belonged to the lords of Brockdishe's-hall; but when the Earl's manor was sold by the Duke of Norfolk, with all royalties of gaming, fishing, &c. together with the letes, view of frankpledge, &c. free and exempt from his hundred of Earsham, and the two manors became joined as they now are, the whole centered in the lord of the town, who hath now the sole jurisdiction with the lete, belonging to it; and the whole parish being freehold, on every death or alienation, the new tenant pays a relief of a year's freehold rent, added to the current year: The annual free-rent, without such reliefs, amounting to above 3l. per annum. At the Conqueror's survey the town was seven furlongs long, and five furlongs and four perches broad, and paid 6d. to the geld or tax. At the Confessor's survey, there were 28 freemen here, six of which held half a carucate of land of Bishop Stigand, and the others held 143 acres under the Abbot of Bury, and the Abbot held the whole of Stigand, without whose consent the freemen could neither give away, nor sell their land, but were obliged to pay him 40s. a year free-rent; (fn. 4) and if they omitted paying at the year's end, they forfeited their lands, or paid their rent double; but in the Conqueror's time they paid 16l. per annum by tale. There were two socmen with a carucate of land, two villeins and two bordars here, which were given to Bury abbey along with the adjacent manor of Thorp-Abbots, but were after severed from that manor, and infeoffed by the Abbot of Bury in the lord of Brockdishe's-hall manor, with which it passed ever after. (fn. 5)
Brockdish-Earl's Manor, or Brockdish Comitis.
This manor always attended the manor of Forncet after it was granted from the Crown to the Bygods, along with the half hundred of Earsham, for which reason I shall refer you to my account of that manor at p. 223, 4. It was mostly part of the dower of the ladies of the several noble families that it passed through, and the living was generally given to their domestick chaplains. In 3 Edward I. the Abbot of Bury tried an action with Roger Bigod, then lord and patron, for the patronage; (fn. 6) pleading that a part of the town belonged to his house, and though they had infeoffed their manor here in the family of the Brockdishes, yet the right in the advowson remained in him; but it appearing that the advowson never belonged to the Abbot's manor, before the feofment was made, but that it wholly was appendant ever since the Confessor's time, to the Earl's manor, the Abbot was cast: notwithstanding which in 1335, Sir John Wingfield, Knt. and Thomas his brother, William de Lampet and Alice his wife, and Catherine her sister, owners of Brockdishe's manor, revived the claim to the advowson; and Thomas de Wingfield, and lady Eleanor wife of Sir John Wingfield, presented here, and put up their arms in the church windows, as patrons, which still remain; but Mary Countess Marshal, who then held this manor in dower, brought her quare impedit, and ejected their clerk; since which time, it constantly attended this manor, being always appendant thereto. In 15 Edw. I. Roger Bigot, then lord, had free-warren in all this town, as belonging to this manor, having not only all the royalties of the town, but also the assise of bread and ale, and amerciaments of all the tenants of his own manor, and of the tenants of Reginald de Brockdish, who were all obliged to do suit once a year at the Earl's view of frankpledge and lete in Brockdish; and it continued in the Norfolk family till 1570, and then Thomas Howard Duke of Norfolk, obtained license from Queen Elizabeth to sell it; it being held in capite or in chief of the Crown, as part of the barony and honour of the said Duke, who accordingly sold the manor, advowson, free-fishery, and all the place or manor-house, and demean lands; together with the lete, view of frankpledge, liberty of free warren, and all other royalties whatsoever, free and exempt from any jurisdiction or payment to his half hundred of Earsham, to
Charles le Grice, Esq. of Brockdish, and his heirs, who was descended from Sir Rorert le Grys of Langley in Norfolk, Knt. equerry to Ric. I. and Oliva his wife, whose son, Sir Simon le Grys, Knt. of Thurveton, was alive in 1238, and married Agnes daughter and coheir to Augustine son of Richard de Waxtenesham or Waxham, of Waxham in Norfolk, by whom he had Roger le Grys of Thurton, Esq. who lived in the time of Edward I. whose son Thomas le Grice of Thurton, had Roger le Grice of Brockdish, who lived here in 1392; whose son Thomas left John le Grice his eldest son and heir, who married a Bateman, and lies buried in St. John Baptist's church in Norwich; (see vol. iv. p. 127;) but having no male issue, William le Grice of Brockdish, Esq. son of Robert le Grice of Brockdish, his uncle, inherited; he married Sibill, daughter and sole heir of Edmund Singleton of Wingfield in Suffolk, and had
Anthony le Grice of Brockdish, Esq. (fn. 7) who married Margaret, daughter of John Wingfield, Esq. of Dunham, who lived in the place, and died there in 1553, and lies buried in the church, by whom his wife also was interred in 1562. His brother Gilbert Grice of Yarmouth, Gent. (fn. 8) first agreed with the Duke for Brockdish, but died before it was completed; so that Anthony, who was bound with him for performance of the covenants, went on with the purchase for his son,
Charles le Grice aforesaid, (fn. 9) to whom it was conveyed: he married two wives; the first was Susan, daughter and heir of Andrew Manfield, Gent. and Jane his wife, who was buried here in 1564; the second was Hester, daughter of Sir George Blagge, Knt. who held the manor for life; and from these two wives descended the numerous branches of the Grices of Brockdish, Norwich, Wakefield in Yorkshire, &c. He was buried in this church April 12, 1575, and was found to hold his manor of the hundred of Earsham, in free soccage, without any rent or service, and not in capite; and Brockdishe's-hall manor of the King, as of his barony of Bury St. Edmund in Suffolk, which lately belonged to the abbey there, in free soccage, without any rent or service, and not in capite, and
William le Grice, Esq. was his eldest son and heir, who at the death of his mother-in-law, was possessed of the whole estate; for in 1585, William Howard, then lord of Brockdishe's-hall manor, agreed and sold it to this William, and Henry le Grice his brother, and their heirs; but Howard dying the next year, the purchase was not completed till 1598, when Edw. Coppledick, Gent. and other trustees, brought a writ of entry against John son of the said William Howard, Gent. and had it settled absolutely in the Grices, from which time the two manors have continued joined as they are at this day; by Alice, daughter and heiress of Mr. Eyre of Yarmouth; he left
Francis le Grice, Esq. his son and heir, who sold the whole estate, manors, and advowson, to
Robert Laurence of Brockdish, Esq. (fn. 10) who married Elizabeth, daughter of Richard, son of Edmund Anguish of Great-Melton, by whom he had
Robert Laurence, Esq. his son and heir, who married Elizabeth, daughter of Aslack Lany, who survived him, and remarried in 1640, to Richard Smith, Gent. by whom she had one child, Eliz. buried here in 1641: he died July 24, 1637, and lies buried by the altar as aforesaid: he built the present hall, and had divers children, as Aslak Laurence, Robert, born in 1633, buried in 1635, Samuel Laurence, born in 1635, Ellen, born in 1635, Elizabeth, who married William Reynolds of Great-Massingham, Gent. and
Francis Laurence of Brockdish, Esq. his eldest son and heir, who married Ellen, daughter of Thomas Patrick of Castle-acre, Gent. widow of Mathew Halcote of Litcham, Gent. who survived him, and held Brockdish in jointure to her death, which happened Jan. 6, 1741, when she was buried in the nave of Litcham church: they had Frances, and Elizabeth, who died infants; Mary, who died single about 1736, and was buried in the vestry belonging to Castleacre church; Jane, married to Mr. Thomas Shin of Great Dunham, by whom a Thomas, a son, &c. she being dead; Ellen, now widow of Thomas Young of Oxboro, Gent. who died Oct. 1743, leaving issue, the Rev. Mr. Thomas-Patrick Young of Caius college in Cambridge, Benjamin and Mary, and
Samuel Lawrence, Gent. their second son, is now alive and single; and
Robert Lawrence, Esq. their eldest son and heir, is long since dead, but by Anne daughter of John Meriton, late rector of Oxburgh, his wife, he left one son,
Robert Laurence, late rector of Brockdish, who died single, and
Mrs. Mary Laurence, his only sister, who is now living, and married to Robert Frankling, Gent. of Lynn in Norfolk, is the present lord in her right, but they have no issue.
Brockdishe's-Hall Manor,
Belonged to Bury abbey as aforesaid, till the time of Henry I. and then the Abbot infeoffed
Sir Stephen de Brockdish in it, from whom it took its present name; he was to hold it at the 4th part of a knight's fee of that abbey: it contained a capital messuage or manor-house, called now Brockdishe's-hall; 105 acres of land in demean, 12 acres of wood, 8 of meadow, and 4l. 13s. 10d. rents of assise; he left it to
Jeffery de Brockdish his son, and he to
William, his son and heir, who in 1267, by the name of William de Hallehe de Brokedis, or Will. of Brockdish-hall, was found to owe suit and service once in a year with all his tenants, to the lete of the Earl of Norfolk, held here. He left this manor, and the greatest part of his estate in Norwich-Carleton (which he had with Alice Curson his wife) to
Thomas, his son and heir, and the rest of it to Nigel de Brockdish, his younger son; (see p. 102;) Thomas left it to
Reginald, his eldest son and heir, and he to
Sir Stephen de Brockdish, Knt. his son and heir, who was capital bailiff of all the Earl of Norfolk's manors in this county; he was lord about 1329, being succeeded by his son,
Stephen, who by Mary Wingfield his wife, had
Reginald de Brockdish, his son and heir, (fn. 11) to whom he gave Brockdish-hall manor in Burston, (see vol. i. p. 127, vol. ii. p. 506,) but he dying before his father, was never lord here; his two daughters and heiresses inheriting at his father's death, viz.
Alice, married to William de Lampet about 1355, and Catherine some time after, to William son of John de Herdeshull, lord of North Kellesey and Saleby in Lincolnshire, who inherited each a moiety, according to the settlement made by their grandfather, who infeoffed Sir John de Wingfield, Knt. and Eleanor his wife, and Thomas his brother, in trust for them; (fn. 12) soon after, one moiety was settled on Robert Mortimer and Catherine his wife, by John Hemenhale, clerk, and John de Lantony, their trustees; and not long after the whole was united, and belonged to
Sir William Tendring of Stokeneyland, Knt. and Margaret his wife, daughter and coheir of Sir Will. Kerdeston of Claxton in Norfolk, Knt. who were succeeded by their son and heir
Sir John Tendring of Stokeneyland, Knt. who jointly with Agnes his wife, settled it on
Sir Ralf Tendring of Brockdish, Knt. one of their younger sons, who built the old hall (which was pulled down by Robert Lawrence, Esq. when he erected the present house) and the south isle chapel, in which he and Alice his wife are interred; his son,
John Tendring of Brockdish, Esq. who was lord here and of Westhall in Colney, (see p. 5,) and was buried in the said chapel, with Cecily his wife, died in 1436, and left five daughrers, coheiresses, viz.
Cecily, married to Robert Ashfield of Stowlangetot in Suffolk, Esq.
Elizabeth, to Simeon Fincham of Fincham in Norfolk, Esq.
Alice, to Robert Morton.
Joan, to Henry Hall of Helwinton.
Anne, to John Braham of Colney.
Who joined and levied a fine and sold it to
Thomas Fastolff, Esq. and his heirs; and the year following, they conveyed all their lands, &c. in Wigenhall, Tilney, and Islington, to
Sir John Howard, Knt. and his heirs; and vested them in his trustees, who, the year following, purchased the manor of Fastolff to himself and heirs; this Sir John left Brockdish to a younger son,
Robert Howard, Esq. who settled here, and by Isabel his wife had
William Howard of Brockdish, Esq. who was lord in 1469; he had two wives, Alice and Margaret, from whom came a very numerous issue, but
Robert, his son and heir, had this manor, who by Joan his wife had
William Howard, his eldest son and heir, who died in 1566, seized of many lands in Cratfield, Huntingfield, Ubbeston, and Bradfield in Suffolk; and of many lands and tenements here, and in Sileham, &c. having sold this manor the year before his death, to the Grices as aforesaid; but upon the sale, he reserved, all other his estate in Brockdish, in which he dwelt, called Howard's Place, situate on the south side of the entrance of Brockdish-street; which house and farm went to
John Howard, his son and heir, the issue of whose three daughters, Grace, Margaret, and Elizabeth, failing, it reverted to
Mathew, son of William Howard, second brother to the said John Howard their father, whose second son,
Mathew Howard, afterwards owned it; and in 1711, it was owned by a Mathew Howard, and now by
Mr. Bucknall Howard of London, his kinsman (as I am informed.)
The site and demeans of the Earl's manor, now called the place, was sold from the manor by the Grices some time since, and after belonged to Sir Isaac Pennington, alderman of London, (see vol. i. p. 159,) and one of those who sat in judgment on the royal martyr, for which his estate was forfeited at the Restoration, and was given by Car. II. to the Duke of Grafton; and his Grace the present Duke of Grafton, now owns it.
the benefactions to this parish are,
One close called Algorshegge, containing three acres, (fn. 13) and a grove and dove-house formerly built thereon containing about one acre, at the east end thereof; the whole abutting on the King's highway north, and the glebe of Brockdish rectory west: and one tenement abutting on Brockdish-street south, called Seriches, (fn. 14) with a yard on the north side thereof, were given by John Bakon the younger, of Brockdish, son of John Bakon the elder, of Thorp-Abbots; the clear profits to go yearly to pay the tenths and fifteenths for the parish of Brockdish when laid, and when they are not laid, to repair and adorn the parish church there for ever: his will is proved in 1433. There are always to be 12 feoffees, of such as dwell, or are owners in the parish, and when the majority of them are dead, the survivors are to fill up the vacancies.
In 1590, 1 Jan. John Howard, Gent. John Wythe, Gent. William Crickmere and Daniel Spalding, yeomen, officers of Brockdish, with a legacy left to their parish in 1572, by John Sherwood, late of Brokdish, deceased, purchased of John Thruston of Hoxne, Gent. John Thruston his nephew, Thomas Barker, and the inhabitants of Hoxne in Suffolk, one annuity or clear yearly rent-charge of 6s. 8d. issuing out of six acres of land and pasture in Hoxne, in a close called Calston's-close, one head abutting on a way leading from Heckfield-Green to Moles-Cross, towards the east; to the only use and behoof of the poor of Brockdish, to be paid on the first of November in Hoxne church-porch, between 12 and 4 in the afternoon of the same day, with power to distrain and enter immediately for non-payment; the said six acres are warranted to be freehold, and clear of all incumbrances, except another rentcharge of 13s. 4d. granted to Hoxne poor, to be paid at the same day and place
In 1592, John Howard of Brockdish sold to the inhabitants there, a cottage called Laune's, lying between the glebes on all parts; this hath been dilapidated many years, but the site still belongs to the parish.
From the old Town Book.
1553, 1st Queen Mary, paid for a book called a manuel 2s. 6d.; for two days making the altar and the holy-water stope, and for a lock for the font. 1554, paid for the rood 9d. 1555, paid for painting the rood-loft 14d. At the visitation of my Lord Legate 16d. To the organs maker 4d. and for the chalice 26s. 1557, paid for carriage of the Bible to Bocnam 12d. for deliverance of the small books at Harlstone 15d.; the English Bibles and all religious Protestant tracts usually at this time left in the churches for the information and instruction of the common people, being now called in by the Papist Queen. Paid for two images making 5s.; for painting them 16d. for irons for them 8d. But in 1558, as soon as Queen Elizabeth ascended the throne, all these Popish, images, &c. were removed out of the church. Paid for sinking the altar 4d.; carrying out the altar 5d.; mending the communion table 3d.; 1561, paid for the X. Commandments 18d.; for pulling down the rood-loft 14d.; paid Roger Colby repairing the crosse in the street 26s. 8d.; for a lock to the crosse-house, &c.; 1565, for digging the ground and levelling the low altar, (viz. in the south chapel,) and mending the pavement. For makyng the communion cup at Harlston 5s. 4d. besides 6s. 2d. worth of silver more than the old chalice weyed. 1569, paid to Belward the Dean for certifying there is no cover to the cup, 8d. 1657, layd out 19s. 4d. for the relief of Attleburgh, visited with the plague. Laid out 17s. for the repair of the Brockdish part of Sileham bridge, leading over the river to Sileham church. This bridge is now down, through the negligence of both the parishes, though it was of equal service to both, and half of it repaired by each of them. In 1618, the church was wholly new paved and repaired; and in 1619, the pulpit and desk new made, new books, pulpit-cloth, altar-cloth, &c. bought.
From the Register:
1593, Daniel son of Robert Pennington, Gent. bapt. 13 July. 1626, John Brame, Gent. and Anne Shardelowe, widow, married Sept. 2. 1631, John Blomefield and Elizabeth Briges married May 30. 1666, Roger Rosier, Gent. buried. 1735, Henry Blomefield of Fersfield, Gent. single man, and Elizabeth Bateman of Mendham, single woman, married Feb. 27.
www.british-history.ac.uk/topographical-hist-norfolk/vol5...
I've always wondered what my custom LEGO train kits would look like as a "proper" retail product.
I've been selling instructions for these custom kits for a couple of years online at my website brickdimensions.com. Inevitably, I am often asked "how much does it cost with the bricks?" or "can you sell me the bricks?" etc. I've been reluctant to sell these models as complete kits with the bricks, stickers, etc. due to the labour involved and low volume. However, someone did persist with a substantial offer to buy several kits and I decided to give it a try.
This gave me the opportunity to go through process and identify the true impact on time and energy required to fulfill an order. I spent some time automating the Bill of Materials consolidation, fetching pricing, and making Bricklink orders and developed a set of Google sheets with custom scripts to help me with future procurement.
Having gone through the process, it does take more time than I would have liked. However, the lessons learned from this experience should make future kit-ups much faster.
As much as I would like there to be a market for custom LEGO train kits, I am not convinced that it is big enough to make commercial sense. I would love to be proven wrong--but at least I had fun "prototyping" what such a product offering would look like!
War affects everybody. Most of all children.
Terrorism? Well, it destroys them. Specially when the child is given a gun and asked to kill somebody. How many mothers and fathers of Sri Lanka had seen their precious little ones being snatched away from them forcefully and taught to hate and kill at gunpoint? Don’t their tears and suffering count? Sri Lanka had suffered from terrorism for more than 25 years. Children of North and East have never seen anything but terrorism all their lives.
LTTE is the worst form of terrorism there ever can be, destroying the very people whom they should protect, whom they say they represent. There are also various organizations like the TRO, that operate with and for LTTE and managed to raise funds for the LTTE for a long time, but now exposed for what they are and banned for fund raising in countries like the UK.
From the US Department of the Treasury:
“Background: Tamils Rehabilitation Organisation (TRO) is a charitable organization that acts as a front to facilitate fundraising and procurement for the LTTE. In the United States, TRO has raised funds on behalf of the LTTE through a network of individual representatives. According to sources within the organization, TRO is the preferred conduit of funds from the United States to the LTTE in Sri Lanka. TRO’s efforts worldwide reportedly have allowed the LTTE to use humanitarian aid, which TRO collected from the international community after the December 2004 tsunami, to launch new campaigns to strengthen LTTE military capacity. Recent information indicates that the LTTE has ordered international NGOs operating in its territory to provide all project funding through local NGOs, which are managed collectively by TRO. This arrangement allows TRO to withdraw money from the local NGO accounts and to provide a portion of the relief funds to the LTTE.”
www.treas.gov/offices/enforcement/key-issues/protecting/c...
www.treas.gov/press/releases/hp683.htm
*Photograph was taken by me in 2003 in Pasikuda, Batticoloa when I didn't have a good camera. Please bear with the over exposure.
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June 2, 2009
TRO bought US$70 million worth of weapons
Tamil Rehabilitation Organization (TRO) that posed as an organization to get relief for Tamils have bought US$70 million worth of weapons. This has been revealed when its chief Lawrence Thilakar was arrested. The heads of the network that assisted Thilakar to procure arms were ‘Waterloo’ Suresh of the USA and Erik ‘Waterloo,’ a former General of Indonesian Marines. This has been confirmed by Federal Bureau of Investigations (FBI) of the USA.
As soon as Thilagar was arrested by Sri Lankan authorities Arjun Ediriweerasingham of TRO in London had asked assistance from Human Rights Watch to get him released.
With the arrest of Thilagar activities of Kumaran Pathmanadan alias KP would be revealed.
According to sources Thilagar had been recalled to Vanni by Prabakaran when it had been revealed that Thilagar was involved in the murders of two tiger fundraisers. As soon as it was revealed that TRO had given funds to the LTTE to buy arms K.P. Rejie, it’s Colombo chief had fled the country. Nimalan Karthineshan of the TRO too has disappeared.
Seven senior tiger errorist leaders were arrested by security forces while hiding among internally displaced persons (IDPs) in camps at Vavuniya. Among them are Karikalan, Yogy Ratnam Yogy, Lawrence Thilagar, Elleelan, V. Balakumar, Ilamperni and Thangam.
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Rehabilitation Efforts by the Government
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The Dassault/Dornier Alpha Jet is a light attack jet and advanced trainer aircraft co-manufactured by Dassault Aviation of France and Dornier Flugzeugwerke of Germany. It was developed specifically to perform the trainer and light attack missions, as well as to perform these duties more ideally than the first generation of jet trainers that preceded it.
Following a competition, a design submitted by a team comprising Breguet Aviation, Dassault Aviation, and Dornier Flugzeugwerke, initially designated as the TA501, was selected and subsequently produced as the Alpha Jet.
Both the French Air Force and German Air Force procured the Alpha Jet in large numbers, the former principally as a trainer aircraft and the latter choosing to use it as a light attack platform. In July 1978, Dassault signed an agreement with American aircraft manufacture Lockheed to market the Alpha Jet in the US market, the arrangement included provisions for Lockheed to manufacture the Alpha Jet under license. The Alpha Jet was considered as a candidate for the US Navy's VTXTS advanced trainer program, which was eventually won by the McDonnell Douglas T-45 Goshawk, a modified version of the Hawker Siddeley Hawk. Proposed modifications included undercarriage changes for nose-tow catapults and a stronger arrestor hook, as well as various US-sourced avionics and other equipment.
The Alpha Jet program remained prolific, though. During the early 1990s, the French Air Force investigated the “Alpha Jet 3” program, which involved installing a fully digital cockpit, a modernized communications suite, and a full navigation/attack and sensor training system.
Another development line was the Alpha Jet Lancier (Lancer), which would enable the trainer to act as a light, all-weather multi-purpose attack aircraft. The most obvious modification was the addition of an Anemone radar in an extended nose section with a radome, similar and shape and size of the Super Étendard’s nose section. The Anemone radar was an improved and very compact derivative of the Super Étendard’s Agave radar, weighing only a mere 60kg.
The Anemone would provide the weapon system (based on the developments for the Alpha Jet 3) with all the data required for firing air-to-sea AM39 missiles, and the data needed for air-to-ground fire control. It could also be used for aircraft self-protection, as it could also handle the fire control of air-to-air weapons.
Dassault had high hopes in export sales for the Alpha Jet Lancier (e. g. to Egypt, Qatar and Nigeria), but interest was lukewarm since the Alpha Jet was a design that had been superseded by more modern constructions, and its operation costs were relatively high.
However, in 1991, when the Alpha Jet Lancier was still on the drawing board, the French Aéronavale was looking for an advanced trainer that could also be used for carrier start and landing training – basically as a replacement for the outdated Fouga CM.175 Zéphyr. The Alpha Jet offered several benefits, including its two engines for improved operational security and the fact that the type had already been in use with the French Air Force, so that the maintenance infrastructure and experienced mechanics were readily available. Even the demand for a maritime variant could be quickly realized – thanks to the VTXTS engagement in the late Seventies.
The result was the so-called “Alpha Jet Lancier M”, which incorporated all the aforementioned elements. An order for 31 aircraft (one prototype plus 30 serial aircraft) was placed in early 1992. The prototype was ready in May 1993 and incorporated further changes like uprated engines (delivering 10% more thrust than the former Larzac turbofans used on the land-based variants) or foldable outer wing sections, a reinforced arrester hook and a fixed (but detachable refueling probe).
The landing gear was also modified for carrier operations, with a bigger spring deflection and a more rigid, twin-front wheel that also featured a launch hook.
The Anemone multi-mode radar was augmented by a lightweight Ferranti Type 105 laser rangefinder, mounted in a fairing under the port side cockpit flank, leaving space for an optional gun pod that could be carried under the fuselage. A Doppler radar for navigation purposes was added in a shallow fairing under the cockpit, too. Mission avionics were further enhanced by a helmet-mounted sight, improved cockpit displays, a datalink, and improved night vision goggles compatibility.
The Alpha Jet Lancier M’s most powerful weapon was the AS.39 Exocet missile. Two of these weapons (weighing 670 kg each) could be carried on the inner pylons, even typically only a single one was carried with a drop tank as counterbalance and range compensation on the opposite pylon.
The relatively compact missile is designed for attacking small- to medium-size warships (e. g. frigates, corvettes and destroyers), although multiple hits are effective against larger vessels, such as aircraft carriers. Its rocket motor, which is fueled by solid propellant, gives the Exocet a maximum range of 70 km (43 mi; 38 nmi). It is guided inertially in mid-flight and turns on active radar late in its flight to find and hit its target. As a countermeasure against air defense around the target, it maintains a very low altitude during ingress, staying one–two m above the sea surface. Due to the effect of the radar horizon, this means that the target may not detect an incoming attack until the missile is only 6,000 m from impact. This leaves little time for reaction and stimulated the design of close-in weapon systems (CIWS).
Trials of the Alpha Jet Lancier M prototype lasted until 1994, when serial production eventually started – just in time for the Zéphyr replacement, the trainer had been in service since 1960. The first machines arrived at the operational units in early 1995, though. Dassault still had high export hopes, but despite having an official operator now no further orders were coming forth – the Alpha Jet Lancier was simply too expensive. Plans for upgrading the land-based Alpha Jet fleet were also ultimately abandoned as being too expensive. In 1998, France's defense ministry examined prospective upgrades focused on the Alpha Jet's cockpit, such as the installation of a new Head-Up Display (HUD) and multifunction displays, though.
In June 2003, Dassault revealed its plans for an Alpha Jet upgrade to potentially meet the French Air Force's long term training requirements. This upgrade was similar to that which was performed for the Belgian Air Force's Alpha Jet fleet, involving the installation of a glass cockpit, increasing cockpit compatibility with frontline aircraft such as the Dassault Rafale and Dassault Mirage 2000, as well as a structural overhaul.
As a result of post-Cold War military cutbacks, Germany already elected to retire its own fleet of Alpha Jets in the 1990s and has re-sold many of these aircraft to both military and civilian operators. The Alpha Jet has been adopted by a number of air forces across the world and has also seen active combat use by some of these operators.
General characteristics:
Crew: two
Length: 13.23 m (43 ft 5 in)
Wingspan: 9.11 m (29 ft 10¾ in), folded:
Height: 4.19 m (13 ft 9 in)
Wing area: 17.50 m² (188.4 ft²)
Empty weight: 3,515 kg (7,750 lb)
Loaded weight: 5,000 kg (11,000 lb)
Max. takeoff weight: 7,500 kg (16,535 lb)
Powerplant:
2× SNECMA Turbomeca Larzac 04-H-20 non-afterburning turbofans,
delivering 4.12 kN of thrust (3,173 lbf) each
Performance:
Maximum speed: 1,000 km/h (540 kn, 621 mph) at sea level
Stall speed: 167 km/h (90 knots, 104 mph) (flaps and undercarriage down)
Combat radius: 610 km (329 nmi, 379 mi) lo-lo-lo profile with full ordnance
Ferry range: 2,940 km (1,586 nmi, 1,827 mi)
Service ceiling: 14,630 m (48,000 ft)
Rate of climb: 57 m/s (11,220 ft/min)
Armament:
1× optional 30 mm (1.18 in) GIAT 30/M791 autocannon with 125 rounds in a centerline pod
Four underwing hardpoints for a total load of 2,500 kg (5,506 lb), including up to six Matra rocket pods
with eighteen SNEB 68 mm rockets each or six CRV7 rocket pods with nineteen 70 mm rockets each;
Two AIM-9 Sidewinders or two Matra Magic IIs air-to-air missiles
Up to two AM.39 Exocet anti-ship missiles, or four AGM-65 Mavericks
or other TV-, laser or IR-guided Smart Weapons
The kit and its assembly:.
Another entry for the “Old Kit Group Build” at whatifmodelers.com, #4 to be precise. The basis for this conversion is the venerable Heller Alpha Jet in 1:72 scale from 1979, even though in a much more recent Revell re-boxing as a Belgian aircraft with a black/yellow/silver anniversary paint scheme.
Anyway, the moulds must have suffered a lot in the meantime, because the Revell offering comes with lots of flash, ugly ejector pin markings and even some sinkholes. I have built an old, original Heller kit a while ago, and this was much more crisp and defined!
However, the conversion of the kit was only cosmetic, including:
• A new, longer and more massive nose– actually the front end of a Tornado drop tank
• A completely new twin front wheel, including the well in the nose section
• Modified main landing gear with new wheels and a higher stance
• Engraved seams for the wings’ folding mechanism
• Appropriate ordnance, including…
- an Exocet missile (Academy Super Étendard)
- a drop tank (Academy OV-10 Bronco)
- a Barracuda 2 ECM pod and a Matra Phimat flare dispenser (Heller SEPECAT Jaguar)
• Some new antennae and pitots, and a more massive arrestor hook
• The laser rangefinder in its unusual (but correct!) fairing
• Some chaff/flare dispensers at the tail
Building the fuselage was no fun – nothing would fit, and the kit’s construction is really complicated. O.K., the Alpha Jet’s shape with its engine nacelles and the curved belly is complex, but the kit’s solution is far from perfect.
Another true weak point are the air intakes: they end after 3-4mm in a staggered, vertical wall. Really ugly, so I drilled the intakes open and moved the still necessary view blocker (black foamed styrene) a bit further back.
Painting and markings:
IMHO, the only potential operator for this fictional yet rather complex and expensive Alpha Jet variant would be France, and so the Lancier M ended up in the hands of the Aéronavale.
Consequently, I gave the aircraft a Nineties paint scheme inspired by the two-tone grey livery of the late Super Ètendard – also a bit of an unusual, yet familiar, touch. The basic colors I used are Humbrol 164 (Dark Sea Grey) and 165 (Medium Sea Grey), because I wanted to prevent a US look – and the frequently recommended tones of FS36118 and FS35237 are IMHO just wrong, Gunship Grey being too dark, and the grey blue being …simply much too bluish. The British tones work quite well, though, even though I still wonder about the “true” colors of this paint scheme?
The cockpit interior was painted in very dark grey (Humbrol 67) for some contrast to the outside, the landing gear wells and the struts became Aluminum (Humbrol 56), as well as the air intakes. The interior of the landing gear covers was painted in chrome yellow primer (Humbrol 81), for some more color contrast.
The Barracuda 2 pod was painted in dark green, while the chaff dispenser became dark grey – as a small color contrast to the grey aircraft. The Exocet missile became white with a light grey radome, according to the real thing, but as another disruption the single drop tank received the old Aéronavale scheme in dark bluish grey and white, together with a red tip (marking the flight the aircraft belongs to).
The decals come mostly from a Berna Decals aftermarket sheet for French Bréguet Alizés. The sheet features, among others, a late, dark grey aircraft, and this option provided the small roundels and the grey codes. Escadrille 59S was chosen, since it was available in the sheet (with the squadron’s emblem) and originally a unit for night/all-weather training, disbanded in early 1997.
A simple conversion, yet very thorough and surprisingly convincing. The Lancier’s longer and more massive nose changes the character of the sleek Alpha Jet a lot, and the grey-on-grey paint scheme with the toned-down markings adds a unusual touch to the normally much more colorful aircraft. The scheme looks very natural on the Alpha Jet, too.
What remains of the new Library Building which was almost completely Wrecked by the Earthquake.
Harper's Weekly May 19, 1906
The Human Drama at San Francisco
The Long Day
The Eighteenth of April in San Francisco
by Cecil Chard
“It is extraordinary how cheerfully we are all accepting the inevitable. Millionaires, shop girls, day laborers, Chinamen — we stand and receive rations. For the time being, we are at city of beggars, but food is plentiful, and now we are able to procure drinking water.” —from the author’s letter
Morning
We had been to the opera the night before to hear Caruso and Fremstad in “Carmen”. The audience was a brilliant one, the Grand Opera House crowded to the roof. We saw familiar faces everywhere and smiled in greeting, with a careless assurance of seeing them all again, on the morrow perhaps. After the opera, we went to the Palm Garden of the Palace Hotel, and lingered over our ices, comparing Fremstad to Calve, with a deep earnestness which we waste upon immaterial things. Then we strolled homeward through the silent streets, commenting on the quiet, star lit beauty of the night, and finally we dropped to sleep with the haunting measures of Bizet’s music in our ears.
There was no beginning to the tragedy. Peaceful slumber was exchanged, by a process too swift for thought, for chaos. One instance of rigid suspense, the struggle of a dreamer in the grip of a horrible nightmare, and then a leap to consciousness, the fierce realization of danger. A thunderous roar is in the ears, so deafening that it is hard to distinguish the crash of furniture, the fall of pictures from the wall; there is a sickening duration of motion, walls, floor, ceiling rock and sway. Everything that a moment before had been inert and motionless is suddenly possessed with hideous life. Books are flying forward from the shelves, plaster fills the air, the chandeliers twist and drop, a piano moves across a wide space with a jingle of notes. In every familiar objects is the threat of death. Fear is the only sensation left in the universe that wheels and shakes like a storm tossed vessel. And escape to the street seems for a moment beyond the wildest hope! Over fallen furniture we go, bare feet cut by splintered glass, hammering at doors that resist, to the rooms from which the best beloved must be dragged, half fainting or paralyzed with fright – and down, down, out of the house.
To gain the street is only to encounter new perils. Here, too, instantaneous terror springs to life. A dreadful grimace controls the familiar faces of the little world we know. Safety is nowhere. It is raining bricks and chimneys, the towers of St. Dominic’s are swaying against the high blue of the sky. The next Instant the air is thick with the dust of flying fragments. We see is each other and run, blindly, madly, but the ground under our feet rises up, the great paving blocks sink – a little low building to which we would go for shelter slides back a foot. Three blocks away, up the steep hills, is a public park, and here at last we pause and take a refuge, a crowd of panic stricken, breathless, speechless people. We wait for a few minutes and unspeakable dread for what may come next. Renewed shock sends us higher up, and at last we relax and stand trembling in the chill morning air.
As in all instances even have terrible tragedy, the moment is not without its humor, grotesque and grim. People have sprung from their beds, they have seized anything in their wild flight; they stand in excited groups as unconscious as children of their remarkable appearance. One woman has had the sleeve of her night dress torn from her shoulder, her feet are bare, she describes her experiences to a group of men. She is quite evidently a woman of refinement, her gestures are quiet, her voice is sweet, she is quite self-possessed. We stand close together, a group of absolute strangers, and smile at each other in attempted courage, with stiff lips. The world stands still again, all that is left of that familiar world, but all sense of security is gone.
From the high hill on which we stand we can see the splendid city stretching to the foothills, and we try to reassure ourselves but sick despair grips us. The sky is dun-colored, and through a pile of smoke and dust the sun burns red.
The city looks like a besieged town, shattered by shot and shell. Is that the dome of City Hall we see, hanging like a birdcage over the fallen walls. What has happened to that row of houses one street below us? Their brick foundations are cracked in every direction, the empty window frames sling crookedly against beams that have snapped off short. Here are a roof has fallen in, there the side of a house hangs into the street; a flight of granite steps stands far out into the sidewalk, the door to which they once led has sunk 5 feet below. The spaces between the houses is a tangle of twisted wires of tipsy telegraph poles.
And what a strange light is everywhere – sunlight through a yellow haze, a heavy mist. – And below us – is it mist or steam that rises thick and curiously dark as from a huge cauldron. Now the sun is obscured, the distance is blotted out, and the black mist moves, rises – something leaps up, shines like a sword blade. From someone in our little crowd comes one word in an awed whisper: “Fire!”
Noon
The morning has gone, somehow the interminable hours have dragged away. The air is stifling, the heat intense, but, mercifully, there is no wind. At the merest breath of air we shudder and turn our eyes to the curtain of smoke that hangs across the sky and hides from us the extent of our misfortune. Nevertheless, realization of the magnitude of the disaster deepens from hour to hour. We know that the fire rages in twenty places, that men are fighting it desperately without the water for which we already thirst.
With every moment some new peril is revealed. The live wires of the trolley lines have dropped into the street, there is a penetrating odor of escaping gas. A man clatters by on horseback, shouting: “martial law has been declared – the regulars are out; light no fires in the houses – by order of General Funston.”
From the first hour there has been no water. There is a run on bakers and groceries for provisions — bread — candles, tinned meet, soda water. The men serve their customers on floors swimming with oil, tomato catsup, wine, and broken glass. They do not ask exorbitant prices. In many cases they give without demanding payment. Instances of extortion are rare except for conveyances with which to remove invalids and household effects from the region of greatest danger.
It is incredible with what swiftness rumors become facts, and still time creeps along on leaden feet, though occurrences multiply and the experiences of a lifetime are crowded into an hour. We have eaten nothing since the night before, but we know no sensation of hunger. The fate of those who are nearest and dearest is still shrouded in darkness. There is no way to discover it – we are cut off from the world!
When from time to time a smoke-blackened figure approaches it is only to report further calamity. This or that public building is gone, one street after another destroyed; now the fire has engulfed a whole section. Soldiers and firemen, millionaires and thieves are fighting desperately. Every now and then there is a terrific explosion. They are blowing up whole blocks with dynamite in the vain hope of saving the city.
The most extraordinary factor in this unprecedented experience is a general calmness, the self-control exhibited. Perhaps the earthquake has exhausted her powers of sensation. Faces show the strain, but there is no complaint. The lesson has been too soul-searching in it’s effect. All have learned the value of mere possessions. They strive to save them instinctively, but failing, they hear with entire composure, that fortune, home, factory, offices, have been swept away. The streets grow more and more crowded as the fire drives the refugees to the hills. A never ending stream of vehicles passes, motors flash by, carriages, express wagons, undertakers’ wagons, and ice carts laden with people and their hastily snatched belongings rumble on. It is pitiable to see solitary old women tottering along under loads that would not tax the strength of a child. Women in opera cloaks drag trunks along the earthquake torn pavements. Bands of Chinese, dazed and helpless, drift along aimlessly. It is incredible what foolish things people have seized and still cling too. It is related that in the fall of the Emporium, a huge structure on Market Street, a man was only held back by force from the blazing ruins. He struggled in the arms of his captors, protesting that he had lost his hat, that he must find his hat. One woman has a large birdcage from which the birds have flown. Whole families pass, in one instance a pet donkey is being led along, free from burden, while even the child in arms clutches a handkerchief of treasures.
The unfortunate have lost their wits. The ring of the ambulance bells and the toot of the automobiles that have been impressed into the service of the Red Cross hardly scatter the crowds, that move on, talking, gesticulating, in wildest excitement. There is little to be done, but that little is accomplished with immense risk and difficulty. Every nerve, every sense is strained for the latest word from those who return, like exhausted soldiers from the front. When will this refuge be declared unsafe, when will we be compelled to move on. The stories that are whispered in low tones, so that the general multitude may not be made more anxious, are harrowing. Stories of women wandering into the ruins, clasping dead children in their arms, of men gone mad, a fireman crushed, of sick and wounded crushed under falling walls, stories of soldiers who have exceeded their orders, of unfortunate civilians who, upon a refusal to leave their treasures, have been shot. They tell, too, of the swift retribution that overtakes those who, under the cover of the prevailing excitement, attempt to rob, to loot, or even to touch the possessions of others. In one place the bodies of a thieves lie where the bullets have dropped them.
And as the sun sank slowly in the west the huge clouds of smoke that all day had obscured the scene, changed to rose color, and, in the reversal of all things, the day that had been darkened by the smoke was exchanged gradually for the wild illumination of the night.
Night
The terraced hillside park had the look of a bivouac. Nondescript shelters, made of blankets, of tablecloths, spread on broom sticks, of women’s opera wraps, of valuable Indian rugs protected those who were fortunate enough to have them. Many had covers and pillows, those who had nothing lay on the ground, or on the broad stone steps along the park walkways. There was not a murmur to be heard, only a child wailed loudly for a forgotten doll. Speculation, even, had given way to a stoical indifference. People spoke little, in low tones. The stillness was acute. Overawed by the terrible magnificence of the spectacle being enacted in the east and along the whole plain to the southern horizon, it was, strangely enough, possible for one to think, to form plans, even to hope– while the work of wholesale annihilation went on.
Nature now and then indulges in pure melodrama. A sea of liquid fire lay beneath us, the sky above it seemed to burn at white heat, deepening into gold, into orange, spreading into a fierce glare. The smoke and gathered into one gigantic cloud that hung motionless, sharply outlined against a vast field of exquisite starry blue. The streets were caverns of darkness, but here in there, from the impenetrable gloom, three or four houses seem to start out, like an illuminated card every cornice, every window shining with reflected blaze.
And as the night advanced it grew cold, and men and women walked up and down between the lines of sleepers, stretching their stiff limbs. Even at midnight, the attempt to sleep was abandoned. Eyes, bloodshot, with weariness and the pain from the constant rain of cinders, tried to turn away from the fire, but it held them with dreadful fascination. How it slipped in and out, flowing like a river, engulfing here a church, there a block of houses! A steeple, flaring high like a torch, toppled and fell in a shower of sparks. The strong square of an office building, black one instant against that ever moving stream of fire, flush the next, shot through and through with flame.
The fire burned on and destroyed and blackened, but it kindled a flame that illuminated the Western world —the spark of a generous kindness that lives in the hearts of the multitude. This is been fanned into a fire at which the victims of this great disaster may find warmth and renewed courage. Hope remains and an undaunted spirit. The eyes that have watched ceaselessly through the night look out over a field of desolation, and, without flinching, face the dawn of another day.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
Slovenian contact with military aviation began during World War I, when the army and navy air services of Austria-Hungary conscripted large numbers of personnel from throughout the Empire. As the Empire began to collapse during 1918, Slovenian aircrew and ground crew switched their allegiance to the Kingdom of Serbs, Croats and Slovenes. Aircraft found on Slovenian territory were taken over by the Slovenian authorities and formed into a fledgling air arm. The new air arm was soon involved in the conflict with Austria over the border provinces of Carinthia and south Styria. Later in 1919, the Slovenian air units were absorbed into the Royal Yugoslav Air Force.
In 1968 a reserve volunteer force, the Teritorialna Obramba (Territorial Defence of the Socialist Republic of Slovenia), was established to defend local key locations in time of crisis. The Slovenian Territorial Defence HQ had a small auxiliary aviation unit stationed at Ljubljana-Polje airfield by 1969, when Government Factories Type 522 advanced trainers were being operated. These aircraft were borrowed from the Yugoslav Air Force and not owned by Slovenia. Slovenian Territorial Defence ceased to be a part of the Yugoslavian auxiliary forces on 21 June 1991, (four days prior of the proclamation of independence), when the Yugoslav army seized 12 Soko J-20 Kraguj aircraft from them.
On 28 June 1991 a Yugoslav Air Force Gazelle defected to Slovenia, providing the first helicopter for the Territorial Defence Force. During the war, it also was equipped with three ex-Police Bell 412s and an Agusta A-109A. On 9 June 1992 the Air Force Unit of the Slovenian Army was renamed into 15 Brigada Vojaskega Letalstva. The 15 Brigada was divided into two squadrons, one fixed-wing and one helicopter squadron, flying from two bases, Brnik airport and Cerklje ob Krki.
Slovenia’s independence and the aftershock of the war in Yugoslavia soon led to a major expansion of the Slovenian Air Force’s capabilities through the acquisition of 18 former East German MiG 21M and MF fighters, which had recently been retired as a consequence of the re-unification of Germany and the dissolution of the NVA-LSK. As armament, Wympel R-60 (NATO reporting name AA-8 “Aphid") IR-guided short range AAMs were bought from German surplus stock, too.
The machines were disassembled and transported by train to Romania in 1995, where 12 of them were re-built and outfitted with modern avionics from Israel, bringing them more or less to the Romanian Air Force’s “Lancer C” standard and capable of carrying Western weapons like the AIM-9 Sidewinder or the Rafael Python (even though the Wympel R-60, also procured from ex-East German stocks, was the interceptor’s prime weapon. The rest of the airframes were kept as spares and for potential replacements.
In Slovenian service, the MiG-21 became, under the newly introduced military serial number system, designated “L21” (L for Letalska = Aircraft). The first machines were delivered in 1996 and exclusively operated as interceptors. In this role, they were allocated to the newly founded Slovenian Air Force’s interceptor squadron, which was at that time still part of the 15 Brigada. In 1997, this new unit made its first deployment outside of the country: two aircraft were sent to the Mildenhall Air Fete in the UK.
When Slovenia joined NATO in 2004, the country took over most of the responsibility for protecting Slovenian airspace from other NATO units, even though foreign forces’ deployments were still frequent. In order to prolong the L21’s service life and ensure interoperability with friendly, foreign forces, the Slovenian Fishbed fleet was overhauled and updated by Aerostar in Romania in 2003 with NATO-compatible avionics (primarily communication and IFF systems), similar to the Croatian Air Force’s MiG-21BisD/UMD standard.
On 8 November 2004 the 15 Brigada was officially disbanded, and four new units were formed in its place: the 15 Helicopter Battalion, the Air Force School, the Air Force Base and the Interceptor Squadron.
The 151st Rotary Wing Squadron is located at the Brnik air base and the unit is equipped with eight Bell 412 helicopters as well as four AS-532 Cougar helicopters. The unit’s duties are to organize training courses for pilots and technical staff, to organize search and rescue missions and operate within the System of Civil Protection, Help and Rescue, to secure cargo transportation to mountain areas, to extinguish fires, and to provide air support for SAF units.
The Air Force Military School is located at the Cerklje ob Krki air base. The school conducts the basic and advance training programs for future air force pilots in two Zlin 142L and eight Zlin 242L planes and four Bell 206 Jet Ranger helicopters, organizes practices for air force pilots, provides fire support, and carries out various tasks for other branches of the armed forces by using the two PC-9 and nine PC-9M planes. A part of the Air Force Military School is also the parachute squad, located at the Brnik air base, which organizes basic and advanced parachute training for SAF members.
The Air Force Base, located at the Cerklje ob Krki air base and designated 152nd Fixed Wing Squadron, carries out logistic support, such as fuel supply. The unit is equipped with two PC-6 planes and one L-410 plane. The Air Force Base unites the air supply squad and the technical support unit whose main tasks are to plan and conduct the second stage of aircraft maintenance, carry out technical personnel training, update aircraft documentation, etc.
Finally, Cerklje ob Krki also became the home of the country’s sole jet fighter squadron, officially the 154th Fixed Wing Squadron, but semi-officially and more commonly dubbed “Letalska Lovec Eskadrila” (= Interceptor Squadron). From Cerklje ob Krki, the Slovenian Air Force conducts airspace patrols in close collaboration with and support from Italian and Hungarian air forces, since the Slovenian fleet of twelve L21s is not big enough to ensure an independent 24/7 fulfillment of this task.
In 2014 the Slovenian MiG-21s were refurbished again, after two of the original machines had been lost in accidents. They were replaced with material from the mothballed airframe stock and the L21 fleet will probably remain in active use until 2019/2020, when they will be replaced by a new 4th generation fighter – candidates are F-16C/Ds, bought from US surplus stocks, or leased Saab Gripen (JAS 39C), similar to the Czech and Hungarian Air Force.
General characteristics:
Crew: 1
Length: 15.76 m (51 ft 7½ in) incl. pitot
Wingspan: 7.15 m (23 ft 6 in)
Height: 4.13 m (13 ft 6½ in)
Wing area: 23.0 m² (247.3 ft²)
Empty weight: 6,000 kg (13,215 lb)
Gross weight: 8,200 kg (18,060 lb)
Max. TOW: 9,400 kg (20,700 lb)
Powerplant:
1× Tumansky R-13-300 turbojet, rated at 40,30 kN (9,040 lbf) dry thrust
and 60,70 kN (13,650 lbf) with afterburner
Performance:
Maximum speed: 2,230 km/h (1,385 mph/1,205 kts) at 11.000 m
1,300 km/h (807 mph/702 kts) at sea level
Cruising speed: 1,200 km/h (745 mph/650 kts)
Landing speed: 350 km/h (217 mph/190 kts)
Range: (internal fuel) 1,210 km (751 miles)
Combat radius with two AAMs and three drop tanks: 465 ml (750 km)
Service ceiling: 19,000 m (62,200 ft)
Rate of climb: 180 m/s (35,375 ft/min)
Thrust-to-weight ration: 1.03 maximum
Armament:
1x internal 23 mm GSh-23 cannon with 200 rounds
5x hardpoints for a wide range of ordnance of up to 3.310 lb (1.500 kg);
Typically, the Slowenian L21 carried a pair of Wympel R-60 IR-guided short range AAMs
and 1-3 supersonic PTB-490 drop tanks.
The kit and its assembly:
A relatively simple project, just a cosmetic whif. It is actually based on a CG skin, created by user “Thor77” and posted at digitalcombatsimulator.com, upon which I came across when I was browsing for the Slovenian Air Force’s current paint scheme and information concerning its colors. Among several whiffy creations (including an A-10 and a Mirage 2000) there was a MiG-21MF, and it caught my attention because it appeared very plausible. Since I was curious about the “new” Kopro MiG-21 with modernized molds from the company’s era under the KP label, I used this inspiration for a build.
The vintage KP MiG-21MF was/is actually a very good model of the aircraft, even though the production finish has never been very good and the original kit came with raised surface details, (lots of) flash and sinkholes here and there.
In order to see how the modernized Kopro kit compares, it was built mostly OOB with just minor changes or additions (air scoops, antennae, canopy cut into two pieces for display).
The “new” kit is really nice – its sprues and parts are virtually identical with the old KP molds, and you still get raised panel lines, what might let certain people wrinkle their noses. But these details are very fine and crisp, no more sinkholes - but there’s still a lot of flash that calls for careful and thorough cleaning. And even though the fuselage halves did not match properly (one half turned out to be 0.5mm wider than the other), the Kopro kit is a noticeable step forward and IMHO the best of the many incarnations of this MiG-21MF kit that I have come across so far. It reminds me very much of a classic Heller kit! Just with flash, though.
The ordnance consists of a PTB-490 drop tank (OOB) on the ventral hardpoint, and I gave the Slovenian MiG-21, inspired by Croatian machines, an armament consisting of R-60 AAMs carried on the inner underwing pylons. As a personal twist, however, I increase the missile number to four (all of them taken from an ESCI Ka-34 “Hokum” kit) on double pylons, inspired by real world NVA-LSK equipment. The new launch rails were scratched from styrene profile material.
Painting and markings:
Well, the original reason for this build was the pretty unique paint scheme of Slovenian military aircraft: a rather murky three-tone camouflage, consisting of a deep red brown, forest green and a dull olive green, paired with light grey undersides. This does not sound spectacular, but, like the Austrian two-tone green scheme, it is pretty characteristic.
My build was inspired by a concrete flight simulator skin, but I did not adopt this CG pattern because it looked too “simple” for my personal taste, with only a few bands of different colors that were also extended at right angles from the fuselage onto the wings. Instead, the applied scheme is a personal, more sophisticated guesstimate, based primarily on Slovenian PC-6 transport aircraft and on PC-9 trainers.
My choice for the basic colors fell on Humbrol 170 (Brown Bess), 195 (Satin Dark Green, actually RAL 6020; Chromoxidgrün) and Modelmaster 2015 (Faded Olive Drab), plus Humbrol 129 (FS 36440) for the undersides. The Faded Olive Drab tone turned out to be too light, but I stuck with it since I found the bigger contrast between the upper colors to be quite attractive.
A black anti glare panel was added in front of the cockpit and, instead of the classic bright green, the air intake shock cone became black, too – inspired by the CG benchmark. Other dielectric panels were painted very dark grey, or in the case of the fin, in a slightly different brown tone, matching the surrounding camouflage.
The cockpit interior was painted in an individually mixed greenish-blue tone (great contrast to the murky exterior!), with some dashboards in medium grey.
The landing gear wells were painted in zinc chromate yellow (Humbrol 81), while the legs became light grey (Humbrol 167, Barley Grey) and the wheel discs bright green (Humbrol 2).
The markings come mostly from a very nice Blue Rider Publications sheet for various aircraft in Slovenian and Macedonian service. The booklet that comes with it yields some valuable information about other markings – e.g. the fact, that most Slovenian military aircraft carry city names and their respective crests. While I had to rely on the sheet’s material for this detail, I adopted it for my L21, and my choice fell on the town of Celje, primarily because of its blue and yellow crest.
Trade and Investment for Climate Action
Rachel Kyte, Dean, Fletcher School of Law and Diplomacy, Tufts University, USA; Laurence Breton Moyet, Managing Director, European Climate Foundation, Netherlands; Arunabha Ghosh, Chief Executive Officer, Council on Energy, Environment and Water (CEEW), India; Jakob Kiefer, Group Head, Public Affairs, ABB, Sweden; Page Motes, Head, Global Sustainability, Dell Technologies, USA; Sarah Thorn, Senior Director, Global Government Affairs, Walmart, USA; Børge Brende, President, World Economic Forum; Mafalda Duarte, Chief Executive Officer, Climate Investment Funds, Washington DC; Khalid Al-Falih, Minister of Investment of Saudi Arabia; Reta Jo Lewis, President, Export-Import Bank of the United States, USA
Copyright: World Economic Forum/Jeffery Jones
Sustainable Development Impact Meetings, New York, USA 19 - 23 September
+++ 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:
After the country's independence from the United Kingdom, after its departure from the European Union in 2017, the young Republic of Scotland Air Corps (locally known as Poblachd na h-Alba Adhair an Airm) started a major procurement program to take over most basic duties the Royal Air Force formerly had taken over in Northern Britain. This procurement was preceded by a White Paper published by the Scottish National Party (SNP) in 2013, which had stated that an independent Scotland would have an air force equipped with up to 16 air defense aircraft, six tactical transports, utility rotorcraft and maritime patrol aircraft, and be capable of “contributing excellent conventional capabilities” to NATO. According to the document, “Key elements of air forces in place at independence, equipped initially from a negotiated share of current UK assets, will secure core tasks, principally the ability to police Scotland’s airspace, within NATO.” An in-country air command and control capability would be established within five years of a decision in favor of independence, it continues, with staff also to be “embedded within NATO structures”.
Outlining its ambition to establish an air force with an eventual 2,000 uniformed personnel and 300 reservists, the SNP stated the organization would initially be equipped with “a minimum of 12 interceptors in the Eurofighter/Typhoon class, based at Lossiemouth, a tactical air transport squadron, including around six Lockheed Martin C-130J Hercules, and a helicopter squadron”. The latter would not only have to take over transport duties for the army, there was also a dire need to quickly replace the former Royal Air Force’s Search and Rescue (SAR) capabilities and duties in the North with domestic resources, after this role was handed over to civilian contractor Bristow Helicopters and the RAF’s SAR units had been disbanded.
This led to the procurement of six AS365 Dauphin helicopters as an initial measure to keep up basic SAR capabilities, with the prospects of procuring more to become independent from the Bristow Helicopters contract. These aircraft were similar to the Eurocopter SA 366 MH-65 “Dolphin” for the United States Coast Guard but differed in many ways from them and also from any other navalized SA365 variant.
For the RoScAC’s SAR squadron, the SA 365 was taken as a starting point, but the helicopter was heavily modified and locally re-christened “Leumadair” (= Dolphin).
The most obvious new feature of the unique Scottish rescue variant was a fixed landing gear with the main wheels on short “stub wings” for a wider stance, stabilizing the helicopter during shipboard landings and in case of an emergency water landing - the helicopter was not able to perform water landings, even though inflatable emergency landing floats were typically fitted. Another obvious difference to other military Dauphin versions was the thimble radome on the nose for an RDR-1600 search and weather radar which is capable of detecting small targets at sea as far as 25 nautical miles away. This layout was chosen to provide the pilots with a better field of view directrly ahead of the helicopter. Additionally, an electro-optical sensor turret with an integrated FLIR sensor was mounted in a fully rotatable turret under the nose, giving the helicopter full all-weather capabilities. Less obvious were a digital glass cockpit and a computerized flight management system, which integrated state-of-the-art communications and navigation equipment. This system provided automatic flight control, and at the pilot's direction, the system would bring the aircraft to a stable hover 50 feet (15 m) above a selected object, an important safety feature in darkness or inclement weather. Selected search patterns could be flown automatically, freeing the pilot and copilot to concentrate on sighting & searching the object.
To improve performance and safety margin, more powerful Turbomeca Arriel 2C2-CG engines were used. Seventy-five percent of the structure—including rotor head, rotor blades and fuselage—consisted of corrosion-resistant composite materials. The rotor blades themselves were new, too, with BERP “paddles”at their tips, a new aerofoil and increased blade twist for increased lifting-capability and maximum speed, to compensate for the fixed landing gear and other external equipment that increased drag. To prevent leading edge erosion the blade used a rubber-based tape rather than the polyurethane used on earlier helicopters.
The “Leumadair HR.1”, so its official designation, became operational in mid-2019. Despite being owned by the government, the helicopters received civil registrations (SC-LEA - -LEF) and were dispersed along the Scottish coastline. They normally carried a crew of four: Pilot, Copilot, Flight Mechanic and Rescue Swimmer, even though regular flight patrols were only excuted with a crew of three. The Leumadair HR.1 was used by the RoScAC primarily for search and rescue missions, but also for homeland security patrols, cargo, drug interdiction, ice breaking, and pollution control. While the helicopters operated unarmed, they could be outfitted with manually operated light or medium machine guns in their doors.
However, the small fleet of only six helicopters was far from being enough to cover the Scottish coast and the many islands up north, so that the government prolonged the contract with Bristow Helicopters in late 2019 for two more years, and the procurement of further Leumadair HR.1 helicopters was decided in early 2020. Twelve more helicopters were ordered en suite and were expected to arrive in late 2021.
General characteristics:
Crew: 2 pilots and 2 crew
Length: 12,06 m (39 ft 2 1/2 in)
Height: 4 m (13 ft 1 in)
Main rotor diameter: 12,10 m (39 ft 7 1/2 in)
Main rotor area: 38.54 m² (414.8 sq ft)
Empty weight: 3,128 kg (6,896 lb)
Max takeoff weight: 4,300 kg (9,480 lb)
Powerplant:
2× Turbomeca Arriel 2C2-CG turboshaft engines, 636 kW (853 hp) each
Performance:
Maximum speed: 330 km/h (210 mph, 180 kn)
Cruise speed: 240 km/h (150 mph, 130 kn)
Range: 658 km (409 mi, 355 nmi)
Service ceiling: 5,486 m (17,999 ft)
Armament:
None installed, but provisions for a 7.62 mm M240 machine gun or a Barrett M107 0.50 in (12.7
mm) caliber precision rifle in each side door
The kit and its assembly:
Another chapter in my fictional alternative reality in which Scotland became an independent Republic and separated from the UK in 2017. Beyond basic aircraft for the RoScAC’s aerial defense duties I felt that maritime rescue would be another vital task for the nascent air force – and the situation that Great Britain had outsourced the SAR job to a private company called for a new solution for the independent Scotland. This led to the consideration of a relatively cheap maritime helicopter, and my choice fell on the SA365 ‘Daupin’, which has been adapted to such duties in various variants.
As a starting point there’s the Matchbox SA365 kit from 1983, which is a typical offer from the company: a solid kit, with mixed weak spots and nice details (e. g. the cockpit with a decent dashboard and steering columns/pedals for the crew). Revell has re-boxed this kit in 2002 as an USCG HH-65A ‘Dolphin’, but it’s technically only a painting option and the kit lacks any optional parts to actually build this type of helicopter in an authentic fashion - there are some subtle differences, and creating a convincing HH-65 from it would take a LOT of effort. Actually, it's a real scam from Revell to market the Matchbox Dauphin as a HH-65!
However, it was my starting basis, and for a modernized/navalized/military version of the SA365 I made some changes. For instance, I gave the helicopter a fixed landing gear, with main wheels stub wings taken from a Pavla resin upgrade/conversion set for a Lynx HAS.2, which also comes with better wheels than the Matchbox kit. The Dauphin’s landing gear wells were filled with 2C putty and in the same process took the stub wings. The front landing gear well was filled with putty, too, and a adapter to hold the front twin wheel strut was embedded. Lots of lead were hidden under the cockpit floor to ensure that this model would not becaome a tail sitter.
A thimble radome was integrated into the nose with some PSR – I opted for this layout because the fixed landing gear would block 360° radar coverage under the fuselage, and there’s not too much ground clearance or space above then cabin for a radome. Putting it on top of the rotor would have been the only other option, but I found this rather awkward. As a side benefit, the new nose changes the helicopter’s silhouette well and adds to a purposeful look.
The rotor blades were replaced with resin BERP blades, taken from another Pavla Lynx conversion set (for the Hobby Boss kit). Because their attachment points were very different from the Matchbox Dauphin rotor’s construction, I had to improvise a little. A rather subtle change, but the result looks very plausible and works well. Other external extras are two inflatable floating devices along the lower fuselage from a Mistercraft ASW AB 212 (UH-1) kit, the winch at port side was scratched with a piece from the aforementioned BK 117 and styrene bits. Some blade antennae were added and a sensor turret was scratched and placed in front of the front wheels. Additional air scoops for the gearbox were added, too. Inside, I added two (Matchbox) pilot figures to the cockpit, plus a third seat for a medic/observer, a storage/equipment box and a stretcher from a Revell BK 117 rescue helicopter kit. This kit also donated some small details like the rear-view mirror for the pilot and the wire-cutters - not a typical detail for a helicopter operating over the open sea, but you never know...
The only other adition is a technical one: I integrated a vertical styrene pipe behind the cabin as a display holder adapter for the traditional hoto shooting's in-flight scenes.
Painting and markings:
It took some time to settle upon a design. I wanted something bright – initially I thought about Scottish colors (white and blue), but that was not garish enough, even with some dayglo additions. The typical all-yellow RAF SAR livery was also ruled out. In the end I decided to apply a more or less uniform livery in a very bright red: Humbrol 238, which is, probably due to trademark issues, marketed as “Arrow Red (= Red Arrows)” and effectively an almost fluorescent pinkish orange-red! Only the black anti-glare panel in front of the windscreen, the radome and the white interior of the fenestron tail rotor were painted, too, the rest was created with white decal stripes and evolved gradually. Things started with a white 2mm cheatline, then came the horizontal stripes on the tail, and taking this "theme" further I added something similar to the flanks as a high contrast base for the national markings. These were improvised, too, with a 6mm blue disc and single 1.5 mm bars to create a Scottish flag. The stancils were taken from the OOB decal sheet. The interior became medium grey, the crew received bright orange jumpsuits and white "bone domes".
No black ink washing or post-panel-shading was done, since the Dauphin has almost no surface details to emphasize, and I wanted a new and clean look. Besides, with wll the white trim, there was already a lot going on on the hull, so that I kept things "as they were". Finally, the model was sealed with a coat of semi-gloss acrylic varnish for a light shine, except for the rotor blades and the anti-glare panel, which became matt.
Quite a tricky project. While the Matchbox Dauphin is not a complex kit you need patience and have to stick to the assembly order to put the hull together. PSR is needed, esp. around the engine section and for the underside. On the other side, despite being a simple model, you get a nice Dauphin from the kit - but NOT a HH-65, sorry. My fictional conversion is certainly not better, but the bright result with its modifications looks good and quite convincing, though.
(to see further pictures and read other information please go to the end of page!)
Flaktowers
Flakturm, Arenbergpark
Picture: Flakturm, Arenbergpark
The Vienna flak towers are six large, of reinforced concrete erected defensive and protective structures in Vienna, which were built in the years 1942-1945 as giant bomb shelters with fitted anti-aircraft guns and fire control. The architect of the flak towers was Friedrich Tamms (1904-1980).
Flakturm, Arenbergpark
Image: Terrace of the flak tower in Arenbergpark
The system of the Vienna flak towers consists as a whole of six buildings, three turrets, each with a Feuerleitturm (fire-control tower). The three bunker pairs are arranged in a triangle in the approximate middle of which the Stephansdom is situated. The towers are of different heights, but their upper platforms are in exactly the same altitude, so that an overall coordination of air defense was possible. The maximum operating radius of the four main guns (12.8 cm twin) of each tower was under ideal conditions 20 km. The smaller platforms of combat and fire-control towers were provided for 2 cm anti-aircraft guns, but they were never used in Vienna. In addition to its military crew the flak towers in Vienna served as makeshift hospitals, housed radio stations and partly war-relevant technical companies and offered on a large scale air raid shelters for the population.
Flakturm Augarten
Picture: Flakturm, Augarten
After the war, the Red Army undertook blasting tests in Gefechtsturm (flak tower with battle platform) Augarten, but a removal of the towers failed because of the proximity to residential areas. Nowadays, a removal of the towers would be possible, but now existing only an official decision as to the two anti-aircraft towers in Augarten from 5 April 2000 (GZ 39.086/2/2000) because all six buildings ex lege have been put under monument protection. Today, the towers are partially owned by the City of Vienna and partly owned by the Republic of Austria. There were repeatedly attempts to rebuild the flak towers and make it usable. The ideas range from depot for important backup data to a café or hotel.
Planning
Flakturm, Arenbergpark
Picture: Flakturm, Arenbergpark - Notstiege (Emergency flight of stairs)
Flakturm, Arenbergpark
Picture: Flakturm, Arenbergpark
Elevator shaft to the left, original instructions for lift usage right
After the battles of World War II also spread more and more to Vienna, Adolf Hitler ordered on 9 September 1942 the construction of flak towers in Vienna. The Air Force leadership provided for this purpose as building sites the Schmelz (Vienna), the Prater and Floridsdorf but Hitler rejected these places since the city center would not have been adequately protected because of the large distances. After discussions with Reichsstatthalter (Reich Governor) Baldur von Schirach, the final locations were determined. Instead of the Augarten, however, was initially the Roßauer barracks under discussion. The decisive factor for the choice of the places were on the one hand, the easy availability of the building ground and on the other hand the possibility to establish railway connections. The plan provided after the victorious end of the war to disguise the flak towers with marble and devote them as monuments to the fallen German soldiers. As with all the flak towers Friedrich Tamms was responsible for the planning, he was represented in Vienna by Anton Ruschitzka, construction management held Franz Fuhrmann from Vienna's city building department. The military leadership rested with Major Wimberger, which, however, had no mission staff. The material procurement was carried out by the Organisation Todt.
Construction
Flakturm, Arenbergpark
Picture: Flakturm, Arenbergpark
Emergency Exit Photo: Flakturm, Arenbergpark
With the construction of the flak towers the companies Philipp Holzmann and Gottlieb Tesch were commissioned, smaller firms being integrated via joint ventures. Since the availability of local workers due to conscription declined steadily, more and more prisoners of war, foreign and forced laborers were used in the course of the war. Cement was delivered primarily from Mannersdorf at Leithagebirge, to a lesser extent from Rodaun (situated in the outskirts of Vienna). The gravel stemmed from the gravel pits Padlesak in Felixdorf and Gustav Haager at Heidfeld at the Bratislava railway (Pressburger Bahn), about in the area of today's airport Wien-Schwechat. Sand was delivered in ships over the Danube Canal, which is why in the area of Weißgerberlände sand silos of the United Baustoffwerke AG were built. In this area was already in 1918 a feeder track of the tram through the Drorygasse. Although this was already in 1925 shut down it was restored in 1941 and enlarged in the following year after the construction of a new silo to two tracks. For the then due to the excavation of the foundations coming up overburden, at the Kratochwijlestraße (then Weissenbachstraße) in 22 District was created a landfill, which also got a tram connection.
This report is based on an article in the
WIKIPEDIA - The Free Encyclopedia
and is licensed under the GNU license
Free Documentation Creative Commons CC -BY- SA 3.0 Unported.
On Wikipedia there is List of the authors Available .
de.wikipedia.org
The monstrous remnants of the "Third Reich"
District II (Leopoldstadt), anti-aircraft towers in the Augarten, tram line 31 from metro station Scots ring/Schottenring (U2, U4).
On 15 March 1938 gathered some 200 000 Wiener (Viennese people) on Heldenplatz in order to celebrate the "Anschluss" of Austria to the so-called fatherland Germany, something, since the end of the first World War I many had been longing for. Adolf Hitler himself appeared on the balcony of the Neue Burg and announced: "As leader and Chancellor of the German nation and the Reich I report before story now the entry of my home in the German Reich". Then he boarded a plane back to Germany, the rest, as they say, is history. A few years later the magnificent Heroes Square (Heldenplatz) was dug up to plant vegetables there, they needed food for the distraught people who suffered the privations in Hitler's zusammenbrechendem (breaking down) "millennial Reich".
Right: Gefechtsturm in the Augarten
In Leopoldstadt
Below: The Leitturm (control tower) in Arenbergpark
In III. District highway (Landstraße).
The already existing and sometimes bombastic Viennese architecture the occupiers seems to have pleased, no major buildings were added during their reign. On 9 September 1942, however, Hitler decreed that the city center of Vienna like in Berlin and Hamburg should be protected by some huge flak towers, three pairs should form a defensive triangle, St. Stephen's Cathedral was the center. 1943/44, the German troops began the construction of two flak towers in the Augarten and defaced in this way Austria's oldest still existing and in 1712 laid out baroque garden. Another pair of flak towers emerged in Arenberg Park in III. District (Landstraße), a third near the Mariahilferstraße (in Esterházypark and in the courtyard of the barracks Stiftskaserne) in the VI. resp. VII. District (Mariahilf/Neubau). The towers have been made of almost indestructible, 2.5 to 3.5 meters thick reinforced concrete and were self-sufficient, and they possessed their own water and power supply, first aid station and air filters if it should come to a gas attack. Each pair of flak towers contained a big, provided with a heavy gun flak tower and a smaller control tower for communication. The first is either a square tower in the style of a fortress, like the one in the Arenbergpark (neunstöckig - nine storeys), 41.6 meters high, 57 meters in diameter) or a round tower, in fact, sixteen -sided, as in the Augarten Park and the yard of the Stiftskaserne Barracks (zwölfstöckig - twelve storeys, 50.6 meters high, 43 meters in diameter). The heaviest artillery gun (105-128 mm) was standing on the roof, on the projecting balconies below there were lighter guns (20 to 30 millimeters). The Leittürme, from which the air defense was coordinated, were all rectangular (neunstöckig - nine storeys, 39 to 51.4 meters high, 24 to 39 feet long) and equipped with a lighter gun, they possessed communication devices and searchlights on the roof. Toward the of the war the towers only just were functional. They also served as air-raid shelter for the people in the area and each tower had space for 30 000 people. In the event that the war ended with a victory, the architect, the builder of the Reichsautobahn Friedrich Tamms, already had prepared designs to dress up the towers with black marble plates in which the names of the dead German soldiers should be engraved in gold letters. So the towers would also have been victory and war memorials (and thus in a strange way similar to the Mausoleum of Theodoric in Ravenna or the Castel de Monte in Apulia).
In the bureau of an architect of Berlin were even found plans to demolish the Jewish Quarter in the Leopoldstadt and to build a huge Nazi forum. Today, however, there is in Leopoldstadt again a thriving Jewish life and the flak towers are frozen monuments to the darkest times of Viennese history (in fact, the Russians tried to destroy the tower in Augarten with dynamite, which later on was mistaken for the vandalism of a few schoolboys, by mistake a forgotten weapon depot setting on fire).
In a famous quote Hitler Vienna compared with a pearl, which he wanted to give a socket. Towards the end of war, however, this socket only consisted of bombed-out buildings and abandoned flak towers, silent witnesses of the delusion of their builder. As a result, only the Leitturm was used in Esterhazy Park, and today in it the house of the sea (Zoo - Haus des Meeres) is accommodated. Outside there is a climbing wall with 25 different routes, and the vertical wall and the projecting balconies give a perfect imitation of an overhanging cliff of 34 meters of height. A conservatory (or biotope) with a miniature rain forest along with monkeys and birds has been added on one side; it is entered through a door that only with difficulty could be broken in the two and a half meters thick reinforced concrete, but this also ensures a uniform temperature for aquariums and vivariums in the tower.
The stable temperatures also have the Museum of Applied Arts (MAK) brought to take advantage of the flak tower in Arenberg Park as a magazine and occasional exhibition space; in the meantime it is known as Contemporary Art Tower (CAT).
A former air-raid shelter at the base of the Leitturm in Esterhazy Park now contains the Museum of Medieval legal history: the history of torture
Excerpts from
Duncan J. D. Smith; Only in Vienna
A travelling guide to strange places, secret places and hidden attractions
Translated from English by Brigitte Hilzensauer
Photographs by Duncan JD Smith
"The streets of Vienna are paved with culture, the streets of other cities with asphalt". Karl Kraus (1874-1936)
Vienna is certainly one of the greatest and also the most homogeneous capitals in Europe. And it is one of the most fascinating. The overabundance of travel guides that are out there to buy, presents the not too demanding visitor a magical (and easily accessible) abundance of museums, churches, palaces and culinary venues, and they recount the history of the city since the times of the Romans over those of the Habsburg Empire to the present.
Courtesy
Christian Brandstätter Verlag mbH
The publishing service for museums, businesses and public authorities
www.brandstaetter - verlag.at
Total, totalitarian, dead
Picture: Flak tower in 1943 /44, Augarten
At the zero point of the knowledge about the progress of the world stands since 11 September 2001 "Ground Zero". The debris field of the World Trade Center was used as a metaphor, which for its part marks a zero point. "Ground Zero" is called the area that lies in the center of a nuclear explosion. In Hiroshima and Nagasaki this area has been explored, the experiments that began with Albert Einstein's warning of a nuclear policy of Nazi Germany, were successful beyond measure. The name for the nuclear program, "Manhattan Project". With the beginning of the new millennium "Ground Zero" is real returned to where it had once taken its nominal starting point. The skyscraper obviously is able to stimulate the imagination of physicists, ballistics and aeronauts. In the skyscraper the obsessions of the 20th century are concentrated, self-sufficiency and utopia become one in the sky billowing tower. It is the exalted and the sublime. It provides a beacon, of the construction as well as of the destruction.
As the World Trade Center each of the Viennese "flak towers" come along as pairs: One serves as control tower, the other as a flak tower. The central component is the platform, it was needed in high altitudes in order to have a clear field of fire over the city. The tower architecture, which thereby became necessary, one used for bunker systems, no fewer than 40,000 people should here find shelter. For other facilities there was also space: the Gaupropagandaleitung (Regional propaganda direction) for example, the radio station, a munitions factory. At three locations in the city - the triangle that they abzirkelten (encircled), took in Vienna's historic center - in the years 1943/44 had established an own self-contained world, with it corresponded an outside, the world of total war. The flak towers gave this world the architectural icon.
On 14 February 1943, the British Air Force had carpet bombings on German cities announced after it adversary those commitments to civility, just in war of some validity, namely to protect non- military targets, long ago had abandoned. It was a strategy that should give World War II a decisive turn. The Germans had their production concentrated on weapons with immediate penetrating power, especially on fighter planes and tanks. The Allies, however, swore on sustainability, on long-range bombers that now more and more were used. Against such so-called "flying fortresses" should prepare the city's flak towers.
On 18 February 1943 already, the Nazi regime had reacted propagandistically. Joseph Goebbels delivered in the Sportpalast (Sports Palace) those infamous speech in which an unleashed crowd at the top of its voice loud the hysterical question "Do you want total war?" applauded. From then on, the action would no longer overridingly occur on the fronts. Now, as Goebbels put it, the "phalanx of the homeland" was at stake. The war would be carried to the cities. In their midst, in the urban milieu that would now lose all nonchalance and any worth of life. Also, and just that is what the flak towers stand for: their comfort is the security wing, their promise the ammunition depot. They guarantee offensive and defensive in one. In this hard as reinforced concrete alignment, imagined the regime each of every Volksgenossen (member of the German nation).
The flak towers are the architecture of total war par excellence: monumental exclamation marks for military preparedness, towering icons of the resistiveness, uniform archetypes of a technical, an instrumental progress, to which the Nazi state with due atavism was always committed. Furthermore, comes to some extent the domestic political effect: The flak towers are citadels against the own population, reduits in the face of a psychological and social situation, which solely by forced violence, by martial law and concentration camps could be overmastered.
The prototype of the flak towers built up in Berlin, as well as their principle was conceived in the capital, especially by Albert Speer, the Minister for the war economy. But as a kind of urban identification mark they stand in Vienna, and also for this the logic of total war can be used. It is the logic of destruction, the so-called "Nero-command", which after Hitler's disposal would have provided the destruction of all remaining infrastructure in the German Reich. It is the logic of a perverted Darwinism, which would have applied the dictum of unworthy life in the moment of defeat on the own population.
In one of his table talks in May 1942, Hitler blustered about the "huge task to break ... the supremacy of Vienna in the cultural field ...". The hatred toward the city of his youth was notorious, and one may assume that the flak towers, whose placement the "Führer" personally ordered, the enemy, in a manner of speaking, definitely should stake out a target area. Because naturally, the towers would increasingly attract attacks on themselves. But they have the war unscathed as hardly another building survived. That they are standing for the long shot, the totalitarism this very day is clear. To eliminate them, would mean to turn the city with them in rubble.
Procured from H&M, one of my favourite stores, it was in the sale. It's a plain material dress but with hundreds of individual strands suspended on top which move when you do, I will upload a video to show this soon.
5 October 2016- Opening Forum on Procurement for Innovation at OECD.
Elzbieta Bienkowska, Commissioner for Internal Market, Industry, Entrepreneurship and SME's of the European Commission and Angel Gurría, Secretary-General of the OECD.
OECD, Paris, France
Photo: OECD/Michael Dean
So… This is a bit embarrassing, but both Texas Aggie Ring ’84 and Texas A&M College (Rescue) Ring ’42 AND Aggie Engineer Bear ganged up on me today and insisted I do something about my saber I procured while at Texas A&M that has been doing nothing but gathering dust for decades.
The Saber (sabre) is a standard U.S. Army Officer’s saber, model 1902. It was manufactured in Spain for the Meyer Uniform Company. If I recall, I bought it at an officer’s uniform shop at Fort Riley, Kansas when I was going through basic back in the fabulous 1980s!
I only used it for the time I led a march-in at an Aggie game. I did wear it with my dress blues and Sam Browne belt to a few Army balls. I think I was the only officer to own a saber in any of the battalions or brigades I served in, so I always was tasked with bringing it to the event every year when we celebrated the Army’s birthday. So, it’s cut a lot of cake and been around a lot of hard liquor over the years.
Obviously, it can only be given to another Aggie. Sorry about that VMI ladies!
I really don’t have any contacts at A&M anymore, but I do have one lead. If that doesn’t pan out, then Aggie Rings say I need to get on the internets and “Find an Ag” who can use it!
Oh!!! I’m average height at 6’-5” and it is just the right length. If you have dwarfism and are shorter than around 6’-2” or so, it’s going to be too long.
The U.S. Department of Agriculture (USDA) Agricultural Marketing Service (AMS) and the USDA Food and Nutrition Service (FNS) host the 2015 Industry Meeting for United States Department of Agriculture Foods Contractors and Suppliers in Arlington, VA on Tuesday, Oct. 27, 2015. The annual meeting is an opportunity to discuss the contracting side of the cooperation between the federal government, commodity producers and suppliers. USDA photo by Bob Nichols.
“Captain Charles Sturt 39th Regt.
Explorer and a Founder of South Australia built this house and lived here 1840 –1853.
This plaque was unveiled by His Excellency the Governor of South Australia Lieut Gen Sir Edric Bastyan KCMG, KCVO, KBE, CB, October 2nd1967.
President Sir Henry Simpson Newland CBE DSO
Vice President & Hon Architect F Kenneth Milne FRAIA
Charles Sturt Memorial Museum Trust Inc.”
*Sturt’s home was built on his property ‘Grange’ in the area known as the Reedbeds, and is now the Charles Sturt Memorial Museum. The buildings house some of Sturt’s original possessions.
Captain Charles Napier Sturt was born 1795 in Bengal, India where his father was a judge under the East India Co.
In 1799, having narrowly survived a bout of smallpox, Charles aged four and his sister Susan aged five were sent to England to live with their mother’s widowed sister, Anna Wood. Their voyage by sailing ship was a perilous journey of six months. Charles and Susan were not to see their parents again for nearly ten years.
While living with his aunt Charles formed a lifelong friendship with his cousin, Isaac Wood.
His father’s economic difficulties prevented Charles’ entry to Cambridge: in 1813 he procured, through the intercession of his aunt with the Prince Regent, a commission as ensign in the 39th Regiment. He served in the Peninsula War and against the Americans in Canada, as well as three years with the army of occupation in France – in 1818 he went with his regiment to Ireland on garrison duties.
In December 1826 he embarked with his regiment in charge of convicts for New South Wales and arrived at Sydney 23 May 1827.
In Sydney Sturt was appointed military secretary to the governor and major of brigade to the garrison. He wrote to his cousin, Isaac Woods, that the governor agreed to his leading an expedition into the interior.
Sturt selected as his assistant, Hamilton Hume. On 2 February they came suddenly to a river: Sturt named it the ‘Darling’.
Under instruction from Governor Darling to “follow the course of the Murrumbidgee River, wherever it led” Sturt led the second expedition from Sydney on 2 November 1929, with several officers in the party from the first expedition, as well as soldiers and convicts. On 14 January the rapid current of the ‘Murrumbidgee’ carried them to a ‘broad and noble river’ which Sturt named for Sir George Murray. After finding a stream flowing in from the north, Sturt decided it was the ‘Darling’ and returned to the ‘Murray’ where they continued until finding Lake Alexandrina on 9 February. After exploring the sandhills and finding the channel there was unsatisfactory for shipping, it was decided to return to Sydney. The return journey was started 12 February and finally arrived safely on 25 May.
Although an interim dispatch carried by Macleay in advance of the returning main party had been published in the Sydney Gazette Governor Darling did not report to England about the expedition until February 1831. Meanwhile Sturt, after an illness, was sent to Norfolk Island as commandant of the garrison. There he earned the respect even of the mutineers for his humane outlook. He was relieved and returned to Sydney, albeit after another illness. With his health failing he was granted leave to visit England. On the voyage his failing eyesight broke down, leaving him blind.
After some successful treatment for his condition he published an account of his two explorations: many petitions later, to the Colonial Office, he was promised a grant of 5,000 acres in New South Wales on condition that he sold his commission and renounced all other rights arising from his military service.
On 20 September 1834 he married Charlotte Greene in St James Chapel in Dover and within a fortnight they had set sail for Australia.
The couple arrived at Sydney mid 1835. He located his grant near Canberra and bought 1950 acres at Mittagong. While there his first son Napier George was born. In 1837 he bought 1,000 acres at Varroville where he established another home. The next year financial difficulties forced him to sell the Mittagong property and caused him to join a venture for overlanding cattle to South Australia. News had been received that the Province of South Australia was in crisis and was short of food supplies. The overlanding was delayed en route: trouble with cows and running short of supplies contributed to the venture’s financial failure.
Sturt was received well in Adelaide. On 30 October he returned to Sydney and news of the birth of his second son, Charles.
In Adelaide he had been invited to join the South Australian public service and on 8 November 1838 was formally offered the position of surveyor-general. He sold his property in New South Wales and sailed with his family on 27 February 1839. In spite of illness and financial worries all seemed well. A shattering blow came in September when Lieutenant Edward Frome arrived from London with a commission as survey general. Gawler attempted to help Sturt and appointed him assistant commissioner of lands, though at reduced salary.
In 1841 Sturt was offered the resident management of the South Australian Company but refused. Soon afterwards Sturt made a mistake when he wrote to the Colonial Office objecting to Captain George Grey’s appointment as governor, and offered himself as candidate for the office. That offer failed, and made him unpopular with Grey.
Sturt’s affairs continued to decline. Governor Grey confirmed his provisional appointment as assistant commissioner, but later refused him the office of colonial secretary on the grounds of his poor eyesight. The Colonial Office then decided to abolish the assistant commissioner’s office, leaving Sturt with the inferior post of registrar general at a much lower salary.
Deeply in debt and poorly paid Sturt sought financial compensation from the Colonial Office. He was refused.
Sturt came up with a plan for exploring and surveying, within two years, the entire unknown interior of the continent. In 1843 he forwarded the plan to the Colonial Office through his old friend Sir Ralph Darling. While waiting for reply he and Grey continued sparring.
This was the same year that Charlotte, Sturt’s only daughter, was born at the Grange on 19 January.
In May 1844 the secretary of state rejected Sturt’s original plan but approved a more limited proposal to penetrate the centre of the continent in an attempt to establish the existence of a mountain range near latitude 28 degrees south.
On 10 August 1844 Sturt left Adelaide with 15 men including John McDouall Stuart, 6 drays, a boat and 200 sheep. In eight days the party reached Moorundie and followed the ‘Murray’ to its junction with the ‘Darling’, up the ‘Darling’ to the vicinity of Lake Cawndilla and camped there for two months, making scouting expeditions into and beyond the Barrier Range. In December the party was short of water and some men showed signs of scurvy, but they moved further north into the Grey Range. There they made camp on permanent water at Depot Glen on Preservation Creek. Summer heat had dried all other water within reach and from 27 January 1845 to 16 July they were trapped in inhospitable country: all men suffered and Sturt’s second in command, James Poole, died of scurvy.
In July heavy rain fell. Sturt moved his party towards Fort Grey, from where he made a series of reconnoitring expeditions culminating in a 450 mile journey towards the centre of the continent. Sturt abandoned the idea of an inland sea.
Sturt and the party returned to Fort Grey: after a trip to the Cooper’s Creek area from 9 October to 17 November they found the waterhole was rapidly drying.
Return to the ‘Murray’ became imperative but Sturt proposed that the main party should go home, while he and John McDouall Stuart made a trip to the centre. The surgeon, J H Browne, resisted the idea and the whole party went off together. Sturt succumbed to a serious attack of scurvy and Browne took command through the most difficult part of the journey. By using Aboriginal foods Sturt had almost recovered when the expedition reached Moorundie on 15 January 1846. He arrived at Adelaide on 19 January 1846 ahead of the party which followed a few days later.
While Sturt was away Charlotte had managed the mixed farm, kitchen garden and dairy while caring for their four young children. The children later recalled how they loved life at the Grange where they were able to roam the sand hills, swim in the ocean and catch yabbies in the creek.
In 1847 the Royal Geographical Society of London awarded Sturt the Founder’s Medal and the family sailed to England in order for him to prepare his journals for publication.
He left for England on 8 May and arrived in London just too late to receive personally the gold medal of the Royal Geographical Society, but was able to complete a published account of the expedition.
In 1849 the family returned to South Australia and Sturt was appointed Colonial Secretary.
Sturt was known to have expressed a love for Australia and a determination to never return to England. However, the need to secure the future of his children forced him to change his mind and he left Australia 19 March 1853.
He lived at Cheltenham in England, being widely respected and continually consulted about Australian affairs, in particular the preparations for the North Australian expedition of 1854.
In England he applied for governorships of Victoria and Queensland and was unsuccessful. He sought a knighthood, at the instigation of friends, but died before the formalities were completed. Later the Queen permitted his widow use the title Lady Sturt.
*It was not until 1877 that Lady Sturt sold the Grange which was then subdivided and later became the ‘Township of Grange’, now the suburb of Grange.
A bronze statue of Captain Charles Napier Sturt (1795–1869) was unveiled in Adelaide in 1916: a stark contrast to staid monuments in the city.
Other memorials include:
“City of Charles Sturt”, a local government district in South Australia
South Australia’s floral emblem the Sturt’s Desert Pea (Swainsona formosa), discovered during the 1844 expedition
Sturt Street in the city of Adelaide, South Australia
Sturt River, South Australia
Suburb of Sturt, South Australia
Northern Territory’s floral emblem Sturt’s Desert Rose (Gossypium sturtianum)
University of Charles Sturt, New South Wales
[Refs: Charles Sturt Memorial Museum Trust publications, Australian Dictionary of Biography Vol 2, (MUP) 1967 H J Gibbney]
The paddy procurement center in Mahasamund District, Chhattisgarh, India.
Project Result:
India Agriculture: Better Irrigation Boosts Rice Yields
In India, Communities Manage Water Resources, Empower Women
Facilitating Irrigation Sector Reform in Chhattisgarh
Read more on:
In Sweden procuring and buying sex is illegal. But when in other countries the liquor company Vin & Sprit, owned by the Swedish government, follows a different set of standards. In the promotion of Absolut Vodka in Germany they use a big ad with a red lipstick lip print and the words Absolut Herbertstrasse. The street Herbertstrasse in Hamburg is a symbol of German prostitution. This kind of hypocrisy makes me laugh, but I'm not sure if Vin & Sprit understands what's so funny, so to make it a little easier for them I made this ad, adjusted to Swedish conditions. Malmskillnadsgatan is the traditional hooker street in Stockholm, and I think a used condom is a more appropriate symbol to use if you want to make a connection to prostitution, than a soft red lip print. I'm Absolutely sure the company would never ever use an ad like this in Sweden. But really, why should it be ok to buy German women if it's not ok to buy Swedish women? I don't believe in "the happy whore", not even if she's German.
The original ad can be seen on this picture by mparthesius.
UPDATE: Today Vin & Sprit announced that the German ad-campaign has been withdrawn since, as they claim, it has been misinterpreted. This is good, and I hope they have learned something. The sad thing though is that they apparently considered prostitution a positive thing as long as they thought it could help them make money, and only changed their minds when the publicity turned out to be negative. So it seems to me that they still think it's ok to be sexist (and why not racist or whatever) as long as they can profit from it.
Old 128Mb USB drive from work with some added logos.
Made it look like perhaps the original owner didn't "voluntarily" leak the information.
The Great Northern Railway (Ireland) (GNRI) VS class steam locomotives were 4-4-0 three-cylinder simple expansion steam locomotives built in 1948 by Beyer, Peacock and Company. They were procured in order to operate the Enterprise train service between Dublin and Belfast and were the last series of steam engines ordered by the company.
Five locomotives and their running numbers were 206 to 210.They were named after the rivers Liffey, Boyne, Lagan, Foyle, and Erne - illustrated
This required stitching two scans together in Photoshop as the original is more than A4 size. No prizes for spotting the join
Unknown photographer