Lower half of an A1 development sheet showing refinement of my ideas for each card's theme character, colour scheme and media use. The bottom row being the most successful has more media combinations and experiments such as clay, textiles, felting, paint effect, string , paper-cut, paper marbling painted characters, hand typography, relief and brusho inks. All features were required to be handmade so finding effective combinations and ways of producing relatively quick but effective and aesthetic combinations was a main focus for me with this sheet.

The MANSORY limited customization programme for Aston Martin DB9 / DBS

Get behind the wheel of one of the world's most spectacular vehicles

One of the most innovative chassis refinements produced by the noble manufacturer MANSORY is called CYRUS. Alternatively, it optimizes either model DB9 or DBS made by Aston Martin. Perfect workmanship and elaborate engineering are the hallmarks of these 15 limited edition vehicles, which are in a class of their own.

CYRUS aerodynamics components are made of extremely light "prepreg autoclave carbon" and do not only include wing extensions for the front and rear, but also side skirt attachments and trims. At the front axle, a redesigned front skirt with enlarged air intakes provides optimal ventilation for the 12-cylinder power pack. The CYRUS front is visually enhanced with the newly designed carbon bonnet. With its two slotted “power domes” additional fresh air is directed into the front engine. The masculine design of the newly developed rear skirt with integrated diffuser emphasises the superior look and provides space for four stainless steel end pipes of the sonorous sport exhaust system.

(www.mansory.com)

- - -

Mansory Cyrus auf Basis des Aston Martin DB9 order DBS.

Perfekte Verarbeitung und ausgereifte Technik kennzeichnen das maskuline Aerodynamikpaket. Ein Gewindefahrwerk sorgt für beste Straßenlage und setzt die markanten Felgen im XXL-Format optimal in Szene.

Haute Couture auf Rädern

Passgenaue Verarbeitung und perfekte Oberflächen dokumentieren den Qualitätsanspruch des MANSORY Designeroutfits.

Die CYRUS-Aerodynamikkomponenten bestehen aus dem extrem leichten „prepreg autoclav carbon“ und umfassen neben den vorderen und hinteren Kotflügelverbreiterungen auch neue Seitenschwelleraufsätze und Verblendungen. An der Vorderachse sorgt eine neu entwickelte Frontschürze mit größeren Lufteinlässen für die optimale Kühlung des Zwölfzylinderaggregats. Optisch vollendet wird die Vorderansicht des CYRUS mit der neu designten Karbonmotorhaube. Sie sorgt durch zwei geschlitzte „Powerdome“ für zusätzliche Frischluftversorgung des Frontmotors. Auch am Heck haben sich die Techniker des Veredlers etwas einfallen lassen, um der Optik des Frontmotors. Auch am Heck haben sich die Techniker des Veredlers etwas einfallen lassen, um der Optik des Aston Martin den letzten Schliff zu verpassen. Die neu gestaltete Heckschürze mit dem integrierten Diffusor rundet den souveränen Auftritt ab und schafft Platz für vier Edelstahlendrohre der klangvollen Sportauspuffanlage.

(www.mansory.com)

The department has been building up a library of design related reference books over the last few years. Pupils are encouraged to make use of these books on a regular basis. The photographs here demonstrate the tremendous wealth of content contained therein.

The sequence has been shot in such a way that the cover of the book is shown first and a few sample pages are included to give the student an idea of the content the book contains. Pupils may then approach staff and request a short term loan.

Elevating Expectations.

Supra raises the standards of refinement with innovative interior amenities that create extreme luxury tempered by intuitive design. The new SC interior is the perfect example. Elegantly functional features like Supra's E-Boost equipped racing-style driver's seat marries comfort and convenience with high performance. Versatile passenger relaxation like Triple-up Seating with a flip-up lean back in the lounge, a rear-facing seat behind the driver that houses a trash receptacle and storage, an available Gap Seat in the walk-through and a 36-can relocatable stay-cold AO Cooler continue the usability without compromising interior look, capacity or comfort. The standard 10-speaker Polk Sound System can be controlled through the media screen of the VISION Touch, with a remote mounted in a lounge side panel or in the passenger-side glovebox. Easy-access tune control is an understatement. Supra furthers the interior feast for the senses with LED Mood Lighting, hand-cover color-match interior accents and the plush feel of Spradling's stain and abrasion resistant multi-textured SupraSkinTM vinyl. The Supra SC raises its standards to luxury, you should too.  

Though the Mikoyan-Gurevich design bureau had put the excellent MiG-15 fighter in production, giving the Soviet Union one of the best fighters of the early 1950s, MiG felt it could further improve on the design. The MiG-15 had shown itself to be unstable as it neared the speed of sound, and it was anticipated that further refinement could be done to the aircraft.

As a result, MiG OKB began work on an improved MiG-15, referred to as the MiG-15-45 because of its primary characteristic, an improved swept wing. This new wing was thinner than that on the MiG-15, included wing fences for improved aerodynamics, and was swept at 45 degrees near the wingroot and to a slightly lesser degree at the wingtip, giving the new variant a distinctive “banana-wing” shape. The fuselage was extended to incorporate an afterburner on the VK-1F turbojet, while a small ventral fin was added beneath the tail to further improve stability. While the MiG-17 could not quite break the sound barrier, it was very stable in most respects and kept the heavy armament and good all-around visibility of the MiG-15. The design changes were enough to warrant a new designation, so it became the MiG-17.

The first MiG-17 flew in January 1950, and low-level production soon began—low-level due to the urgent need for MiG-15s to fight in the Korean War. Not until after the war had ended did full-scale production begin on the MiG-17. By then, it was considered somewhat obsolescent: the supersonic MiG-19 was placed in production alongside the MiG-17, while work had begun on the MiG-21. Nonetheless, it was kept in production for the rest of the decade as the MiG-19 proved to be a bit of a disappointment. The MiG-17 was updated in 1953 after the Soviet Union captured a F-86F Sabre, and copied elements of the Sabre’s ejection seat and gunsight into the new fighter. It was dubbed “Fresco” by NATO. Attempts were made to build all-weather versions of the MiG-17 with mixed results; the all-missile MiG-17PM was reviled by its pilots due to a poor radar and worse missiles. The most common version was the day fighter MiG-17F.

The MiG-17’s combat debut was not auspicious, seeing action in the 1956 Suez War and the 1958 Quemoy Crisis. In the former, Egypt’s few MiG-17s were outnumbered and outflown by French and Israeli Mystere IV and Super Mystere fighters, while over the Taiwan Straits, People’s Republic of China MiG-17s were ambushed by Republic of China F-86Fs equipped with Sidewinder missiles. By 1960, production had ended, and the Soviet Union sold off most of its stock to client states, reequipping with more modern MiG-21s.

In 1962, the Soviet Union supplied the nascent North Vietnamese People’s Air Force with 36 MiG-17Fs as the nucleus of a new air force, and to offset the American-supplied Thai and South Vietnamese air forces. By 1965, when Operation Rolling Thunder began, these aircraft were sent against US Air Force and Navy fighters attacking the Thanh Hoa bridge. On 4 April 1965, a force of four MiG-17s shot down two F-105 Thunderchiefs to score the VPAF’s first victories of the war, but paid a heavy price, losing three out of the four to escorting F-100 Super Sabres and their own antiaircraft fire. The MiG-17 would remain the primary VPAF aircraft throughout Rolling Thunder, though it was gradually supplemented by the MiG-21. Since the MiG-17 was subsonic and lacked radar, it depended on ground radar to guide the pilot to the target, but once in a dogfight, the small, very manueverable, cannon-armed MiG had a definite advantage over American aircraft; only the F-8 Crusader came remotely close to matching it. It came as a rude surprise to American pilots that semi-obsolete aircraft were still capable of destroying the latest word in military equipment, and it pointed up the deficiencies in American air combat training.

By 1972, the VPAF had largely withdrawn its MiG-17s to training units, preferring the more modern MiG-19 and MiG-21. While the MiG-17 did account for a few more kills, they mostly ended up being shot down by better trained US Navy pilots and USAF F-4E pilots, who now had internal guns themselves. In the right hands, a MiG-17 was still a formidable opponent, as US Navy aces Randy Cunningham and William Driscoll found out on 10 May 1972, when a MiG-17 dueled in the vertical with their F-4J for nearly ten minutes before it was finally shot down.

After Vietnam, the MiG-17 had outlived its usefulness, and though it would see limited service in African brushfire wars and in the Yom Kippur War of 1973, what few air forces retained them relegated them to second-line and training units. A few persisted in the Albanian and North Korean air forces until 2000. 10,603 MiG-17s were built by the Soviet Union, Poland, and China, serving in 40 air forces; today, several hundred still remain in museums and in flyable condition, including 27 in the United States alone.

This MiG-17F is painted as a VPAF aircraft belonging to the 927th Fighter Regiment during the Vietnam War. The North Vietnamese painted their MiG-17s a bewildering number of schemes; this variation of light green oversprayed with a dark green pattern, over bare metal undersurfaces would be very difficult to see over rice paddies. I used the Trumpeter 1/144 MiG-17F for this model.

Supra Boats is being recognized for outstanding customer service again this year with the 2011 Marine Industry CSI Award from NMMA.

The National Marine Manufacturers Association (NMMA) announced Supra Boats as a recipient of the 2011 Marine Industry CSI Award. That makes it 6 years in a row for this luxury performance wakeboard boat brand. This latest award joins Skier’s Choice's recent WSIA Buzz Brand of the Year Award in a crowded trophy. Skier’s Choice, manufacturer of Supra and Moomba Boats, was recognized for excellence in customer satisfaction, as part of NMMA’s Customer Satisfaction Index (CSI) program while the industry's other top producing water sports boat manufacturers were not mentioned.

Supra Boats will be acknowledged during the annual Industry Breakfast at the 2011 International Boat Builders’ Exhibition and Conference (IBEX), Monday, October 17 at the Kentucky Exposition Center.

The Marine Industry CSI Awards program honors participating manufacturers that actively measure customer satisfaction and pursue continuous improvement to better serve the customer. Award recipients achieved and maintained an independently-measured standard of excellence of 90 percent or higher in customer satisfaction over the past year, based on information provided by customers purchasing a new boat or engine during the period between April 1, 2010 and March 31, 2011. Participating manufacturers must survey all new boat buyers during this period. For this reporting period, the program surveyed more than 30,000 consumers.

“We are extremely proud to receive this award six years in a row, but the real reward, for us, is the strong customer relationships and loyalty the Supra brand enjoys,” explains Rick Tinker, President of Skier’s Choice. “We have a great group in place who pride themselves in working as a team to serve the customer completely.”

“As the industry has reacted to recent market realities these manufacturers have kept a keen eye on consumer satisfaction and quality,” notes Terry Leitz, NMMA’s director of CSI programs. “This focus will provide great dividends as value conscious consumers consider all aspects of ownership in their purchase process.”

NMMA launched its CSI program in 2001 to provide boat and engine manufacturers with an independently measured, cost-effective means of improving customer satisfaction in the boating industry. Since the program’s inception, more than 600,000 surveys have been sent out to new boat and engine customers, allowing participating manufacturers to monitor customer satisfaction on an ongoing basis, and to benchmark themselves against the industry and their competitors.

About Marine Industry CSI: The Marine Industry CSI program meets the CSI requirements of the NMMA Boat/Yacht Certification program. For manufacturers that are full participants in the Marine Industry CSI process, the included reporting also fills the dealer level CSI requirements of the Marine Industry Dealership Certification program. For more information on CSI Award recipients, or to get involved with the CSI program, contact Terry Leitz at tleitz@nmma.org or visit www.nmma.org.

About NMMA: National Marine Manufacturers Association (NMMA) is the leading association representing the recreational boating industry in North America. NMMA member companies produce more than 80 percent of the boats, engines, trailers, accessories and gear used by boaters and anglers throughout the U.S. and Canada. The association is dedicated to industry growth through programs in public policy advocacy, market statistics and research, product quality assurance and promotion of the boating lifestyle.

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Explanation about Essential Oils

Explanation about Essential Oils

While a perfume is developed benefiting from the latest research and is “domesticated” in a bottle representing a sign of luxury or refinement, aromas, scents, essences and Essential oils are absolutely free, etheric and volatile: we can feel them anytime and anywhere, on the street, in the countryside, at sea or in the mountains. Each of us has his clean, personal smell. Is not it said, moreover, about a someone appreciated that one “feels good”? And although abstract, the smell is an essential mode of communication or recognition. Remember that in all religions, before incantations or prayers, men have always used special odors to “stage” recollection and meditation.

Druids to alchemists, Anglican pastors or priests Christians to Tibetan Buddhists, through the imams, the shamans, rabbis, South American Indians who purify themselves with fragrant branches or Japanese Shintoids that inhale fragrant herbs and palm fres … Let’s mention the yogis again Indian and Ayurvedic people who bent fragrant herbs before apply them as purifying ointment or Indian princesses who were bathing in a lake of roses just like the Egyptian pharaohs did it with geraniums.

Like the Incas or Indians, before them, the body of Amazonian herbs before their ceremonies and the Australian Aborigines inhaled the purifying herbs to facilitate the accession to knowledge of their gods, like the Greek Orthodox priests who perpetuate the tradition of holy basil at the entrance of the house … All, at all Periods and in all latitudes, call upon fragrant plants. Sage, hyssop, sandalwood, basil, mugwort, rose, myrrh or incense: what is the secret of their powers?

How can a simple smell bear witness to a spirituality

How can a simple smell bear witness to a spirituality, open us to the unknown world of spirits and gods, or tilt us in ourselves? We appreciate the positive effects of some fragrances, we discern the repulsive character of others. By breathing in an odor, we end up impregnating ourselves with it. Of even, depending on what we eat, our body odor gets changes and our eating habits greatly affect our state of health *. A few thousand years ago, doctors Essenes knew how to diagnose evil from the only smell of sick…

At the beginning of the twentieth century, the work of Professors Gattefossé and Sevelinge demonstrated the parallel between physicochemical properties and the amazing and fast “actions” of essential oils on diseases and health. Their speed of action and their effectiveness are now proven. They are particularly effective in therapies, skincare techniques, treatment and disease prevention and, of course, they help to maintain good health. More and more doctors, osteopaths, homeopaths and herbal therapists prescribe. Some laboratories now distribute and offer essential oils certified organic, quality.

Many big brands of traditional cosmetics are getting in the way because that it’s fashionable! Be careful though, this is not because the enticing label will mention “with aromatherapy” that said product will contain quality essential oils and a fortiori organic! Yes, this craze is pouring on the market worldwide number of products, including detergents or shampoos, creams, milks, masks or serums claiming themselves Aromatherapy without being in the least natural. They are “lavender, mandarin or pine oil” but have of gasoline than the name!

We are entitled to expect therapeutic responses and we will then choose only certified organic products, which specify the source, the Latin name, a technical documentation explicit, serious references, etc. However, this fashion aromatic strengthens the important development of aromatherapy. There is now more and more products on the market. quality that you will know, for sure, to recognize, as soon as you will be informed!

I am lucky to live and work in one of the regions of the world the richest in scents: Provence. Here we are in the kingdom aromatic plants: pines, cedars, thuja, fir, thyme, rosemary, lavender, savory, oregano, hyssop, marjoram, chamomile, mint, verbena, wild thyme, santoline, tansy, mugwort, tarragon, basil, coriander, lovage, big auntie … In total, more than thirty plants with scents so … aromatic! In writing this book,

Communication with passion

I wanted to communicate my passion for this high region colors and scents. Before we even look after ourselves I specify how to conduct cures according to diseases and small ailments. Thanks to the dosages, frequencies and treatment times described in each sheet, you will know everything on essential oils. You will also enjoy applying the cure “Aromatic detox” and will know how to offload you volumes and unwanted weight … Discover some “aromatic” cooking recipes That already activate your taste buds. Does this mean that it is a simple, accessible, within the reach of all, to undertake and improve the “construction Or the “renovation” … of the “personal vehicle” that is your body ? Your natural health, yours? Yes !

Dear reader, adept new or “fan” of aromatherapy! These precious keys aromatic and fragrant will open the doors of confidence increased … to confidently and safely tackle the world of aromatherapy naturally. Your new “beauty health” joy “will be illuminated by the radiant light of the precious aromatic essential oils and their astonishing properties touching the body just as much as the soul.

The post Explanation about Essential Oils appeared first on BIOPHYTOPHARM.

Amirsina Derakhshan and Kevin Jeung of Soignée Catering (French for refinement) cross modern culinary techniques with classic French-Italian to create innovative dishes like the 64-degree egg. 36-hour sous vide Berkshire pork belly, butter grilled brioche toast soldiers and confit tomatoes side the hour-cooked just-set egg. Ruffles of micro sorrel echo lemon vinaigrette dressed frisée which cuts through the richness of the salt-kissed egg and pork; Koslik's triple crunch and charred scallion oil serves to bridge the distinct components. Menus start at $35/per person for a 3-course meal.

Soignée Catering

www.soigneecatering.com

www.torontolife.com/daily/daily-dish/food-porn/2011/04/20...

+++ 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:

As the Egyptian border was threatened by an Italian and German invasion during the Second World War, the Royal Air Force established more airfields in Egypt. The Royal Egyptian Air Force was sometimes treated as a part of the Royal Air Force, at other times a strict policy of neutrality was followed as Egypt maintained its official neutrality until very late in the war. As a result, few additional aircraft were supplied by Britain, however the arm did receive its first modern fighters, Hawker Hurricanes and a small number of Curtiss P-40 Tomahawks. In the immediate post-war period, cheap war surplus aircraft, including a large number of Supermarine Spitfire Mk.IXs were acquired.

Only about 15 HA-100s of REAF No. 2 Squadron were still in flying condition due to quickly worsening engine spares shortages, and the aircraft had, in the meantime, been hardwired to carry up to four “Sakr” unguided 122mm rockets on the underwing hardpoints. Due to their agility at low altitude, the HA-100s were primarily used for ground attacks and low-level reconnaissance duties. On their missions the aircraft still performed well, but at that time, all Egyptian aircraft had been stripped off of their camouflage and were operated in a bare metal finish – a poor decision, since the glinting airframes were highly visible both in the air and on the ground. Consequently, the vintage propeller aircraft became easy targets, resulting high losses, and the HA-100s were grounded. They were officially retired by April 1957, after the end of the Suez conflict, and scrapped.

General characteristics:

Crew: 1

Length: 9,10 m (29 ft 10 in)

Wingspan: 10.01 m (32 ft 9½ in)

Height: 3.52 m (11 ft 6¼ in)

Wing area: 16.8 m² (181 sq ft)

Airfoil: root: NACA 23018 (modified); tip: NACA 23009 (modified)

Empty weight: 2.695 kg (5,936 lb)

Gross weight: 3.621 kg (7,975 lb)

Max takeoff weight: 4.100 kg (9,030 lb)

Powerplant:

1× Fiat RA.1050 R.C.58 Tifone (license-built Daimler Bent DB 605) V-12 inverted liquid-cooled piston

engine with 1,100 kW (1,500 hp), driving a 3-bladed constant-speed propeller#

Performance:

Maximum speed: 642 km/h (399 mph, 347 kn) at 7,200 m (23,600 ft)

Cruise speed: 400 km/h (250 mph, 220 kn)

Range: 950 km (590 mi, 510 nmi)

Service ceiling: 11,500 m (37,700 ft)

Time to altitude: 3,000 m (9,800 ft) in 2 minutes 40 seconds

Wing loading: 202.9 kg/m2 (41.6 lb/sq ft)

Armament.

2× 12.7 mm (.5 in) Breda-SAFAT machine guns, 400 RPG, in the nose

2× 20 mm MG 151 cannon, 250 RPG, in the outer wings

2× underwing hardpoints for 160 kg (350 lb) each for bombs or four 122mm Sakr unguided rockets

The kit and its assembly:

This oddity was spawned from curiosity – when read about the lightweight Helwan HA-300 fighter from the early Sixties, I wondered when and how the Egyptian aircraft industry had started? I was even more curious because I had already attributed a what-if model, the purely fictional (and later) HA-410 fighter bomber, to Egyptian engineering. So, I researched Helwan’s origins, checked the time frame of its establishment and eventually came across the REAF’s post-WWII C.205 Veltros. What if there had been an indigenous update program…?

Consequently, this conversion’s basis is a C.205V kit from Delta 2. This kit is based upon a unique mold, quite similar to the later Italeri kit, but it is different and has some curious solutions. For instance, the landing gear struts are mounted into the wings with L-shaped attachment pegs – as if the landing gear is supposed to be retractable. Odd, but very stable. Another weird solution: the wing gun barrels are attached to the wings together with massive plastic wedges that fit into respective openings. Another quite rigid construction, even though it calls for trimming and PSR. Beyond these quirks, the kit is quite nice. It comes with a convincing mix of recessed panel lines and raised rivet heads. Some parts are a bit soft in shape, though, e. g. the cowling fairings, but overall I am positively surprised.

To change the aircraft’s look I did some conversions, though. The most obvious change is the new tail section, which was transplanted wholesale from a KP Yak-23 and had the C.205’s tail wheel attachment section transplanted from the Delta 2 kit. Originally, I wanted to move the whole cockpit forward, but then just replaced canopy and spine section with a clear part from a Hobby Boss MiG-15 and putty. Other, rather cosmetic changes include clipped wing tips to match the Yak-23’s square tail surfaces shape, and the C.205’s small elliptic stabilizers were replaced with tailored, slightly bigger parts from the scrap box. A bigger/deeper radiator and a different oil cooler replaced the original parts, and I placed them under the inner wings behind the landing gear wells. Both donors come from Spitfires, even though from different kits (IIRC, the oil cooler from an AZ Models Mk. V kit and the radiator from a FROG Mk. XIV). The flaps were lowered, too, because this detail was easy to realize with this kit.

Painting and markings:

The HA-100 received a contemporary camouflage, the RAF Tropical Paint Scheme consisting of Dark Earth and Middle Stone with Azure Blue undersides. The pattern was adapted from RAF Spitfires, and Modelmaster (2052 and 2054) and Humbrol (157) enamels were used, with a light overall black ink washing and some post panel shading. Being a former Italian aircraft, I painted the cockpit in a typical, Italian tone, a very light grayish green called “Verde Anticorrosione“, which was used during WWII on many interior surfaces – I used a mix of Revell 59 with some 45. The landing gear and the respective wells became aluminum (Humbrol 56), though.

One challenge became the characteristic black-and-white REAF ID bands on the wings. These were improvised with generic decal material from TL-Modellbau: on a 1 cm wide black band I simply added two white 2.5 mm stripes, for a very good result. Most other markings belong to an early REAF MiG-15, taken from a Microscale omnibus sheet for various MiG fighters. This provided the green-trimmed white fuselage band, the roundels and the fin flash, and a white spinner completed the REAF ID markings. Unfortunately the decals turned out to be brittle (ESCI-esque...) and disintegrated upon the first attempt to apply them, so I tried to save them with Microsol Decal Film, and this actually worked like a charm, even though the resurrected decals did not adhere well to the model's surface. The REAF 2 Squadron emblem comes from a vintage PrintScale Hawker Hurricane sheet, the white code letter on the fuselage came from an Xtradecal RAF codes sheet, and the black Arabic serials came from a Begemot sheet for MiG-29s.

The kit received some soot stains around the exhaust ports and the gun muzzles and was finally sealed with matt acrylic varnish (Italeri).

Even though it’s just a modded Macchi C.205, the result looks …different. From certain angles the aircraft reminds a lot of a P-51D Mustang, like one of the lightweight prototypes? The Egyptian markings add a confusing touch, though, and while the bodywork is not perfect, I am happy with the result. The Yak-23 tail fits perfectly, and with the narrow wings the HA-100 also reminds a bit of the two-engine Westland Whirlwind?

+++ 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:

Cunliffe-Owen Aircraft was a British aircraft manufacturer of the World War II era. They were primarily a repair and overhaul shop, but also a construction shop for other companies' designs, notably the Supermarine Seafire. But the company also undertook contract work for the Air Ministry, Lord Rootes, Shorts and Armstrong Siddeley worth £1.5 million, and undertook design and development work.

The Marlin’s FAA front line career ended in late 1954 with the introduction of the Fairey Gannet. By that time, Cunliffe-Owen had already been, due to huge losses in the Post-War civil aviation market, dissolved since 1947.

General characteristics:

Crew: two

Length: 39 ft 7 1/2 in (12.10 m)

Wingspan: 47 ft 3 in (14.40 m)

Height: 13 ft 4.5 in (4.07 m)

Wing area: 35.40 m² (381.041 ft²)

Empty weight: 10,547 lb (4,794 kg)

Max. takeoff weight: 16,616 lb (7,553 kg)

Fuel capacity: 409 imperial gallons (1,860 l; 491 US gal)

Powerplant:

1× Bristol Centaurus 57 18-cylinder radial engine, 2,825 hp (2,107 kW)

driving a 5-bladed Rotol VH 65, 14 ft (4.3 m) diameter propeller

Performance:

Maximum speed: 540 km/h (293 kn, 335 mph)

Maximum range: 900 mi (783 nmi, 1,450 km)

Combat radius: 349 mi (303 nmi; 562 km)

Service ceiling: 31,600 ft (9,630 m)

Rate of climb: 2,600 ft/min (13 m/s)

Time to altitude: 7.75 minutes to 10,000 feet (3,048 m)

Wing loading: 158.9 kg/m² (32.5 lb/ft²)

Power/mass: 240 W/kg (0.147 hp/lb)

Armament:

2× 20 mm (0.79 in) Hispano autocannon in the outer wings

2× 0.50 in (12.7 mm) M2 Browning machine guns in a dorsal, remote-controlled

Frazer-Nash FN95 barbette

1× 1,850 lb (840 kg) 18” Mk. VXII torpedo or 2 × 2,000 lb (910 kg) bombs under the fuselage,

or up to 2.000 lb of bombs in an internal bomb bay

Alternatively, up to 16× RP-3 rocket projectiles, bombs or 2× 90 gal (408 l) drop tanks

on underwing hardpoints; total ordnance load of up to 3,000 lb (1,361 kg)

The kit and its assembly:

This converted Aichi B7A2 was inspired by a whiffy Royal Navy skin for this type for a flight simulator, found at warthunder.com and created/posted by a user called byacki. The aircraft was otherwise unchanged, but the result looked so convincing that I earmarked the idea for a hardware build.

This time has come now: the 2018 “RAF Centenary” Group Build at whatifmodelers.com was a neat occasion to tackle the project, since I already had stashed away a Fujimi kit for this build.

In fact, Cunliffe-Owen submitted a competitive proposal for the Spearfish’s requirement, but details concerning the respective aircraft remain obscure, so that the B7A2 fills this gap well. The Fujimi kit itself is VERY nice, well detailed and goes together like a charm. In order to stay true to the original inspiration I did not change much, but the Fairey Spearfish of the late WWII era had some influence.

First of all, the engine was changed into a Bristol Centaurus – a very simple rhinoplasty, since the B7A2’s front fuselage diameter turned out to be ideal for this swap! The original nose was cut off just in front of the exhaust stubs, and a Centaurus from a PM Model Sea Fury was mounted in its place – even though it had to be “squashed” a little in order to fit properly (achieved through the use of a screw clamp and 2C putty inside to stabilize the new shape). Inside of the new cowling, a styrene tube was added for the new five blade propeller, also form a Sea Fury, which received a metal axis.

Another addition is the gun barbette, a common feature among Admiralty Specification O.5/43 designs (the Fairey Spearfish carried one, too). I was lucky to find a leftover chin turret from an Airfix B-17G in the pile, which fitted well in shape and size. The casing ejector openings were faired over and then the turret was mounted upside down in a round opening at the end of the cockpit section. Cockpit floor and canopy were modified accordingly and the result does not look bad at all! Inside of the cockpit the OOB bucket seats were replaced by bigger alternatives – the Fujimi parts look like 1:100 scale!

The OOB torpedo was retained and I added some unguided 3” rockets under the aircraft’s wings, left over from my recent Sea Hawk trainer build. Another addition is a radar pod under the port side wing (a modified cardboard drop tank from a WWII P-51D), and the main wheels were changed – from a Matchbox Me 262, because they feature more details than the OOB parts. The tail wheel was modified, too: instead of the B7A2’s fixed wheel, I implanted the front wheel from a PZL Iskra and added covers, for a retractable arrangement.

Painting and markings:

Well, a conservative choice, and since I wanted to stay true to the original CG design, I stuck to classic RN colors in the form of Extra Dark Sea Grey (Humbrol 123) for the upper surfaces and Sky (Tamiya XF-76 IJN Green Grey, which is a very similar, yet slightly darker tone) for the undersides, with a high waterline. A personal twist came through Korean War era “invasion stripes”, which were carried for easy identification esp. by propeller-driven aircraft in order to avoid friendly AA fire from the ground. The stripes were created after basic painting with white and black generic decal sheet material (TL Modellbau): large white bands (32 mm wide) as foundation, with single black bands (each 6.4 mm wide) added on top. Application around the radar pod and on the slightly tapered fuselage was a bit tricky, but IMHO still easier than trying to mask and paint the stripes.

Other markings were puzzled together from a PrintScale Fairey Firefly sheet, from different Korean War era aircraft.

As per usual, the kit received a light black ink wash in order to emphasize the engraved surface details, and then the panels were highlighted through dry-brushing. Lightly chipped paint was simulated with dry-brushed silver and light grey, and gun and exhaust soot were created with grinded graphite.

Finally, everything was sealed under a mix of Italeri’s matt and semi-gloss acrylic varnishes, for a sheen finish.

I am astonished how natural the Japanese B7A2 from late WWII looks in Royal Navy colors – even without my minor modifications the aircraft would look very convincing, even as a post-war design. It’s really an elegant machine, despite its bulk and size!

The Centaurus with its five blade propeller, the missiles under the wings and the gun barbette just add some more muscle and post-war credibility. I could also imagine this elegant aircraft in WWII Luftwaffe markings, maybe with an engine swap (BMW 801 or Jumo 213 power egg), too?

this was the ultimate refinement of the pizza I grew up with as a kid: hormel or bridgford pepperoni and canned, sliced black olives, with part-skim mozzarella. I loved that pizza (and I think I still would today), but this was awesome.

Two Allen Center Display

AVC AI face refinement from video screen shot

+++ 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:

As the Egyptian border was threatened by an Italian and German invasion during the Second World War, the Royal Air Force established more airfields in Egypt. The Royal Egyptian Air Force was sometimes treated as a part of the Royal Air Force, at other times a strict policy of neutrality was followed as Egypt maintained its official neutrality until very late in the war. As a result, few additional aircraft were supplied by Britain, however the arm did receive its first modern fighters, Hawker Hurricanes and a small number of Curtiss P-40 Tomahawks. In the immediate post-war period, cheap war surplus aircraft, including a large number of Supermarine Spitfire Mk.IXs were acquired.

Only about 15 HA-100s of REAF No. 2 Squadron were still in flying condition due to quickly worsening engine spares shortages, and the aircraft had, in the meantime, been hardwired to carry up to four “Sakr” unguided 122mm rockets on the underwing hardpoints. Due to their agility at low altitude, the HA-100s were primarily used for ground attacks and low-level reconnaissance duties. On their missions the aircraft still performed well, but at that time, all Egyptian aircraft had been stripped off of their camouflage and were operated in a bare metal finish – a poor decision, since the glinting airframes were highly visible both in the air and on the ground. Consequently, the vintage propeller aircraft became easy targets, resulting high losses, and the HA-100s were grounded. They were officially retired by April 1957, after the end of the Suez conflict, and scrapped.

General characteristics:

Crew: 1

Length: 9,10 m (29 ft 10 in)

Wingspan: 10.01 m (32 ft 9½ in)

Height: 3.52 m (11 ft 6¼ in)

Wing area: 16.8 m² (181 sq ft)

Airfoil: root: NACA 23018 (modified); tip: NACA 23009 (modified)

Empty weight: 2.695 kg (5,936 lb)

Gross weight: 3.621 kg (7,975 lb)

Max takeoff weight: 4.100 kg (9,030 lb)

Powerplant:

1× Fiat RA.1050 R.C.58 Tifone (license-built Daimler Bent DB 605) V-12 inverted liquid-cooled piston

engine with 1,100 kW (1,500 hp), driving a 3-bladed constant-speed propeller#

Performance:

Maximum speed: 642 km/h (399 mph, 347 kn) at 7,200 m (23,600 ft)

Cruise speed: 400 km/h (250 mph, 220 kn)

Range: 950 km (590 mi, 510 nmi)

Service ceiling: 11,500 m (37,700 ft)

Time to altitude: 3,000 m (9,800 ft) in 2 minutes 40 seconds

Wing loading: 202.9 kg/m2 (41.6 lb/sq ft)

Armament.

2× 12.7 mm (.5 in) Breda-SAFAT machine guns, 400 RPG, in the nose

2× 20 mm MG 151 cannon, 250 RPG, in the outer wings

2× underwing hardpoints for 160 kg (350 lb) each for bombs or four 122mm Sakr unguided rockets

The kit and its assembly:

This oddity was spawned from curiosity – when read about the lightweight Helwan HA-300 fighter from the early Sixties, I wondered when and how the Egyptian aircraft industry had started? I was even more curious because I had already attributed a what-if model, the purely fictional (and later) HA-410 fighter bomber, to Egyptian engineering. So, I researched Helwan’s origins, checked the time frame of its establishment and eventually came across the REAF’s post-WWII C.205 Veltros. What if there had been an indigenous update program…?

Consequently, this conversion’s basis is a C.205V kit from Delta 2. This kit is based upon a unique mold, quite similar to the later Italeri kit, but it is different and has some curious solutions. For instance, the landing gear struts are mounted into the wings with L-shaped attachment pegs – as if the landing gear is supposed to be retractable. Odd, but very stable. Another weird solution: the wing gun barrels are attached to the wings together with massive plastic wedges that fit into respective openings. Another quite rigid construction, even though it calls for trimming and PSR. Beyond these quirks, the kit is quite nice. It comes with a convincing mix of recessed panel lines and raised rivet heads. Some parts are a bit soft in shape, though, e. g. the cowling fairings, but overall I am positively surprised.

To change the aircraft’s look I did some conversions, though. The most obvious change is the new tail section, which was transplanted wholesale from a KP Yak-23 and had the C.205’s tail wheel attachment section transplanted from the Delta 2 kit. Originally, I wanted to move the whole cockpit forward, but then just replaced canopy and spine section with a clear part from a Hobby Boss MiG-15 and putty. Other, rather cosmetic changes include clipped wing tips to match the Yak-23’s square tail surfaces shape, and the C.205’s small elliptic stabilizers were replaced with tailored, slightly bigger parts from the scrap box. A bigger/deeper radiator and a different oil cooler replaced the original parts, and I placed them under the inner wings behind the landing gear wells. Both donors come from Spitfires, even though from different kits (IIRC, the oil cooler from an AZ Models Mk. V kit and the radiator from a FROG Mk. XIV). The flaps were lowered, too, because this detail was easy to realize with this kit.

Painting and markings:

The HA-100 received a contemporary camouflage, the RAF Tropical Paint Scheme consisting of Dark Earth and Middle Stone with Azure Blue undersides. The pattern was adapted from RAF Spitfires, and Modelmaster (2052 and 2054) and Humbrol (157) enamels were used, with a light overall black ink washing and some post panel shading. Being a former Italian aircraft, I painted the cockpit in a typical, Italian tone, a very light grayish green called “Verde Anticorrosione“, which was used during WWII on many interior surfaces – I used a mix of Revell 59 with some 45. The landing gear and the respective wells became aluminum (Humbrol 56), though.

One challenge became the characteristic black-and-white REAF ID bands on the wings. These were improvised with generic decal material from TL-Modellbau: on a 1 cm wide black band I simply added two white 2.5 mm stripes, for a very good result. Most other markings belong to an early REAF MiG-15, taken from a Microscale omnibus sheet for various MiG fighters. This provided the green-trimmed white fuselage band, the roundels and the fin flash, and a white spinner completed the REAF ID markings. Unfortunately the decals turned out to be brittle (ESCI-esque...) and disintegrated upon the first attempt to apply them, so I tried to save them with Microsol Decal Film, and this actually worked like a charm, even though the resurrected decals did not adhere well to the model's surface. The REAF 2 Squadron emblem comes from a vintage PrintScale Hawker Hurricane sheet, the white code letter on the fuselage came from an Xtradecal RAF codes sheet, and the black Arabic serials came from a Begemot sheet for MiG-29s.

The kit received some soot stains around the exhaust ports and the gun muzzles and was finally sealed with matt acrylic varnish (Italeri).

Even though it’s just a modded Macchi C.205, the result looks …different. From certain angles the aircraft reminds a lot of a P-51D Mustang, like one of the lightweight prototypes? The Egyptian markings add a confusing touch, though, and while the bodywork is not perfect, I am happy with the result. The Yak-23 tail fits perfectly, and with the narrow wings the HA-100 also reminds a bit of the two-engine Westland Whirlwind?

+++ 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:

As the Egyptian border was threatened by an Italian and German invasion during the Second World War, the Royal Air Force established more airfields in Egypt. The Royal Egyptian Air Force was sometimes treated as a part of the Royal Air Force, at other times a strict policy of neutrality was followed as Egypt maintained its official neutrality until very late in the war. As a result, few additional aircraft were supplied by Britain, however the arm did receive its first modern fighters, Hawker Hurricanes and a small number of Curtiss P-40 Tomahawks. In the immediate post-war period, cheap war surplus aircraft, including a large number of Supermarine Spitfire Mk.IXs were acquired.

Only about 15 HA-100s of REAF No. 2 Squadron were still in flying condition due to quickly worsening engine spares shortages, and the aircraft had, in the meantime, been hardwired to carry up to four “Sakr” unguided 122mm rockets on the underwing hardpoints. Due to their agility at low altitude, the HA-100s were primarily used for ground attacks and low-level reconnaissance duties. On their missions the aircraft still performed well, but at that time, all Egyptian aircraft had been stripped off of their camouflage and were operated in a bare metal finish – a poor decision, since the glinting airframes were highly visible both in the air and on the ground. Consequently, the vintage propeller aircraft became easy targets, resulting high losses, and the HA-100s were grounded. They were officially retired by April 1957, after the end of the Suez conflict, and scrapped.

General characteristics:

Crew: 1

Length: 9,10 m (29 ft 10 in)

Wingspan: 10.01 m (32 ft 9½ in)

Height: 3.52 m (11 ft 6¼ in)

Wing area: 16.8 m² (181 sq ft)

Airfoil: root: NACA 23018 (modified); tip: NACA 23009 (modified)

Empty weight: 2.695 kg (5,936 lb)

Gross weight: 3.621 kg (7,975 lb)

Max takeoff weight: 4.100 kg (9,030 lb)

Powerplant:

1× Fiat RA.1050 R.C.58 Tifone (license-built Daimler Bent DB 605) V-12 inverted liquid-cooled piston

engine with 1,100 kW (1,500 hp), driving a 3-bladed constant-speed propeller#

Performance:

Maximum speed: 642 km/h (399 mph, 347 kn) at 7,200 m (23,600 ft)

Cruise speed: 400 km/h (250 mph, 220 kn)

Range: 950 km (590 mi, 510 nmi)

Service ceiling: 11,500 m (37,700 ft)

Time to altitude: 3,000 m (9,800 ft) in 2 minutes 40 seconds

Wing loading: 202.9 kg/m2 (41.6 lb/sq ft)

Armament.

2× 12.7 mm (.5 in) Breda-SAFAT machine guns, 400 RPG, in the nose

2× 20 mm MG 151 cannon, 250 RPG, in the outer wings

2× underwing hardpoints for 160 kg (350 lb) each for bombs or four 122mm Sakr unguided rockets

The kit and its assembly:

This oddity was spawned from curiosity – when read about the lightweight Helwan HA-300 fighter from the early Sixties, I wondered when and how the Egyptian aircraft industry had started? I was even more curious because I had already attributed a what-if model, the purely fictional (and later) HA-410 fighter bomber, to Egyptian engineering. So, I researched Helwan’s origins, checked the time frame of its establishment and eventually came across the REAF’s post-WWII C.205 Veltros. What if there had been an indigenous update program…?

Consequently, this conversion’s basis is a C.205V kit from Delta 2. This kit is based upon a unique mold, quite similar to the later Italeri kit, but it is different and has some curious solutions. For instance, the landing gear struts are mounted into the wings with L-shaped attachment pegs – as if the landing gear is supposed to be retractable. Odd, but very stable. Another weird solution: the wing gun barrels are attached to the wings together with massive plastic wedges that fit into respective openings. Another quite rigid construction, even though it calls for trimming and PSR. Beyond these quirks, the kit is quite nice. It comes with a convincing mix of recessed panel lines and raised rivet heads. Some parts are a bit soft in shape, though, e. g. the cowling fairings, but overall I am positively surprised.

To change the aircraft’s look I did some conversions, though. The most obvious change is the new tail section, which was transplanted wholesale from a KP Yak-23 and had the C.205’s tail wheel attachment section transplanted from the Delta 2 kit. Originally, I wanted to move the whole cockpit forward, but then just replaced canopy and spine section with a clear part from a Hobby Boss MiG-15 and putty. Other, rather cosmetic changes include clipped wing tips to match the Yak-23’s square tail surfaces shape, and the C.205’s small elliptic stabilizers were replaced with tailored, slightly bigger parts from the scrap box. A bigger/deeper radiator and a different oil cooler replaced the original parts, and I placed them under the inner wings behind the landing gear wells. Both donors come from Spitfires, even though from different kits (IIRC, the oil cooler from an AZ Models Mk. V kit and the radiator from a FROG Mk. XIV). The flaps were lowered, too, because this detail was easy to realize with this kit.

Painting and markings:

The HA-100 received a contemporary camouflage, the RAF Tropical Paint Scheme consisting of Dark Earth and Middle Stone with Azure Blue undersides. The pattern was adapted from RAF Spitfires, and Modelmaster (2052 and 2054) and Humbrol (157) enamels were used, with a light overall black ink washing and some post panel shading. Being a former Italian aircraft, I painted the cockpit in a typical, Italian tone, a very light grayish green called “Verde Anticorrosione“, which was used during WWII on many interior surfaces – I used a mix of Revell 59 with some 45. The landing gear and the respective wells became aluminum (Humbrol 56), though.

One challenge became the characteristic black-and-white REAF ID bands on the wings. These were improvised with generic decal material from TL-Modellbau: on a 1 cm wide black band I simply added two white 2.5 mm stripes, for a very good result. Most other markings belong to an early REAF MiG-15, taken from a Microscale omnibus sheet for various MiG fighters. This provided the green-trimmed white fuselage band, the roundels and the fin flash, and a white spinner completed the REAF ID markings. Unfortunately the decals turned out to be brittle (ESCI-esque...) and disintegrated upon the first attempt to apply them, so I tried to save them with Microsol Decal Film, and this actually worked like a charm, even though the resurrected decals did not adhere well to the model's surface. The REAF 2 Squadron emblem comes from a vintage PrintScale Hawker Hurricane sheet, the white code letter on the fuselage came from an Xtradecal RAF codes sheet, and the black Arabic serials came from a Begemot sheet for MiG-29s.

The kit received some soot stains around the exhaust ports and the gun muzzles and was finally sealed with matt acrylic varnish (Italeri).

Even though it’s just a modded Macchi C.205, the result looks …different. From certain angles the aircraft reminds a lot of a P-51D Mustang, like one of the lightweight prototypes? The Egyptian markings add a confusing touch, though, and while the bodywork is not perfect, I am happy with the result. The Yak-23 tail fits perfectly, and with the narrow wings the HA-100 also reminds a bit of the two-engine Westland Whirlwind?

In the mode of a watercolour with some digital refinements

Two Allen Center Display

Fashion Royalty

The long-awaited Canon EOS 5D Mark III has finally arrived. Offering refinement and improvement over its predecessor, the camera maintains its position as a very capable DSLR that’s ideal for high-quality image capture and HD video recording.

Only a slight bump in resolution, 22.3MP versus 21.1MP, means the 5D Mark III’s already excellent image quality has not improved drastically; the way images are recorded and processed, however, has changed in significant ways. The integration of the new DIGIC 5+ Image Processor stands as one of the largest improvements over the 5D Mark II, offering increased speed and power as well as higher ISO sensitivity and better noise reduction. Also aiding the increased sensitivity is 14-bit A/D conversion, which improves gradation between tones and overall image quality.

Elevating Expectations.

Supra raises the standards of refinement with innovative interior amenities that create extreme luxury tempered by intuitive design. The new SC interior is the perfect example. Elegantly functional features like Supra's E-Boost equipped racing-style driver's seat marries comfort and convenience with high performance. Versatile passenger relaxation like Triple-up Seating with a flip-up lean back in the lounge, a rear-facing seat behind the driver that houses a trash receptacle and storage, an available Gap Seat in the walk-through and a 36-can relocatable stay-cold AO Cooler continue the usability without compromising interior look, capacity or comfort. The standard 10-speaker Polk Sound System can be controlled through the media screen of the VISION Touch, with a remote mounted in a lounge side panel or in the passenger-side glovebox. Easy-access tune control is an understatement. Supra furthers the interior feast for the senses with LED Mood Lighting, hand-cover color-match interior accents and the plush feel of Spradling's stain and abrasion resistant multi-textured SupraSkinTM vinyl. The Supra SC raises its standards to luxury, you should too.  

+++ 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:

Cunliffe-Owen Aircraft was a British aircraft manufacturer of the World War II era. They were primarily a repair and overhaul shop, but also a construction shop for other companies' designs, notably the Supermarine Seafire. But the company also undertook contract work for the Air Ministry, Lord Rootes, Shorts and Armstrong Siddeley worth £1.5 million, and undertook design and development work.

The Marlin’s FAA front line career ended in late 1954 with the introduction of the Fairey Gannet. By that time, Cunliffe-Owen had already been, due to huge losses in the Post-War civil aviation market, dissolved since 1947.

General characteristics:

Crew: two

Length: 39 ft 7 1/2 in (12.10 m)

Wingspan: 47 ft 3 in (14.40 m)

Height: 13 ft 4.5 in (4.07 m)

Wing area: 35.40 m² (381.041 ft²)

Empty weight: 10,547 lb (4,794 kg)

Max. takeoff weight: 16,616 lb (7,553 kg)

Fuel capacity: 409 imperial gallons (1,860 l; 491 US gal)

Powerplant:

1× Bristol Centaurus 57 18-cylinder radial engine, 2,825 hp (2,107 kW)

driving a 5-bladed Rotol VH 65, 14 ft (4.3 m) diameter propeller

Performance:

Maximum speed: 540 km/h (293 kn, 335 mph)

Maximum range: 900 mi (783 nmi, 1,450 km)

Combat radius: 349 mi (303 nmi; 562 km)

Service ceiling: 31,600 ft (9,630 m)

Rate of climb: 2,600 ft/min (13 m/s)

Time to altitude: 7.75 minutes to 10,000 feet (3,048 m)

Wing loading: 158.9 kg/m² (32.5 lb/ft²)

Power/mass: 240 W/kg (0.147 hp/lb)

Armament:

2× 20 mm (0.79 in) Hispano autocannon in the outer wings

2× 0.50 in (12.7 mm) M2 Browning machine guns in a dorsal, remote-controlled

Frazer-Nash FN95 barbette

1× 1,850 lb (840 kg) 18” Mk. VXII torpedo or 2 × 2,000 lb (910 kg) bombs under the fuselage,

or up to 2.000 lb of bombs in an internal bomb bay

Alternatively, up to 16× RP-3 rocket projectiles, bombs or 2× 90 gal (408 l) drop tanks

on underwing hardpoints; total ordnance load of up to 3,000 lb (1,361 kg)

The kit and its assembly:

This converted Aichi B7A2 was inspired by a whiffy Royal Navy skin for this type for a flight simulator, found at warthunder.com and created/posted by a user called byacki. The aircraft was otherwise unchanged, but the result looked so convincing that I earmarked the idea for a hardware build.

This time has come now: the 2018 “RAF Centenary” Group Build at whatifmodelers.com was a neat occasion to tackle the project, since I already had stashed away a Fujimi kit for this build.

In fact, Cunliffe-Owen submitted a competitive proposal for the Spearfish’s requirement, but details concerning the respective aircraft remain obscure, so that the B7A2 fills this gap well. The Fujimi kit itself is VERY nice, well detailed and goes together like a charm. In order to stay true to the original inspiration I did not change much, but the Fairey Spearfish of the late WWII era had some influence.

First of all, the engine was changed into a Bristol Centaurus – a very simple rhinoplasty, since the B7A2’s front fuselage diameter turned out to be ideal for this swap! The original nose was cut off just in front of the exhaust stubs, and a Centaurus from a PM Model Sea Fury was mounted in its place – even though it had to be “squashed” a little in order to fit properly (achieved through the use of a screw clamp and 2C putty inside to stabilize the new shape). Inside of the new cowling, a styrene tube was added for the new five blade propeller, also form a Sea Fury, which received a metal axis.

Another addition is the gun barbette, a common feature among Admiralty Specification O.5/43 designs (the Fairey Spearfish carried one, too). I was lucky to find a leftover chin turret from an Airfix B-17G in the pile, which fitted well in shape and size. The casing ejector openings were faired over and then the turret was mounted upside down in a round opening at the end of the cockpit section. Cockpit floor and canopy were modified accordingly and the result does not look bad at all! Inside of the cockpit the OOB bucket seats were replaced by bigger alternatives – the Fujimi parts look like 1:100 scale!

The OOB torpedo was retained and I added some unguided 3” rockets under the aircraft’s wings, left over from my recent Sea Hawk trainer build. Another addition is a radar pod under the port side wing (a modified cardboard drop tank from a WWII P-51D), and the main wheels were changed – from a Matchbox Me 262, because they feature more details than the OOB parts. The tail wheel was modified, too: instead of the B7A2’s fixed wheel, I implanted the front wheel from a PZL Iskra and added covers, for a retractable arrangement.

Painting and markings:

Well, a conservative choice, and since I wanted to stay true to the original CG design, I stuck to classic RN colors in the form of Extra Dark Sea Grey (Humbrol 123) for the upper surfaces and Sky (Tamiya XF-76 IJN Green Grey, which is a very similar, yet slightly darker tone) for the undersides, with a high waterline. A personal twist came through Korean War era “invasion stripes”, which were carried for easy identification esp. by propeller-driven aircraft in order to avoid friendly AA fire from the ground. The stripes were created after basic painting with white and black generic decal sheet material (TL Modellbau): large white bands (32 mm wide) as foundation, with single black bands (each 6.4 mm wide) added on top. Application around the radar pod and on the slightly tapered fuselage was a bit tricky, but IMHO still easier than trying to mask and paint the stripes.

Other markings were puzzled together from a PrintScale Fairey Firefly sheet, from different Korean War era aircraft.

As per usual, the kit received a light black ink wash in order to emphasize the engraved surface details, and then the panels were highlighted through dry-brushing. Lightly chipped paint was simulated with dry-brushed silver and light grey, and gun and exhaust soot were created with grinded graphite.

Finally, everything was sealed under a mix of Italeri’s matt and semi-gloss acrylic varnishes, for a sheen finish.

I am astonished how natural the Japanese B7A2 from late WWII looks in Royal Navy colors – even without my minor modifications the aircraft would look very convincing, even as a post-war design. It’s really an elegant machine, despite its bulk and size!

The Centaurus with its five blade propeller, the missiles under the wings and the gun barbette just add some more muscle and post-war credibility. I could also imagine this elegant aircraft in WWII Luftwaffe markings, maybe with an engine swap (BMW 801 or Jumo 213 power egg), too?

early sketches for a cancelled project. Helmet refinements and chest revisions.

Elevating Expectations.

Supra raises the standards of refinement with innovative interior amenities that create extreme luxury tempered by intuitive design. The new SC interior is the perfect example. Elegantly functional features like Supra's E-Boost equipped racing-style driver's seat marries comfort and convenience with high performance. Versatile passenger relaxation like Triple-up Seating with a flip-up lean back in the lounge, a rear-facing seat behind the driver that houses a trash receptacle and storage, an available Gap Seat in the walk-through and a 36-can relocatable stay-cold AO Cooler continue the usability without compromising interior look, capacity or comfort. The standard 10-speaker Polk Sound System can be controlled through the media screen of the VISION Touch, with a remote mounted in a lounge side panel or in the passenger-side glovebox. Easy-access tune control is an understatement. Supra furthers the interior feast for the senses with LED Mood Lighting, hand-cover color-match interior accents and the plush feel of Spradling's stain and abrasion resistant multi-textured SupraSkinTM vinyl. The Supra SC raises its standards to luxury, you should too.  

© 2010, yohanes.budiyanto

Let's cut to the chase and see which hotel excels on my recent trip to Mainland China. As I mentioned in the past, Chinese hospitality is a good decade away from the level of refinement found at other sister cities in the region, such as Hong Kong or Tokyo. Last year through Shanghai 777-777, I was pleasantly surprised to find that one hotel could pull out such a high standard on service; and it was The Peninsula, Shanghai. I scored them 95 for service. Remember, this is China, the spitting capital of the world.

I expected similar standard could be maintained for this stay; and I'm pleasantly surprised that they took it to an even higher level. Wow. Everything was almost flawless in my experience; and what really impressed me was their sincerity and genuine nature to make my stay more enjoyable.

From the bellboys in the driveway to the porter, and housekeeping to room service attendants; and right to managers, etc. Everybody was giving their 110% and it seemed very natural without over-the-top feeling. It has raised the bar so high, unprecedented in Mainland China; and it certainly rivals Hong Kong.

When I was waiting for a taxi in the driveway, a random staff greeted me by my last name and asked where I was heading. When I told him I was going to the Lost Heaven, -a restaurant renowned for its Yunnan folk cuisine-; he and some other staffs immediately told me that it's a good choice as it is a great restaurant with a tendency towards spicy and sour in taste (to warn me if I could tolerate spicy food). Mind you they are not the concierge, but they were great. It was one of those simple gestures and candid moments that matters: a smile, good attitude and being natural that give you the warmth and reminded you of home.

One of the managers I met during the stay was probably the best hotel staff I've ever met during my entire hotel journey to date. It's hard to find a sense of humility nowadays.

So here's the new overall score, with revised mark highlighted from previous stay:

1. Location: 95

2. Room: 100

3. Bathroom: 95

4. Quality of Bed: 100

5. In-room Tech: 100

6. Service: 95

7. Dining: 90

8. Facilities: 90

9. Wellness Facilities: 85

10. Design: 85

11. Value: 100

12. View from Room: 95

OVERALL: 94,16

More pictures and info from previous stay here.

The big question: Does Peninsula Shanghai exceed Landmark Mandarin Oriental in Hong Kong? We just have to wait and see..

THE PENINSULA, SHANGHAI

32, Zhongshan Dong Yi Road

The Bund, Shanghai

General Manager: Paul Tchen

Hotel Manager: Joseph Chong

Executive Chef: Terrence Crandall

Executive Chef (Chinese): Tang Chi Keung

Architect: David Beer (formerly of BBG Architects)

Interior Designer: Pierre-Yves Rochon

+++ 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:

As the Egyptian border was threatened by an Italian and German invasion during the Second World War, the Royal Air Force established more airfields in Egypt. The Royal Egyptian Air Force was sometimes treated as a part of the Royal Air Force, at other times a strict policy of neutrality was followed as Egypt maintained its official neutrality until very late in the war. As a result, few additional aircraft were supplied by Britain, however the arm did receive its first modern fighters, Hawker Hurricanes and a small number of Curtiss P-40 Tomahawks. In the immediate post-war period, cheap war surplus aircraft, including a large number of Supermarine Spitfire Mk.IXs were acquired.

Only about 15 HA-100s of REAF No. 2 Squadron were still in flying condition due to quickly worsening engine spares shortages, and the aircraft had, in the meantime, been hardwired to carry up to four “Sakr” unguided 122mm rockets on the underwing hardpoints. Due to their agility at low altitude, the HA-100s were primarily used for ground attacks and low-level reconnaissance duties. On their missions the aircraft still performed well, but at that time, all Egyptian aircraft had been stripped off of their camouflage and were operated in a bare metal finish – a poor decision, since the glinting airframes were highly visible both in the air and on the ground. Consequently, the vintage propeller aircraft became easy targets, resulting high losses, and the HA-100s were grounded. They were officially retired by April 1957, after the end of the Suez conflict, and scrapped.

General characteristics:

Crew: 1

Length: 9,10 m (29 ft 10 in)

Wingspan: 10.01 m (32 ft 9½ in)

Height: 3.52 m (11 ft 6¼ in)

Wing area: 16.8 m² (181 sq ft)

Airfoil: root: NACA 23018 (modified); tip: NACA 23009 (modified)

Empty weight: 2.695 kg (5,936 lb)

Gross weight: 3.621 kg (7,975 lb)

Max takeoff weight: 4.100 kg (9,030 lb)

Powerplant:

1× Fiat RA.1050 R.C.58 Tifone (license-built Daimler Bent DB 605) V-12 inverted liquid-cooled piston

engine with 1,100 kW (1,500 hp), driving a 3-bladed constant-speed propeller#

Performance:

Maximum speed: 642 km/h (399 mph, 347 kn) at 7,200 m (23,600 ft)

Cruise speed: 400 km/h (250 mph, 220 kn)

Range: 950 km (590 mi, 510 nmi)

Service ceiling: 11,500 m (37,700 ft)

Time to altitude: 3,000 m (9,800 ft) in 2 minutes 40 seconds

Wing loading: 202.9 kg/m2 (41.6 lb/sq ft)

Armament.

2× 12.7 mm (.5 in) Breda-SAFAT machine guns, 400 RPG, in the nose

2× 20 mm MG 151 cannon, 250 RPG, in the outer wings

2× underwing hardpoints for 160 kg (350 lb) each for bombs or four 122mm Sakr unguided rockets

The kit and its assembly:

This oddity was spawned from curiosity – when read about the lightweight Helwan HA-300 fighter from the early Sixties, I wondered when and how the Egyptian aircraft industry had started? I was even more curious because I had already attributed a what-if model, the purely fictional (and later) HA-410 fighter bomber, to Egyptian engineering. So, I researched Helwan’s origins, checked the time frame of its establishment and eventually came across the REAF’s post-WWII C.205 Veltros. What if there had been an indigenous update program…?

Consequently, this conversion’s basis is a C.205V kit from Delta 2. This kit is based upon a unique mold, quite similar to the later Italeri kit, but it is different and has some curious solutions. For instance, the landing gear struts are mounted into the wings with L-shaped attachment pegs – as if the landing gear is supposed to be retractable. Odd, but very stable. Another weird solution: the wing gun barrels are attached to the wings together with massive plastic wedges that fit into respective openings. Another quite rigid construction, even though it calls for trimming and PSR. Beyond these quirks, the kit is quite nice. It comes with a convincing mix of recessed panel lines and raised rivet heads. Some parts are a bit soft in shape, though, e. g. the cowling fairings, but overall I am positively surprised.

To change the aircraft’s look I did some conversions, though. The most obvious change is the new tail section, which was transplanted wholesale from a KP Yak-23 and had the C.205’s tail wheel attachment section transplanted from the Delta 2 kit. Originally, I wanted to move the whole cockpit forward, but then just replaced canopy and spine section with a clear part from a Hobby Boss MiG-15 and putty. Other, rather cosmetic changes include clipped wing tips to match the Yak-23’s square tail surfaces shape, and the C.205’s small elliptic stabilizers were replaced with tailored, slightly bigger parts from the scrap box. A bigger/deeper radiator and a different oil cooler replaced the original parts, and I placed them under the inner wings behind the landing gear wells. Both donors come from Spitfires, even though from different kits (IIRC, the oil cooler from an AZ Models Mk. V kit and the radiator from a FROG Mk. XIV). The flaps were lowered, too, because this detail was easy to realize with this kit.

Painting and markings:

The HA-100 received a contemporary camouflage, the RAF Tropical Paint Scheme consisting of Dark Earth and Middle Stone with Azure Blue undersides. The pattern was adapted from RAF Spitfires, and Modelmaster (2052 and 2054) and Humbrol (157) enamels were used, with a light overall black ink washing and some post panel shading. Being a former Italian aircraft, I painted the cockpit in a typical, Italian tone, a very light grayish green called “Verde Anticorrosione“, which was used during WWII on many interior surfaces – I used a mix of Revell 59 with some 45. The landing gear and the respective wells became aluminum (Humbrol 56), though.

One challenge became the characteristic black-and-white REAF ID bands on the wings. These were improvised with generic decal material from TL-Modellbau: on a 1 cm wide black band I simply added two white 2.5 mm stripes, for a very good result. Most other markings belong to an early REAF MiG-15, taken from a Microscale omnibus sheet for various MiG fighters. This provided the green-trimmed white fuselage band, the roundels and the fin flash, and a white spinner completed the REAF ID markings. Unfortunately the decals turned out to be brittle (ESCI-esque...) and disintegrated upon the first attempt to apply them, so I tried to save them with Microsol Decal Film, and this actually worked like a charm, even though the resurrected decals did not adhere well to the model's surface. The REAF 2 Squadron emblem comes from a vintage PrintScale Hawker Hurricane sheet, the white code letter on the fuselage came from an Xtradecal RAF codes sheet, and the black Arabic serials came from a Begemot sheet for MiG-29s.

The kit received some soot stains around the exhaust ports and the gun muzzles and was finally sealed with matt acrylic varnish (Italeri).

Even though it’s just a modded Macchi C.205, the result looks …different. From certain angles the aircraft reminds a lot of a P-51D Mustang, like one of the lightweight prototypes? The Egyptian markings add a confusing touch, though, and while the bodywork is not perfect, I am happy with the result. The Yak-23 tail fits perfectly, and with the narrow wings the HA-100 also reminds a bit of the two-engine Westland Whirlwind?

Two Allen Center Display

Elevating Expectations.

Supra raises the standards of refinement with innovative interior amenities that create extreme luxury tempered by intuitive design. The new SC interior is the perfect example. Elegantly functional features like Supra's E-Boost equipped racing-style driver's seat marries comfort and convenience with high performance. Versatile passenger relaxation like Triple-up Seating with a flip-up lean back in the lounge, a rear-facing seat behind the driver that houses a trash receptacle and storage, an available Gap Seat in the walk-through and a 36-can relocatable stay-cold AO Cooler continue the usability without compromising interior look, capacity or comfort. The standard 10-speaker Polk Sound System can be controlled through the media screen of the VISION Touch, with a remote mounted in a lounge side panel or in the passenger-side glovebox. Easy-access tune control is an understatement. Supra furthers the interior feast for the senses with LED Mood Lighting, hand-cover color-match interior accents and the plush feel of Spradling's stain and abrasion resistant multi-textured SupraSkinTM vinyl. The Supra SC raises its standards to luxury, you should too.  

Almost hidden by spreading trees, the Baptist Church is one of the first buildings to greet the traveller entering Hantsport from the East. The location is one of spaciousness and the church is saved from being just another place of worship by the delicate beauty of the steeple. When John Borden and Asa Davison raised the steeple, they vested it with the touch of the true artist. Refinement of scale and almost perfect symmetry characterizes this steeple as it rises above the tree tops ad the town.

The Baptists have held services in the district since 1811. Their first public worship was in a hall on Holme’s Hill. On January 13, 1830 the church was formally organized in the Union Meeting House at Mt. Denson which was then a part of Falmouth. The record states that eighteen members of the Baptist Church at Windsor obtained letters of dismission from that Church for the purposes of forming a separate Church to be known as the Particular Church of Falmouth.

The use of the title “Particular” in the name of the Church signifies that theirs was a Calvinistic theology and suggests an issue that is well nigh forgotten today. The other important division of the Baptists took its name from Jacobus Arminius. The Arminian or General Baptists placed their chief emphasis upon man’s freedom of choice as opposed to the predestination of the Calvinists. The two streams were united in the Maritime Provinces in 1905 when Free and Regular Baptists merged into the Maritime United Baptist Convention. The union is remembered in the official name of the Convention as well as in the names of such individual churches as that at Hantsport.

Rev. Robert Dickie was the first pastor of the newly organized church. He was succeeded by John Cogswell and he, by Ezra Churchill. Mr. Churchill, who later became Senator Churchill, was licensed to preach “within the limits of the Church only”. The membership increased rapidly and churches were built at Brooklyn and Hantsport.

In 1861, when the membership had reached 251, the name of the church was changed to “Hantsport Baptist Church”. That was the year in which Rev. William Burton began the first of two pastorates here. He was a native of Margaree who, despite educational limitations, was recognized by his contemporaries as “one of our best preachers, clear, forcible, and imaginative.” Graven on his tombstone is the fact that he preached 8,320 sermons.

The church has been blessed with faithful and energetic pastors. Rev. J. C. Bleakney came in 1875 and led in the construction of a vestry. During his ministry, 150 were added to the membership and 102 dismissed to form the Brooklyn Church. Rev. John McLean served the church for three years until his untimely death in 1887. He was a victim of the Black Fish Fever which scourged the village and which he contracted during his faithful visitation of the afflicted.

The choir loft and the steeple are two parts of the church that remain as they were originally constructed. The timbers of the original church were brought by sailing ship from New Hampshire. So the steeple, as well as being an invitation to worship, is also a reminder of the days when this modern “town of industries” was the home of men who “went down to the sea in ships”.

+++ 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:

As the Egyptian border was threatened by an Italian and German invasion during the Second World War, the Royal Air Force established more airfields in Egypt. The Royal Egyptian Air Force was sometimes treated as a part of the Royal Air Force, at other times a strict policy of neutrality was followed as Egypt maintained its official neutrality until very late in the war. As a result, few additional aircraft were supplied by Britain, however the arm did receive its first modern fighters, Hawker Hurricanes and a small number of Curtiss P-40 Tomahawks. In the immediate post-war period, cheap war surplus aircraft, including a large number of Supermarine Spitfire Mk.IXs were acquired.

Only about 15 HA-100s of REAF No. 2 Squadron were still in flying condition due to quickly worsening engine spares shortages, and the aircraft had, in the meantime, been hardwired to carry up to four “Sakr” unguided 122mm rockets on the underwing hardpoints. Due to their agility at low altitude, the HA-100s were primarily used for ground attacks and low-level reconnaissance duties. On their missions the aircraft still performed well, but at that time, all Egyptian aircraft had been stripped off of their camouflage and were operated in a bare metal finish – a poor decision, since the glinting airframes were highly visible both in the air and on the ground. Consequently, the vintage propeller aircraft became easy targets, resulting high losses, and the HA-100s were grounded. They were officially retired by April 1957, after the end of the Suez conflict, and scrapped.

General characteristics:

Crew: 1

Length: 9,10 m (29 ft 10 in)

Wingspan: 10.01 m (32 ft 9½ in)

Height: 3.52 m (11 ft 6¼ in)

Wing area: 16.8 m² (181 sq ft)

Airfoil: root: NACA 23018 (modified); tip: NACA 23009 (modified)

Empty weight: 2.695 kg (5,936 lb)

Gross weight: 3.621 kg (7,975 lb)

Max takeoff weight: 4.100 kg (9,030 lb)

Powerplant:

1× Fiat RA.1050 R.C.58 Tifone (license-built Daimler Bent DB 605) V-12 inverted liquid-cooled piston

engine with 1,100 kW (1,500 hp), driving a 3-bladed constant-speed propeller#

Performance:

Maximum speed: 642 km/h (399 mph, 347 kn) at 7,200 m (23,600 ft)

Cruise speed: 400 km/h (250 mph, 220 kn)

Range: 950 km (590 mi, 510 nmi)

Service ceiling: 11,500 m (37,700 ft)

Time to altitude: 3,000 m (9,800 ft) in 2 minutes 40 seconds

Wing loading: 202.9 kg/m2 (41.6 lb/sq ft)

Armament.

2× 12.7 mm (.5 in) Breda-SAFAT machine guns, 400 RPG, in the nose

2× 20 mm MG 151 cannon, 250 RPG, in the outer wings

2× underwing hardpoints for 160 kg (350 lb) each for bombs or four 122mm Sakr unguided rockets

The kit and its assembly:

This oddity was spawned from curiosity – when read about the lightweight Helwan HA-300 fighter from the early Sixties, I wondered when and how the Egyptian aircraft industry had started? I was even more curious because I had already attributed a what-if model, the purely fictional (and later) HA-410 fighter bomber, to Egyptian engineering. So, I researched Helwan’s origins, checked the time frame of its establishment and eventually came across the REAF’s post-WWII C.205 Veltros. What if there had been an indigenous update program…?

Consequently, this conversion’s basis is a C.205V kit from Delta 2. This kit is based upon a unique mold, quite similar to the later Italeri kit, but it is different and has some curious solutions. For instance, the landing gear struts are mounted into the wings with L-shaped attachment pegs – as if the landing gear is supposed to be retractable. Odd, but very stable. Another weird solution: the wing gun barrels are attached to the wings together with massive plastic wedges that fit into respective openings. Another quite rigid construction, even though it calls for trimming and PSR. Beyond these quirks, the kit is quite nice. It comes with a convincing mix of recessed panel lines and raised rivet heads. Some parts are a bit soft in shape, though, e. g. the cowling fairings, but overall I am positively surprised.

To change the aircraft’s look I did some conversions, though. The most obvious change is the new tail section, which was transplanted wholesale from a KP Yak-23 and had the C.205’s tail wheel attachment section transplanted from the Delta 2 kit. Originally, I wanted to move the whole cockpit forward, but then just replaced canopy and spine section with a clear part from a Hobby Boss MiG-15 and putty. Other, rather cosmetic changes include clipped wing tips to match the Yak-23’s square tail surfaces shape, and the C.205’s small elliptic stabilizers were replaced with tailored, slightly bigger parts from the scrap box. A bigger/deeper radiator and a different oil cooler replaced the original parts, and I placed them under the inner wings behind the landing gear wells. Both donors come from Spitfires, even though from different kits (IIRC, the oil cooler from an AZ Models Mk. V kit and the radiator from a FROG Mk. XIV). The flaps were lowered, too, because this detail was easy to realize with this kit.

Painting and markings:

The HA-100 received a contemporary camouflage, the RAF Tropical Paint Scheme consisting of Dark Earth and Middle Stone with Azure Blue undersides. The pattern was adapted from RAF Spitfires, and Modelmaster (2052 and 2054) and Humbrol (157) enamels were used, with a light overall black ink washing and some post panel shading. Being a former Italian aircraft, I painted the cockpit in a typical, Italian tone, a very light grayish green called “Verde Anticorrosione“, which was used during WWII on many interior surfaces – I used a mix of Revell 59 with some 45. The landing gear and the respective wells became aluminum (Humbrol 56), though.

One challenge became the characteristic black-and-white REAF ID bands on the wings. These were improvised with generic decal material from TL-Modellbau: on a 1 cm wide black band I simply added two white 2.5 mm stripes, for a very good result. Most other markings belong to an early REAF MiG-15, taken from a Microscale omnibus sheet for various MiG fighters. This provided the green-trimmed white fuselage band, the roundels and the fin flash, and a white spinner completed the REAF ID markings. Unfortunately the decals turned out to be brittle (ESCI-esque...) and disintegrated upon the first attempt to apply them, so I tried to save them with Microsol Decal Film, and this actually worked like a charm, even though the resurrected decals did not adhere well to the model's surface. The REAF 2 Squadron emblem comes from a vintage PrintScale Hawker Hurricane sheet, the white code letter on the fuselage came from an Xtradecal RAF codes sheet, and the black Arabic serials came from a Begemot sheet for MiG-29s.

The kit received some soot stains around the exhaust ports and the gun muzzles and was finally sealed with matt acrylic varnish (Italeri).

Even though it’s just a modded Macchi C.205, the result looks …different. From certain angles the aircraft reminds a lot of a P-51D Mustang, like one of the lightweight prototypes? The Egyptian markings add a confusing touch, though, and while the bodywork is not perfect, I am happy with the result. The Yak-23 tail fits perfectly, and with the narrow wings the HA-100 also reminds a bit of the two-engine Westland Whirlwind?

The department has been building up a library of design related reference books over the last few years. Pupils are encouraged to make use of these books on a regular basis. The photographs here demonstrate the tremendous wealth of content contained therein.

The sequence has been shot in such a way that the cover of the book is shown first and a few sample pages are included to give the student an idea of the content the book contains. Pupils may then approach staff and request a short term loan.

Elevating Expectations.

Supra raises the standards of refinement with innovative interior amenities that create extreme luxury tempered by intuitive design. The new SC interior is the perfect example. Elegantly functional features like Supra's E-Boost equipped racing-style driver's seat marries comfort and convenience with high performance. Versatile passenger relaxation like Triple-up Seating with a flip-up lean back in the lounge, a rear-facing seat behind the driver that houses a trash receptacle and storage, an available Gap Seat in the walk-through and a 36-can relocatable stay-cold AO Cooler continue the usability without compromising interior look, capacity or comfort. The standard 10-speaker Polk Sound System can be controlled through the media screen of the VISION Touch, with a remote mounted in a lounge side panel or in the passenger-side glovebox. Easy-access tune control is an understatement. Supra furthers the interior feast for the senses with LED Mood Lighting, hand-cover color-match interior accents and the plush feel of Spradling's stain and abrasion resistant multi-textured SupraSkinTM vinyl. The Supra SC raises its standards to luxury, you should too.  

Elevating Expectations.

Supra raises the standards of refinement with innovative interior amenities that create extreme luxury tempered by intuitive design. The new SC interior is the perfect example. Elegantly functional features like Supra's E-Boost equipped racing-style driver's seat marries comfort and convenience with high performance. Versatile passenger relaxation like Triple-up Seating with a flip-up lean back in the lounge, a rear-facing seat behind the driver that houses a trash receptacle and storage, an available Gap Seat in the walk-through and a 36-can relocatable stay-cold AO Cooler continue the usability without compromising interior look, capacity or comfort. The standard 10-speaker Polk Sound System can be controlled through the media screen of the VISION Touch, with a remote mounted in a lounge side panel or in the passenger-side glovebox. Easy-access tune control is an understatement. Supra furthers the interior feast for the senses with LED Mood Lighting, hand-cover color-match interior accents and the plush feel of Spradling's stain and abrasion resistant multi-textured SupraSkinTM vinyl. The Supra SC raises its standards to luxury, you should too.  

+++ 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 Lavochkin La-7 (Russian: Лавочкин Ла-7) was a piston-engine Soviet fighter developed during World War II by the Lavochkin Design Bureau (OKB). It was a development and refinement of the Lavochkin La-5, and the last in a family of aircraft that had begun with the LaGG-1 in 1938.

Even though a sub version of the La-7, the type received the separate Air Standardization Coordinating Committee (ASCC) code "Flake" as it was initially mistaken as a new Lavochkin type.

General characteristics

Crew: 1

Length: 8.89 m (29 ft 1 1/2 in)

Wingspan: 10,16 m (33 ft 3 in)

Height: 2.41 m (7 ft 11 in)

Wing area: 19.59 m2 (210.2 sq ft)

Gross weight: 3,315 kg (7,308 lb)

Powerplant:

1× Shvetsov ASh-82FN air-cooled 14 cylinder radial engine with a two-stage supercharger and

fuel injection, 1.380 kW (1.850 hp), driving a 4-bladed VISh-110V propeller

Performance:

Maximum speed: 680 km/h (422 mph; 367 kn) at 6.000 meters (19.685 ft)

Range: 665 km (413 mi; 359 nmi)

Service ceiling: 11.500 m (37.667 ft)

Rate of climb: 17.25 m/s (3.410 ft/min)

Time to altitude: 4.8 minutes to 5.000 meters (16.404 ft)

Armament:

2 × 23 mm Nudelman-Suranov NS-23 cannons, 150 RPG, plus 200 kg (440 lb) of bombs

The kit and its assembly:

This whif was a bit of a spontaneous use of a Hobby Boss La-7 kit, part of a kit lot, for which I lacked any good idea. Anyway, I always had an eye on kits for the more streamlined La-9/11s – and then the idea was born to convert the leftover La-7 into something that would come close to the later types.

Biggest surgery concerned the aerodynamic surface; everything was modified:

• Outer wings from a Matchbox P-51D

• Stabilizers from a Heller P-51D

• Fin tip from an Academy Fw 190A

Wings were cut just outboard of the landing gear wells, while the Mustang wings were cut at the 2nd machine gun. Depth fits surprisingly well, only the La-7’s trailing edge had to be adapted, but that only a small effort.

Another mod is the new, for-bladed propeller, scratched from the spares box, and I added some cockpit details and a pilot torso (the canopy was to remain closed). I also removed the original tunnel oil cooler and moved this device into the wings’ leading edges, for a cleaner fuselage.

For the same clean look I left away any ordnance. Actually, when all major parts were in place, I even considered to make a race aircraft (Reno Unlimited?) from the kit, since the Lavochkin looks really fast, but then I reverted to the military use option. A North Korean whif was still missing!

Painting and markings:

When I started building there was no clear idea which country should use the La-7bis – I did not want Soviet markings, though. After some search in the decal stack I found spare North Korean markings, and from there things unfolded naturally.

The odd paint scheme was derived from real Korean La-11 fighters – a kind of tiger stripe pattern, dull green over a grey background with pale blue undersides. I used Humbrol 64 (light Sea Grey) and FS 34096 from Modelmaster, and FS 35414 from Modelmaster, too, for the undersides. Later, these colors were shaded with lighter tones. A yellow fin tip is the only color marking.

North Korean roundels come from a Print Scale MiG-15 decal sheet, the tactical code comes from the scrap box; the fine silver trim around the cowling and the black stripe under the yellow fin tip are decals, too, from generic TL Modellbau sheets.

All interior surfaces were painted with Humbrol 240 (RLM 02, plus a black ink wash), and to add some Soviet style the wheel discs were painted in dark green. The panels on the fuselage flanks were painted in a Metallizer Mix of Steel and Titanium.

The kit received a light black ink wash, plus some soot stains around the cannons and the exhaust shields. Finally, all was sealed with Revell’s acrylic matt varnish.

In the end, the La-7bis looks like less work than it actually was - one can argue if the effort has been worth it? The major transplantations are hard to discern and you have to look at least twice to recognize the differences between a La-7 and the later La-9 and -11. But that was intended – subtle and unspectacular.

+++ 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:

As the Egyptian border was threatened by an Italian and German invasion during the Second World War, the Royal Air Force established more airfields in Egypt. The Royal Egyptian Air Force was sometimes treated as a part of the Royal Air Force, at other times a strict policy of neutrality was followed as Egypt maintained its official neutrality until very late in the war. As a result, few additional aircraft were supplied by Britain, however the arm did receive its first modern fighters, Hawker Hurricanes and a small number of Curtiss P-40 Tomahawks. In the immediate post-war period, cheap war surplus aircraft, including a large number of Supermarine Spitfire Mk.IXs were acquired.

Only about 15 HA-100s of REAF No. 2 Squadron were still in flying condition due to quickly worsening engine spares shortages, and the aircraft had, in the meantime, been hardwired to carry up to four “Sakr” unguided 122mm rockets on the underwing hardpoints. Due to their agility at low altitude, the HA-100s were primarily used for ground attacks and low-level reconnaissance duties. On their missions the aircraft still performed well, but at that time, all Egyptian aircraft had been stripped off of their camouflage and were operated in a bare metal finish – a poor decision, since the glinting airframes were highly visible both in the air and on the ground. Consequently, the vintage propeller aircraft became easy targets, resulting high losses, and the HA-100s were grounded. They were officially retired by April 1957, after the end of the Suez conflict, and scrapped.

General characteristics:

Crew: 1

Length: 9,10 m (29 ft 10 in)

Wingspan: 10.01 m (32 ft 9½ in)

Height: 3.52 m (11 ft 6¼ in)

Wing area: 16.8 m² (181 sq ft)

Airfoil: root: NACA 23018 (modified); tip: NACA 23009 (modified)

Empty weight: 2.695 kg (5,936 lb)

Gross weight: 3.621 kg (7,975 lb)

Max takeoff weight: 4.100 kg (9,030 lb)

Powerplant:

1× Fiat RA.1050 R.C.58 Tifone (license-built Daimler Bent DB 605) V-12 inverted liquid-cooled piston

engine with 1,100 kW (1,500 hp), driving a 3-bladed constant-speed propeller#

Performance:

Maximum speed: 642 km/h (399 mph, 347 kn) at 7,200 m (23,600 ft)

Cruise speed: 400 km/h (250 mph, 220 kn)

Range: 950 km (590 mi, 510 nmi)

Service ceiling: 11,500 m (37,700 ft)

Time to altitude: 3,000 m (9,800 ft) in 2 minutes 40 seconds

Wing loading: 202.9 kg/m2 (41.6 lb/sq ft)

Armament.

2× 12.7 mm (.5 in) Breda-SAFAT machine guns, 400 RPG, in the nose

2× 20 mm MG 151 cannon, 250 RPG, in the outer wings

2× underwing hardpoints for 160 kg (350 lb) each for bombs or four 122mm Sakr unguided rockets

The kit and its assembly:

This oddity was spawned from curiosity – when read about the lightweight Helwan HA-300 fighter from the early Sixties, I wondered when and how the Egyptian aircraft industry had started? I was even more curious because I had already attributed a what-if model, the purely fictional (and later) HA-410 fighter bomber, to Egyptian engineering. So, I researched Helwan’s origins, checked the time frame of its establishment and eventually came across the REAF’s post-WWII C.205 Veltros. What if there had been an indigenous update program…?

Consequently, this conversion’s basis is a C.205V kit from Delta 2. This kit is based upon a unique mold, quite similar to the later Italeri kit, but it is different and has some curious solutions. For instance, the landing gear struts are mounted into the wings with L-shaped attachment pegs – as if the landing gear is supposed to be retractable. Odd, but very stable. Another weird solution: the wing gun barrels are attached to the wings together with massive plastic wedges that fit into respective openings. Another quite rigid construction, even though it calls for trimming and PSR. Beyond these quirks, the kit is quite nice. It comes with a convincing mix of recessed panel lines and raised rivet heads. Some parts are a bit soft in shape, though, e. g. the cowling fairings, but overall I am positively surprised.

To change the aircraft’s look I did some conversions, though. The most obvious change is the new tail section, which was transplanted wholesale from a KP Yak-23 and had the C.205’s tail wheel attachment section transplanted from the Delta 2 kit. Originally, I wanted to move the whole cockpit forward, but then just replaced canopy and spine section with a clear part from a Hobby Boss MiG-15 and putty. Other, rather cosmetic changes include clipped wing tips to match the Yak-23’s square tail surfaces shape, and the C.205’s small elliptic stabilizers were replaced with tailored, slightly bigger parts from the scrap box. A bigger/deeper radiator and a different oil cooler replaced the original parts, and I placed them under the inner wings behind the landing gear wells. Both donors come from Spitfires, even though from different kits (IIRC, the oil cooler from an AZ Models Mk. V kit and the radiator from a FROG Mk. XIV). The flaps were lowered, too, because this detail was easy to realize with this kit.

Painting and markings:

The HA-100 received a contemporary camouflage, the RAF Tropical Paint Scheme consisting of Dark Earth and Middle Stone with Azure Blue undersides. The pattern was adapted from RAF Spitfires, and Modelmaster (2052 and 2054) and Humbrol (157) enamels were used, with a light overall black ink washing and some post panel shading. Being a former Italian aircraft, I painted the cockpit in a typical, Italian tone, a very light grayish green called “Verde Anticorrosione“, which was used during WWII on many interior surfaces – I used a mix of Revell 59 with some 45. The landing gear and the respective wells became aluminum (Humbrol 56), though.

One challenge became the characteristic black-and-white REAF ID bands on the wings. These were improvised with generic decal material from TL-Modellbau: on a 1 cm wide black band I simply added two white 2.5 mm stripes, for a very good result. Most other markings belong to an early REAF MiG-15, taken from a Microscale omnibus sheet for various MiG fighters. This provided the green-trimmed white fuselage band, the roundels and the fin flash, and a white spinner completed the REAF ID markings. Unfortunately the decals turned out to be brittle (ESCI-esque...) and disintegrated upon the first attempt to apply them, so I tried to save them with Microsol Decal Film, and this actually worked like a charm, even though the resurrected decals did not adhere well to the model's surface. The REAF 2 Squadron emblem comes from a vintage PrintScale Hawker Hurricane sheet, the white code letter on the fuselage came from an Xtradecal RAF codes sheet, and the black Arabic serials came from a Begemot sheet for MiG-29s.

The kit received some soot stains around the exhaust ports and the gun muzzles and was finally sealed with matt acrylic varnish (Italeri).

Even though it’s just a modded Macchi C.205, the result looks …different. From certain angles the aircraft reminds a lot of a P-51D Mustang, like one of the lightweight prototypes? The Egyptian markings add a confusing touch, though, and while the bodywork is not perfect, I am happy with the result. The Yak-23 tail fits perfectly, and with the narrow wings the HA-100 also reminds a bit of the two-engine Westland Whirlwind?

+++ 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:

As the Egyptian border was threatened by an Italian and German invasion during the Second World War, the Royal Air Force established more airfields in Egypt. The Royal Egyptian Air Force was sometimes treated as a part of the Royal Air Force, at other times a strict policy of neutrality was followed as Egypt maintained its official neutrality until very late in the war. As a result, few additional aircraft were supplied by Britain, however the arm did receive its first modern fighters, Hawker Hurricanes and a small number of Curtiss P-40 Tomahawks. In the immediate post-war period, cheap war surplus aircraft, including a large number of Supermarine Spitfire Mk.IXs were acquired.

Only about 15 HA-100s of REAF No. 2 Squadron were still in flying condition due to quickly worsening engine spares shortages, and the aircraft had, in the meantime, been hardwired to carry up to four “Sakr” unguided 122mm rockets on the underwing hardpoints. Due to their agility at low altitude, the HA-100s were primarily used for ground attacks and low-level reconnaissance duties. On their missions the aircraft still performed well, but at that time, all Egyptian aircraft had been stripped off of their camouflage and were operated in a bare metal finish – a poor decision, since the glinting airframes were highly visible both in the air and on the ground. Consequently, the vintage propeller aircraft became easy targets, resulting high losses, and the HA-100s were grounded. They were officially retired by April 1957, after the end of the Suez conflict, and scrapped.

General characteristics:

Crew: 1

Length: 9,10 m (29 ft 10 in)

Wingspan: 10.01 m (32 ft 9½ in)

Height: 3.52 m (11 ft 6¼ in)

Wing area: 16.8 m² (181 sq ft)

Airfoil: root: NACA 23018 (modified); tip: NACA 23009 (modified)

Empty weight: 2.695 kg (5,936 lb)

Gross weight: 3.621 kg (7,975 lb)

Max takeoff weight: 4.100 kg (9,030 lb)

Powerplant:

1× Fiat RA.1050 R.C.58 Tifone (license-built Daimler Bent DB 605) V-12 inverted liquid-cooled piston

engine with 1,100 kW (1,500 hp), driving a 3-bladed constant-speed propeller#

Performance:

Maximum speed: 642 km/h (399 mph, 347 kn) at 7,200 m (23,600 ft)

Cruise speed: 400 km/h (250 mph, 220 kn)

Range: 950 km (590 mi, 510 nmi)

Service ceiling: 11,500 m (37,700 ft)

Time to altitude: 3,000 m (9,800 ft) in 2 minutes 40 seconds

Wing loading: 202.9 kg/m2 (41.6 lb/sq ft)

Armament.

2× 12.7 mm (.5 in) Breda-SAFAT machine guns, 400 RPG, in the nose

2× 20 mm MG 151 cannon, 250 RPG, in the outer wings

2× underwing hardpoints for 160 kg (350 lb) each for bombs or four 122mm Sakr unguided rockets

The kit and its assembly:

This oddity was spawned from curiosity – when read about the lightweight Helwan HA-300 fighter from the early Sixties, I wondered when and how the Egyptian aircraft industry had started? I was even more curious because I had already attributed a what-if model, the purely fictional (and later) HA-410 fighter bomber, to Egyptian engineering. So, I researched Helwan’s origins, checked the time frame of its establishment and eventually came across the REAF’s post-WWII C.205 Veltros. What if there had been an indigenous update program…?

Consequently, this conversion’s basis is a C.205V kit from Delta 2. This kit is based upon a unique mold, quite similar to the later Italeri kit, but it is different and has some curious solutions. For instance, the landing gear struts are mounted into the wings with L-shaped attachment pegs – as if the landing gear is supposed to be retractable. Odd, but very stable. Another weird solution: the wing gun barrels are attached to the wings together with massive plastic wedges that fit into respective openings. Another quite rigid construction, even though it calls for trimming and PSR. Beyond these quirks, the kit is quite nice. It comes with a convincing mix of recessed panel lines and raised rivet heads. Some parts are a bit soft in shape, though, e. g. the cowling fairings, but overall I am positively surprised.

To change the aircraft’s look I did some conversions, though. The most obvious change is the new tail section, which was transplanted wholesale from a KP Yak-23 and had the C.205’s tail wheel attachment section transplanted from the Delta 2 kit. Originally, I wanted to move the whole cockpit forward, but then just replaced canopy and spine section with a clear part from a Hobby Boss MiG-15 and putty. Other, rather cosmetic changes include clipped wing tips to match the Yak-23’s square tail surfaces shape, and the C.205’s small elliptic stabilizers were replaced with tailored, slightly bigger parts from the scrap box. A bigger/deeper radiator and a different oil cooler replaced the original parts, and I placed them under the inner wings behind the landing gear wells. Both donors come from Spitfires, even though from different kits (IIRC, the oil cooler from an AZ Models Mk. V kit and the radiator from a FROG Mk. XIV). The flaps were lowered, too, because this detail was easy to realize with this kit.

Painting and markings:

The HA-100 received a contemporary camouflage, the RAF Tropical Paint Scheme consisting of Dark Earth and Middle Stone with Azure Blue undersides. The pattern was adapted from RAF Spitfires, and Modelmaster (2052 and 2054) and Humbrol (157) enamels were used, with a light overall black ink washing and some post panel shading. Being a former Italian aircraft, I painted the cockpit in a typical, Italian tone, a very light grayish green called “Verde Anticorrosione“, which was used during WWII on many interior surfaces – I used a mix of Revell 59 with some 45. The landing gear and the respective wells became aluminum (Humbrol 56), though.

One challenge became the characteristic black-and-white REAF ID bands on the wings. These were improvised with generic decal material from TL-Modellbau: on a 1 cm wide black band I simply added two white 2.5 mm stripes, for a very good result. Most other markings belong to an early REAF MiG-15, taken from a Microscale omnibus sheet for various MiG fighters. This provided the green-trimmed white fuselage band, the roundels and the fin flash, and a white spinner completed the REAF ID markings. Unfortunately the decals turned out to be brittle (ESCI-esque...) and disintegrated upon the first attempt to apply them, so I tried to save them with Microsol Decal Film, and this actually worked like a charm, even though the resurrected decals did not adhere well to the model's surface. The REAF 2 Squadron emblem comes from a vintage PrintScale Hawker Hurricane sheet, the white code letter on the fuselage came from an Xtradecal RAF codes sheet, and the black Arabic serials came from a Begemot sheet for MiG-29s.

The kit received some soot stains around the exhaust ports and the gun muzzles and was finally sealed with matt acrylic varnish (Italeri).

Even though it’s just a modded Macchi C.205, the result looks …different. From certain angles the aircraft reminds a lot of a P-51D Mustang, like one of the lightweight prototypes? The Egyptian markings add a confusing touch, though, and while the bodywork is not perfect, I am happy with the result. The Yak-23 tail fits perfectly, and with the narrow wings the HA-100 also reminds a bit of the two-engine Westland Whirlwind?

+++ 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:

As the Egyptian border was threatened by an Italian and German invasion during the Second World War, the Royal Air Force established more airfields in Egypt. The Royal Egyptian Air Force was sometimes treated as a part of the Royal Air Force, at other times a strict policy of neutrality was followed as Egypt maintained its official neutrality until very late in the war. As a result, few additional aircraft were supplied by Britain, however the arm did receive its first modern fighters, Hawker Hurricanes and a small number of Curtiss P-40 Tomahawks. In the immediate post-war period, cheap war surplus aircraft, including a large number of Supermarine Spitfire Mk.IXs were acquired.

Only about 15 HA-100s of REAF No. 2 Squadron were still in flying condition due to quickly worsening engine spares shortages, and the aircraft had, in the meantime, been hardwired to carry up to four “Sakr” unguided 122mm rockets on the underwing hardpoints. Due to their agility at low altitude, the HA-100s were primarily used for ground attacks and low-level reconnaissance duties. On their missions the aircraft still performed well, but at that time, all Egyptian aircraft had been stripped off of their camouflage and were operated in a bare metal finish – a poor decision, since the glinting airframes were highly visible both in the air and on the ground. Consequently, the vintage propeller aircraft became easy targets, resulting high losses, and the HA-100s were grounded. They were officially retired by April 1957, after the end of the Suez conflict, and scrapped.

General characteristics:

Crew: 1

Length: 9,10 m (29 ft 10 in)

Wingspan: 10.01 m (32 ft 9½ in)

Height: 3.52 m (11 ft 6¼ in)

Wing area: 16.8 m² (181 sq ft)

Airfoil: root: NACA 23018 (modified); tip: NACA 23009 (modified)

Empty weight: 2.695 kg (5,936 lb)

Gross weight: 3.621 kg (7,975 lb)

Max takeoff weight: 4.100 kg (9,030 lb)

Powerplant:

1× Fiat RA.1050 R.C.58 Tifone (license-built Daimler Bent DB 605) V-12 inverted liquid-cooled piston

engine with 1,100 kW (1,500 hp), driving a 3-bladed constant-speed propeller#

Performance:

Maximum speed: 642 km/h (399 mph, 347 kn) at 7,200 m (23,600 ft)

Cruise speed: 400 km/h (250 mph, 220 kn)

Range: 950 km (590 mi, 510 nmi)

Service ceiling: 11,500 m (37,700 ft)

Time to altitude: 3,000 m (9,800 ft) in 2 minutes 40 seconds

Wing loading: 202.9 kg/m2 (41.6 lb/sq ft)

Armament.

2× 12.7 mm (.5 in) Breda-SAFAT machine guns, 400 RPG, in the nose

2× 20 mm MG 151 cannon, 250 RPG, in the outer wings

2× underwing hardpoints for 160 kg (350 lb) each for bombs or four 122mm Sakr unguided rockets

The kit and its assembly:

This oddity was spawned from curiosity – when read about the lightweight Helwan HA-300 fighter from the early Sixties, I wondered when and how the Egyptian aircraft industry had started? I was even more curious because I had already attributed a what-if model, the purely fictional (and later) HA-410 fighter bomber, to Egyptian engineering. So, I researched Helwan’s origins, checked the time frame of its establishment and eventually came across the REAF’s post-WWII C.205 Veltros. What if there had been an indigenous update program…?

Consequently, this conversion’s basis is a C.205V kit from Delta 2. This kit is based upon a unique mold, quite similar to the later Italeri kit, but it is different and has some curious solutions. For instance, the landing gear struts are mounted into the wings with L-shaped attachment pegs – as if the landing gear is supposed to be retractable. Odd, but very stable. Another weird solution: the wing gun barrels are attached to the wings together with massive plastic wedges that fit into respective openings. Another quite rigid construction, even though it calls for trimming and PSR. Beyond these quirks, the kit is quite nice. It comes with a convincing mix of recessed panel lines and raised rivet heads. Some parts are a bit soft in shape, though, e. g. the cowling fairings, but overall I am positively surprised.

To change the aircraft’s look I did some conversions, though. The most obvious change is the new tail section, which was transplanted wholesale from a KP Yak-23 and had the C.205’s tail wheel attachment section transplanted from the Delta 2 kit. Originally, I wanted to move the whole cockpit forward, but then just replaced canopy and spine section with a clear part from a Hobby Boss MiG-15 and putty. Other, rather cosmetic changes include clipped wing tips to match the Yak-23’s square tail surfaces shape, and the C.205’s small elliptic stabilizers were replaced with tailored, slightly bigger parts from the scrap box. A bigger/deeper radiator and a different oil cooler replaced the original parts, and I placed them under the inner wings behind the landing gear wells. Both donors come from Spitfires, even though from different kits (IIRC, the oil cooler from an AZ Models Mk. V kit and the radiator from a FROG Mk. XIV). The flaps were lowered, too, because this detail was easy to realize with this kit.

Painting and markings:

The HA-100 received a contemporary camouflage, the RAF Tropical Paint Scheme consisting of Dark Earth and Middle Stone with Azure Blue undersides. The pattern was adapted from RAF Spitfires, and Modelmaster (2052 and 2054) and Humbrol (157) enamels were used, with a light overall black ink washing and some post panel shading. Being a former Italian aircraft, I painted the cockpit in a typical, Italian tone, a very light grayish green called “Verde Anticorrosione“, which was used during WWII on many interior surfaces – I used a mix of Revell 59 with some 45. The landing gear and the respective wells became aluminum (Humbrol 56), though.

One challenge became the characteristic black-and-white REAF ID bands on the wings. These were improvised with generic decal material from TL-Modellbau: on a 1 cm wide black band I simply added two white 2.5 mm stripes, for a very good result. Most other markings belong to an early REAF MiG-15, taken from a Microscale omnibus sheet for various MiG fighters. This provided the green-trimmed white fuselage band, the roundels and the fin flash, and a white spinner completed the REAF ID markings. Unfortunately the decals turned out to be brittle (ESCI-esque...) and disintegrated upon the first attempt to apply them, so I tried to save them with Microsol Decal Film, and this actually worked like a charm, even though the resurrected decals did not adhere well to the model's surface. The REAF 2 Squadron emblem comes from a vintage PrintScale Hawker Hurricane sheet, the white code letter on the fuselage came from an Xtradecal RAF codes sheet, and the black Arabic serials came from a Begemot sheet for MiG-29s.

The kit received some soot stains around the exhaust ports and the gun muzzles and was finally sealed with matt acrylic varnish (Italeri).

Even though it’s just a modded Macchi C.205, the result looks …different. From certain angles the aircraft reminds a lot of a P-51D Mustang, like one of the lightweight prototypes? The Egyptian markings add a confusing touch, though, and while the bodywork is not perfect, I am happy with the result. The Yak-23 tail fits perfectly, and with the narrow wings the HA-100 also reminds a bit of the two-engine Westland Whirlwind?

Ordered!

This shelf normally stocks ~ 600 Kilos of Flour in various brands/refinement.

Elevating Expectations.

Supra raises the standards of refinement with innovative interior amenities that create extreme luxury tempered by intuitive design. The new SC interior is the perfect example. Elegantly functional features like Supra's E-Boost equipped racing-style driver's seat marries comfort and convenience with high performance. Versatile passenger relaxation like Triple-up Seating with a flip-up lean back in the lounge, a rear-facing seat behind the driver that houses a trash receptacle and storage, an available Gap Seat in the walk-through and a 36-can relocatable stay-cold AO Cooler continue the usability without compromising interior look, capacity or comfort. The standard 10-speaker Polk Sound System can be controlled through the media screen of the VISION Touch, with a remote mounted in a lounge side panel or in the passenger-side glovebox. Easy-access tune control is an understatement. Supra furthers the interior feast for the senses with LED Mood Lighting, hand-cover color-match interior accents and the plush feel of Spradling's stain and abrasion resistant multi-textured SupraSkinTM vinyl. The Supra SC raises its standards to luxury, you should too.  

Just look at this! It's such an outrage against culture and refinement, such a piece of self-hatred, such an act of violence against ourselves, that it's a tiny suicide ...a minute contribution to the great collective, drawn-out suicide of western civilisation that's been going on since the early years of the last century.

This pleasing town house, of about 1715, was once the centrepiece of a terrace of three. It is unusual ...if not unique... for a Bristol terraced house of this date, in being of stone rather than brick. The panelled aprons under the windows balance the strong horizontals of the stringcourses and cornice. There is a handsome shell hood over the doorcase.

Sir Thomas Lawrence, child prodigy and future President of the Royal Academy, the greatest portraitist of his age and surely the most distinguished former Bristolian, was born here in 1796. Here. In this house. One day in the 1970s it woke up, poor thing, to find itself encased in a new office development. Two blocks faced with panels of pink aggregate closed in on either side like the jaws of a vice. Clearly the designers of the new offices hated the house and regarded it as a nuisance, for they set it back from the line of their own building so that in looking along Redcross Street you wouldn't know it was there.

In any civilised society the purpose of architecture would be understood instinctively by everyone. After all, it's not a complicated matter. It's purpose is to beautify and ennoble our surroundings. In its grander buildings architecture might aspire to give us a foretaste of Paradise ...which should be the aim of all great art. But these office blocks were not put up in a civilised age. As someone here pointed out the other day, architects (like all eggheads I think) hate ordinary people. They want to make us suffer by surrounding us with squalor and bullying us with intellectual dogma.

FCH-150 Hydrogen Fuel Cell Commercial Aircraft - IO Aircraft - Iteration 2

www.ioaircraft.com

Iteration 2, Some refinements. Similar size as a 737 Max 10 apx 1/2 the operating costs - Wings and Canard fold to 100' Span, Fuselage Length 150', Configuration (Current) 184 Econ and 1st class, 5,000+ NM Range, Does not use liquid hydrogen. Uses 8,000 PSI Compressed H2 or CNG for 95% fuel weight reduction. Airframe, 3D Printed Graphene (technology already developed), kevlar and carbon fiber. Almost no metal used in the airframe 50%+ airframe weight reduction & 10+ X the strength.

I focus on Hypersonics and vtol, not this one. This applied many of those technologies to create the foundation of a true zero carbon commercial aircraft.

LengthL 150ft | Span 120.6ft | Cruise M.88-.92

Cruise: 35,000-38,000ft | Ceiling 41,000-45,000ft

Range: 5,000+ NM

Estimated Empty Weight: 65,000 LBS

Estimated T/O Weight (Full Fuel and Passengers/Baggage) 134,000 LBS

Estimated MTOW: 195,000

Fuel: 30,000 Gallons 8,000+ Max PSI Compressed Hydrogen or Natural Gas Using High Pressure Conforming Tank Technology, 500,000PSIA Integrity

Fuel Weight: Apx 9,000 LBS (Compared to 180,300 LBS if Liquid Fueled)

Current Passenger Configuration: 184 / 12 1st Class & 172 Main Cabin

Operating Costs: $2,500 - $3,500 hr

Estimated Maintenance Costs, Apx 1/2 Compared to 737's, A320's, etc

Estimated Unit Price in Production: Apx $105 Million

Reduction in Operating/Maintenance Costs Over the Life Cycle of the Aircraft, $20-$50 Million or greater.

Motors, zero maintenance required for greater then 5,000 operating hours.

-----------------------------------

100% viable Electric Commercial aircraft, in a 737 MAX class. Compressed Hydrogen Fueled (Not liquid [obsolete]), 100% electric. NO carbon foot print. Even the hydrogen can be generated on the ground via water electrolysis on top of terminals. Also saving operators $20-$50 million or more, over an aircraft's life cycle.

Non, zero carbon, could use CNG, then reformation to extract the Hydrogen.

Ready to build today, all tech is already developed. Makes ALL commercial aircraft in existence obsolete. PLUS all hybrid aicraft on the drawing board right now with Boeing, Airbus, etc.

Airframe is 3D printed Graphene wafering, 33X stronger then titatnium; and carbon fiber/kevlar.

Specs:

Length: 150 ft | Span: 120.6 ft | Cruise M.9-.92)

Ceiling: Estimate 45,000 ft. Cruise: 38,000 ft

Range: 5,000+ NM

Estimated Empty Weight: 65,000 LBS

Estimate T/O Weight (Full fuel and passengers): 134,000 LBS

MTOW Estimate: 195,000 LBS

Fuel: 30,000 Gallon 8,000 PSI Max Compressed Hydrogen or Natural Gas Using High Pressure Conforming Tank Technology

Fuel Weight: Apx 9,000 LBS (Compared to 180,300 LBS if Jet A liquid)

Current Passenger Configuration: 184 passengers; 172 Main Cabin & 12 1st Class

Operating Costs, apx $2,500-$3,500 hr.

Estiumated Maintenance Costs: Apx 1/2 current commercial aircraft.

Estimate Unit Price in Production: Apx $105 million

Reduction in Operating Costs Over the Aircrafts Life Cycle: $20-$50 Million (Or More) in Savings.

#hybrid #sustainability #hydrogen #hydrogenfuelcell #commercialaircraft #airbus #boeing #comac #innovation #lockheed #raytheon #bae #bombardier #northopgrumman #generaldynamics #utc #ge #afrl #onr #afosr #ReactionEngines #spacex #virginorbit #usaf #darpa #mda #rollsroyce #nasa #tesla #safran #embraer #3dprinting #supersonic #collinsaerospace #rockwell #generalatomics #cessna #dassault #arl #navair #diu #dia #usaf #unitedtechnologies #bae #cessana #piper #saab #defenseadvancedresearchprojectagency #graphene #additivemanufacturing #gkn #eaa #aopa #icao #tesla #nikolamotors #zerocarbon #embraer #electricaircraft

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boeing, airbus, embraer, ge aviation, rolls-royce, dassault aviation, bae raytheon, collins aerospace, lockheed martin, bombardier, Gulfstream Aerospace, safran, ge aviation, united technologies, united airlines, virgin airlines, All Nippon Airways, Delta Air Lines, british airways, southwest airlines, ryanair, virgin atlantic, qatar airways, emirates, lufthansa, etihad airways, KLM, Guillaume Faury, Greg Hyslop, Lynne Hopper, Paul Perera, Bruno Clermont, Tim Deaver, Paul Eremenko, Jean-Brice Dumont, Dirk Hoke, Marillyn Hewson, Richard Ambrose, Charles Woodburn, Philippe PETITCOLIN, Stéphane CUEILLE

+++ 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:

As the Egyptian border was threatened by an Italian and German invasion during the Second World War, the Royal Air Force established more airfields in Egypt. The Royal Egyptian Air Force was sometimes treated as a part of the Royal Air Force, at other times a strict policy of neutrality was followed as Egypt maintained its official neutrality until very late in the war. As a result, few additional aircraft were supplied by Britain, however the arm did receive its first modern fighters, Hawker Hurricanes and a small number of Curtiss P-40 Tomahawks. In the immediate post-war period, cheap war surplus aircraft, including a large number of Supermarine Spitfire Mk.IXs were acquired.

Only about 15 HA-100s of REAF No. 2 Squadron were still in flying condition due to quickly worsening engine spares shortages, and the aircraft had, in the meantime, been hardwired to carry up to four “Sakr” unguided 122mm rockets on the underwing hardpoints. Due to their agility at low altitude, the HA-100s were primarily used for ground attacks and low-level reconnaissance duties. On their missions the aircraft still performed well, but at that time, all Egyptian aircraft had been stripped off of their camouflage and were operated in a bare metal finish – a poor decision, since the glinting airframes were highly visible both in the air and on the ground. Consequently, the vintage propeller aircraft became easy targets, resulting high losses, and the HA-100s were grounded. They were officially retired by April 1957, after the end of the Suez conflict, and scrapped.

General characteristics:

Crew: 1

Length: 9,10 m (29 ft 10 in)

Wingspan: 10.01 m (32 ft 9½ in)

Height: 3.52 m (11 ft 6¼ in)

Wing area: 16.8 m² (181 sq ft)

Airfoil: root: NACA 23018 (modified); tip: NACA 23009 (modified)

Empty weight: 2.695 kg (5,936 lb)

Gross weight: 3.621 kg (7,975 lb)

Max takeoff weight: 4.100 kg (9,030 lb)

Powerplant:

1× Fiat RA.1050 R.C.58 Tifone (license-built Daimler Bent DB 605) V-12 inverted liquid-cooled piston

engine with 1,100 kW (1,500 hp), driving a 3-bladed constant-speed propeller#

Performance:

Maximum speed: 642 km/h (399 mph, 347 kn) at 7,200 m (23,600 ft)

Cruise speed: 400 km/h (250 mph, 220 kn)

Range: 950 km (590 mi, 510 nmi)

Service ceiling: 11,500 m (37,700 ft)

Time to altitude: 3,000 m (9,800 ft) in 2 minutes 40 seconds

Wing loading: 202.9 kg/m2 (41.6 lb/sq ft)

Armament.

2× 12.7 mm (.5 in) Breda-SAFAT machine guns, 400 RPG, in the nose

2× 20 mm MG 151 cannon, 250 RPG, in the outer wings

2× underwing hardpoints for 160 kg (350 lb) each for bombs or four 122mm Sakr unguided rockets

The kit and its assembly:

This oddity was spawned from curiosity – when read about the lightweight Helwan HA-300 fighter from the early Sixties, I wondered when and how the Egyptian aircraft industry had started? I was even more curious because I had already attributed a what-if model, the purely fictional (and later) HA-410 fighter bomber, to Egyptian engineering. So, I researched Helwan’s origins, checked the time frame of its establishment and eventually came across the REAF’s post-WWII C.205 Veltros. What if there had been an indigenous update program…?

Consequently, this conversion’s basis is a C.205V kit from Delta 2. This kit is based upon a unique mold, quite similar to the later Italeri kit, but it is different and has some curious solutions. For instance, the landing gear struts are mounted into the wings with L-shaped attachment pegs – as if the landing gear is supposed to be retractable. Odd, but very stable. Another weird solution: the wing gun barrels are attached to the wings together with massive plastic wedges that fit into respective openings. Another quite rigid construction, even though it calls for trimming and PSR. Beyond these quirks, the kit is quite nice. It comes with a convincing mix of recessed panel lines and raised rivet heads. Some parts are a bit soft in shape, though, e. g. the cowling fairings, but overall I am positively surprised.

To change the aircraft’s look I did some conversions, though. The most obvious change is the new tail section, which was transplanted wholesale from a KP Yak-23 and had the C.205’s tail wheel attachment section transplanted from the Delta 2 kit. Originally, I wanted to move the whole cockpit forward, but then just replaced canopy and spine section with a clear part from a Hobby Boss MiG-15 and putty. Other, rather cosmetic changes include clipped wing tips to match the Yak-23’s square tail surfaces shape, and the C.205’s small elliptic stabilizers were replaced with tailored, slightly bigger parts from the scrap box. A bigger/deeper radiator and a different oil cooler replaced the original parts, and I placed them under the inner wings behind the landing gear wells. Both donors come from Spitfires, even though from different kits (IIRC, the oil cooler from an AZ Models Mk. V kit and the radiator from a FROG Mk. XIV). The flaps were lowered, too, because this detail was easy to realize with this kit.

Painting and markings:

The HA-100 received a contemporary camouflage, the RAF Tropical Paint Scheme consisting of Dark Earth and Middle Stone with Azure Blue undersides. The pattern was adapted from RAF Spitfires, and Modelmaster (2052 and 2054) and Humbrol (157) enamels were used, with a light overall black ink washing and some post panel shading. Being a former Italian aircraft, I painted the cockpit in a typical, Italian tone, a very light grayish green called “Verde Anticorrosione“, which was used during WWII on many interior surfaces – I used a mix of Revell 59 with some 45. The landing gear and the respective wells became aluminum (Humbrol 56), though.

One challenge became the characteristic black-and-white REAF ID bands on the wings. These were improvised with generic decal material from TL-Modellbau: on a 1 cm wide black band I simply added two white 2.5 mm stripes, for a very good result. Most other markings belong to an early REAF MiG-15, taken from a Microscale omnibus sheet for various MiG fighters. This provided the green-trimmed white fuselage band, the roundels and the fin flash, and a white spinner completed the REAF ID markings. Unfortunately the decals turned out to be brittle (ESCI-esque...) and disintegrated upon the first attempt to apply them, so I tried to save them with Microsol Decal Film, and this actually worked like a charm, even though the resurrected decals did not adhere well to the model's surface. The REAF 2 Squadron emblem comes from a vintage PrintScale Hawker Hurricane sheet, the white code letter on the fuselage came from an Xtradecal RAF codes sheet, and the black Arabic serials came from a Begemot sheet for MiG-29s.

The kit received some soot stains around the exhaust ports and the gun muzzles and was finally sealed with matt acrylic varnish (Italeri).

Even though it’s just a modded Macchi C.205, the result looks …different. From certain angles the aircraft reminds a lot of a P-51D Mustang, like one of the lightweight prototypes? The Egyptian markings add a confusing touch, though, and while the bodywork is not perfect, I am happy with the result. The Yak-23 tail fits perfectly, and with the narrow wings the HA-100 also reminds a bit of the two-engine Westland Whirlwind?

Eating healthy is straightforward, so long as you determine what eating healthy means. It isn’t nearly your food intake but additionally about how exactly you consume, when you take in, where you consume, and why you consume. Each these facets is significant in your diet and can affect your overall health. Let’s cover basic principles before we tackle The Walking Dead Road to Survival Hack because inevitably the foods you eat is equipped with essentially the most affect your well being. What Should I Eat To Be Healthy?

When that you were younger you almost certainly learned all about your food pyramid but like a lot of the things you're once taught, in the event you haven’t used these records within your life it’s likely that you just’ve forgotten. That’s okay though, because your food pyramid was flawed. It didn’t distinguish between not to mention and processed grains, it encouraged the consumption of unhealthy foods as “fats” also it was unhelpful when loading your meal plate.

All of the problems have already been solved together with the coming of the Healthy Eating Plate diagram. Vegetable Variety - The most your plate need to use The Walking Dead Road to Survival Hack with a number of vegetables. Be likely to provide an variety of colors. These could include leafy greens, peas, corn, carrots, peppers, or beets.

As long as there’s many different vegetables in your plate then you’re well on your own way to some healthy start. Whole Grains - Whole grains should fill almost as much of your plate as the vegetables. These are better than refined grains, and may not wrongly identified as them. Since refined grains take away the bran and germ on the grain kernel, leaving the endosperm the fibers, iron, and B vitamins are eliminated through the grain.

Some refined grains are termed as ‘enriched’ simply because’ve had B vitamins and iron added directly into their composition following refinement but this won't make sure they are add up to not to mention. Your body needs the soluble fiber obtained in cereals to decrease blood cholesterol and blood glucose levels. Fiber also lessens the odds of developing gallstones, kidney stones, hemorrhoids, and diverticulitis. Healthy Protein - Next comes proteins to consider precious plate real estate property. Not all proteins are the same; some are generally more healthy as opposed to others. Experts suggest finding the most of your protein from fish, beans and nuts to reduce about the quantity of animal fat you’re ingesting.

Consuming greater amounts of fish based protein will likely naturally raise the omega-3 fatty acid intake which ends up in lower triglyceride (blood fat) levels, lower levels of depression, and fewer inflammation of muscles and joints. Fresh Fruits - Fruits is going to take up approximately the same volume of space in your plate as proteins and can turn out filling the others of your plate. Much like your vegetable choices you’ll need to make likely to add a range of fruits for your diet. Most fruits employ a natural sugars which will help someone to imagine them because your dietary desserts. Dairy - While it truly is true that you'll require The Walking Dead Road to Survival Cheats it can not should be as present within your diet you may think. The truth is you merely need about one or two servings of dairy foods each day. Remember that one 8 oz. glass of milk, 2 oz. of cheese, or 8 oz. of yogurt comes to one dairy serving. Healthy Oils - When we discuss healthy oils we’re dealing with plant based oils including: olive, canola, soy, sunflower, peanut, and corn.

These oils must be utilised in the cooking process well as over dinner salads like a dressing, they're able to even be substituted to be a dipping choice for your entire grain bread at the table. They really should be used sparingly whichever avenue you ultimately choose take, to add in them. WATER - One of essentially the most important aspects of your daily diet is hydration. Always make sure you’re consuming enough water. The average person should seek to drink about eight 8-ounce servings of water daily (that’s most of of any gallon), even if this number is relative instead of an exact science. Most people drink much less than this, and although you are able to go crazy within the hydration front it is extremely unlikely, so make an effort to drink about 64 ounces of water every day by quenching your thirst when necessary. How Should I Eat To Be Healthy? Even if consumed all with the foods which you’re ‘supposed’ to it is possible to still be unhealthy should you don’t eat them from the correct manner. So here are ten techniques for eating healthy properly. Don’t Skip Meals - If you think that cutting lunch from the day is really a simple approach to cut calories out of your diet program you will be wrong.

When you skip dinner you’re robbing your whole body from the nutrients so it must function. This means that you happen to be more prone to overeat, so that they can make up for the missing nutrients, the next occasion consumed. Avoid missing or skipping meals by consuming in evenly spaced intervals. Embrace Variety - While you don’t need to enjoy from every food group during mealtime, you'll want to add no less than somewhat variety to every mealtime. This may signify in the morning you've got dairy, fruits, proteins, and grain; but switch this for lunch including fruits, vegetables, grains, and proteins; while dinner may possibly contain grains, proteins, and vegetables. After all as William Cowper once stated, ‘variety may be the very spice of life’. Avoid Trans Fats - Though oils can be quite a good way to obtain fat consumption as part of your diet eating trans fats is tremendously advised not to. Trans fats are artificially created inside an industrial procedure that adds hydrogen to liquid oils to produce a more solid substance. Of course, since we understand we would like to eat sector that happen to be minimally processed it's clear that any of us should avoid these trans fats at any cost.

Pay Attention To Portions - The importance of portion control are not overstated. This is one of one of the most crucial areas of eating healthily. Any food eaten in too much isn't great for your nutritional intake or maybe your waistline (yes, that has fruits and vegetables). Our perception of portions are heavily skewed on account of our tendency to consume out, where restaurants serve excessively large portions to justify their prices. Remember that your portion size should directly correlate that has a serving size. With Isolator Meal Prep Containers it is possible to easily portion any occasion . without going overboard. Do Not Use Supplements As Substitutes - Supplements are merely that, vitamins to the vitamin supplements your system needs who's’s not receiving from what you eat. They should certainly not, ever be taken like a substitute for food though. The most effective and efficient solution to get your evryday dose of vitamin supplements is via your dietary intake. Decrease Alcohol Intake - Everything without excess, alcohol included. It’s okay to consume alcohol without excess (one glass daily) but drinking more can boost the likelihood of cancers along with other health conditions. When learning how to enjoy healthier it can be important to remember that also includes all you could put in your whole body, even alcohol. Increase Potassium and Decrease Sodium - These two are linked together given that they both effect your blood glucose. While an overabundance of sodium activly works to raise your blood pressure levels, potassium-rich foods work to reduce hypertension.

By decreasing your sodium intake to about one teaspoon on a daily basis (or less) and improving the quantity of potassium you ingest it is possible to effectively conserve a healthy blood pressure levels.Notice Your Calcium & Vitamin D Intake - Take notice with the number of both calcium and vitamin D you’re getting, since these two vitamins work very closely together. While getting enough calcium can be as easy as being confident that you consume/drink your two servings of dairy each day, ensuring that you've enough vitamin D with your system is usually considerably more difficult.Consuming enough vitamin D using your meals are unlikely and receiving it from sunlight might be dangerous, so oftentimes sport nutrition will probably be essential in helping fortify the body. Avoid Liquid Calories - If you’re drinking anything apart from water, itrrrs likely that you’re having liquid calories. While you don’t must avoid them as a whole, do understand that they are empty calories, and thus after having consumed them you still be hungry. While tea (herbal/black) and low (black) can have minimal calories other available choices, for example soda and juice consist of sugars, calories, and sodium. So take care which beverages you ultimately choose to consume. Always Be Mindful - Keeping a food diary is one on the guidelines on how to be sure that you happen to be staying on course with eating what you might be meant to and how we are likely to. It keeps you accountable while providing you having a visual to trace your progress. Eating mindfully ensures you aren’t just shoving whatever it is possible to find in your mouth as you hungry, but eating what's perfect for both the body and mind. When Should I Eat To Be Healthy We covered slideshow bit from the last section but it’s a vital enough topic to warrant it’s own complete section. Knowing when to consume is not difficult.

People think it’s hard simply because think they ought to be using a schedule (and although that does make it easier) it is not difficult enough as it really is. If you're hungry, eat! Isolator Fitness Isobags are ideal for sticking with a scheduled meal plan. This is just not to convey you must be snacking on chips and cheese each time you sense a bit pang with your stomach. In fact, before starting eating by any means try drinking a glass of water to produce sure you’re not confusing thirst with hunger. As humans we have already been programs you just read the body cues for nourishment but because we don’t often ‘go hungry’ we frequently confuse other cues (for example boredom, thirst and stress) as hunger cues. Frequency - Studies have proven that as being a general rule, eating smaller meals more frequently has hardly any more beneficial qualities than eating larger meals less often. It is all based around the individual eating. Since many people don’t know if they are truly hungry adapting either of the models is usually helpful in order to avoid overeating. (Remember: If consume often increase the risk for meals smaller, and when you want larger meals then have fewer.) Breakfast - It is recommended by nutritionists to enjoy breakfast in the hour of stumbling out of bed. This is mainly because how the longer waiting that will put food for your system the hungrier you'll become plus the more probable you're to produce poor dietary choices.

Dinner - Most doctors will advise you you should eat dinner no later than 3 hours before heading to bed, so that your whole body incorporates a possiblity to digest the foodstuff, before you decide to get to sleep. Going to sleep with undigested food as part of your stomach causes food to digest slower and much less effectively than if you had been awake through the digestion process. Since digestion time varies depending for the individual the recommended time and energy to wait between meal and bed is roughly 3 hours. Around A Workout - When you contemplate really should eat in reference in your workout, it’s not about whether it is best to eat before or after it but what you need to eat both both before and after it. Before your exercise routine you’ll would like to eat quality carbohydrates, and lean proteins to make certain that you've enough available energy during your regular workout. After your exercise routine it is best to also eat protein to maintain vitality up while making an effort to repair muscles. In addition, it is best to eat bananas or drink orange juice to replenish potassium which helps restore one's body's fluid levels. Home vs Restaurant - Home wins. Everytime. When consume in your house you might have treating every factor of eating. You control how your food is made, you control the portion on the plate, therefore you take control of your distractions. In a restaurant rarely are common from the ingredients printed, not to mention the procedure by which it’s made, the portions are invariably over a a single serving size as well as the distractions are abundant. More food for a lower quality is not good for what you eat. Table vs Television - Always choose eating at the table. Even in case you’re home alone. Eating in front on the television is recipe for disaster the way it encourages mindless eating. remember tip #10 from above, be conscious of what you’re eating. When that you are distracted through the television your thoughts is paying more care about what you’re watching and fewer focus to what you’re eating. This will usually cause someone to eat more because you're ignoring your system gets hotter efforts to convince you that you are full. The more food you consume, a lot more calories one's body consumes; and even more calories consumed often equals more fat accumulated. Desk vs Cafeteria - Cafeteria. Always. Mostly you desire to make sure that that you are being conscious of what you happen to be eating so which you will not overfeed yourself. There is another aspect to the present one though, you ought to be also getting up and moving throughout your mood. When you spend the complete day in your desk you might be avoiding training and putting yourself at danger for coronary disease, diabetes, and cancer. So get up and move. Socialization is often a huge portion of lunch from the office too. People who relax using their work to socialize during meal times are almost certainly going to go back refreshed is actually better concentration, than others that seldom leave their workshop. Why Should I Eat To Be Healthy This section isn’t to describe for your requirements the reasons why you need to nibble on healthily as a way to lead a normal life. It is about recognizing, understanding, and manipulating the factors behind your eating. For instance, being bored is just not a justification to nibble on.Other bad reasons to nibble on include (but are not limited by. Need ComfortThese are instances of mindless eating. If you’re not hungry, you shouldn’t be eating, even if the meal is free and appears or smells delicious therefore you’re feeling sad and stressed and you also just take some comfort. Caving to those societal cues is the place where America has become one of essentially the most obese nations within the world. When you’re feeling these pressures it’s better to take yourself out in the situation. Going for a quick walk neighborhood can distract the mind of sufficient length to forget about the meals and concentrate your attention with a healthier solution. The main reason you ought to be eating is usually to nourish one's body if this’s hungry. Since you'll be able to’t nourish with refined food and junk food, you ought to avoid these and go for more nutritional choices instead. Making sure that you've simply because prepared and filled with you by any means times is one in the most effective to be to normal with eating healthy and avoiding the temptations of junk. Meal prep quickly eliminates the actual argument for junk food since it’s as close as the lunch bag all day every day.

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Current status on this tank. Still some refinement needed to achieve the final look.