View allAll Photos Tagged Refinement
Frescoes dating to the late 13th century or early 14th century, either to the reign of Ioannes II Megas Komnenos or emperor Alexios II Megas Komnenos. Although faded, the frescoes show great similarity in style and refinement to those of the Hagia Sophia of Trebizond, also probably dating to the 1280s.
The Sumela monastery is, with its art, history and especially spectacular location, among the most popular destinations in the Turkish Black Sea Region. It is located at an altitude of 1200 meter above sea level in a natural cavern high up the mountain.
Having been found somewhere during medieval Roman (Byzantine) times, legend says that it was founded by two Athenian monks in the 4th century after a vision from the Virgin Mary led them to a rock cave there where they found an icon drawn by St. Luke, the apostle. Although known to have already have been restored during the Justinian period in the 6th century, its present form arose during the time of the Empire of Trebizond in the 14th century, when the monastery gained much imperial investments, and the additions during the Ottoman Empire in the 19th century. A rock chapel has been built around the opening of a small cave, covering the interior and exterior with Byzantine style frescoes which mostly date to the 18th century, with some remains of the 13th-14th century. The monastery was in medieval Trapezuntine and Ottoman times an important landlord in the nearby Matzouka region, managing much of its lands and its Orthodox Christian ("Romans" or "Pontic Greeks") population.
The eastern Turkish Black Sea region was once the core region of the so-called "Empire of Trebizond", a rump state of the (eastern) Roman empire (1204-1461). It was home to a large population of Pontic Greek orthodox people who called themselves "Romans". Heritage in the form of castles, churches and monasteries remain in Trabzon (Trebizond) city and its surrounding countryside.
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.
Each picture and 'subject to copyright. The copying, or sale of this photo, and all photos are in fliclk.com /gnespierpaoloph are strictly prohibited. Each individual consent must be given by Pier Paolo Gnes
Alex O. Ellis
"We are always in a process of refinement, especially in the school of life." -Alex O. Ellis
Alex Ellis is redefining the meaning of style. An author, speaker, custom clothier, mentor, and gentleman of integrity and distinction, Ellis is turning heads across the nation through his well-dressed stature and inspirational words. He has been recently featured on CNN’s “Reclaiming the Dream”, Black Enterprise’s Our World Television Show, The 700 Club, BET and the Steve Harvey Morning Show. Honored with the distinguished 40-Under-Forty award from the Network Journal, Ellis is heralding a powerful message on image from the inside out.
Nationally-recognized as an inspirational speaker, Ellis passionately delivers a fresh perspective that stimulates human potential; a lesson he shares from his own personal testimony of overcoming a battle with self esteem. In addition to his personal experience, several years of research and experience have distinguished him as an authority on image coaching from the inside out, which he hopes to inspire wholesome sophistication in others. He travels the extensively sharing this message of promise to anyone aspiring to defy mediocrity.
In every role of leadership, this native of New Jersey proves to be one of this era’s leading men. A man of conviction, Ellis accepts his responsibility of social impartation, fervently taking a hands-on approach with his campaign, “Tied to Greatness”, a national outreach program targeting the image of inner city high school males. This 11-city tour is an innovative approach that is making headlines across the country, as Ellis has called men of color to join forces to take action by teaching young men the power of image, and how to convey their inner and outer personalities with a sense of strong character, pride and dignity. He has emerged not only as a non-traditional role model for the next generation, but also a leader who calls men to action. A voice for each generation, he also inspires men as Chaplain for the Police and Fire Department in the city of New Brunswick.
Ellis completed his formal education by receiving a Bachelor of Science Degree at North Carolina A & T State University and Masters Degree of Theological Studies at Rutgers University. A strong advocate for “maintaining the posture of a student”, Ellis fervently believes, “We are always in a process of refinement, especially in the school of life.”
Ellis shows no sign of slowing down, as it is apparent in his passionate drive to revive the impeccable fashion chic of the Renaissance man. He also wears an entrepreneurial hat as CEO of Simply Ellis LLC, a custom clothing company that specializes in fine custom suits, shirts, Italian neckwear, and exquisite cuff links, while celebrating the unique style of every client he services.
Ellis aims to restore the pride of men in his African American Literary Award-winning book, Restoring the Male Image…A Look From the Inside Out. While exploring the blend of character, style, and sophistication in the image of a man, Ellis introduces the reader to a powerful acronym by exploring a series of qualities to help men identify and understand their I.M.A.G.E.: I=Integrity; M=Manhood; A=Authority; G=Generosity; E= Excellence. This book provokes men to take a deeper look both inside and out to determine whether their expression is a reflection of their authentic self.
Ellis is a member of The Berkeley College Fashion Advisory Board, The Custom Tailors and Designers Association of America (CTDA), 100 Black Men of America, and National Urban League Young Professionals (NULYP).
"A civilized person is one having knowledge, wisdom, understanding, culture, refinement and science of life; And not a savage in pursuit of happiness. They say the civilized is held responsible for the uncivilized; And have a duty to teach the science of life to the uncivilized...In the ancient history of shaolin temple they kept their healing knowledge to themselves. In turn the outside world later consumed them...Thus if the civilized does not perform his duty the results of the penalty can be severe. We must know when to build and when to destroy…"
“Truth out of season bears no fruit" To me, that means two things. One: There's a time and place for every kind of knowledge to flourish. Two: The personal characteristics of great messengers are usually irrelevant.”
“Knowing others is wisdom. Knowing yourself is Enlightenment. - Lao-Tzu”
― The Tao of Wu
RZA - Long Time Comin -> www.youtube.com/watch?v=2-J3jsxKp74
Wu-Tang Clan - Impossible -> www.youtube.com/watch?v=jEtPSaZNDhw
The Black Keys / RZA - The Baddest Man Alive -> www.youtube.com/watch?v=OJ8Gtx45Fmc
Wu-Tang Clan - Reunited -> www.youtube.com/watch?v=VG4qojM6yq8
GZA Ft. Masta Killa & RZA - Pencil -> www.youtube.com/watch?v=c1hmXa14Hxs
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The Trends for Autumn/Winter 2021–2022
TONE ON TONE
We present the color pallet that will be trending in autumn and winter 2021-2022.
This time, we will focus on “TONE ON TONE” colors and the collection is dominated by 4 main colors: independent Bordeaux Red, graceful Deep Green, Warm Gold which expresses abundance and refined Ivory White. Each includes supplementary shades that perfectly capture the autumn and winter mood.
Everybody’s temperament is different. Each of us suits a different tone. Every occasion demands something different. Find your color inspiration for daytime wear or exceptional moments.
Be ahead of the curve and choose from the Tone on Tone range now. The available mixes of beads and seed beads from the PRECIOSA Traditional Czech Beads™ brand are now also available in the following color schemes.
Visit our website for more information about the trends
Saigon, Vietnam
THE PARADOX OF ROUGH AND REFINED
...Being brought up in western civilization I cannot deny that I have become somewhat accustomed to the refinements of our affluent lifestyles. It’s so true that when we’re immersed in a situation or lifestyle for long enough it becomes an expectation and something we so easily take for granted.
Yet whilst I don’t hesitate to indulge in the luxuries of life, I also love to rough it. Adaptability it may be so called, but when put in a situation that is decidedly against the grain of everything I have been used to – I embrace it, adapt and learn to thrive in that environment. Whether it be sleeping on a dirt floor in a primitive straw hut in Indonesia, sitting with orphans in Romania, jumping with Maasai women in Africa, engaging in the community in Khaborovsk Russia, droving in winter through the high plains of Victoria & sleeping on the floors of wooden huts, eating roots, boiled banana and dog in remote villages of Indonesia, sharing public transport with chickens, pigs and goats in Fiji, or 4 wheel driving through the roughest terrain of Rote… I’ve learned to adapt.
It’s so interesting that through my many travels, I have traveled with and come across people who are so resistant to anything that may be pertained as dirty, unsanitary or unsightly. They become so repugnant at the different of life experienced in third world countries that they do nothing but complain and resist partaking in such ‘decidedly below their own standard’ experiences. I had one travel agent tell of her “horrible” experiences in Laos and talk of the poverty that confronted her, her response was ‘and I just didn’t need that’.
Adaptability is one of the most important attributes if we want to accept and change our world and that in which we live. We need to be flexible, to not be intimidated by change or circumstances decidedly below our own and embrace humanity in its colourful and cultural aspects, for we will never share in the true experiences of life if we maintain our own pre-conceived expectations in every given circumstance.
Brand/Artist: Bar Proschild
Featured Refinements: Antique Bisque Head Doll
Material: Bisque, MOHAIR
Original/Reproduction: OOAK
Eye Color: Brown
Doll Size: 22 in
Features: Antique, OOAK, Poseable Jointed
This is a beauty Circa 1900 Bar Proschild German doll head on 100% mohair teddy doll body. Very rare doll head. This is a very unique artist made teddy doll. She is a very large teddy doll and beautiful stunning.
Provenance: James Thomson, Jim Thompson Hannibal, Missouri, United States
In the timeless harmony between man, horse, and tradition lies the true essence of refinement. A British officer astride a noble steed, embodying the values of leadership, grace, and discipline. The uniform—a symbol of duty and legacy—pairs seamlessly with the regal presence of the horse, evoking an era where elegance and strength were intertwined. Each stride speaks of a heritage steeped in honor, as the rider carries not only the weight of history but also the dignity of a life devoted to excellence.
This is not merely a moment captured; it is a testament to the enduring bond between leadership and tradition, where the noble pursuits of equestrianism and military precision converge.
The Trends for Autumn/Winter 2021–2022
TONE ON TONE
We present the color pallet that will be trending in autumn and winter 2021-2022.
This time, we will focus on “TONE ON TONE” colors and the collection is dominated by 4 main colors: independent Bordeaux Red, graceful Deep Green, Warm Gold which expresses abundance and refined Ivory White. Each includes supplementary shades that perfectly capture the autumn and winter mood.
Everybody’s temperament is different. Each of us suits a different tone. Every occasion demands something different. Find your color inspiration for daytime wear or exceptional moments.
Be ahead of the curve and choose from the Tone on Tone range now. The available mixes of beads and seed beads from the PRECIOSA Traditional Czech Beads™ brand are now also available in the following color schemes.
Visit our website for more information about the trends
A big part of the last round of refinements includes a new latching system for the case lids, now split into two sections: a 1/3 section up front covering the drive zone, the other 2/3 covers the mobo tray, PSU, pump and internal reservoir. The windows, cut from Lexan polycarbonate (same stuff used in bullet-resistant glass) are now riveted instead of glued. They look much better now (and will be easier to replace when they get too scratched for my liking).
Later on I'll merge this photo with the previous one to create a better top view of the entire empty case
Beauty, privacy and refinement. Welcome to the opportunity of a lifetime, reined in for you. Ideally located just 25 minutes from downtown Calgary and minutes from internationally-renowned Spruce Meadows, Blue Valley Farms is a 40-acre trophy equestrian training compound brimming with all the amenities a discerning horseman could ever desire. No expense was spared to outfit this facility with blue ribbon features and amenities desired by champion riders and horse enthusiasts alike.
More details: hub.am/1q0quNP
Design concept refinements for the interior of a new bank branch to be built inside the shell of a former car dealership
List view - again some refinements but overall working great (its very responsive - like browsing locally)
(this is the web edition - screenshots of the windows desktop edition ill put up tomorrow)
Alex had a unique approach to the production of his design folio work. Alex was constantly drawing. He spent most of his classtime just drawing, even when he was supposed to be doing something else. He needed to draw to think. So what you see here isn't necessarily pretty but this folio is stuffed with ideas. Alex's approach demonstrates precisely and accurately the method of idea generation and refinement promoted by the department. Note the large number of drawings on eachpage. this allows the student to easily cross reference and tag from one idea to the next. Extensive annotation also helps to reveal design thinking and comments should always be relevant and refer back to the specification. It is clear that Alex has a thorough understanding of the more technical aspects of the course and he repeatedly suggests ways in which his concepts might be made.
Alex went on to do very well at Higher Product Design. Some of his work also features on this site. He's now studying maths at Warwick University.
1939 Bugatti Type 57C Stelvio by Gangloff
$577,000 USD | Sold
From Sotheby's:
Bugatti’s ultimate pre-war roadgoing model, the Type 57 was the successor to the swift and comfortable Type 49, but it shared little except for the bore and stroke of its inline-eight-cylinder engine. The design was steadily revised between 1934 and the end of production in 1939, with regular refinement to its specifications, including the late-in-life adaptation of Lockheed hydraulic brakes. Optionally available beginning in 1937 was a supercharged engine, identified as a Type 57C, which could boast over 215 horsepower—a significant improvement over the output of a stock Type 57.
The example offered here, chassis number 57769, was originally delivered as a factory-supercharged 57C, with a berline body by Gangloff, through the Lyonnaise agent Monestier to one Balay. It was next known to have been owned in 1949 by young Pierre Noblet, the wealthy textile heir who, co-driving with friend Jean Guichet, would become a successful racing driver of the late 1950s and early 1960s, finishing 3rd overall at Le Mans in 1961. Subsequently the Bugatti passed to the French collector-dealer Jean Louis DuMontant, who in 1958 fitted the present original Stelvio cabriolet body from another Type 57. Modern and stylish in its design, this coachwork by Gangloff features elegantly streamlined, tapered fenders and freestanding Marchal headlamps.
With its cabriolet coachwork installed, the car was sold to Dr. Milton Roth of California, an early and avid American Bugattiste, one of many who would look after it over the next four decades. Dr. Roth subsequently passed the Bugatti to Fred and Muriel Treat, in whose hands the Type 57C made one of its few public appearances over the years, at an American Bugatti Club meeting in Mandeville Canyon on 14 May 1961. Within two years the Bugatti had found its way into the hands of Jack Bradley, then to the renowned Southern California Bugatti specialist, O.A. “Bunny” Phillips, who completed a fresh restoration in black and ivory in 1967–1968.
The car was purchased for the current collection some two decades ago from Charles Hascall of Vista, California, the last of the well-known West Coast Bugattistes to have looked after it, and has remained largely tucked away and out of the public eye since. It is now finished in a rich two-tone red and black, highly flattering to the modern lines of the coachwork, with a complementary red leather interior piped in black, exhibiting light cracking and wear to the seat faces. The car appears to retain its original chassis number plate on the firewall. The engine is recorded in the Bugatti Register as a correct replacement, 88 C; the stamped engine number, however, is absent, while the powerplant is marked 31 G and 4 D to the cam boxes and “234” at the front of the block. The present gearbox is numbered 98 C, with the original gearbox, number 86 C, being in the second Stelvio, number 57406, in this collection.
This terrific-looking supercharged Bugatti boasts wonderful known provenance and attractive lines, sure to appeal to the devoted enthusiast of pre-war sporting automobiles.
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Kristina and I headed over to RM Sotheby's at the Monterey Conference Center to view some glorious cars at their auction preview.
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Had a blast with our auto-enthusiast friend and neighbor, Fred, at Monterey Car Week 2022.
first attempt at plasma cutting steel. Needs a little refinement and some grinding, but otherwise happy with the results.
Did some refinements and adjustments (from my first shoot of this) using suggestions made to me by my friend GlixPix, www.flickr.com/photos/kdrenz1. Check his stream, he is awesome at these.
The Prada fall 2013 campaign exudes raw sensuality and refinement. For its new season ads lensed by photographer Steven Meisel , the luxury label enlisted models Christy Turlington, Freja Beha Erichsen, Catherine McNeil, Fei Fei Sun, Amanda Murphy, Caroline de Maigret and Malaika Firth. The...
www.nadyana.com/prada-fall-2013-campaign/?utm_source=FL&a...
Beauty, privacy and refinement. Welcome to the opportunity of a lifetime, reined in for you. Ideally located just 25 minutes from downtown Calgary and minutes from internationally-renowned Spruce Meadows, Blue Valley Farms is a 40-acre trophy equestrian training compound brimming with all the amenities a discerning horseman could ever desire. No expense was spared to outfit this facility with blue ribbon features and amenities desired by champion riders and horse enthusiasts alike.
More details: hub.am/1q0quNP
Alex had a unique approach to the production of his design folio work. Alex was constantly drawing. He spent most of his classtime just drawing, even when he was supposed to be doing something else. He needed to draw to think. So what you see here isn't necessarily pretty but this folio is stuffed with ideas. Alex's approach demonstrates precisely and accurately the method of idea generation and refinement promoted by the department. Note the large number of drawings on eachpage. this allows the student to easily cross reference and tag from one idea to the next. Extensive annotation also helps to reveal design thinking and comments should always be relevant and refer back to the specification. It is clear that Alex has a thorough understanding of the more technical aspects of the course and he repeatedly suggests ways in which his concepts might be made.
Alex went on to do very well at Higher Product Design. Some of his work also features on this site. He's now studying maths at Warwick University.
Alex had a unique approach to the production of his design folio work. Alex was constantly drawing. He spent most of his classtime just drawing, even when he was supposed to be doing something else. He needed to draw to think. So what you see here isn't necessarily pretty but this folio is stuffed with ideas. Alex's approach demonstrates precisely and accurately the method of idea generation and refinement promoted by the department. Note the large number of drawings on eachpage. this allows the student to easily cross reference and tag from one idea to the next. Extensive annotation also helps to reveal design thinking and comments should always be relevant and refer back to the specification. It is clear that Alex has a thorough understanding of the more technical aspects of the course and he repeatedly suggests ways in which his concepts might be made.
Alex went on to do very well at Higher Product Design. Some of his work also features on this site. He's now studying maths at Warwick University.
+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The SAAB B31 was a Swedish jet-powered multirole aircraft, originally designed to serve as a tactical bomber, ground attack, reconnaissance and interceptor aircraft. In the aftermath of the Second World War, Sweden set about the rebuilding and modernization of its armed forces. Regarding aviation, jet propulsion had been identified as the powerplant of the future, and experience with the SAAB 21R, which had been converted from a propeller-pusher aircraft into a jet-powered fighter and attack aircraft in 1947, bolstered confidence in the home industry’s competence. The Saab 21R was only an interim solution, though. One hundred and twenty-four aircraft were planned but this number was reduced to only 64 and they were mainly used as fighter-bombers. The Flygvapnet’s standard post-war bomber, the Saab 18, a twin piston-engine design from 1944, was outdated, too, and its performance was regarded as inadequate for the Fifties. This led to a major development initiative for modern jet aircraft for the Flygvapnet in 1946, which spawned the Saab 29 ‘Tunnan’ fighter and the Saab B31 light bomber. Both aircraft were initially designed around the de Havilland Goblin turbojet of British origin, but when the more powerful de Havilland Ghost became available, this was chosen as the standard powerplant. Both aircraft incorporated such modern features as swept wings or ejection seats.
The Saab B31 was originally developed as a straightforward tactical bomber replacement for the Saab 18, called the Saab B31, which would carry its free-fall ordnance internally in a bomb bay. The Saab B31 had a streamlined, drop-shaped fuselage. A crew of two were envisioned, the pilot and a navigator/bomb aimer. They would sit in separate cabins, a generously glazed nose section with an optical bombsight and a navigational/bomb aiming radar in a shallow blister underneath, and in a fighter-type cockpit on top of the hull, respectively. Swept wings were planned that would offer a good compromise between speed benefits and range/lift. Due to the aircraft’s size and weight, two de Havilland Ghost engines were required, but integrating these bulky centrifugal flow engines with a relatively large diameter turned out to be a design challenge.
Several layouts were evaluated, including engines buried in the rear fuselage with side air intakes, or engines mounted in wing root fairings with individual exhausts at the wings’ trailing edge. Eventually the Saab B31’s powerplants were directly mounted in nacelles under slightly swept (20°) shoulder wings, what made access and maintenance easy and kept the fuselage free for a huge fuel capacity, a generous bomb bay, and a conventional tricycle main landing gear. The latter’s tread width was quite narrow, though, which might have caused handling problems, so that during the bomber’s design refinements the landing gear arrangement was radically changed into a tandem layout. It eventually comprised of two main struts featuring large low-pressure twin wheels, supported by small outrigger wheels that semi-retracted into fairings under the bulbous engine nacelles. While unusual, this arrangement had the side benefit that the bomb bay could be lengthened and the fuel capacity in the fuselage could be increased without a center of gravity shift, with the rear/main landing gear strut well placed further aft, well behind the aircraft’s center of gravity. This, however, prevented normal rotation upon take-off, so that the front strut was lengthened to provide the aircraft with an imminent positive angle of attack while rolling, giving the Saab B31 a distinctive nose-up stance on the ground.
The enlarged bomb bay could hold up to four free-fall 340 kg bombs, the B31’s primary weapon. Additional ordinance, typically two further single bombs of up to 500 kg caliber, pods with unguided missiles, or drop tanks to extend range, could be carried on a pair of hard points outside of the engine nacelles. The maximum total payload was 2.400 kg. No offensive or defensive guns were carried, the B31 was supposed to rely only on speed and agility. Large air brakes on the aircraft’s flanks were introduced to prevent the exceeding of the B31’s design speed limit of Mach 0.9 in a dive, and they also helped to slow down the aircraft upon landing. To reduce the landing run length further a brake parachute was housed in an extended teardrop fairing on the fin that also held the swept horizontal stabilizers.
Overall, the Saab B31 reminded vaguely of the Soviet Yak-120/25 (NATO code Flashlight A) and of the French Sud-Ouest SO.4050 Vautour, which were both under development at the same time. Beyond the original tactical bomber role that was supposed to supersede the Swedish B 18, the Saab B31 was also intended to fulfill night/all-weather reconnaissance missions, outfitted with a camera and sensor pallet in the bomb bay and flash bombs on the wing hardpoints. Furthermore, the aircraft was proposed to become, in a second step, the basis for a jet-powered long-range all-weather fighter, a type of aircraft that was direly needed by Flygvapnet during the late Forties. The situation was so severe and urgent that the Swedish Air Force did not want to wait for a J31 development and had to procure sixty radar-equipped de Havilland Mosquito NF.30 night fighters from Great Britain as a hasty stopgap solution – a totally outdated model in the late Forties, but it was the best and only readily available off-the-rack solution.
In parallel, both engine and aircraft technology underwent dramatic developments and literally made leaps: In December 1948, an initial contract for the design and mockup of Saab's newly proposed P.1150 design was issued, a modern swept-wing design that already represented the next, transonic fighter aircraft generation. The resulting aircraft would become the Saab 32 ‘Lansen’ and it literally overtook the B31’s intended role as the Saab 18 bomber and attack aircraft replacement. However, a modern all-weather fighter with long range and a powerful radar was still not on the horizon, and, consequently, the Saab B31’s original bomber/reconnaissance version was dropped completely in favor of an optimized interceptor derivative with a powerful on-board radar: the J31. This was, however, also just a stopgap solution until an all-weather fighter version of the favored Saab 32 would be ready for service, so that a single aircraft type would take over multiple military roles and therewith simplify production, maintenance and logistics.
From that point on the Saab B31 was re-designed and optimized for a principal fighter role, with an attack capability as a secondary capability. However, due to its bomber origins and its intended mission profile the J31 was not intended to be a typical sleek and nimble dogfighter (that was the contemporary Saab 29’s role as a day fighter, even though a radar-equipped version of the Tunnan was on Saab’s drawing boards, too, yet not realized because compact systems were not available), but rather as a standoff night fighter which would loiter on station and patrol the air space, search for targets and then identify and engage them.
The bomber’s large air brakes were a welcome feature to position the approaching fighter behind a potential slower target, which were primarily relatively cumbersome bombers that would come in at medium to high altitude and at subsonic speed. This mission profile heavily influenced the J31 design and also set boundaries that were later hard to overcome and develop the aircraft’s potential further. While the light bomber basis would meet the required demands concerning range, speed and limited agility, the obligatory radar and its periphery to fulfill the N/AW fighter mission led to a major re-design of the forward fuselage. A large radar dish under a solid nose radome now occupied the formerly glazed nose section, and the radar operator was placed together with the pilot in a new pressurized side-by-side cockpit under a common canopy. A large and relatively flat forward windshield was used; while not conducive to high-speed flight, it provided distortion-free external visibility, something that was particularly valued for a night fighter at that time. Both pilot and navigator/radar operator had full steering equipment, what also made a dedicated trainer version unnecessary. Both sticks were extendable so that more force could be exerted upon it by the pilot as a fallback measure in the event of a hydraulic failure. Bleed air from the engines was used to de-ice the wings’ and tail surfaces’ leading edges and the engines’ air intakes, so that the aircraft could operate even in harsh climatic conditions.
Radar and fire control system for the J31 were created and produced by Ericsson and called “Gryning” (= Dawn). The system was quite advanced for the time even though complex: a combination of three different radars, each performing separate functions. The system comprised a search radar, a tracking radar, both located in the nose under a huge mutual radome, and a tail warning radar with a separate, smaller antenna. The search radar covered the front hemisphere and could detect aircraft at distances up to 35 kilometres (about 20 miles) away while the tracking radar could achieve a weapons lock up to 4 km (2.5 miles) away. Additionally, the Gryning system had a limited look-down capability, being able to detect aircraft that flew underneath the J31 at an altitude of down to 800 m (2.600 ft). The tail-mounted surveillance radar was effective up to 15 km (almost 10 miles) away. The complexity of this vacuum tube-based radar system, produced before the advent of semiconductor electronics, required a lot of internal space and intensive maintenance to keep it operating properly – and it would have been much too big or heavy to fit into the more modern but also more slender Saab 32 airframe.
The armament was changed, too. While the B31 bomber was intended to carry no guns at all the fighter derivative was now armed with four 20 mm cannon in the lower nose, plus two retractable unguided air-to-air missile racks in the former bomb bay in tandem, carrying a total of 96 projectiles, which were supposed to be fired singly, short bursts or in one or more massive salvoes against bomber formations, covering a huge field of fire and ensuring a takedown even with a single hit. This core armament was complemented by a pair of underwing hardpoints outside of the engine nacelles which could carry pods with further 18 unguided missiles each, iron bombs of up to 500 kg calibre for a secondary attack capability, or 570 l drop tanks to extend the J31’s range and loiter time.
An initial order for three prototypes was placed by the Swedish government, and on 16 October 1950, the first J31, even though still lacking the radar, conducted its maiden flight. The flight test program proceeded relatively smoothly, but the performance was rather poor for a fighter. More powerful engines were required, but choices for Saab were very limited. The use of the Saab 29’s indigenous afterburner variant of the Ghost (which was by then license-produced in Sweden as the Svenska Flygmotor RM2) was deemed inefficient for the large aircraft, so that attempts were made to improve the Ghost’s dry thrust for the J31 without an increased fuel consumption through reheat. This new indigenous engine variant became the RM2F (“förstärkt” = “powered-up”), which provided 5,400 lbf (24.02 kN) of thrust with water-alcohol injection instead of the RM2’s original dry 5,000 lbf (22 kN) maximum thrust. The tank for the required water-alcohol mixture was carried in the rear half of the former bomb bay and replaced one of the unguided missile racks. These were hardly ever used operationally, though, and soon completely removed, replaced by a second water-alcohol tank, which gave the aircraft enough endurance of 30 minutes at the increased thrust output level.
A follow-on order for six pre-production aircraft was soon received, which were still equipped with the weaker original RM2 and designated J31A. These machines were delivered to F 1 Västmanland Flygflottilj at Hässlö air base in Central Sweden, which just had been converted from a bomber to a night fighter unit, having been equipped with the J 30 Mosquitos. There the J31 was evaluated against the J30 until early 1951 and deemed superior in almost every aspect. With these satisfactory results, a full production order for 54 more aircraft was placed in mid-1951. These machines were now outfitted with more powerful RM2F engines and other refinements and designated J31B. This became the type’s operational main variant. All were delivered to F 1 where they were exclusively operated and gradually replaced the J 30s. In service the J31 received the unofficial nickname “Val” (= Whale), due to its bulky yet streamlined shape, but it was officially never adopted.
During regular maintenance in the following two years, the six early J31As received the stronger RM2F, together with the second water-alcohol tank as well as some avionics updates and were accordingly re-designated J31Bs. Further updates included wipers for the windscreen (a serious issue esp. at slow speed and while taxiing) and two smaller brake parachutes instead of the single large original one.
All J31s were delivered in a natural metal finish and retained it throughout their career; only two machines ever received camouflage during trials, but this measure was deemed unnecessary for the aircraft due to their role. Some aircraft of F 1’s 3rd squadron and operated by the unit’s staff flight had the aircrafts’ fins painted in dark green, though, to improve the contrast to the tactical code letters’ colour, yellow or white, respectively. The J31s’ radomes were made from fiberglass and originally tinted in opaque black. During maintenance and after damage, however, some machines received newly produced replacement fairings which were untinted/semi-transparent.
The only major update the J31B received was rolled out starting in 1958, when the IR-guided Rb24 (AIM-9B Sidewinder AAM) was introduced in the Swedish Air Force. Together with the J29 Tunnan fighters the J31s were outfitted to carry launch rails on the wing hardpoints – even though only a single pair could be carried in total. This, however, markedly improved the type’s combat efficiency, and it would take until the Saab 35F in 1965 with its Rb27/28 Falcon missiles to introduce more capable guided anti-aircraft missiles. Since the Rb24s extended the J31’s weapon range considerably, a potential gun upgrade with 30 mm cannons was not executed and Saab’s resources rather allocated into the Saab 32’s development.
Even though the J31B was a capable night and all-weather fighter for its time, it was limited due to its outdated weaponry and quickly superseded by advancing radar, engine and aerodynamic technologies. It did its job but lacked development and performance potential – and it was a large and complicated aircraft that required lots of maintenance. However, the J31 turned out to be a very stable and robust weapon platform, and it was quite popular among the crews because of the spacious cockpit, even though the field of view on the ground was very limited, due to the tall landing gear front leg, and several J31s were involved in taxiing accidents. Due to its twin engines and radar intercept operator, pilots gained more confidence on long missions in the remote northern areas of. Sweden, esp. on mission over open water.
When the Saab 32’s fighter version, the J 32B, eventually became operational in 1958, it was clear that the heavy and highly limited twin-engine J31B would not remain in service for much longer. By 1963 all machines had been retired from frontline service, initially stored in reserve but scrapped by 1970. Two machines remained operational, though: as flying test beds for the Swedish Air Force’s Försökscentralen (FC) at Malmen AB, where they served until 1981 – primarily to test radar and missile guidance systems, and as radar targets for war games and anti-aircraft unit trainings.
General characteristics:
Crew: 2
Length: 15,76 m (51 ft 7 1/2 in)
Wingspan: 16.96 m (55 ft 2/3 in)
Height: 4,21 m (13 ft 9 1/2 in)
Wing area: 45 m2 (480 sq ft)
Empty weight: 9,000 kg (19,823 lb)
Gross weight: 17,500 kg (38,546 lb)
….Max takeoff weight: 19,000 kg (41,850 lb)
Fuel capacity: 5,100 L (1,350 US gal / 1,120 imp gal) maximum internal fuel
plus 2x 570 L (150 US gal, 120 imp gal) optional drop-tanks
Powerplant:
2× Svenska Flygmotor RM2F centrifugal-flow turbojet engine (Rolls Royce Ghost), each with
4,750 lbf (21.1 kN) dry thrust at 10,250 rpm and
5,400 lbf (24.02 kN) with temporary water-alcohol injection
Performance:
Maximum speed: 1,090 km/h (677 mph, 588 kn; Mach 0.9) at 10,000 ft (3,000 m)
Cruise speed: 732 km/h (455 mph, 395 kn)
Stall speed: 150 km/h (92.8 mph, 80.6 kn) with approach power
Combat range: 1.850 km (1,145 mi, 995 nmi) on internals
Ferry range: 2.200 km (1,375 mi, 1,195 nmi) with 2× 570 l drop-tanks
Service ceiling: 16,200 m (53,062 ft)
Rate of climb: 40 m/s (7.681 ft/min)
Wing loading: 87.1 lb/sq ft (388 kg/m²)
Thrust/weight: 0.32
Armament:
4× 20 mm (0.79 in) akan m/47C (license produced Hispano Mark V) autocannon with 220 RPG
48× 75 mm (3.0 in) srak m/55 (Bofors 75 mm (3.0 in) rocket "Frida") unguided air-to-air missiles
with contact fuze high-capacity warhead on retractable rack in ventral bay
(not used operationally, later completely deleted in favor of a second water-alcohol tank)
2× wet underwing hardpoints outside of the engine nacelles for 600 kg (1.321 lb) each;
alternatively a pair of Rb24 (AIM9-B Sidewinder) IR-guided air-to-air missiles
The model and its assembly:
While it does not look spectacular, the J31 (actually my second use of this designation for a Swedish Fifties all-weather fighter, the first was an A.W. Meteor NF.14, but the “31” was lent from the Spitfire PR.XIX in Swedish service as S31) was a major creation feat. It all started with a discussion with fellow Swedish board member Pellson at whatifmodellers.com about Saab prototypes, esp. the early designs. That made me wonder about a twin-jet engine aircraft, something that could replace the Saab 18 bombers much like the BAC Canberra with the RAF’s Mosquito – and looking at similar international projects of the time like the Soviet Il-29 and Yak-25 as well as the French S.O. 4050 Vautour I thought that something similar could work well for Sweden, too.
My concept started with a primary light bomber and attack role, much like the B18 and the Canberra, with the outlook to develop a radar-bearing all-weather fighter from it, which was direly needed in Sweden in the Mid-Fifties and led to the procurement of two interim types in real life, the J30 (Mosquito night fighter) and the J33 (Venom night fighter), while plans were made to equip the J29 with a radar and the Saab 32 already on the drawing boards, even though the latter’s fighter version would be delayed well into the Sixties.
The core of the build was a leftover fuselage from a Matchbox F3D Skyknight – from an incomplete kit that came OOB with one of its three sprue trees double (even though in different colours!). The canopy was also still there, and now I eventually found a good use for it. However, not much more would be taken over from the Skyknight, because the overall layout would be much different, dictated by the bulky centrifugal flow engines that were (only) available to Sweden in the late Forties and which also powered the successful J29 Tunnan. The engines could, due to their diameter and the need for ducts, not be buried in the fuselage, so that they would go under the wings, directly attached to them as in the Il-29 and Vautour. The wings would be slightly swept (around 20°), as a compromise between modernism (as on the J29) and good range/endurance, and shoulder-mounted for good ground clearance and to avoid FOP (an issue of the Yak-25).
Since the engine pods should not be too large and bulky I decided that the main wheels would not retract into them (à la Il-28) and rather follow the Vautour route: with a tandem arrangement retracting into the fuselage and with small outrigger wheels. This had, for the original bomber version, the benefit, that the internal bomb bay could become longer than with a more conventional tricycle landing gear arrangement that would full retract into the hull, much like the Douglas A3D/B.66, with a wider track. And it would look more exotic, too.
With this concept I started a donor parts safari and started work on the fuselage. First major feat was to clean the F3D’s flanks from its original engine fairings – thankfully the Matchbox kit provides them as separate parts, so omitting them was simple, but there were enough major recesses and areas beyond the F3D’s basically teardrop shape hull that had to be filled and PSRed, including the original wing attachment points in the hull’s middle.
Another issue was the cockpit, which was missing through the double sprues. I was lucky to find an original Matchbox F3D tub in the spare box, from my first Skyknight build ever in the late Eighties (then built as a Vietnam era EF-10). New seats were procured as well as two (ugly) pilot figures and a dashboard from an Italeri Tornado IDS. However, the cockpit would later cause some more trouble…
The nose was generously filled with steel balls to keep it down (you never know…), and once the hull was closed, I implanted a new rear landing gear well. In the meantime, I kept searching for engine nacelle and wing parts – both turned out to be challenging. Not that I had not enough material to choose from, but I wanted to make the parts to be as authentic as possible – the nacelles conveying a centrifugal engine inside (see the Gloster Meteor for reference), and the light wing sweep angle as well as the desire for a not-too-modern look made the wing choice really hard.
The nacelles were completed first. I remembered some leftover parts from a Matchbox Meteor night fighter, mainly the intakes, which would be perfect. But the rest of the nacelles took a while to materialize. Eventually I found engine pods from a Hobbycraft Su-25, which are separate pieces. They had a more or less square diameter shape, but their size was good and so I combined them with the round (and bigger!) Meteor NF.14 intakes, after having added trimmed-down intake cones from a Trumpeter Il-28 inside, and PSRing the different shapes into something …more natural. Even though outrigger wheels would later be added I omitted eventual wells at this point, because I had to define the stance through the tandem main wheels first, and this was still tbd.
The wing donors became a lengthy affair. At one point I became so desperate that I tried to use the wing tips from a VEB Plasticart 1:100 Tu-20/95 bomber, but that failed (thankfully!) because the parts turned out to be warped and simply too ugly for the build. I did not find any suitable material in The Stash™, tested wings from an A-6 and an F-14, nothing worked well. I eventually procured – in a forlorn move – a vintage Revell 1:113 B-47 kit. Horrible thing, but its outer wings were useful, even though they required massive modifications. Their roots were cut away to reduce span and their angle was set at about 20°; the slender tips were also cut off, resulting in an almost trapezoid shape with a slightly extended wing chord at the trailing edge of the roots. Lots of PSR was required to improve the surface and to fill some gaps from the OOB engine pod attachment points of the B-47. Ugh.
At that point I had also already found a good fin: from an Academy/Minicraft 1:144 B-1B bomber! This not only offered a very Fifties-esque round and swept shape, it also had suitable attachment points for the stabilizers for a cruciform tail, which appeared necessary due to the engines’ wing position. As a side benefit, I could use the B-47’s wing tips as stabilizers, even though they had to be PSRed a lot, too.
To attach the new wings to the F3D fuselage I made cutouts at shoulder height, but the engine pods were first mounted and PSRed under the wings. More putty and sanding mess, but it was worthwhile.
In the meantime I worked on the landing gear and used parts from the ugly VEB Plasticart Tu-20/95 to scratch a tandem layout with twin wheels and a significant nose-up stance (due to the rear wheels’ position beyond the aircraft’s centre of gravity). Once this was settled and the wings in place I could work on the outrigger wheels. These were procured from a Matchbox 1:72 Sea Harrier and mounted in scratched fairings under the engine pods, so that they could semi-retract. With the ground clearance defined by the main wheels a suitable position and length for the outriggers could be found, and in the end the J31 has a proper stance with all four legs on the ground.
Painting and markings:
I like to apply simple liveries to weird builds, and for the J31 I settled upon a NMF finish – which was typical for the contemporary J29 Tunnan fighters, too. Only the reconnaissance versions as well as the fighters of as single operational unit were ever camouflaged (in dark green and dark blue). The only other realistic cammo option would have been the standard Swedish uniform dark green over blue grey. But bare metal appeared IMHO much better suited.
As a non-standard measure the model received an overall thin coat of grey primer, primarily to identify dents and notches on its many PSRed surface areas – a good move, because a lot of small flaws could be identified and treated before a final overall coat with “White Aluminium” from a rattle can (Duplicolor, RAL 9006) was applied and details like the radome, antennae (both in black) and the landing gear and its wells (in a light bronze tone, seen on Saab 29s and 32s) were painted in detail. I think the silver underlines the J31’s clean lines well?
The model received a light black ink washing, less for true weathering but to emphasize engraved details and for a “cloudier” look of the NMF surfaces. This was further enhanced through a careful treatment with grinded graphite (which adds a truly metallic shine to the paint), and since a lot of surface details were lost through PSR I did some manual panel-shading with different silver tones and re-created panel lines all over the hull with a soft pencil, mostly free-handedly. Quite simple, but it improves the overall impression a lot.
Decals were puzzled together. The Swedish roundels came from a generic TL-Modellbau sheet, the “T” on the tail was scratched from generic white and blue stripes from the same manufacturer. The blue band around the nose was made with the same material, plus a white “T” – inspired by tactical markings from some J29s from the Fifties. Some stencils were collected from the scrap box, and black walkway borders added to the wings’ upper surfaces and the spine behind the cockpit. As a side benefit these hide some lingering inconsistencies on the wing surfaces well.
Finally, the model was sealed with semi-gloss acrylic varnish (Italeri) for a shiny finish, except for the radomes, which became matt.
It might not look spectacular or exciting, but I am quite proud of this “second” J31, because it not only was a major kitbashing project, it also conveys the Fifties “look and feel” I wanted to catch, like its contemporaries S.O. 4050 Vautour, Yak-25, or even the stillborn Baade Ba-152 airliner. From that point it turned out very well, and going for a simple NMF livery was IMHO also a good move – the J31 has a certain “space age” look? At least, this is what you can get when you combine major parts from F3D, B-47. B1, Il-28, Su-25, Tu-95 and a Gloster Meteor… 😉