Stavanger

“One Star-Raker takes off as another undergoes airport servicing. With its landing gear extended, Star-Raker ground clearance would have been 1.52 meters (five feet).”

On the landed Star-Raker, note that the door(s) of the main landing gear is/are closed…with the landing gear strut apparently extending through a hole…in the closed door. Interesting, I’d like to see that in operation.

Note also the LAX-like airport.

Above & image at/from:

spaceflighthistory.blogspot.com/2020/09/star-raker-1978.html

Credit: David S. F. Portree/”No Shortage of Dreams” blog

www.astronautix.com/s/star-raker.html

Credit: Astronautix website

Also:

e05.code.blog/2021/07/08/star-raker/

Credit: “numbers station” blog

Finally:

www.secretprojects.co.uk/threads/rockwell-international-s...

Credit: “SECRET PROJECTS” Forums website

Specifically, within the above site’s discussion thread, contributed by user “ozmosis”, 18 April 2011, the image is Figure 2, captioned “Multiple Launch”.

That, and other extracts are from Rockwell International presentation/paper SSD 79-0082, entitled “STAR-RAKER: AN AIRBREATHER/ROCKET-POWERED, HORIZONTAL TAKEOFF TRIDELTA FLYING WING, SINGLE-STAGE-TO-ORBIT TRANSPORTATION SYSTEM” by: David A. Reed, Jr., Hideo Ikawa & Jonas A. Sadunas. The paper was presented at the AIAA Conference on Advanced Technology for Future Space Systems, at Hampton Virginia, May 8-11, 1979.

Since it’s so damned cool, articles & reproductions of this (and other) Star-Raker images abound online.

As such, it’s particularly gratifying to have come across this & scan it at a glorious 1200 dpi. That, and to have been able to identify the talented artist of this & many other gorgeous works - North American Rockwell/Rockwell International artist Manuel E. Alvarez.

Yay me.

not pictured: Tortillas, but they were there!

Taken with Takumar Bayonet 28mm on K-30, with a Pentax-M 50mm handheld reversed in front.

I saw this leaf lying around and thought it would look great in this setting.

Anyone know what type of leaf it is?

Not my pic, but I wish...

Some background:

The Mitsubishi J2M Raiden (雷電, "Thunderbolt") was a single-engined land-based fighter aircraft used by the Imperial Japanese Navy Air Service in World War II. The Allied reporting name was "Jack".

Two other captured J2Ms were examined by the U.S. Technical Air Intelligence Command (TAIC), using 92 octane fuel plus methanol. One machine, an early J2M2 (“Jack11”) achieved a speed of 655 km/h (407 mph) at 5,520 m (17,400 ft), and the other one, a J2M3 (“Jack21”) even reached a top speed of 671 km/h (417 mph) at 4,980 m (16,600 ft).

General characteristics:

Crew: one, pilot

Length: 9.70 m (32 ft 8 in)

Wingspan: 10.80 m (35 ft 5 in)

Height: 3.81 m (13 ft 0 in)

Wing area: 20 m² (216 ft²)

Empty weight: 2,839 kg (6,259 lb)

Loaded weight: 3,211 kg (7,080 lb)

Powerplant:

1× Mitsubishi MK4R-A Kasei 23a 14-cylinder two-row radial engine, 1,379 kW (1,850 hp)

Performance:

Maximum speed: 596km/h (370 mph, 322kt)at 5.450m

Range: 1467 km (912 nmi, 795 mi)

Service ceiling: 11,430 m (37,500 ft)

Rate of climb: 1402 m/min (4,600 ft/min)

Wing loading: 174 kg/m² (35 lb/ft²)

Power/mass: 0.42 kW/kg (0.26 hp/lb)

Armament:

2x Type 99-2 inboard wing-mounted 20x101mmRB cannon with 190 rpg

2x Type 99-1 outboard wing-mounted 20x72mmRB cannon with 210 rpg

2× 60 kg (132 lb) bombs or 2 × 200 L (53 US gal) drop tanks under the outer wings,

or a single, larger drop tank under the fuselage

The kit and its assembly:

This is a real-world build, depicting one of the two J2Ms tested by the RAF in late 1945 at Seletar air base, and an entry to the “Opposites attract” contest of the Arawasi Wild Eagles blog in early 2018, covering warbirds from Japanese and Allied side carrying opposing markings.

The kit is the early Hasegawa kit of the J2M3 from 1977, with some cosmetic updates, based on the more detailed Hasegawa 1:48 kit of the J2M3 and taken from that kit's English language instructions for additional information, primarily concerning painting details (see below).

The old, 1:72 Hasegawa Raiden is primitive: the cockpit has only little detail (e. g. blank side walls, moulded side consoles without any surface detail, a single-piece canopy) and the landing gear is pretty basic, too (the wells are bleak, some struts are completely missing an part numbers were moulded into the inside of the covers!). But all these are just minor weaknesses, which were mended with improvisations through white glue, styrene bits and some thin wire - after all, much of this additional work cannot be seen inside of the finished kit.

Nevertheless, the overall fit of this old kit is surprisingly good and it features fine, recessed panel lines. Only little PSR work was necessary, it’s IMHO a very good model basis and basically a pleasant build.

Painting and markings:

The plan to build an ATAIU-SEA Raiden was settled from the start. The original plan was to re-create “BI-01”, but in the course of the build I eventually settled upon the less known “BI-02”, because the more information concerning its sister ships’ outer details I dug up from different sources, the more contradictive things became. Too much input is certainly not helpful!

“BI-01” is better known because it’s the machine you see in the foreground of the aircrafts’ most popular picture, showing both in flight in echelon formation (in B/W). Material for this machine in 1:72 scale is available to modelers through aftermarket decal sheets (PrintScale, MaxModels), and there’s even an OOB option in the form of a Hasegawa “Prisoners of War” kit (even though 1:48 scale), which lets you build “BI-01” or “BI-02” and also comes with the alternative decals for one of the American J2Ms in bare metal livery with “stars & bars”.

My build was based on the relatively new PrintScale decal sheet for the J2M which only allows to create “BI-01” – and a pair of wing roundels is completely missing! But, on the other side, the sheet is not pricey, and model kit building is much about DIY and creative solutions.

From this starting point, things went pretty straightforward, Since the captured aircraft retained its former IJN livery, things were relatively simple. But I wanted to create a worn and makeshift look, inspired by pictures of the ATAIU-SEA aircraft – they looked pretty shaggy!

The cockpit interior was painted in a guesstimate of Mitsubishi’s cockpit green, a mix of Humbrol 159 and 94. The landing gear wells became light grey – I did not use the ModelMaster IJN Grey used on the undersides (see below), but rather a very similar tone in order to create a subtle contrast.

The model’s painting process started with a primer coat of aluminum on the wings’ leading edges and on the fuselage. Next the uniform dark green was applied on the uppers surfaces. In order to come close to the IJN Green used by Mitsubishi, I used Modelmaster’s 2116 (IJN Green from the company’s Authentic line, a relatively dark tone), mixed a little FS 34092 (~3:1 ratio), for a brighter and less bluish hue. A

All paint was applied with a brush, and - on purpose - not 100% evenly, so that some of the aluminum below would still shine through. This effect was further enhanced and fine-tuned with thinner and careful “scrubbing” with a hard, flat brush in the fresh paint, trying to simulate chipped and worn areas. The anti glare panel was painted with a mix of Humbrol 33 and 77, for a dark blue-grey. On the lower surfaces, pure Modelmaster 2115 (IJN GREY) was used, but with less tuning effects.

Once the basic painting was done, I added overpainted hinomaru and other markings, done with RAF Dark Green on the upper and Sky on the lower surfaces – I am not certain whether the real aircraft were painted this way (again, information is corny), but I consider this practice to be plausible, since the ATAIU-SEA machines appear to have otherwise remained in their original colors?

At this stage the yellow ID bands on the wings’ leading edges were added – in a mix of paint (Revell 310, RAL 1028 a.k.a. Lufthansa Yellow, which comes IMHO close to the reddish original tone) and decal sheet.

In the next step, the surfaces received a thin black ink wash and a post-shading treatment through dry-brushing with lighter and uneven variations of the basic tones.

After some corrections and more fine-tuning the decals followed. Most of them came from the PrintScale sheet (beware, they have a VERY thin and have a wobbly carrier film that makes any handling hazardous!), and the missing RAF roundels under the wings came from the scrap box (they actually belong to a post-war Spitfire).

The tactical code was changed into “02 yellow” with more decal parts from the scrap box. This change of color is a courageous interpretation of the real aircrafts’ BW pics, which suggest that the individual aircraft numbers were painted in a slightly darker tone than the white “BI-“ in front of them. The PrintScale sheet suggests the same – and offers modelers the option to alternative use white or yellow numbers.

Once the decals were dry, some more dry-brushing with light grey and aluminum was done, and some panel lines across the markings added with a soft pencil.

Some details of the aircraft are speculative, though. This includes, for instance, the color of the spinner and the front of the propeller blades. The funny thing is that, after I finished the kit, I found photo footage of “BI-02” at Seletar, and it confirms my assumptions and guesses, e .g. the bare metal propeller blade front sides. The green spinner remains uncertain, though. ;-)

Towards the finish line some soot stains around the gun ports and the exhaust stubs were created with grinded graphite, and finally the kit was sealed with acrylic varnish (Italeri). I used a mix of matt and semi-gloss varnish in a roundabout 3:1 ratio, for a sheen finish. Some worn areas were treated with 100% matt varnish, though, adding to the worn look of the aircraft.

This POW J2M3 looks simple, but the painting process was a complex feat. But I am quite happy with the result and the impression the model leaves.

A tram running beside the River Douro in April 1977. There is still a route there today operated by historic trams, but its now singled and on reserved track. A trip down there on Streetview is quite interesting!

St Peter's is situated opposite what is now Wallett's Court, a country hotel which charges an arm and a leg for B&B, but it looks nice enough and always seems to be busy. But, opposite is St Peter's, beside a small lay by-cum-car park. It is a small two cell church, with a low tower which doubles as the porch. Inside there is the rope for a single bell.

I will try to get back over the weekend, as tomorrow is being decorated now that Lent is coming to an end, and should look pretty as a picture.

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WEST CLIFFE

IS so called from its situation westward of the adjoining parish of St. Margaret at Cliffe last described, and to distinguish it from that of Cliff at Hoo, near Rochester.

THIS PARISH lies very high on the hills, and much exposed; it is partly inclosed and partly open, arable and pasture downs; it extends to the high chalk cliffs on the sea shore, and the South Foreland on them, where the light-house stands. The high road from Dover to Deal leads through it. Its greatest extent is from north to south, in the middle of which stands the church, and village adjoining to it. As well as the adjoining parishes it is exceedingly dry and healthy, the soil is mostly chalk, notwithstanding which there is some good and fertile land in it. The height and continuance of the hills, and the depth and spacious width of the valleys, added to a wildness of nature, which is a leading feature throughout this part of the country, contribute altogether to its pleasantness; and the variety of propects, as well over the adjoining country, as the sea, and the coast of France beyond it, are very beautiful.

THE MANOR OF WEST CLIFFE, alias WALLETTSCOURT, was, in the time of the Conqueror, part of those possessions with which he enriched his halfbrother Odo, bishop of Baieux, and earl of Kent, under the general title of whose lands it is thus entered in the survey of Domesday, taken in the 15th year of that reign:

Hugo (de Montfort) holds of the bishop, Westclive. It was taxed at two sulings. The arable land is. . . . . In demesne is one carucate, and seventeen villeins, having two carucates. In the time of king Edward the Con sessor it was worth eight pounds, when he received it six pounds, now eight pounds. Of this manor Hugo de Montfort holds two mills of twenty-eight shilings. Edric held it of king Edward.

Four years afterwards the bishop was disgraced, and all his possessions were confiscated to the crown, upon which this manor was granted to Hamon de Crevequer, a man of much note at that time, who was succeeded in it by the eminent family of Criol, and they continued in the possession of it in the reign of king Henry III. in the 48th year of which, John de Criol, younger son of Bertram, died possessed of it, leaving Bertram his son and heir, and he alienated it to Sir Gilbert Peche. He soon afterwards conveyed it to king Edward I. and Eleanor his queen, for the use of the latter, who died possessed of it in the 19th year of that reign. How long it afterwards continued in the crown I have not found; but in the 20th year of king Edward III. Gawin Corder held it by knight's service of the honor of Perch, viz. of the constabularie of Dover castle.

Sir Gawin Corder possessed this manor only for life, for the next year the king granted the reversion of it to Reginald de Cobham for his services, especially in France, being the son of John de Cobham, of Cobham, by his second wife Joane, daughter of Hugh de Nevill. (fn. 1) His son Reginald was of Sterborough castle, whence all his descendants were called of that place.

Reginald de Cobham, his son, possessed this manor, whose eldest surviving son Sir Thomas Cobham died possessed of this manor held in capite, in the 11th year of king Edward IV. leaving an only daughter and sole heir Anne, who carried it in marriage to Sir Edward Borough, of Gainsborough, in Lincolnshire, (fn. 2) the lands of whose grandson Thomas, lord Burgh, were disgavelled by the act passed in the 31st year of king Henry VIII. His son William, lord Burgh, succeeded to it, holding it in capite, and in the 15th year of queen Elizabeth alienated it to Mr. Thomas Gibbon, who resided here; and it should be observed that though the coat of arms assigned to the Gibbons, of Westcliffe, by Sir William Segar, Sable, a lion rampant, guardant, or, between three escallops, argent—bears a strong resemblance to that assigned by him to the Gibbons, of Rolvenden, and is identically the same as those allowed to the Gibbons of Frid, in Bethersden, who were undoubtedly a branch of those of Rolvenden, yet I do not find any affinity between them; but I should rather suppose, these of Westcliffe were descended of the same branch as those of Castleacre abbey, in Norfolk; Matthew, the eldest son of Thomas Gibbon, the purchaser of this manor, rebuilt this seat in 1627, as the date still remaining on it shews. He resided in it, as did his several descendants afterwards down to Tho. Gibbon, gent. (fn. 3) who in 1660 sold it to Streynsham Master, esq. and he alienated it to admiral Matthew Aylmer, afterwards in 1718 created lord Aylmer, of the kingdom of Ireland, whose descendant Henry, lord Aylmer, devised it to his youngest son the Hon. and Rev. John Aylmer, and he alienated it to George Leith, esq. of Deal, who passed it away by sale to the two daughters and coheirs of Mr. Thomas Peck, surgeon, of Deal; they married two brothers, viz. James Methurst Pointer, and Ambrose Lyon Pointer, gentlemen, of London, and they are now, in right of their wives, jointly entitled to this manor.

BERE, or BYER-COURT, as it is sometimes written, situated in the southern part of this parish, was once accounted a manor, and was parcel of the demesnes of a family of the same name; one of whom, William de Bere, was bailiff of Dover in the 2d and 4th years of king Edward I. After this name was extinct here, this manor passed into the name of Brockman, and from thence into that of Toke, a family who seem before this to have been for some time resident in Westcliffe, (fn. 4) and bore for their arms, Parted per chevron, sable and argent, three griffins heads, erased and counterchanged. John Toke, a descendant of the purchaser of this manor in the fourth generation, lived here in the reigns of king Henry V. and VI. as did his eldest son Thomas Toke, esq. who by Joane, daughter of William Goldwell, esq. of Godington, in Great Chart, whose heir-general she at length was, had three sons, Ralph, who succeeded him in the family seat of Bere; Richard, who died s. p. and John, the youngest, who had the seat and estate of Godington, where his descendants remain at this time. Ralph Toke, esq. the eldest son above-mentioned, resided at Bere in king Henry VIII.'s time, in whose descendants this manor continued till the latter end of the last century, when Nicholas Tooke, or Tuck, as the name came then to be spelt, dying possessed of it, his heirs conveyed it afterwards by sale to the trustees of George Rooke, esq. of St. Laurence, who died possessed of this estate, which had long before this lost all the rights of having ever been a manor, in 1739, s. p. leaving it to his widow Mrs. Frances Rooke, (fn. 5) who alienated it to Thomas Barrett, esq. of Lee, who died in 1757, and his only son and heir Thomas Barrett, esq. of Lee, is the present owner of it. (fn. 6)

SOLTON is an estate in the northern part of this parish, which was once accounted a manor; it was part of the possessions of Odo, bishop of Baieux, under the general title of whose lands it is entered in the survey of Domesday, as follows:

Hugo (de Montfort) holds Soltone of the bishop. It was taxed at one suling. The arable land is . . . . . In demesne there is one carucate, and three villeins, with one borderer, paying four shillings and seven pence. In the time of king Edward the Consessor, it was worth fifteen ponnds, and afterwards and now thirty shillings. In this manor Godric dwelt, and holds twenty acres as his own fee simple.

Four years after the taking of the above survey, the bishop was disgraced, and all his possessions were confiscated to the crown.

Soon after which this manor was granted to Jeffry de Peverel, and together with other lands elsewhere, made up the barony of Peverel, as it was then called, being held of the king in capite by barony, for the defence of Dover castle, to which it owed ward and service. Of the heirs of Jeffery de Peverel, this manor was again held by the family of Cramaville, by knight's service, and it appears by the escheat rolls, that Henry de Cramaville held it in capite at his death, in the 54th year of king Henry III. by yearly rent and ward to the castle of Dover; after which, though part of this estate came into the possession of the Maison Dieu hospital, in Dover, yet the manor and mansion of Solton became the property of the family of Holand, who bore for their arms, Parted per fess, sable and argent, three fleurs de lis, counterchanged. Henry Holand died possessed of this part of it in the 35th year of king Edward I. holding it in capite, as of the honor of Peverel, and it continued in that name till Henry Holand dying anno 10 Richard II. his daughter and heir Jane became possessed of it; after which it passed into the name of Frakners, and then again into that of Laurence, from whom it was conveyed to Finet, and Robert Finet resided here in queen Elizabeth's reign, being descended from John Finet, of Sienne, in Italy, of an antient family of that name there, who came into England with cardinal Campejus, anno 10 Henry VIII. They bore for their arms, Argent, on a cross engrailed, gules, five fleurs de lis of the field. His son Sir John Finet, master of the ceremonies to king James and king Charles I. likewise resided here, and died in 1641. He left by Jane his wife, daughter of Henry, lord Wentworth, two daughters and coheirs, Lucia and Finette, who became entitled to this manor, which at length was afterwards alienated to Matson, whose descendant Henry Matson, about the year 1720, devised it by his will, with other estates, to the value of one hundred and fifty pounds per annum, to the trustees of Dover harbour, for the use, benefit, and repair of it for ever, but the discharging of the trust in Mr. Matson's will being attended with many difficulties, his affairs were put into the court of chancery, and a decree was made, that the commissioners of Dover harbour should have Diggs-place, Solton, Singledge, and other lands, to make up the one hundred and fifty pounds per annum, they paying forty pounds a year out of these estates to the poor relations of his family, as long as any such of the name should remain according to the devise in his will, and the trustees above-mentioned, are at this time entitled to the fee of it.

There are no parochial charities. The poor constantly maintained are about sixteen, casually six.

THIS PARISH is within the ECCLESIASTICAL JURISDICTION of the diocese of Canterbury, and deanry of Dover.

The church, which is dedicated to St. Peter, is small, consisting of only one isle and a chancel. In the chancel is a stone, about one foot square, (not the original one, I apprehend) to the memory of Matthew Gibbon the elder, son of Thomas Gibbon, who built Westcliffe house, and dying in 1629, was buried here. Service being performed in it only once a month, little care is taken of it. This church was given by queen Alianor, wife to king Edward I. together with one acre of land, and the advowson, with the chapels, tithes and appurtenances, to the prior and convent of Christ-church, in pure and perpetual alms, free from all secular service, among other premises, in exchange for the port of Sandwich, which was confirmed by king Edward I. After which, in 1327, anno 2 king Edward III. the parsonage of this church was appropriated to the almnery of the priory, for the sustaining of the chantry founded there by prior Henry de Estry. In which situation it remained till the dissolution of the priory, in the 31st year of king Henry VIII. when it was surrendered, among the other possessions of it; after which, this appropriation and the advowson of the vicarage were settled by the king in his 33d year, among other lands, on his new-erected dean and chapter of Canterbury, part of whose possessions they remain at this time.

On the sequestration of the possessions of deans and chapters, after the death of king Charles I. this parsonage was valued in 1650, by order of the state, when it appeared to consist of the parsonage-house, a large barn and yard, with the parsonage close, of three acres, and four acres lying in Westcliffe common field, together with the tithes of corn and grass, and all other small tithes within the parish, of the improved yearly value of sixty-two pounds. (fn. 7) The lessee repairs the chancel of the parsonage. Thomas Barrett, esq. of Lee, is the present lessee, on a beneficial lease.

The vicarage of Westcliffe is not valued in the king's books. In 1640 it was valued at ten pounds, communicants twenty. It is now of the clear yearly value of twenty-four pounds per annum, which is the augmented pension paid by the dean and chapter, the vicar not being entitled to any tithes whatever, nor even to the profits of the church-yard, all which are demised by the dean and chapter as part of the parsonage.

Maurice Callan, curate in 1466, was buried in this church, and by his will ordered his executors to pave the body of this church with paving tile.

www.british-history.ac.uk/report.aspx?compid=63585

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

A great surprise meets the visitor who is lucky enough to gain admittance here! The church is entered by walking up a hill, but you actually step down into the interior as the hill drops away steeply to the north, with the church set into its ridge. A Norman flint church of nave, chancel and later south tower, it is a haven of peace and light. Much of the latter floods in through the huge Decorated west window (its lancet predecessors may be seen in the wall outside). The church has a rare interior indeed – box pews run down north and south walls and there is a huge alley between, designed for the benches that still survive dotted about the building. Box pews were rented; the benches were for the non-paying poor. In pride of position is the pulpit. All this woodwork dates from the early nineteenth century, although the chancel was refurnished in the 1877s by the Church Commissioners and is standard fare. The lovely east window, the stonework of which is surely of the 1870s, contains some Georgian coloured glass edging – most delightful. Beautifully cared for and much loved, it is a shame that it is not more accessible to the casual visitor.

kentchurches.info/church.asp?p=Westcliffe

One have single antenna and other one have double antenna.

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Tai Chi bronze sculpture by Ju Ming.

City Garden, St. Louis, MO

NY Rockefeller State Park Preserve

Colourway: emerald isles - sold

At lunch today I was out walking, listen to music and this song came on, sang by Dolly Parton(written by Michael O'Donoghue)- it was called "Single Women". I was think with all the bans being lifted by Obama, Dolly could change the lyrics (like I did below) to sing to another group of fans.

************************************

Single bars and single men

With a single thought in mind

Just to make it till the morning

Looking for what they can find

For a man they won't remember

For a night they can't forget

Do you come to this place often?

May I light your cigarette?

Drinkin' beer in Amarillo

Passing time and swaping jokes

Hoping for a new beginning

But beginning to lose hope

And you're waiting for that moment

When a glance becomes a stare

Mmm, what's that cologne that you're wearing?

Haven't I met you somewhere?

Find a matchbook in the morning

With a name and number scrawled

When you phone, a woman answers

And you wish you'd never called

Oh, they're friendly when they meet you

But they're strangers when they go

Ahh, do you mind if I come join you?

Would you like to dance one more?

And it's gettin' near to closing

And the seconds pass like years

Lots of friends to share the laughter

Not a one to share the tears

Oh and you wish they'd change that juke box

Cause you know every song it plays

Can I drop you off at my place?

Oh, what's the matter, aren't you gay?

You gotta twenty in your pocket

Got your condoms, safety first

Life could get a whole lot better

But it better not get worse

Single bars and single men

With a single thought in mind

Just to make it till the morning

Looking for what they can find

**********************************

Here a link to the orginal lyrics:

www.metrolyrics.com/single-women-lyrics-dolly-parton.html

Created with fd's Flickr Toys

+++ 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 P-74 "Charger" was a fighter aircraft built by Lockheed for the United States Army Air Forces (USAAF). Its configuration was unusual as it was designed as a twin boom pusher configuration, where the propeller is mounted in the rear of the fuselage, pushing the aircraft forward.

The P-74 entered service with the USAAF in late 1944, its conception dated back to 1939 when the U.S. Army Air Corps requested with the Circular Proposal R40C domestic manufacturers to develop high performance fighter types, allowing (even demanding) unusual configurations. Lockheed did not respond immediately and missed the chance to sign a development contract in mid-1940 until early 1941. Twenty-three proposals were submitted to R40C, and after a fist selection of ideas three companies, Vultee with the large XP-54 Swoose Goose, Curtiss with its XP-55 Ascender and Northrop's XP-56 Black Bullet were able to secure prototype contracts.

Vultee eventually won the competition, but all these innovative new aircraft suffered from various flaws or development delays, missing various performance goals, so that none ever entered service.

In the meantime, Lockheed had been working on the 1939 request in the background on a private venture basis, as it was clear that by 1944 a successor to the company's own P-38 Lightning had to be offered to the USAAC.

The new North American P-51 Mustang was also a sharp competitor, esp. for the Pacific conflict theatre where long range was needed. This role was filled out very well by the P-38, but it was a relatively large and complicated aircraft, so an alternative with a single engine was strived for. Even though jet engines already showed their potential, it was clear that the requested range for the new type could only be achieved through a piston engine.

This aircraft became the XP-74, originally christened “Laelaps”, following Lockheed’s tradition, after a female Greek mythological dog who never failed to catch what she was hunting. It was presented as a mock-up to USAAC officials on August 8th 1942 and immediately found sponsorship: with the disappointing results from the XP-54,55 and 56 was immediately ushered into the prototype stage. Its name, though, was rejected, and the more common name “Charger” was adopted.

Just like Lockheed’s successful P-38 the XP-74 Charger was designed as a twin-boom aircraft, but it was driven by only a single Packard (License-built Rolls Royce Merlin) V-1650 pusher engine in the aft part of the fuselage. The tail was mounted rearward between two mid-wing booms, with a four-bladed 12-ft propeller between them. The design also included a "ducted wing section" developed by the NACA that enabled installation of cooling radiators and intercoolers in the wing root section.

The advantages of a pusher design are that the view forward is unobstructed and armament can be concentrated in the nose, while a major drawback is difficulty in escaping from the aircraft in an emergency, as the pilot could get drawn into the propeller blades. Lockheed deliberated between systems that would eject the pilot, or jettison the propeller or the engine, via a system of explosive bolts. Lockheed eventually installed an early ejector seat which was driven by pressurized air, combined with a mechanism that would blow the canopy off. The system was successfully tested in summer 1943, even though skepticism remained among pilots.

Initial armament comprised one 20mm Hispano cannon and four 12.7mm Browning machine guns, the same as in the P-38, but two machine guns were relocated from the nose into the front ends of the tail booms because of the new aircraft’s smaller overall dimensions.

The first prototype was ready in October 1943, with a different engine and heavier armor fitted. The second prototype was built to this specification from the start, which would become the serial production standard, the P-74A.

The P-74A used the new V-1650-9 engine, a version of the Merlin that included Simmons automatic supercharger boost control with water injection, allowing War Emergency Power as high as 2,218 hp (1,500 kW). Another change concerned the armament: a longer weapon range was deemed necessary, so the gun armament was changed into four 20mm Hispano cannons, two of the placed in the fuselage nose and one in each tail boom front end. Each gun was supplied with 250 RPG.

Alternatively, a nose installment with a single 37mm cannon and two 12.7mm Browning MGs was tested on the first prototype, but this arrangement was found to be less effective than the four 20mm cannons. Another factor that turned this option down was the more complicated logistics demands for three different calibers in one aircraft.

The P-74A was ready for service in summer 1944, but its deployment into the Pacific region took until December – the 5th Air Force first units replaced most of its P-38 and also early P-47Ds with the P-74A.These new aircraft had their first clashes with Japanese forces in January 1945.

The P-74 was used in a variety of roles. It was designed as an intreceptor against bombers, but its good range and handling at all altitudes made it suitable for tasks like fighter sweeps against enemy airfields, support for U.S. ground forces and protection of sea convoys and transport routes.

While the P-74 could not out-turn the A6M Zero and most other Japanese fighters when flying below 200 mph (320 km/h), its superior speed coupled with a good rate of climb meant that it could utilize energy tactics, making multiple high-speed passes at its target. Also, its focused firepower was deadly to lightly armored Japanese warplanes.

Because of its late service introduction, only 305 P-74s were ever produced until the end of hostilities, and they were exclusively used in the Pacific theatre. The P-74's service record shows mixed results, but usually because of misinformation. P-74s have been described as being harder to fly than traditional, single-engined aircraft, but this was because of inadequate training in the first few months of service.

Another drawback was the ejection seat system – it worked basically well, but the tank for the pressurized air turned out to be very vulnerable to enemy fire. Several P-74s literally exploded in midair after cannon fire hits, and this poeblem could only be cured when the tank section behind the cockpit received a more rigid structure and additional armor. Anyway, the P-74 was quickly retired after WWII, as the USAAF focussed on P-47 and P-51.

General characteristics

Crew: 1

Length: 10.45 m (34 ft 3 in)

Wingspan: 11.6 m (38 ft 0 in)

Height: 3.97 (13 ft 0 in)

Wing area: 22.2 m² (238.87 ft²)

Empty weight: 3,250 kg (7,165 lb)

Loaded weight: 4,150 kg (9,149 lb)

Max. take-off weight: 4,413 kg (9,730 lb)

Powerplant:

1× Packard (License-built Rolls Royce Merlin) V-1650-9 ,

rated at 1,380 hp (1,030 kW) and 2,218 hp (1,500 kW) w. water injection

Performance

Maximum speed: 640 km/h (343 knots, 398 mph)

Cruise speed: 495 km/h (265 knots, 308 mph)

Range: 1,105 mi (1,778 km)

Ferry range: 1,330 nmi (1,530 mi, 2,460 km)

Service ceiling: 11,000 m (36,090 ft)

Rate of climb: 15 m/s (2,950 ft/min)

Armament

4× 20 mm (0.79 in) Hispano-Suiza HS.404 cannons with 250 RPG

2× hardpoints for up to 2,000 lb (907 kg) of bombs, 6 or 10× T64 5.0 in (127 mm) H.V.A.R rockets

The kit and its assembly:

This whif was inspired by a CG rendition of a Saab J21 in a natural metal finish and with (spurious) USAAF markings, probably a skin for a flight simulator. Anyway, I was more or less enchanted by the NMF on the Saab – I had to build one, and it would become the P-74, the only USAF fighter code that had never been used.

The kit is the venerable Heller Saab J21A, an “old style” design with raised panel lines. But it is still around and affordable. No big mods were made to the kit during its transition into a USAAF fighter, even though I changed some minor things:

● Main landing gear was completely exchanged through struts from an Airfix A-1 Skyraider and the wheels from a Hasegawa P-51D; thin wire was added as hydraulic tubes

● New propeller blades: instead of the three-bladed original I added four much broader blades with square tips (from a Heller P-51D) to the original spinner

● Different exhaust stubs, which actually belong to a Spitfire Merlin (Special Hobby kit)

● Underfuselage flap was slightly opened

● A pilot figure was added to the nice cockpit

● The gun barrels were replaced with hollow styrene tubes

Painting and markings:

NMF was certain, but the rest…? I wanted to have a colorful aircraft, and eventually settled for a machine in the Pacific theatre of operations. When I browsed for options I eventually decided to apply broad black stripes on wings and fuselage, typical 5th Air Force markings that were used e. g. on P-47Ds and P-51Ds.

Overall design benchmark for my aircraft is a P-47D-28 of 310th FS/58th FG. The tail would be all white, and the rudder sported red and white stripes, early war insignia. The red nose trim and the deep yellow spinner were taken over from this aircraft, too. The blue individual code number is a personal addition, as well as the nose art, which was puzzled together from a Czech 'Perdubice' Meeting MiG-21 and leftover bits from a Pacific use P-51.

The aircraft was basically painted with Aluminum Metallizer (Humbrol 27002) and Polished Steel Metallizer (Modelmaster), and some panels were contrasted with Aluminum (Humbrol 56).

The anti-glare panel in front of the cockpit was painted in Olive Drab (Humbrol 66), the red nose trim with Humbrol 19. The tail was painted with a mix of Humbrol 34 & 196, for a very light grey, and later dry-painted with pure white.

The black ID stripes as well as the red and blue rudder trim were not painted, but rather created through decal sheet material (from TL Modellbau), cut to size and shape to fit into their respective places. The tail was a PITA, but for the black stripes this turned out to be very effective and convenient - an experiment that willcertainly see more future use.

Cockpit interior was painted in Humbrol 226 (Cockpit Green) and Zinc Chromate Green from Model Master, the landing gear wells received a chrome yellow primer (Humbrol 225) finish.

The landing gear struts were kept in bare Aluminum.

For weathering the kit received a rubbing treatment with grinded graphite, which adds a dark, metallic shine and emphasizes the kit’s raised panel lines. Some dry painting with Aluminum was added, too, simulating chipped paint on the leading edges, and on the black ID stripes some dark grey shading was added.

A relatively simple whif, but I love how the Saab 21 looks in the unusual, shiny NMF finish - and the USAAF markings with the prominent ID stripes suit it well, even though it looks a bit like a circus attraction now?

Chevington Suffolk

+++ DISCLAIMER +++

Nothing you see here is real, even though the model, the conversion or the presented background story might be based historical facts. BEWARE!

Some background:

The Dornier Do 319 was directly inspired by the (modest) successes experienced by the Messerschmitt Me 262 fighter, the world's first operational jet-powered fighter aircraft. Design work started before World War II began, but problems with engines, metallurgy and top-level interference kept the aircraft from operational status with the Luftwaffe until mid-1944.

Production numbers remained low, though, reaching roundabout 20 aircraft (even this number is uncertain) until the end of the war, and no Do 319 survived the hostilities.

General characteristics:

Crew: 1 pilot plus up to 2 passengers

Length: 10.80 m (35 ft 4 1/2 in)

Wingspan: 12.60 m (41 ft 6 in)

Height: 3.78 m (12 ft 4 1/2 in)

Wing area: 26.8 m² (288 ft²)

Aspect ratio: 7.32

Empty weight: 4,120 kg (9,075 lb)

Loaded weight: 6,830 kg (15,044 lb)

Max. take-off weight: 7,385 kg (16,266 lb)

Powerplant:

2× Junkers Jumo 004 B-1 turbojets, 8.8 kN (1,980 lbf) each

Performance:

Maximum speed: 820 km/h (510 mph)

Range: 1,200 km (652 mi)

2,100 km (1,300 mi) with extra internal fuel cells

Service ceiling: 10,850 m (35,538 ft)

Rate of climb: 1,000 m/min (At max weight of 7,130 kg) (3,275 ft/min)

Armament:

Provisions for 4× 30 mm MK 108 cannon in the nose, but rarely mounted

The kit and its assembly:

Another entry for the “Flying Boat, Seaplane and Amphibian” Group Build at whatifmodelers.com in late 2017, and the result of a spontaneous inspiration from a drawing of a Luft’46/fantasy creation of a Me 262 fuselage with a planning bottom, a parasol(!) wing and a single jet engine exhausting right above the cockpit, and no (visible) stabilizing floats at all. Rather spurious.

Well, nevertheless, the Me 262 jet fighter has a very shark-like profile and shape, and it has already been converted into flying boats or even submarines by modelers, and I decided to create my personal interpretation of the theme. I remembered a lone He 115 float in my stash (maybe 35 years old or even more!), and when I held to a Me 262 fuselage the parts had almost the same length and width. So, creating a flying boat jet fighter seemed like a realistic task.

Things started straightforward with an 1:72 Smer Me 262 fighter, which is actually the vintage Heller two-seater night fighter with a new fuselage and canopy. My kit of choice would have been the Matchbox kit, but the Heller kit is also O.K., due to its simplicity and simple construction.

Creating something amphibian from a Me 262 is not a trivial task, though. With its low wings and underslung engine nacelles there’s a lot to be changed until you get a plausible floatplane. Another challenge is to integrate some form of stabilizer/outrigger floats, what also influences the wings’ position. Placing the engines where they are safe from spray ingestion is also a serious matter – you have to get the high and the intakes as far forward as possible.

Doing some legwork I found some similar builds, and they all did not convince me. And, after all, I wanted to create my own “design”; in order to incorporate some realism I eventually settled on Dornier’s typical WWII designs like the Do 18 and Do 24. These elegant aircraft had a common, elegant trait: low stub wings as stabilizer floats, paired with high wings (in the case of the Do 18 held by a massive central pylon) which carried the engine out of the water’s reach. This appeared like a feasible layout for my conversion, even though it would mean a total re-construction of the kit, or rather assembling it in a way that almost no part was glued into the intended place!

Work started with the cockpit, which had to be moved forward in order to make room for the wings behind the canopy, placed high on a pylon above the fuselage. For this stunt, the cockpit opening and the place in front of it (where the original front fuselage tank would be) were cut out and switched. The cockpit tub was moved forward and trimmed in order to fit into the new place. The nose section was filled with lead, because the stub wings/floats would allow a retractable landing gear to be added, too, making the aircraft a true amphibian!

The He 115 float was cut down in order to fit under the OOB Me 262 fuselage, and a front wheel well was integrated for a tricycle landing gear. Once the fuselage was closed, the planning bottom was added and the flanks sculpted with putty – lots of it.

In the meantime the Me 262 wing received a thorough re-arrangement, too. Not only were the engine nacelles moved to the upper wing surface (cutting the respective wing and intake sections of the nacelles off/out and turning them around 180°), the original connecting ventral wing part with the landing gear wells were turned upside down, too, the landing gear covers closed (with the respective OOB parts) and the inner wing sections modified into a gull wing, raising the engines even further. VERY complex task, and blending/re-shaping everything took a lot of PSR, too.

Under the central wing section I added a pylon left over from a Smer Curtiss SC Seahawk kit, because a massive Do 18-esque construction was out of question for a fast jet aircraft. The gaps were filled with putty, too.

In order to keep the stabilizers free from water spray they were moved upwards on the fin, too. The original attachment points were sanded away and hidden under putty, and the OOB stabilizers placed almost at the top at the fin.

Finding suitable stub wings/floats became a challenge: they have to be relatively thick (yielding buoyancy and also offering room for the retractable landing gear), but also short with not-so-rounded tips. It took a while until I found suitable donor parts in the form of the tips of an 1:32 AH-64 Apache (!) stabilizer! They were simply cut off, and openings for the main landing gear cut into their lower sides.

Once glued to the lower flanks and the stabilizers in place it was time to place the wing. In the meantime the moved cockpit had been blended to the fuselage, and initial tests indicated that the pylon would have to be placed right behind the canopy – actually on top of the end of the clear part. As a consequence the canopy was cut into pieces and its rear section integrated into the fuselage (more PSR).

However, the relatively thin and slender central pylon from the Curtiss SC indicated that some more struts would be necessary in order to ensure stability – very retro, and not really suited for a jet-powered aircraft. And the more I looked at the layout, the more I became convinced that the wings and engines were in a plausible position, but placed too high.

What started next were several sessions in which I shortened the pylon step by step, until I was satisfied with the overall proportions. This went so far that almost everything of the pylon had gone, and the wings almost rested directly on the Me 262’s spine!

However, this new layout offered the benefit of rendering the extra struts obsolete, since I decided to fill the small gap between wing and fuselage into a single, massive fairing. This would also mean more internal space, and consequently the original idea of a jet-powered combat aircraft was modified into a fast multi-purpose amphibian vehicle for special tasks, capable of transporting personnel behind enemy lines with a quick move.

More PSR, though, and after some finishing touches like a scratched landing gear (front leg/wheel from an Italeri Bae Hawk, main struts from a Mistercraft PZL Iskra trainer, wheels from an Academy OV-10 Bronco and with improvised covers), several antennae and mooring lugs made from wire, the aircraft was ready for painting. On the downside, though, almost any surface detail had been lost due to the massive, overall body sculpting – but the application of the light zigzag pattern helped to recreate some “illusionary” details like flaps or panel lines. ;-)

Painting and markings:

Originally, when the Seeschwalbe was still conceived as a fighter, the model was to receive a daylight scheme in typical German naval aircraft colors (RLM 72/73/65). But this plan changed when the aircraft’s role became a ‘special purpose’ transporter for covert operations.

Nocturnal operations appeared plausible, so that the scheme became much more murky: from above, a splinter scheme with RLM 73 and RLM 74 (naval dark green and dark, greenish grey, both from the ModelMaster Authentic enamel paint range) was applied as a basis, and the undersides became black – as if standard daylight colors had been overpainted, a frequent practice.

Since this black paint was made from soot, it easily wore away and many Luftwaffe machines with improvised black undersides quickly gained a rather shaggy look. I wanted to re-create this look, and built up the lower paint accordingly: In an initial step, RLM76 (I used Humbrol 87, which is a tad darker than the RLM tone, for less contrast with the black) was painted on the lower wing surfaces, the fuselage with a medium waterline and the fin. Once dry, the national marking decals were added. Then a coat of thinned Revell Acrylics 6 Tar Black was applied on top of the lower surfaces, including the lower decals, and later wet-sanded in order to reveal some of the grey underneath for a worn look.

In order to break up the aircraft’s outlines, esp. at low altitude, a disruptive meander pattern in light grey (RLM 76) was painted on top of the upper surfaces. For this task, I thinned Humbrol’s 247 enamel and used a simple brush, painting the curls free-handedly. The finish looks pretty convincing, and it mimics well the technique with which those improvised patterns were applied in the field in real life: quickly, with anything at hand. The way the finish turned out, the pattern could have been applied with a broad brush – the use of a spray gun was rather uncommon, and IMHO the use of an airbrush on a model to recreate such a zigzag pattern rarely leads to convincing results?

This pattern was painted tightly around all the upper markings, and the markings themselves were kept at a minimum. For instance, the tactical code only comprises the aircraft’s individual letter “Blue O” behind the fuselage cross, which indicates an air staff machine. This would, following the official German squadron code system, be confirmed by an “A”, following as a fourth digit. The squadron’s code (“P7”, which is fictional, just like the aircraft’s sea reconnaissance squadron itself) was omitted, too. Such minimal markings became a frequent practice towards the final war stages, though, and it fits the aircraft’s special duty role well. The only individual marking is a squadron badge under the cockpit – lent from an Italian night fighter and placed on a dark blue disc. Another, subtle indicator for the aircraft’s operator are the blue air intake center bodies, repeating the staff flight’s blue color code.

Only some light weathering was done, with dry-brushed light grey on the leading edges, and finally the kit was sealed with matt acrylic varnish (Italeri). In a final step, some very light dry-brushing with aluminum was done on some of the fuselage edges, esp. the spray dams, and the position lights were painted with translucent paint over a silver base.

A messy project, in many ways, but I am happy with result. Most stunning is IMHO the fact that all major parts for this compact flying boat actually come from a single, simple Me 262 kit – but visually there’s not much of the left from the jet fighter. But it’s also amazing that the proportions look right, and the whole thing quite plausible and Dornier-esque! Turned out better than expected.

This is my rule of thirds LOL

I was given an assignment for my lighting class to light a single object with a single light source in a variety of ways. These were my two favorite shots from the shoot!

limited edition CD single pictured on the RED vinyl record sleeve

Built to allow the air from the harbor to keep the house cool, the single house architectural style is one of the most common seen in Charleston, South Carolina. The single room width and front door that enters onto the "piazza" are trademarks of these amazing houses - such as this one seen on Hasell Street.

© LMGFotography 2014; please do not use without permission.

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1859 moves light down the Grimsby Sub after working in North end.

The Gommel Kabinenroller single-seater 3-wheeler was built by Dr. Gommel from Hohenheim,Germany. It had a kind of plane cockpit with control stalk. No doors but the dome could be folded forward. Motorcycle wheels, mid-engine with 4,6 hp and max speed of 70 km/ph.

The car was never produced in series.

B&w photo colorized.

Single

Lockhart 2016