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ব্যাক্তিগত যৌনস্বাস্থ্যের সুরক্ষা সম্পর্কিত প্রয়োজনীয় জ্ঞানের অভাব এবং যৌবন শুরুর প্রারম্ভিক পর্যায়ে নিজ কতৃক অজ্ঞতাবশত নানবিধ ভুলত্রুটি করা সহ অনিয়মিত জীবনযাপনের ফলে আমাদের দেশের অধিকাংশ পুরুষের মাঝেই যৌনস্বাস্থ্য সংক্রান্ত নানাবিধ শারীরিক সমস্যা পরিলক্ষিত হয়ে থাকে, যা আমাদের দেশে দিন দিন খুবই প্রকট আকার ধারন করছে ।
আর তাই, যৌনস্বাস্থ্য বিষয়ক জ্ঞান অর্জনের পাশাপাশি যৌন সমস্যায় ভুক্তভোগী যুবক এবং পুরুষ ভাইদের জন্য আজ আমরা আলোচনা করছি – যৌনস্বাস্থ্য বিষয়ক শারীরিক সমস্যা সৃষ্টির কারন, প্রতিকার এবং শতভাগ কার্যকরী স্থায়ী চিকিৎসা বিষয়ক পরিপূর্ণ গাইডলাইন ।
কারনসমূহ
যৌন দুর্বলতার কারন হিসাবে আমরা প্রথমেই যৌনতা বিষয়ক প্রয়োজনীয় জ্ঞানের অভাব বিষয়টিকে উল্লেখ করতে পারি, যৌনতা সম্পর্কে বিশেষ জ্ঞান না থাকার কারণে আমাদের দেশের পুরুষরা তাদের যৌবন শুরুর পর্যায়ে অতিরিক্ত পরিমান হস্তমৈথুন/ মাস্টারবেশন করা সহ বিভিন্ন ধরনের ভুলত্রুটি করে থাকে, যা পরবর্তীতে একজন পুরুষের মাঝে ব্যাপক আকারে যৌন দুর্বলতা সৃষ্টি করে । এছাড়া অতিরিক্ত সহবাস, পর্ণ মুভি দেখা, অতিরিক্ত যৌনতা নিয়ে চিন্তা করা, ঠিক মত খাওয়া-দাওয়া না করা, পর্যাপ্ত না ঘুমানো, অতিরিক্ত মানুষিক টেনশন করা, অতিরিক্ত পরিশ্রম করা, অতিরিক্ত সৌখিনতার সহিত জীবন-যাপন পালন করার ফলেও দেখা দিতে পারে যৌন দুর্বলতা নামক সমস্যা ।মপাশাপাশি অনেকের ক্ষেত্রে বিয়ে বহির্ভূত সহবাস এর সময় অনাকাঙ্ক্ষিত পরিবেশ পরিস্থিতি অথবা ঘটনার ফলে মনে ভীত সঞ্চারের মাধ্যমে পরবর্তীতে হতে পারে যৌন দুর্বলতা । এছাড়াও ডায়বেটিক্স, অতিরিক্ত মেদ-ভুঁড়ি, শারীরিক দুর্বলতা, সঙ্গীর প্রতি ভালোবাসার অভাব আপনার জীবনে যৌন দুর্বলতার জন্য দায়ী হতে পারে । অনেক সময় সাময়িক আনন্দের জন্য ভায়াগ্রা / ওয়ান টাইম ট্যাবলেটগুলো অথবা তথাকথিত ভুয়া ডাক্তারদের দেওয়া বিভিন্ন যৌনশক্তিবর্ধক ঔষধ সেবনের ফলে সারাজীবনের জন্য যৌন দুর্বলতা সৃষ্টি হতে পারে আপনার শরীরে ।
প্রতিকার
আমাদের দেশের পুরুষদের এই যৌন দুর্বলতার নামক প্রকট সমস্যা থেকে মুক্ত করতে হলে প্রথমেই প্রয়োজন যৌনতা বিষয়ক জ্ঞান সকলের মাঝে ছড়িয়ে দেয়া, সকলকে বুঝাতে হবে যৌনতা মানেই খারাপ নয়, যৌনতা মানেই লজ্জার নয়, সুস্থ সুন্দর ভাবে বাঁচতে হলে যৌনতা বিষয়ক জ্ঞানের প্রয়োজন অপরিহার্য, এই বিশেষ জ্ঞানের মাধ্যমে যৌনতার প্রয়োজন, যৌনশক্তি ধরে রাখার উপায়, অতিরিক্ত হস্তমৈথুন / মাস্টারবেশন করার কুফল, যৌবনের সময় করনীয় এবং বর্জনীয় সহ যৌনতা সম্পর্কে শিক্ষণীয় জ্ঞানের ব্যাবস্থা করতে হবে । এছাড়া প্রতিটি পুরুষের যৌন দুর্বলতা নামক এই সমস্যা থেকে নিজেকে মুক্ত রাখতে পর্যাপ্ত খাবার-দাবার গ্রহন, পর্যাপ্ত ঘুম, ব্যায়াম, মানুষিকভাবে উৎফুল্ল থাকা তথা স্বাভাবিক নিয়মে জীবন-যাপনের অভ্যাস করতে হবে । পাশাপাশি যৌন বিষয়ক অতিরিক্ত চিন্তা, অতিরিক্ত সহবাস, বিয়ে বহির্ভূত সহবাস থেকে নিজেদের মুক্ত রাখতে হবে । এছাড়া প্রত্যেক বাবা-মার উচিত তার সন্তানের যৌবন শুরুর পর্যায়ে শরীরের প্রতি বিশেষ যত্ন নেওয়া । এছাড়া সাময়িক আনন্দের জন্য ভায়াগ্রা / ওয়ান টাইম ট্যাবলেটগুলো সেবন থেকে অবশ্যই বিরত থাকতে হবে ।
চিকিৎসা
প্রথমেই আমাদের মনে রাখতে হবে যে, অন্যান্য সকল সাধারন রোগের মতই যৌন সমস্যাও অত্যন্ত স্বাভাবিক একটি সমস্যা, যা নিয়ে নিজের মাঝে নিজে হীনমন্যতায় কিংবা বিষণ্ণতায় ভোগা অথবা অতিরিক্ত বিশেষ দুঃচিন্তা করার কোন প্রয়োজন নেই, কারন আপনার ভিতরকার এই দুর্বলতা আপনার যৌন দুর্বলতাকে আরো বেশি দুর্বল করে দিতে পারে, তাই সর্বপ্রথম নিজের মাঝে নিজে আত্মবিশ্বাস ফিরিয়ে আনুন এবং সমস্যা সমাধানে উপযুক্ত সমাধানের দ্বারস্থ হোন ।
যৌনস্বাস্থ্য সংক্রান্ত সমস্যায় ভুক্তভোগী পুরুষ ভাইদের উপযুক্ত সমাধান এবং চিকিৎসার মাধ্যমে তাদের পুর্ন যৌন শক্তি এবং সক্ষমতা ফিরিয়ে দিতে সুনামধন্য “ন্যাচারাল আয়ুর্বেদা লিঃ” ১২ বছরেরও অধিক সময়কাল যাবত আস্থা এবং সফলতার সঙ্গে নিজেদের অবদান অব্যাহত রেখে চলেছে । রোগ / ক্ষেত্র অনুযায়ী যৌন দুর্বলতার বিভিন্ন সমস্যা সমাধানে “ন্যাচারাল আয়ুর্বেদা লিঃ” এর রয়েছে সম্পূর্ণ প্রাকৃতিক এবং ভেষজ উপাদান দ্বারা আন্তর্জাতিক ভাবে স্বীকৃত আয়ুর্বেদিক ফর্মুলায় তৈরিকৃত বিশ্বমানের ২ টি প্রোডাক্ট, যা রোগ / ক্ষেত্র অনুযায়ী যৌন সমস্যার প্রয়োজনীয় সমাধান দিতে অত্যন্ত কার্যকরী ।
‘ন্যাচারাল পেনি সঞ্জীবনী ওয়েল’ – আমাদের দেশের পুরুষ সমাজে যৌন দুর্বলতার অংশ হিসাবে অনেকের মাঝেই লিঙ্গ শক্ত না হওয়া, লিঙ্গের শক্তি কমে যাওয়া, লিঙ্গ ক্রমশ ছোট / চিকন এবং দুর্বল হয়ে যাওয়া, লিঙ্গ সতেজতা কমে কালো / মাটি বর্ণের রুপ ধারন করা, লিঙ্গের অগ্রভাগ বিবর্ণতা ধারন করা সহ লিঙ্গের বহিরাগত কিছু সমস্যা পরিলক্ষিত হয় । আর উক্ত সমস্যাগুলোর সমাধান হিসাবে সুনামধন্য “ন্যাচারাল আয়ুর্বেদা লিঃ” এর রয়েছে সম্পূর্ণ প্রাকৃতিক এবং ভেষজ উপাদানের সমন্বয়ে আয়ুর্বেদিক ফর্মুলায় তৈরিকৃত “ন্যাচারাল পেনি সঞ্জীবনী ওয়েল”, যা ব্যাবহারে ফলে আপনার লিঙ্গের স্পঞ্জ টিস্যু উৎপাদন এবং কার্যক্ষমতা বৃদ্ধি পাবে, লিঙ্গের সজীবতা বৃদ্ধি করবে, লিঙ্গের মাঝে রক্ত সঞ্চালন এবং সরবারহ বৃদ্ধি করবে, লিঙ্গের মাঝে থাকা প্রকোষ্ঠ ২টির রক্ত ধারণক্ষমতা বৃদ্ধি করবে, আর উক্ত কারনসমূহের ফলাফল হিসাবে আপনার লিঙ্গ ফিরে পাবে তার পূর্ণ শক্তি এবং সক্ষমতা, লিঙ্গের জড়তা কেটে লিঙ্গ ফিরে পাবে তার পূর্ণ রুপ, পূর্ণ শক্তি এবং পূর্ণ সতেজতা, পুরুষাঙ্গের সকল জড়তা এবং সমস্যা কাটিয়ে পুরুসাঙ্গ ফিরে পাবে তার পূর্ণ যৌবনময় চেহারা, যার ফলাফল স্বরূপ পুরুষাঙ্গ হবে বড় , মোটা, সতেজ এবং শক্তিশালি । তবে এখানে উল্লেখ করা প্রয়োজন যে, “ন্যাচারাল পেনি সঞ্জীবনী ওয়েল” কোন জাদুকরী মেডিসিন নয়, তাই তথাকথিত ভুয়া এবং অসৎ ডাক্তার-কবিরাজ এর দেয়া জাদুকরী মেডিসিনের মত “ন্যাচারাল পেনি সঞ্জীবনী ওয়েল” আপনাকে ২৪ ঘন্টায় ফলাফল ও ৭ দিনে রোগ মুক্তি দিতে পারবে না এবং ইহা ব্যাবহারে আপনার বিশেষ অঙ্গ পশ্চিমাদের মত বড় / মোটা করার মিথ্যা প্রতিশ্রুতি দেওয়াও সম্ভব নয় । “ন্যাচারাল পেনি সঞ্জীবনী ওয়েল” সম্পূর্ণ প্রাকৃতিক এবং ভেষজ উপাদানের সমন্বয়ে আন্তর্জাতিকভাবে স্বীকৃত আয়ুর্বেদিক ফর্মুলায় তৈরিকৃত, যা পুরুষের বিশেষ অঙ্গের সমস্যা সমাধানে কাজ করে থাকে সম্পূর্ণ বিজ্ঞানসম্মত উপায়ে । “ন্যাচারাল পেনি সঞ্জীবনী ওয়েল” সম্পূর্ণ প্রাকৃতিক উপাদান দ্বারা তৈরিকৃত বিধায় ইহা সমস্যার একদম গভীর থেকে সমাধান করে থাকে, যার কারনে ইহার কার্যকারিতা সম্পূর্ণ স্থায়ী হিসাবে বিবেচিত এবং ইহা ব্যাবহারে নেই বিন্দু পরিমাণ কোন পার্শ্ব – প্রতিক্রিয়া । “ন্যাচারাল পেনি সঞ্জীবনী ওয়েল” ব্যাবহারের সময়কাল ৫৫-৬০ দিন, অর্থাৎ আমাদের এক কোর্স “ন্যাচারাল পেনি সঞ্জীবনী ওয়েল” আপনি ব্যাবহার করতে পারবেন ৫৫-৬০ দিন এবং উক্ত সময়ের মধ্যেই আপনি আপনার পুরুষাঙ্গের দুর্বলতা বিষয়ক সমস্যা সমাধানে শতভাগ আশানুরুপ ফলাফল পেয়ে যাবেন ইন-শা-আল্লাহ । আমাদের এই এক কোর্স “ন্যাচারাল পেনি সঞ্জীবনী ওয়েল” এর মূল্যমান – ২৫০০ টাকা । বি.দ্র:- বাঙ্গালী জাতির প্রানের উৎসব “বাংলা নববর্ষ ১৪২৫ বঙ্গাব্দ” উপলক্ষে ন্যাচারাল আয়ুর্বেদা লিঃ এর যে কোন প্রোডাক্ট ক্রয় করলেই পাচ্ছেন নিশ্চিত ৫০০ টাকা শুভেচ্ছা ডিসকাউন্ট অফার – এই সুযোগ ১৪-৪-২০১৮ ইং তারিখ রোজ মঙ্গলবার পর্যন্ত বহাল থাকিবে ।
‘ন্যাচারাল মাজুন সঞ্জীবনী’ – সহবাসে সময় কম, বীর্য পাতলা, দ্রুত স্থলঙ্গন, প্রসাবে ক্ষয়, সেক্সুয়াল হরমোনের অভাব, শুক্রানুর সংখ্যা কমে যাওয়া অথবা দুর্বল হয়ে যাওয়া, যৌন উত্তেজনা অথবা চাহিদা ক্রমশ কমে যাওয়া সহ ভিতরগত শারীরিক কারণসমূহের জন্য যে সকল পুরুষরা যৌন দুর্বলতা সমস্যায় ভুগছেন, তাদের যৌন সক্ষমতা ফিরিয়ে আনতে “ন্যাচারাল আয়ুর্বেদা লিঃ” এর রয়েছে সম্পূর্ণ প্রাকৃতিক এবং ভেষজ উপাদানের সমন্বয়ে আয়ুর্বেদিক ফর্মুলায় তৈরিকৃত “ন্যাচারাল মাজুন সঞ্জীবনী” ঔষধটি, যা সেবনের ফলে আপনি ফিরে পাবেন ভিতর থেকে পূর্ণ যৌন সক্ষমতা । তবে সকলের অবশ্যই মনে রাখতে হবে যে , “ন্যাচারাল মাজুন সঞ্জীবনী” কোন ক্যামিকেল মিশ্রিত ওয়ান টাইম জাতীয় সেক্সুয়াল ঔষধ নয়, তাই ইহা সেবনের সঙ্গে সঙ্গে / তাৎক্ষনিক আপনি কোন রেজাল্ট অনুভব করতে পারবেন না । আমাদের এই “ন্যাচারাল মাজুন সঞ্জীবনী” তৈরি করা হয়েছে আন্তর্জাতিকভাবে স্বীকৃত আয়ুর্বেদিক ফর্মুলা অনুসারে সম্পূর্ণ বিজ্ঞানসম্মত উপায়ে শতভাগ প্রাকৃতিক এবং ভেষজ উপাদানের মিশ্রণে এবং সমন্বয়ে, যাহা সেবনের ফলে আপনার বীর্য গাঢ় হবে, বীর্যে অবস্থিত শুক্রানুর সংখ্যা এবং কার্যক্ষমতা বাড়াবে, দ্রুত স্থলঙ্গন রোধ করবে, প্রসাবে ক্ষয় বন্ধ করবে, হজমশক্তি বাড়াবে, মন প্রফুল্ল করবে, আপনার ভিতরগত সেক্সুয়াল নার্ভ এবং হরমোনের বৃদ্ধি করে আপনাকে ধিরে ধিরে উপহার দিবে পূর্ণ যৌন সক্ষমতা এবং বাড়িয়ে তুলবে শারীরিক কার্যক্ষমতা । দ্রুত স্থলঙ্গন রোধ করে সহবাসে সময় বৃদ্ধি করতে এবং নিজের মাঝে পূর্ণ যৌন সক্ষমতা ফিরে পেতে আমাদের ১ কোর্স “ন্যাচারাল মাজুন সঞ্জীবনী” সেবন ই যথেষ্ট । আমাদের এক কোর্স “ন্যাচারাল মাজুন সঞ্জীবনী ” আপনাকে সেবন করতে হবে ৫৫-৬০ দিন এবং উক্ত সময়কালের মধ্যেই আপনি ফিরে পাবেন স্থায়ীভাবে পূর্ণ যৌন সক্ষমতা । আমাদের এই এক কোর্স “ন্যাচারাল মাজুন সঞ্জীবনী ” এর মূল্যমান – ৩৫০০ টাকা । বি.দ্র:- বাঙ্গালী জাতির প্রানের উৎসব “বাংলা নববর্ষ ১৪২৫ বঙ্গাব্দ” উপলক্ষে ন্যাচারাল আয়ুর্বেদা লিঃ এর যে কোন প্রোডাক্ট ক্রয় করলেই পাচ্ছেন নিশ্চিত ৫০০ টাকা শুভেচ্ছা ডিসকাউন্ট অফার – এই সুযোগ ১৪-৪-২০১৮ ইং তারিখ রোজ মঙ্গলবার পর্যন্ত বহাল থাকিবে ।
অর্ডার এবং যোগাযোগের উপায় :-
আপনি বাংলাদেশের যে কোন প্রান্ত থেকে খুব সহজেই “ন্যাচারাল আয়ুর্বেদা লিঃ” এর প্রোডাক্টগুলো সংগ্রহ করতে পারেন । প্রোডাক্টের অর্ডার নিশ্চিত করতে ( আপনার নাম + প্রোডাক্টের নাম + আপনার ঠিকানা + আপনার মোবাইল নাম্বার ) সংবলিত বার্তা পাঠিয়ে দিন আমাদের কাছে, পরবর্তীতে আমরাই আপনার অর্ডারকৃত প্রোডাক্টটি পৌঁছে দেওয়ার ব্যাবস্থা করব আপনার নিকটে । অর্ডার নিশ্চিতকরন করতে নেই কোন প্রকার অগ্রিম পেমেন্টের ঝামেলা, অর্থাৎ ”ন্যাচারাল আয়ুর্বেদা লিঃ” দিচ্ছে প্রোডাক্ট হাতে পেয়ে পূর্ণ টাকা পরিশোধ করার সু-ব্যাবস্থা ।
ফেসবুকের মাধ্যমে অর্ডার নিশ্চিতকরণ বার্তা পাঠাতে – এখানে ক্লিক করুন
“ন্যাচারাল আয়ুর্বেদা লিঃ” এর অভিজ্ঞ ( আয়ুর্বেদিক ) ডাক্তারগনের সাথে সরাসরি আলোচনা করতে ফোন করুন উক্ত নাম্বারে- ০১৮৩৭৯৯৯৯১০/01837999910 ( সকাল ১১-রাত ৯ টা )
সরাসরি সাক্ষাৎ এর প্রয়োজনে – শেখপাড়া, ভালুকা, গাজীপুর, ঢাকা ( গুগোল ম্যাপে ডায়রেকশন দেখুন )
আমাদের প্রোডাক্টগুলোর কার্যকারিতা এবং নিশ্চয়তা
আমাদের প্রোডাক্টগুলো সম্পূর্ণ প্রাকৃতিক, ভেষজ, খনিজ এবং প্রাণীজ উপাদান দ্বারা আন্তর্জাতিকভাবে স্বীকৃত আয়ুর্বেদিক ফর্মুলা অনুসারে নিজস্ব গবেষণালব্ধ উপায়ে প্রস্তুতকৃত, আর উক্ত কারনেই আমরা আমাদের প্রোডাক্টের গুনগত মান এবং কার্যকারিতা প্রদানের ব্যাপারে রাখতে পারি শতভাগ আস্থা এবং আপনাদের দিতে পারি উপযুক্ত ফলফাল প্রাপ্তির পূর্ণ নিশ্চয়তা । আমাদের প্রোডাক্টগুলোতে ব্যাবহৃত কাঁচামাল এবং উপাদানসমূহ সম্পূর্ণ আমাদের নিজস্ব মাধ্যম দ্বারাই সংগ্রহকৃত, আর পরবর্তীতে উক্ত সংগ্রহকৃত উপাদানগুলোর ক্ষেত্র অনুযায়ী উপযুক্ত ব্যাবহার এবং গুনগত মান বজায় রেখে আয়ুর্বেদিক ফর্মুলা অনুসরন করে পূর্ণ প্রস্তুতকরন প্রকিয়া সম্পন্ন করে ভোক্তা ও অধিকার আইনের ২(১৯)(খ) এর ধারা বলে ব্যাবহারকারীকে ভোগ করতে দেয়া হয় । সম্পূর্ণ প্রাকৃতিক উপাদান এর ব্যাবহার এবং উপযুক্ত নিয়ম অনুসরন দ্বারা তৈরিকৃত বিধায় আমাদের প্রোডাক্টগুলোতে কোন প্রকার পার্শ্ব-প্রতিক্রিয়া নেই বলে আমরা উল্লেখ করতে পারি ।
গোপনীয়তা এবং নীতিমালা
আমাদের নিকট আপনার প্রদেয় সকল ধরনের তথ্যই অত্যন্ত গুরুত্বপূর্ণ, যার গোপনীয়ানতা রক্ষা করা আমাদের নৈতিক দায়িত্ব, আর আমরা আমাদের দায়িত্ব পালনে সর্বদা দৃঢ় প্রতিজ্ঞ ।
আমাদের কিছু কথা :-
“ন্যাচারাল আয়ুর্বেদা লিঃ” বিগত ১২ বছরেরও অধিক সময় যাবত আস্থা এবং সফলতার সঙ্গে চিকিৎসা সেবা প্রদানের পাশাপাশি ভেষজ উপাদান নিয়ে গবেষণা কাজে নিজেদের অপরিসীম অবদান রাখছে, আর সুদীর্ঘ এই পথ চলার মাঝে আমরা অর্জন করেছি লাখো অনুরাগী এবং শুভাকাঙ্ক্ষীর অজস্র ভালোবাসা এবং বিশ্বাস, যা আমাদের উপহার দিয়েছে আয়ুর্বেদিক জগতের শীর্ষত্ব । আমরা আমাদের শীর্ষত্ব ধরে রাখতে এবং আপনাদের নিকট থেকে প্রাপ্ত ভালোবাসা এবং বন্ধনে জড়িয়ে থাকতে সর্বদা প্রতিশ্রুতিবদ্ধ ।
Continue reading পুরুষের যৌন সমস্যা ? জেনে নিন শতভাগ কার্যকরী স্থায়ী চিকিৎসা at Natural Ayurveda LTD.
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Solutions business, le 6 mars 2008. Charleroi - Belgique
Solutions business, le 6 mars 2008. Charleroi - Belgique
Urbex Benelux -
This meant that the recipe for making artificial butter was improved by tasting and mixing. Production technical adjustments appeared to contribute further to this,but precisely because of the necessary investments, the number of companies declined rapidly. The increasing resemblance to real butter unleashed the anger and fear of the butter makers. As explained in the previous chapter, this was reinforced by the sales methods followed by artificial butter manufacturers. The external resemblance was not limited to the product, but also concerned the packaging and the naming.
Norah's new sleeping bag opens up a world of opportunity. Before now, there's no way she could sleep on the floor under the kitchen table.
The five former Oxford Alexander Dennis Enviro400-bodied Scania N230UBs in the Stagecoach in South Wales fleet (15613, 15754, 15838, 15964 & 15965) were all initially allocated to Cwmbran depot. However, four of the batch subsequently transferred to Porth - 15964 being the exception - for Service 132 (and T4 for a period). That split has recently swung the other way, with 15838 and 15965 returning to Cwmbran.
School and college contracts are their usual allocation, though on Saturdays when off-peak passenger numbers are higher they put in appearances on truncated Service X3 (Pontypool-Cwmbran-Cardiff) alongside the depot's Scania K230UBs.
15965 was fulfilling this role in this shot from January 2025 taken on Glyndwr Road in Cwmbran when heading for Cardiff.
Participants captured during the Session "Urban Farming Solutions" at the World Economic Forum - Annual Meeting of the New Champions 2019 in Dalian, People's Republic of China, July 3, 2019. Copyright by World Economic Forum / Ciaran McCrickard
someone dropped this thing off my desk this morning, which caused a small stink as a number of people tried to put the puzzle back in the box. It only took about 15-20 minutes, but I've taken a shot of the solution for future reference..
there are 844 other solutions.
i've taped it shut to avoid this in the future.
Become Part of the Solution (POS)... make new friends at www.WeChat3.com
Earth Hour at the 3 Finger Club LOHHAS Lifestyle Lounge
Lights were out between 8:30 and 9:30 while we told stories and discussed our Lifestyle Of Health, Happiness And Sustainability (LOHHAS) using the 3 Finger "Peace Plus One" Sustainability Salute to remind us about Peace, Harmony and Balance between Society, Environment and Economy
People were the best jugglers of "Society, Environment, Economy" balls won "EARTH HOUR 60" T-Shirts WOW \!/O\!/
Photo Courtesy of the McMaster Institute for Sustainable Development in Commerce
all participants in the Earth Hour Discussion got a copy of "Letter to Maddie" featured below:
We Screwed Up
A Letter of Apology to My Granddaughter
By Chip Ward
[Note: I became politically active and committed on the day 20 years ago when I realized I could stand on the front porch of my house and point to three homes where children were in wheelchairs, to a home where a child had just died of leukemia, to another where a child was born missing a kidney, and yet another where a child suffered from spina bifida. All my parental alarms went off at once and I asked the obvious question: What’s going on here? Did I inadvertently move my three children into harm’s way when we settled in this high desert valley in Utah? A quest to find answers in Utah’s nuclear history and then seek solutions followed. Politics for me was never motivated by ideology. It was always about parenting.
Today my three kids are, thankfully, healthy adults. But now that grandchildren are being added to our family, my blood runs cold whenever I project out 50 years and imagine what their world will be like at middle age -- assuming they get that far and that there is still a recognizable “world” to be part of. I wrote the following letter to my granddaughter, Madeline, who is almost four years old. Although she cannot read it today, I hope she will read it in a future that proves so much better than the one that is probable, and so terribly unfair. I’m sharing this letter with other parents and grandparents in the hope that it may move them to embrace their roles as citizens and commit to the hard work of making the planet viable, the economy equitable, and our culture democratic for the many Madelines to come.]
March 20, 2012
Dear Maddie,
I address this letter to you, but please share it with Jack, Tasiah, and other grandchildren who are yet unborn. Also, with your children and theirs. My unconditional love for my children and grandchildren convinces me that, if I could live long enough to embrace my great-grandchildren, I would love them as deeply as I love you.
On behalf of my generation of grandparents to all of you, I want to apologize.
I am sorry we used up all the oil. It took a million years for those layers of carbon goo to form under the Earth’s crust and we used up most of it in a geological instant. No doubt there will be some left and perhaps you can get around the fact that what remains is already distant, dirty, and dangerous, but the low-hanging fruit will be long-gone by the time you are my age. We took it all.
There’s no excuse, really. We are gas-hogs, plain and simple. We got hooked on faster-bigger-more and charged right over the carrying capacity of the planet. Oil made it possible.
Machines are our slaves and coal, oil, and gas are their food. They helped us grow so much of our own food that we could overpopulate the Earth. We could ship stuff and travel all over the globe, and still have enough fuel left to drive home alone in trucks in time to watch Monday Night Football.
Rocket fuel, fertilizer, baby bottles, lawn chairs: we made everything and anything out of oil and could never get enough of it. We could have conserved more for you to use in your lifetime. Instead, we demonstrated the self-restraint of crack addicts. It’s been great having all that oil to play with and we built our entire world around that. Living without it will be tough. Sorry.
I hope we develop clean, renewable energy sources soon, or that you and your generation figure out how to do that quickly. In the meantime, sorry about the climate. We just didn’t realize our addiction to carbon would come with monster storms, epic droughts, Biblical floods, wildfire infernos, rising seas, migration, starvation, pestilence, civil war, failed states, police states, and resource wars.
I’m sure Henry Ford didn’t see that coming when he figured out how to mass-produce automobiles and sell them to Everyman. I know my parents didn’t see the downside of using so much gas and coal. The all-electric house and a car in the driveway was their American Dream. For my generation, owning a car became a birthright. Today, it would be hard for most of us to live without a car. I have no idea what you’ll do to get around or how you will heat your home. Oops!
We also pigged out on most of the fertile soil, the forests and their timber, and the oceans that teemed with fish before we scraped the seabed raw, dumped our poisonous wastes in the water, and turned it acid and barren. Hey, that ocean was an awesome place and it’s too bad you can’t know it like we did. There were bright coral reefs, vibrant runs of red salmon, ribbons of birds embroidering the shores, graceful shells, the solace and majesty of the wild sea…
…But then I never saw the vast herds of bison that roamed the American heartland, so I know it is hard to miss something you only saw in pictures. We took lots of photos.
We thought we were pretty smart because we walked a man on the moon. Our technology is indeed amazing. I was raised without computers, smart phones, and the World Wide Web, so I appreciate how our engineering prowess has enhanced our lives, but I also know it has a downside.
When I was a kid we worried that the Cold War would go nuclear. And it wasn’t until a river caught fire near Cleveland that we realized fouling your own nest isn’t so smart after all. Well, you know about the rest -- the coal-fired power plants, acid rain, the hole in the ozone...
www.tomdispatch.com/images/managed/fear2.gifThere were plenty of signs we took a wrong turn but we kept on going. Dumb, stubborn, blind: Who knows why we couldn’t stop? Greed maybe -- powerful corporations we couldn’t overcome. It won’t matter much to you who is to blame. You’ll be too busy coping in the diminished world we bequeath you.
One set of problems we pass on to you is not altogether our fault. It was handed down to us by our parents’ generation so hammered by cataclysmic world wars and economic hardship that they armed themselves to the teeth and saw enemies everywhere. Their paranoia was understandable, but they passed their fears on to us and we should have seen through them. I have lived through four major American wars in my 62 years, and by now defense and homeland security are powerful industries with a stranglehold on Congress and the economy. We knew that was a lousy deal, but trauma and terror darkened our imaginations and distorted our priorities. And, like you, we needed jobs.
Sorry we spent your inheritance on all that cheap bling and, especially, all those weapons of mass destruction. That was crazy and wasteful. I can’t explain it. I guess we’ve been confused for a long time now.
Oh, and sorry about the confusion. We called it advertising and it seemed like it would be easy enough to control. When I was a kid, commercials merely interrupted entertainment. Don’t know when the lines all blurred and the buy, buy, buy message became so ubiquitous and all-consuming. It just got outta hand and we couldn’t stop it, even when we realized we hated it and that it was taking us over. We turned away from one another, tuned in, and got lost.
I’m betting you can still download this note, copy it, share it, bust it up and remake it, and that you do so while plugged into some sort of electrical device you can’t live without -- so maybe you don’t think that an apology for technology is needed and, if that’s the case, an apology is especially relevant. The tools we gave you are fine, but the apps are mostly bogus. We made an industry of silly distraction. When our spirits hungered, we fed them clay that filled but did not nourish them. If you still don’t know the difference, blame us because we started it.
And sorry about the chemicals. I mean the ones you were born with in your blood and bones that stay there -- even though we don’t know what they’ll do to you). Who thought that the fire retardant that kept smokers from igniting their pillows and children’s clothes from bursting into flames would end up in umbilical cords and infants?
It just seemed like better living through chemistry at the time. Same with all the other chemicals you carry. We learned to accept cancer and I guess you will, too. I’m sure there will be better treatments for that in your lifetime than we have today. If you can afford them, that is. Turning healthcare over to predatory corporations was another bad move.
All in all, our chemical obsession was pretty reckless and we got into that same old pattern: just couldn’t give up all the neat stuff. Oh, we tried. We took the lead out of gasoline and banned DDT, but mostly we did too little, too late. I hope you’ve done better. Maybe it will help your generation to run out of oil, since so many of the toxic chemicals came from that. Anyway, we didn’t see it coming and we could have, should have. Our bad.
There are so many other things I wish I could change for you. We leave behind a noisy world. Silence is rare today, and unless some future catastrophe has left your numbers greatly diminished, your machines stilled, and your streets ghostly empty, it is likely that the last remnants of tranquility will be gone by the time you are my age.
And how about all those species, the abundant and wondrous creatures that are fading away forever as I write these words? I never saw a polar bear and I guess you can live without that, too, but when I think of the peep and chirp of frogs at night, the hum of bees busy on a flower bed, the trill of birds at dawn, and so many other splendorous pleasures that you may no longer have, I ache with regret. We should have done more to keep the planet whole and well, but we couldn’t get clear of the old ways of seeing, the ingrained habits, the way we hobble one another’s choices so that the best intentions never get realized.
Mostly I’m sorry about taking all the good water. When I was a child I could kneel down and drink from a brook or spring wherever we camped and played. We could still hike up to glaciers and ski down snow-capped mountains.
Clean, crisp, cold, fresh water is life’s most precious taste. A life-giving gift, all water is holy. I repeat: holy. We treated it, instead, as if it were merely useful. We wasted and tainted it and, again in a geological moment, sucked up aquifers that had taken 10,000 years to gather below ground. In my lifetime, glaciers are melting away, wells are running dry, dust storms are blowing, and rivers like the mighty Colorado are running dry before they reach the sea. I hate to think of what will be left for you. Sorry. So very, very sorry.
I’m sure there’s a boatload of other trouble we’re leaving you that I haven’t covered here. My purpose is not to offer a complete catalog of our follies and atrocities, but to do what we taught your parents to do when they were as little as you are today.
When you make a mistake, we told them, admit it, and then do better. If you do something wrong, own up and say you are sorry. After that, you can work on making amends.
I am trying to see a way out of the hardship and turmoil we are making for you. As I work to stop the madness, I will be mindful of how much harder your struggles will be as you deal with the challenges we leave you to face.
The best I can do to help you through the overheated future we are making is to love you now. I cannot change the past and my struggle to make a healthier future for you is uncertain, but today I can teach you, encourage you, and help you be as strong and smart and confident as you can be, so that whatever the future holds, whatever crises you face, you are as ready as possible. We will learn to laugh together, too, because love and laughter can pull you through the toughest times.
I know a better world is possible. We create that better world by reaching out to one another, listening, learning, and speaking from our hearts, face to face, neighbor to neighbor, one community after another, openly, inclusively, bravely. Democracy is not a gift to be practiced only when permitted. We empower ourselves. Our salvation is found in each other, together.
Across America this morning and all around the world, our better angels call to us, imploring us to rise up and be as resilient as our beloved, beautiful children and grandchildren, whose future we make today. We can do better. I promise.
Your grandfather,
Chip Ward
All the bags / racks I looked upon and field tested the last months. A comprehensive article on my impressions and assessment just went online last weekend. Find the link (article is in German) here:
torstenfrank.wordpress.com/2021/03/27/seatpack-alternativ...
I looked at:
The @ortlieb_waterproof Gravel-Pack (in conjunction with the @hebie_tubus_racktime) (1st photo)
The @vaudesport Aqua Front Light (in conjunction with the @hebie_tubus_racktime) (2nd photo)
The @tailfin SL 22 Panniers (with the X Series Pannier Rack) (3rd photo)
The @tailfin Aeropack S (with the Alloy Arch) (4th photo)
and the @tailfin Aeropack S (with the Carbon Arch, and the extended Seatpost Connector) (5th photo)
Georgia Army National Guardsman, Pfc. Sarai Velazquez, a parachute rigger with the Marietta-based 165th Quartermaster Company (Brigade Aerial Delivery Service) prepares a sewing machine to manufacture face covers for Soldiers responding to the COVID-19 pandemic in the state of Georgia on April 7, 2020. Military parachute riggers across the state are using their parachute repair experience to assist local agencies to meet their supply need.
U.S. Army National Guard photo by Sgt. 1st Class R.J. Lannom Jr.
Identity system.
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+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The Hawker Hunter was a transonic British jet-powered fighter aircraft that was developed by Hawker Aircraft for the Royal Air Force (RAF) during the late 1940s and early 1950s. It was designed to take advantage of the newly developed Rolls-Royce Avon turbojet engine and the swept wing and was the first jet-powered aircraft produced by Hawker to be procured by the RAF. On 7 September 1953, the modified first prototype broke the world air speed record for aircraft, achieving a speed of 727.63 mph (1,171.01 km/h; 632.29 kn).
The single-seat Hunter was introduced to service in 1954 as a maneuverable day interceptor aircraft, quickly succeeding first-generation jet fighters in RAF service such as the Gloster Meteor and the de Havilland Venom. The all-weather/night fighter role was filled by the Gloster Javelin. Successively improved variants of the type were produced, adopting increasingly more capable engine models, and expanding its fuel capacity amongst other modifications being implemented.
The Hunter was exported to many countries all over the world, and one of the first foreign customers was Sweden. In the early 1950s, the Swedish Air Force saw the need for an interceptor that could reach enemy bombers at a higher altitude than the J 29 Tunnan that formed the backbone of the fighter force. A contract for 120 Hawker Hunter Mk 50s (an export version, equivalent to the RAF’s contemporary Mk. 4) was therefore signed on 29 June 1954 and the first aircraft was delivered on 26 August 1955. The model was locally designated J 34 and was assigned to two fighter wings F 8 (Barkaby) and F 18 (Tullinge) near Stockholm to defend the country’s capital as an interim solution before a more modern interceptor in the form of the indigenous Saab J 35 Draken was ready for service.
The J 34 was not fitted with a search radar, it only had a simple ranging radar for the guns and was consequently a pure day fighter aircraft. Its flying characteristics were excellent, though. It was a fast aircraft, with a maximum speed of 1.150 km/h, in spite of the fact that the Rolls-Royce Avon 23 (locally designated RM 5B) engine with a thrust of 4.080 kp lacked an afterburner. The Swedish Hunters’ mission was primarily to intercept enemy bombers, which were expected to attack from high altitudes, and they complemented the Swedish Air Force’s fleet of Saab J 32B, a radar-equipped all-weather/night fighter version of the Saab 32 Lansen fighter-bomber..
The J 34 was initially only armed with four 30 mm (1.18 in) cannon but soon retrofitted with launch rails for two AIM-9 Sidewinders (Swedish designation Rb 24) under the outer wings that markedly improved the interceptor’s effectiveness. A project to improve the performance of the J 34 further resulted in one Hunter being fitted with a Swedish-designed afterburner in 1958. While this significantly increased the engine's thrust, there was little improvement in overall performance, so that the project was shelved.
The Hunters’ career as an interceptor in Swedish service did not last long, though: During the 1960s, the J 34s were gradually replaced by supersonic J 35 Draken and reassigned to less prominent air wings, F 9 in Gothenburg and F 10 in Ängelholm.
At that time the Swedish Air Force was in a critical transitory phase concerning tactical photo reconnaissance. The current standard type for this mission was the Saab S 29C from the late Forties, complemented by the bigger Saab S 32C, which was a photo reconnaissance version developed from the A 32A attack aircraft. 45 of the latter aircraft had been built between 1958 and 1959 and the machines were equipped with a PS-432/A radar with extended range and with six cameras. Additionally, a photo reconnaissance version of the state-of-the-art supersonic Saab 35 Draken was under development, but when its first prototype flew in 1963, it was uncertain when it would become fully operational - the Draken’s interceptor variants had priority, and technology was advancing so fast at that time that upgrades were already in the making while the first production J 35s were delivered. In the meantime, the S 29C had become outdated and the more modern S 32C was rather optimized for maritime patrol. The relatively young surplus of J 34s fighters offered the opportunity to convert several airframes into tactical photo reconnaissance aircraft for low-level use over land, primarily as a replacement for the S 29Cs and as a stopgap until the S 35E would arrive at frontline reconnaissance units.
This led to the S 34B (the J 34s were consequently re-designated J 34A for better differentiation) conversion program. Sixteen airframes with relatively few flying hours were set aside and modified by Saab at Linköping in 1963. The airframe remained at the Hunter Mk. 50/Mk.4s’ standard and retained the type’s original non-afterburner engine and unmodified wings (in the meantime, a dog-toothed wing had been introduced with the Mk.6 that improved handling). The nose section was thoroughly modified to carry a broad array of cameras, and lengthened by about 4'. To compensate for the center of gravity shift through the extra equipment in the nose and create enough space for it, the Hunter’s fuselage-mounted 30 mm guns were completely deleted. The area under the cockpit was widened into a shallow tub with a flat floor, together with an extended, pointed tip which improved low-level flight stability with the now nose but still lacked any radar.
The re-contoured nose/cockpit section contained climatized compartments and windows for a total of six cameras, optimized for low-level reconnaissance and mountable in different angles:
- a long focal-length forward-looking SKA 16b (Vinten F.95) camera in the nose tip
- a sideways-looking wide angle SKA 42-44 camera (facing either to portside or starboard)
- a left oblique/forward infrared camera (various types were used, e.g. an SKA 16a/150 or an SKA 10/92
- a right oblique/forward SKA 16/10
- a vertical SKA 15/15 (F.49 Eagle IX Mk. 2)
- a vertical SKA 16a/150 infrared camera
The Hunter’s four underwing hardpoints were retained, though. All were plumbed to accept drop tanks for long-range missions and the capability to carry a pair of Sidewinders on the outer stations for self-defense was retained, too – even though this option was later in service almost never used. Later during their career, the S 34Bs could alternatively carry defensive equipment like chaff dispensers (e.g. the Motmedelskapsel KB a.k.a. BOZ-100) and early ECM devices like the Petrus/Adrian jamming pods from the Saab 32. However, most of the time the S 34Bs were operated in clean configuration to maximize low-level speed and handling, or just with a pair of drop tanks for long-range patrols along the Swedish borders.
An initial S 34B prototype was built in 1964 and flown late during the same year. Thorough operational tests with the camera installations lasted until mid-1965 at the Swedish Air Force’s Försökscentralen in Linköping. The full conversion program started in June 1964 and the first S 34B conversions were delivered to the Södermanland Wing (F11) in August 1965, where they were exclusively operated and replaced all S 29Cs of the unit’s first squadron, while the second squadron stuck to the S 29C but received four Sk 35C Draken trainers, a measure to prepare the unit for the eventual complete conversion to the S 35D. A total of seventeen Hawker Hunter Mk.50s were modified until 1966, including the prototype, which was brought to the operational S 34B status, too, and integrated into the active fleet. Unlike the J 34A fighters, the recce Hunters received a disruptive and unique three-tone camouflage in dark blue and two shades of dark green on the upper surfaces, reflecting their low-altitude mission profile. Another odd feature of F11’s J 34Bs were their individual tactical codes in the form of colored (red) numeric characters instead of letters, sharing this practice with F11’s contemporary S 32C Lansens.
Overall, the Hunter’s service with the Swedish Air Force was not long, though. The J 34A day fighters were already retired from service in 1969 and partly sold, while the S 34Bs were kept active until 1974, when operations at F11’s home base were expanded: the Swedish Air Force Intelligence School (FV UndS) was relocated to Nyköping and Saab 35 Draken fully replaced the last S 29Cs and the recce Hunters (which both lacked trainer versions). But already a year later, when the Palme government presented its bill 1975:75, a dismantling of two flotilla administrations, Södermanland's air fleet (F 11) and Kalmar air fleet (F 12), was proposed. The background was that the Swedish Defense Forces' peace organization investigation (FFU) in January 1971, tasked with investigating how the air force's peace organization from the mid-1980s could be adapted to the development of the war organization. That the flotilla would be dismantled was a matter of course, as the FFU considered that the reconnaissance divisions should be redistributed to other flotillas, primarily for operational and readiness reasons. Furthermore, the aircraft that the flotilla was armed with, the S 32C Lansen and the S 35D Draken, were to be replaced in the 1980s with the new SH/SF 37 Viggen. This also meant that aerial reconnaissance could then be solved in three aviation divisions, instead of the five reconnaissance aviation divisions that then existed within the Air Force.
General characteristics:
Crew: 1
Length: 49 ft 0.5 in (14.98 m)
Wingspan: 33 ft 8 in (10.26 m)
Height: 13 ft 2 in (4.01 m)
Wing area: 349 sq ft (32.4 m²)
Airfoil: Hawker 8.5% symmetrical
Empty weight: 14,122 lb (6,406 kg)
Gross weight: 17,750 lb (8,051 kg)
Max takeoff weight: 24,600 lb (11,158 kg)
Powerplant:
1× Rolls-Royce RM5B1 (Avon 23) turbojet engine, 9,000 lbf (40.8 kN) thrust
Performance:
Maximum speed: 623 mph (1,003 km/h, 541 kn, Mach 0.94) at 36,000 ft (11,000 m)
715 mph (621 kn; 1,151 km/h) at sea level
Range: 385 mi (620 km, 335 nmi) with internal fuel only,
1,900 mi (3,100 km, 1,700 nmi) ferry range with maximum external fuel
Service ceiling: 50,000 ft (15,000 m)
Rate of climb: 17,200 ft/min (87 m/s)
Wing loading: 51.6 lb/sq ft (252 kg/m²)
Thrust/weight: 0.56
Armament:
No internal guns;
4× underwing hardpoints with a total capacity of 7,400 lb (3,400 kg)
The kit and its assembly:
This fictional converted Hawker Hunter is a submission to the 2022 “Lightning, Canberra & Hunter” group build at whatifmodellers.com. The idea for a recce Hunter came when I wondered why there had not been a more dedicated variant than the FR.10, and when the GB came up I decided to build one from a Revell 1:72 kit. Sweden appeared as a good potential and attractive operator, as the Hunter would fit well between the Tunnan and Draken era – and I also had some donor parts from Swedish aircraft that would find their way into the rhinoplasty.
The kit is Revell’s 1:72 Hawker Hunter F.6 – initially I wanted to use an FGA.9 variant of this kit, but upon close inspection I found out that the Swedish Hunters were of a much earlier standard that made the FGA.9 an unsuitable starting point. While the Mk.4/50’s dog-teeth-less wings would be realized with a conversion set from Wolfpack, the early variants’ non-afterburner jet exhaust would have had to be scratched. It was eventually easier to procure a suitable variant of the Revell kit that offered this nozzle OOB, #04350, the first boxing from 2007 which was subsequently re-issued several times with slightly modified parts/sprues that depict later Hunter variants.
When I started building the kit, however, I found out that the kit was missing two parts – very untypical for Revell?! Apparently, the missing parts had broken off of the sprues during the packaging process, since both box and bag inside were still sealed when I received the kit. One missing piece was one of the separate dog-tooth slat sections for the wings, which could be easily replaced with the parts from the very crisp Wolfpack Hunter F.1/2/4/5 resin conversion set (which also includes a longer metal pitot) that was actually designed for the Revell kit, the other was a main landing gear cover. The latter was replaced by Revell of Germany for free within a couple of days after I had placed a request for a spare part at their service touchpoint. Great service!
The Revell Hunter is nice and probably the best contemporary kit of this aircraft in 1:72, even though it needs some PSR, esp. around the wing attachment seams on the fuselage. Beyond the wing modifications to create a Swedish F.4/Mk. 50 export variant I decided to thoroughly change the nose section, more than the FR.10’s small camera nose tip (which is available as a clear resin piece from Quickboost). I used the Saab 29 as a design benchmark and decided to replace the Hunter’s gun bays with camera compartments, using a leftover optional tray from a Heller S 29C to re-shape the area under the cockpit sides. I wanted to retain the original front landing gear well, though, so that only the “edges” from the Tunnan’s camera ports were transplanted under the Hunter’s front fuselage, creating pronounced “cheeks” and a more or less flat bottom.
To take the photo recce conversion even further I replaced the Hunter’s stub nose with a pointed alternative, a spare SF 37 nose with a forward-facing camera window from a Heller kit that I had received from a good friend a while ago. The Viggen nose was trimmed down to the same diameter as the Hunter’s, and its pitot was removed since the Hunter would retain the original wing-mounted sensor.
This recontoured nose section was blended into the Hunter’s fuselage with several layers/turns of PSR. My initial hope to retain the clear parts’ transparency for the finished S 34B soon evaporated, though, because the body work became so thorough that everything disappeared under layers of putty. At least the parts’ shape was retained, and they thoroughly changed the Hunter’s profile! At times I thought that the modified aircraft had a Soviet touch, and when I installed the landing gear it struck me that the pointed nose gave the Hunter a very F-105-ish look, like a missing link between the Thunderchief and the earlier RF-84G Thunderflash? Well, an idea for a potential future what-if project…
Anything else was taken OOB from the Revell kit, including the cockpit and the short drop tanks on the inner wing pylons.
Painting and markings:
This was a challenge. I did not want to give the fictional recce Hunter the J 34’s simple camouflage with dark green upper surfaces (Olive Green 328M) and grey undersides. The contemporary dark blue/olive green paint scheme was an alternative, but I found it to be quite boring and I also already had some Swedish whiffs with this scheme in my collection.
A suitable alternative eventually came from literature, where I found pictures of privately operated J 32E Lansen target tugs (SE-DCM and -DCN) which carried in the early Nineties a three-tone camouflage on their upper sides, consisting of mörk olivgrön (328M), mörkgrön (326M) and mörkblå (438M). I was not able to find pictures that provided detail information about the aircrafts’ concrete camouflage pattern, though, esp. from above, so that I adapted a pattern from an USN aggressor A-4E Skyhawk with adjusted colors to the Hunter airframe. The blue/green pattern on the contemporary J 32 and J 35 could not simply be expanded to a third shade, since the dark blue forms a kind of net pattern over the green background. The lighter green would always have looked like an enforced foreign matter, so that I rather went for an SEA-ish application in which all three colors appear pari passu. The aggressor pattern yet ensured that the dark blue would still form a kind of “river delta” within a murky green landscape.
The paints I used were Humbrol 77, 163 and 224 – lighter than the original tones, but for better contrast, scale effect and some weathering it turned out O.K. The undersides were painted in standard Swedish grey (058M), and I used Humbrol 165 (RAF Medium Sea Grey) as a proxy. The drop tanks were painted in standard J 34 colors, as a small contrast, in Humbrol 116 (FS 34079) and 165.
The cockpit interior was painted in anthracite, the ejection seat received bright green cushions (seen on a Swedish Hunter on museum display); the landing gear and the respective wells’ interior became aluminum bronze (Humbrol 56), while the interior of the air intakes became shiny aluminum (Revell 99) except for the splitter plates, which received the external camouflage colors. Copying the real J 34s’ look, the area around the jet efflux was painted in Aluminum (Revell 99) and separated from the rest of the hull with a thin 0.5 mm black line (generic decal material). The camera windows were created with black decal material, which had some light reflexes manually added and received a coat with glossy varnish.
The kit received the usual light black ink washing and some post-panel-shading for dramatic effect, and with markedly lightened tones from above to simulate bleached paint.
The decals/marking came mostly from RBD Studio (today Moose Republic, very good stuff!) sheets for Saab 32 Lansen in Swedish service. The unusual tactical code in the form of a number in the squadron’s color (instead of a colored letter or a white or yellow two-digit numeral that came next) was taken over from a real-world F11 S 32C from around 1963 – an exotic option, but it falls into the S 34B’s time frame and was a suitable option for this whiffy model, too. To reflect the 1st squadron’s code color even more and add a small color highlight, I painted the front wheel well cover in red and placed a white “2” on it.
Finally, the model was sealed overall with matt acrylic varnish. The Swedish Hunters’ rather glossy finish was only carried during the aircrafts’ early career years, when the machines still carried the factory finish with British colors under a clear protective coat. When the machines were later re-painted with Swedish paints during overhauls, they received a matt finish.
This modified photo reconnaissance Hunter looks simple, but the nose modifications were more severe and demanding than expected. The result looks pretty strange, esp. the pointed nose takes away the Hunter’s Fifties look. The Swedish markings and the three-tone camouflage suit the Hunter well, though, the S 34B looks quite convincing.
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For this assignment, please compose, shoot, and submit your best representation of SOLUTION.
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It really works!
My "solution" to a late night out, a long round of golf, and a long day of flickr browsing.
Shot for Mission24 group.
+++ 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 Lockheed F-94 Starfire was a first-generation jet aircraft of the United States Air Force. It was developed from the twin-seat Lockheed T-33 Shooting Star in the late 1940s as an all-weather, day/night interceptor, replacing the propeller-driven North American F-82 Twin Mustang in this role. The system was designed to overtake the F-80 in terms of performance, but more so to intercept the new high-level Soviet bombers capable of nuclear attacks on America and her Allies - in particular, the new Tupelov Tu-4. The F-94 was furthermore the first operational USAF fighter equipped with an afterburner and was the first jet-powered all-weather fighter to enter combat during the Korean War in January 1953.
The initial production model was the F-94A, which entered operational service in May 1950. Its armament consisted of four 0.50 in (12.7 mm) M3 Browning machine guns mounted in the fuselage with the muzzles exiting under the radome for the APG-33 rader, a derivative from the AN/APG-3, which directed the Convair B-36's tail guns and had a range of up to 20 miles (32 km). Two 165 US Gallon (1,204 litre) drop tanks, as carried by the F-80 and T-33, were carried on the wingtips. Alternatively, these could be replaced by a pair of 1,000 lb (454 kg) bombs under the wings, giving the aircraft a secondary fighter bomber capability. 109 were produced.
The subsequent F-94B, which entered service in January 1951, was outwardly virtually identical to the F-94A. The Allison J33 turbojet had a number of modifications made, though, which made it a very reliable engine. The pilot was provided with a more roomy cockpit and the canopy was replaced by a canopy with a bow frame in the center between the two crew members, as well as a new Instrument Landing System (ILS). However, this new variant’s punch with just four machine guns remained weak, and, in order to improve the load of fire, wing-mounted pods with two additional pairs with machine guns were introduced – but these hardly improved the interceptor’s effectiveness. 356 of the F-94B were built.
The following F-94C was extensively modified and initially designated F-97, but it was ultimately decided just to treat it as a new version of the F-94. USAF interest was lukewarm, since aircraft technology developed at a fast pace in the Fifties. Lockheed funded development themselves, converting two F-94B airframes to YF-94C prototypes for evaluation with a completely new, much thinner wing, a swept tail surface and a more powerful Pratt & Whitney J48, a license-built version of the afterburning Rolls-Royce Tay, which produced a dry thrust of 6,350 pounds-force (28.2 kN) and approximately 8,750 pounds-force (38.9 kN) with afterburning. Instead of machine guns, the new variant was exclusively armed with more effective unguided air-to-air missiles.
Eventually, the type was adopted for USAF service, since it was the best interim solution for an all-weather fighter at that time, but it still had to rely on Ground Control Interception Radar (GCI) sites to vector the interceptor to intruding aircraft.
Anyway, The F-94C's introduction and the availability of more effective Northrop F-89C/D Scorpion and the North American F-86D Sabre interceptors led to a quick relegation of the earlier F-94 variants from mid-1954 onwards to second line units and Air National Guards. By 1955 most of them had been phased out of USAF service. However, some of these relatively young surplus machines were subsequently exported to friendly nations, esp. to NATO countries in dire need for all-weather interceptors at the organization’s outer frontiers where Soviet bomber attacks had to be expected.
One of these foreign operators was Greece. In 1952, Greece was admitted to NATO and the country’s Air Force was, with US assistance, rebuilt and organized according to NATO standards. New aircraft were introduced, namely jet fighters which meant a thorough modernization. The first types flown by the Hellenic Air Force were the Republic F-84G Thunderjet (about 100 examples) and the Lockheed F-94B Starfire (about thirty aircraft).
The Hellenic F-94Bs represented the USAF’s standard, but for their second life they were modified to carry, as an alternative to the type’s standard machine gun pods under the wings, a pair of pods with unguided air-to-air missiles, similar to the F-94C. Their designation remained unchanged, though.
This first generation of jets in Hellenic service became operational in 1955 and played an important role within NATO's defense strategy in the south-eastern Europe in the following years. They also took part in Operation Deep Water, a 1957 NATO naval exercise held in the Mediterranean Sea that simulated protecting the Dardanelles from a Soviet invasion and featured a simulated nuclear air strike in the Gallipoli area, reflecting NATO's nuclear umbrella policy to offset the Soviet Union's numerical superiority of ground forces in Europe.
In the late 1960s, the F-84 fighters were replaced by the Canadair Sabre 2 from British and Canadian surplus stocks and the Hellenic Air Force acquired new jet aircraft. These included the Lockheed F-104G Starfighter, the Northrop F-5 Freedom Fighter and the Convair F-102 Delta Dagger. The latter entered service in service 1969 and gradually replaced the F-94Bs in the all-weather interceptor role until 1971.
In the mid-1970s the Hellenic Air Force was further modernized with deliveries of the Dassault Mirage F1CG fleet, Vought A-7Hs (including a number of TA-7Hs) and the first batch of McDonnell-Douglas F-4E Phantom IIs, upgraded versions of which still serve today.
After their replacement through the F-102 the Hellenic F-94Bs were still used as advanced trainers, primarily for aspiring WSOs but also for weapon training against ground targets. But by the mid Seventies, all Hellenic F-94Bs had been phased out.
General characteristics:
Crew: 2
Length: 40 ft 1 in (12.24 m)
Wingspan: 38 ft 9 in (12.16 m)
Height: 12 ft. 2 (3.73 m)
Wing area: 234' 8" sq ft (29.11 m²)
Empty weight: 10,064 lb (4,570 kg)
Loaded weight: 15,330 lb (6,960 kg)
Max. takeoff weight: 24,184 lb (10,970 kg)
Powerplant:
1× Allison J33-A-33 turbojet, rated at 4,600 lbf (20.4 kN) continuous thrust
and 6,000 lbf (26.6 kN) thrust with afterburner
Performance:
Maximum speed: 630 mph (1,014 km/h) at height and in level flight
Range: 930 mi (813 nmi, 1,500 km) in combat configuration with two drop tanks
Ferry range: 1,457 mi (1,275 nmi, 2,345 km)
Service ceiling: 42,750 ft (14,000 m)
Rate of climb: 6,858 ft/min (34.9 m/s)
Wing loading: 57.4 lb/ft² (384 kg/m²)
Thrust/weight: 0.48
Armament:
4x 0.5"0 (12.7 mm) machine guns in the lower nose section
2x 165 US Gallon (1,204 litre) drop tanks on the wing tips
2x underwing hardpoints for
- two pods with a pair of 0.5" (12.7 mm) machine guns each, or
- two pods with a total of 24× 2.75” (70 mm) Mk 4/Mk 40 Folding-Fin Aerial Rockets, or
- two 1.000 lb (454 kg) bombs (instead of the wing tip drop tanks)
The kit and its assembly:
This is a rather simple entry for the 2018 "Cold War" GB at whatifmodelers.com, in the form of a more or less OOB-built Heller F-94B in a fictional guise. The original inspiration was the idea of a camouflaged F-94, since all USAF machines had been left in bare metal finish with more or less colorful additions and markings.
That said, the kit was built almost completely OOB and did – except for some sinkholes and standard PSR work – not pose any problem. In fact, the old Heller Starfire model is IMHO a pretty good representation of the aircraft. O.K., its age might show, but almost anything you could ask for at 1:72 scale is there, including a decent, detailed cockpit. I just added a wire pitot under the nose and opened the gun ports, plus some machine gun barrels inside made from hollow steel needles. The main wheels had to be replaced due to sinkholes, and they appeared to be rather narrow for this massive aircraft, too. I found decent replacements from a Tamiya 1:100 F-105D.
Painting and markings:
Even though the F-94 never wore camouflage in real life, I chose to add some (more) color to this Hellenic Starfire. In fact, the RHAF adopted several schemes for its early jet types, including grey undersides to otherwise NMF machines grey/green NATO colors, all-around ADC Grey, the so-called Aegean Grey or the USAF's South East Asia scheme. I chose the latter, since I expected an unusual look, and the colors would be a good match for the Hellenic landscape, too.
The basic colors (FS 30219, 34227, 34279 and 36622) all come from Humbrol (118, 117, 116 and 28, respectively), and for the pattern I adapted the USAF’s recommendation for the C-123 Provider transport aircraft. Beyond a black ink wash and some post-shading for weathering effects the whole surface of the kit received a wet-sanding treatment for additional wear-and-tear effects, exploiting the fact that the kit is molded in silver plastic which, in the end, shines through here and there. The result is a shaggy look, but it’s not rotten and neglected.
The machine gun pods received black front ends (against glare), which was also added to the tip tanks’ front end inside surfaces. The radome and the fin tip were painted with a mix of Humbrol 168 (RAF Hemp) and 28, and the gun ports as well as the afterburner section were painted with Steel Metallizer.
Using a 340th Mira’s early F-84G for further inspiration, I decided to add some bright squadron markings to the aircraft in the form of yellow-black-checkered tip tanks. These were created with black decal squares (cut from TL Modellbau generic material) over a painted, yellow base (Humbrol 69). I considered even more markings, e.g. a checkered fin rudder or an ornamental decoration, but eventually rejected this idea in favor of the aircraft’s camouflage theme.
Other decals come primarily from a HiScale F-84G sheet. Some elements were taken from the Heller OOB sheet and some additional stencils were gathered from various sources, including an Xtradecal T-33 and a PrintScale F-102 sheet.
After some soot stains around the exhaust were added with graphite, the kit was sealed under a coat of matt acrylic varnish (Italeri).
An interesting result, since a camouflaged F-94 is literally unusual. I am positively surprised how good the aircraft looks in the USAF SEA livery.
JLF Moving Solutions Take Delivery of New Scania R320
… while their first Scania hits the 1½ million kilometres landmark
Keltruck, the largest independent Scania Distributor in Europe, has supplied a new Scania R320 to JLF Moving Solutions of Burntwood, Staffordshire. The truck is the fifth Scania truck to join their fleet, while the first – bought in 2001 – is still going strong and has recently surpassed 1½ million kilometres.
JLF Moving Solutions was started by brothers, John & Steve Lomas in 2009, with 35 years’ experience. The first vehicle they owned was a Ford Transit van. They now have 31 vehicles, including five Scania trucks, to help them with removals, homepack services, office removals, European removals, containerised storage, document storage and specialist services to the fire & flood industry.
Steve and John first bought a Scania truck in 2001 as they needed larger vehicles than the 7.5 tonne HGVs they were using. That truck, a P220 day cab fitted with ARZ sleeper pod for two people, has been serviced by Keltruck Willenhall for nearly 20 years and is still going strong with more than one and half million kilometres on the clock.
John Lomas, Company Director commented, “The first Scania truck we bought has been, and continues to be, a great truck for us. All our drivers like driving the Scanias – and this one in particular. Even Steve and I drive it from time to time.”
Their new Scania R320 high roof is the company’s first new generation Scania with the newly developed interior. JLF was able to customise their truck by adding a third seat to accommodate a full team of moving staff.
Keltruck has now been working with Steve and John for 18 years and has developed a great working relationship. All of JLF Moving Solutions’ Scania vehicles are serviced on long term repair and maintenance contracts, starting at 60 months and extending beyond that.
John Lomas continued, “The Scania trucks are excellent – a great drive and very robust – while the support we get from Keltruck is outstanding, both in terms of the buying process and the aftersales services.”
Keltruck Account Manager Tony Biddlestone commented, “We have a great relationship with JLF Moving Solutions. It is a pleasure to deal with John and Steve. The new R320 vehicle they have purchased is something different to your everyday Scania, with the new interior focused on driver comfort, which is perfect for JLF as the company’s operation has more than one occupant, so we focused on cab size and driver comfort.”
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