Irresistable Force

I Resist Stability by CHUM101 2012

Hand carved high density foam

The title of the work is an integral part of the work. The initials of the phrase, as well as of the other two included phrases, "Infinity's Finest" and "Inspire Folks", are IF. IF is a new movement from within graffiti, launching on December 21st 2012, driven by CHUM101's vision and uniting some of the most free thinking eccentrics from within the movement. This work serves as an initial calling card, a statement of intent, sign posting the group's arrival.

The deliberate miss-spelling of irresistible, is in keeping with graffiti and Hip Hop's wordplay. Through which a new level of meaning is brought into the work. I resist stable/stability, refers to the acceptance of and flow with, the essential mutability of life and certainty of change. As well as, the balance between the fragile, ephemeral, transitory nature of the material and of graffiti and street art as a whole and the meaning of "force" to convey compulsion, effectiveness, the influence of outcomes through intense effort. It also alludes to the value in the inner journey that can be followed through embracing, rather than fighting instability and uncertainty and the power of riding that fearlessness into the unknown.

The four figures reference an early '80's photo from NY street photographer Jamel Shabazz. Representing the four elements of Hip Hop and their Alchemical force for transformation within the individual, the collective group and the environment. The union of the four into The One, the irresistible force of creativity that results from dissolving the illusion of boundaries to draw from the collective mind and The Universal energy.

The act of carving, especially in this case achievable by cutting and scratching away, rather than the usual force of hammer and chisel, has associations with the "cutting and scratching" of Hip Hop DJ's, the Scratch club name and the etymology of "graffiti/graffito. As a process, evoking the excavation of the archaeologist and the monolithic creations of ancient civilisations and representations of their belief systems.

“Compassion is not religious business, it is human business. It is not luxury, it is essential for our own peace and mental stability, it is essential for human survival.”

--- Dalai Lama

Yay! Finally, another installment to my Personality Paradox set!

Stability. Obviously. :D

Everything is okay here... just working and doing nothing. Boyfriend is back up at college during the week so now I REALLY have nothing to do when I'm not working. Sucks! Big time.

My horse trailer is fixed - I can ride again!

And now... I'll have more time for Flickr :D

Miiiiissss you!!

Fave it if you like it!

Personality Paradox - Part VII

Governor Brainard gives a speech on Assessing Financial Stability over the Cycle at the Peterson Institute for International Economics in Washington, D.C. Read more: www.federalreserve.gov/newsevents/speech/brainard20181207...

A crucial testing day to investigate the dynamic stability of the newest solar car in the winter sun, developed by CUER - Featuring Amy Livingstone as the driver

Robin Niblett (L), Director, Chatham House, United Kingdom; Global Agenda Council on Europe disccusses with Mark Rutte (C), Prime Minister of the Netherlands and Alexander Stubb (R), Prime Minister of Finland; Young Global Leader during the session 'Europe's Twin Challenges: Growth and Stability' in the congress centre at the Annual Meeting 2015 of the World Economic Forum in Davos, January 22, 2015.

WORLD ECONOMIC FORUM/swiss-image.ch/Photo Remy Steinegger

Europe's Twin Challenges: Growth and Stability: Group

PHILIPPINE SEA (Feb. 1, 2021) Cpl. Levi Smith, from Lansing, Mich., plays fetch with specialized search dog Eddie aboard forward-deployed amphibious assault ship USS America (LHA 6). America, flagship of the America Expeditionary Strike Group, along with the 31st Marine Expeditionary Unit, is operating in the U.S. 7th Fleet area of responsibility to enhance interoperability with allies and partners, serving as a ready response force to defend peace and stability in the Pacific region. (U.S. Navy photo by Mass Communication Specialist Seaman Kelsey Culbertson)

+++ DISCLAIMER +++

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

Some background:

Seeking a domestic aircraft manufacturer, the Brazilian government made several investments in this area during the 1940s and '50s, but it was not until 1969 that Empresa Brasileira de Aeronáutica (EMBRAER) was created as a government-owned corporation. Born from a Brazilian government plan and having been state-run from the beginning, EMBRAER began a privatization process alongside many other state-controlled companies during the government of Fernando Henrique Cardoso. This privatization effort saw EMBRAER sold on December 7, 1994, and helped it avoid a looming bankruptcy.

General characteristics

Crew: 2

Length (w/o pitot): 41 ft 10 in (12.76 m)

Wingspan: 40 ft 9 1/2 in (12.45 m)

Height: 13 ft 6 2/3 in (4.14 m)

Wing area: 203.4 ft² (18.9 m²)

Empty weight: 8.920 lb (4.050 kg)

Max. take-off weight: 16.630 lb (7.550 kg)

Powerplant:

2× Garrett T76-G410/411 turboprops, 1,040 hp (775.5 kW) each

Performance:

Maximum speed: 307 mph (267 kn, 495 km/h)

Range: 1.860 mi (1.620 nmi, 3.000 km)

Service ceiling: 30.160 ft (9.150 m)

Rate of climb: 2.966 ft/min (15 m/s)

Armament:

2× fixed 30 mm (1.181 in) Bernardini Mk-164 cannons in the wing roots with 200 RPG

9× external hardpoints for an ordnance load of 8.000 lb (3.630 kg), including smart weapons (e. g. Paveway GBUs, AGM-65B,C or D Maverick, AGM-114 Hellfire), iron bombs, cluster bombs, napalm tanks, unguided rocket pods and AIM-9 Sidewinder AAMs as well as drop tanks.

The kit and its assembly:

This whif model is a remake of an idea I had/did many years ago from the remains of an Airfix OV-10D Bronco: converting it into a "normal" aircraft. While one could argue that this is not really exciting, I found this project pretty challenging as I wanted to make the result as plausible as possible, not just glue some leftover parts together (what I did years ago). And doing so turned a simple idea into major surgery and sculpting – or, how flickr fellow user Franclab called it, “it makes the Bronco look like the whif and the Libélula the real aircraft”.

The basis was a NiB OV-10A Bronco from Academy, a very good kit with a nice cockpit and lots or ordnance. Great value for the money. Design benchmark for what I had in mind was the FMA IA-58 Pucara, as it was designed for the exact same job as my EMB 320 - but details would differ.

The rear of the Bronco's central cabin was cut off and mated with the rear fuselage of a Matchbox Bf 110, which has a similar diameter - but the intersection between the square front of the Bronco and the oval Bf 110 fuselage was tricky (= requiring lots of putty work).

When these basic elements were fitted together, I finally decided to raise the spine. The mated fuselage parts would have had worked, but since the original high wings were missing, the EMB 320 would have had a distinctive and pointless hunchback - actually, with a rotor added, it could have become a helicopter, too!

Well, I went for the big solution, also in order to make the fuselage seam less obvious, and the whole upper rear fuselage was sculpted from 2C and NC putty. In the same process the tail was integrated into the fuselage. As a drawback, this shifted the kit's CG so far back that the lead load in the nose could not keep the front wheel down. Well, it's the price to pay for a better overall look.

The twin fins come from a 1:100 A-10, leftover from a Revell SnapFit kit, while the horizontal stabilizers were taken from the OV-10A, but had to be re-engraved in order to make the flap geometry plausible.

The wings were taken OOB and, relative to the Bronco, placed in a lower position, their original attachment point on top of the fuselage was faired over. The original plan had been to place them completely low, right where the OV-10's wing stubs would be located. But due to the engine nacelles under the wings I finally set them at mid height - otherwise, ground clearance and/or landing gear length had become a big issue - and the thing still looks stalky!

Moving the nacelles into a different (higher) wing position would have been an option, too, but that was IMHO too complicated. Since the EMD 320 would not have storage space behind the cockpit, a wing spar right through the fuselage would not be implausible. As a side effect I had to close the complete belly gap under the Bronco fuselage, again with 2C putty.

The Bronco’s tail booms were cut off and pointed end covers added, so that classic engine nacelles which also carry the main landing gear were created. The engine exhausts were relocated towards the nacelle’s end, and the propeller attachment modified, so that the propeller could turn freely on a metal axis and the overall look would be changed.

The cockpit tub was taken OOB, but armored seats from an Italeri AH-1 were used (with added headrests), as well as two crew figures, which come IIRC from a Hasegawa RA-5C Vigilante.

A new nose section with a sensor turret was built from scratch. It consists of parts from an AH-64 attack helicopter, mated with some styrene sheets for appropriate length. The shape was sculpted from massive material, and the result looks mean and menacing. The pitots were made from scratch, as well as the radar warning sensors on the hull.

The landing gear was improvised. The front strut actually belongs to a 1:200 Concorde(!) from Revell, the respective front wheels belong to an ESCI Ka-34 helicopter. For the main landing gear I used the struts from the Bronco kit, but the twin wheels are donations from the scrap box: these come from two Italeri Hawker Hawk kits.

The ordnance was puzzled together from the scrap box, too, as well as from Hasegawa Weapon sets. As the aircraft was supposed to have taken part in the real world “Operation Ágata”, I decided to add four light Paveway gliding bombs. Two Sidewinders and a pair of M260 rocket launchers (for seven 2.75"/70mm target marking missiles with phosphorous warheads) complete the full load.

The wing pylons come from two Italeri Tornados, those under the fuselage belong to a Matchbox Viggen and an Italeri Kfir.

As a final note: originally I wanted to call the aircraft “Moscardo” (= Hornet), but when it took shape its overall lines and potential agility made the dragonfly (Libélula in Portuguese) a much more appropriate namesake. So it goes... ^^

Painting and markings:

The reason why this turned out to be a Brazilian aircraft is the fact that I have been wanting to use the current FAB paint scheme for some time - it's basically made up from only two colors, FS 34092 (Dark Green) and FS 36176 (“F-15 Gray”, used on USAF F-15Es), paired with low-viz markings. Looks strange at first glance, like a poor man's Europe One/Lizard scheme, but over a typical rain forest scenery, low altitude and with hazy clouds around it is VERY effective, check the beauty pics which are based on BAF press releases. And it simply looks cool.

The pattern is based on current BAF F-5E fighters, the markings come from an FCM decal sheet and actually belong to a BAF Mirage 2000. 4º/3º GAv of the Brazilian Air Force is fictional, though, and some warning stencils were taken from the Academy kit.

The cockpit interior was painted in Dark Gull Gray (Humbrol 140), the landing gear wells in a yellow zinc chromate primer (Humbrol 225, Mid Stone) while the landing gear struts remained blank Aluminum, The outer wheel disks are white, while the inside is red - a detail I incorporated from some USN aircraft.

Painting was not spectacular - since the cockpit has a lot of glass to offer, I painted the windscreen with translucent light blue, and the observer on the rear seat received a similar sun blocker in deep blue. Translucent paint (yellow and black) was also used on the optical sensors at the nose turret as well as for position lights, all on a silver base.

The model was only slightly weathered thorough a black ink wash and some dry-brushing with Humbrol 140 and Testors 2076 (RLM 62) in order to emphasize panels - some panel lines were also painted onto the fuselage with thinned black ink, as the "new" rear body is devoid of any detail and difficult to engrave.

Five years after their dangerous journey across the post-pandemic United States, Ellie and Joel have settled down in Jackson, Wyoming. Living amongst a thriving community of survivors has allowed them peace and stability, despite the constant threat of the infected and other, more desperate survivors.

5/3/2018 Mike Orazzi | Staff

Jim Smith, Co-Chair Connecticut Commission on Fiscal Stability and Economic Growth address members of of the Central Connecticut Chambers of Commerce at the DoubleTree by Hilton Hotel Bristol in Bristol Thursday morning.

Strobist: Bare SB800, to my left,

1/8 power, attached to an ineffective wall light, set off with a Pocket Wizard.

Purple combines the stability of blue and the energy of red. Purple is associated with royalty. It symbolizes power, nobility, luxury, and ambition. It conveys wealth and extravagance. Purple is associated with wisdom, dignity, independence, creativity, mystery, and magic.

According to surveys, almost 75 percent of pre-adolescent children prefer purple to all other colors. Purple is a very rare color in nature; some people consider it to be artificial.

Light purple evokes romantic and nostalgic feelings.

Dark purple evokes gloom and sad feelings. It can cause frustration.

My own background, butterflies tubed and shared by Khalan, thank you!

BUSAN, Republic Of Korea (Oct. 7, 2013) The Nimitz-class aircraft carrier USS George Washington (CVN 73) departs Busan while Sailors assigned to the Arleigh Burke-class guided-missile destroyer USS Preble (DDG 88) prepare to get underway. Preble is on patrol with the George Washington Carrier Strike Group in the 7th Fleet area of operations supporting security and stability in the Indo-Asia-Pacific region. (U.S. Navy photo by Mass Communication Specialist 3rd Class Paul Kelly/Released)

EAST CHINA SEA (Sept. 4, 2021) Electrician's Mate 2nd Class Leslie Lizakowski sorts mail during a vertical replenishment aboard amphibious transport dock ship USS Green Bay (LPD 20). Green Bay, part of Amphibious Squadron 11, is operating in the U.S. 7th Fleet to enhance interoperability with allies and partners and serve as a ready response force to defend peace and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 2nd Class Darcy McAtee)

PHILIPPINE SEA (August 05, 2019) Boatswain’s Mate 3rd Class Taliana Canales, from Winterhaven, Fla., directs a pilot on the flight deck of the Arleigh Burke-class guided-missile destroyer USS McCampbell (DDG 85). McCampbell is forward-deployed to the U.S. 7th Fleet area of operations in support of security and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 3rd Class Isaac Maxwell/Released)

+++ DISCLAIMER +++

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

In the period immediately after the Second World War the world found itself with hundreds of thousands of surplus aircraft and just as many surplus aviators. Most aircraft would meet the salvage blade and the smelter’s fiery furnace. Most pilots would return to civilian life, the bulk of them never to fly again.

Anyway, prices were steep and from the United States more modern and economical offerings ruled the market. Maintaining a former military jet was also a costly business, so, consequently, after a slight buzz (more of a hum, actually) in the early Seventies, the Mystery Jet and Jet Craft of Las Vegas, also fuelled by some dubious business practices by the company's owner, disappeared. Even further developments of the original concept, e .g. with a wide body for up to 14 passengers and two engines, would not save the Mystery Jet from failure.

General characteristics:

Crew: 1 pilot plus 5-7 passengers

Length (Mystery Jet 160): 38 ft 5 in (11.73 m)

Wingspan incl. tip tanks: 39 ft 7 1/2 in (12.09 m)

Height: 8 ft 10 in (2.69 m)

Wing area: 262 ft² (24.34 m²)

Empty weight: 7,283 lb (3,304 kg)

Max. take-off weight: 12,390 lb (5,620 kg)

Powerplant:

1× de Havilland Goblin 3 centrifugal turbojet, rated at 3,350 lbf (14.90 kN)

Performance:

Maximum speed: 516 mph (832 km/h)

Cruising speed: 400 mph (644 km/h)

Range: 1,220 mi (1,960 km)

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

Armament:

None

The kit and its assembly:

The first finished work in 2017 is a different kind of whif, one of the few civilian models in my collection. This conversion looks sick, but ,as weird as it may seem, the Business-Jet-From-Vintage-Vampires idea was real. For more information, and the source from where some of the backgound story was gathered, please check:

www.vintagewings.ca/VintageNews/Stories/tabid/116/article...

Anyway, my build is just a personal interpretation of the original concept, not a true model of the Mystery Jet. In fact, this was limited through the donor parts for this kitbash.

The rear end was the smaller problem: Airfix offers a very good Vampire T.11 trainer with excellent detail and fit - the passenger cabin was the bigger challenge. Finding "something" that would fit in shape and especialsl size was not easy - my first choice was a nose section from a vintage 1:100 Antonow An-24 from VEB Plasticart (still much too wide, though), and the best solution came as an accidental find in a local model kit shop where I found a heavily discounted MPM Focke Wulf Fw 189 B-0 trainer.

The reason: the kit was complete, but the bag holding the sprues must have been heated immensely during the packaging process: the main sprues were horrible warped - except for some single parts including the canopies and the sprue with the cabin! Height wind width were perfect, only the boxy shape caused some headaches. But I guess I would not find anything better...

That said, the transplantation mess started. I never built any of the two donor kits before, so I carefully tried to find the best place where to cut the Vampire's nose - I ended up with a staggered solution right in front of the wing root air intakes.

The Fw 189's cabin was bit more tricky, because I had to get rid of the original wing roots and wanted to use as much space as possible, up to the rear bulkhead and together with the rear cabin window. The idea was to blend the Fw 189's roof line into the Vampire's engine section, while keeping the original air intake ducts, so that the overall arrangement would look plausible.

The result became a pretty long nose section - and at that time the tail booms were not fited yet, so I was not certain concerning overall proportions. The cabin's underside had to be improvised, and blending the boxy front end with a flat underside into the tubby, round Vampire fuselage caused some headaches. I also had to re-create the lower flank section with styrene sheet, because I had originally hoped that I could "push" the new cabin between the wing roots - but that space was occupied by the Goblin's inlet ducts.

Inside of the cabin, the original floor, bulkheads and dashboard were used, plus five bucket seats that come with the MPM kit. In order to hide the body work from the inside, side panels from 0.5mm styrene sheet were added in the cabin - with the benefit of additional stability, but also costing some space... Since the machine was built with closed cabin, a pilot was added - actually a bash of a WWII Matchbox pilot and a German officer from an ESCI tank kit. Looks pretty good and "professional". ;-)

Once the cabin was in place, lots of PSR followed and the tail booms could be fitted. To my relief, the longer nose did not look too unbalanced (and actually, design sketches for the original Mystery Jet suggest just this layout!) - but I decided to add wing tip tanks which would beef up wingspan and shift the visual mass slightly forward. They come from an 1:100 Tamiya Il-28, or better the "R" recce variant.

The only other big change concerned the nose wheel. While the OOB wheel and strut were used, the well is now located in front of the wheel and it would retract forwards, giving the nose a more balanced look - and the cabin arrangement made this change more plausible, too.

Another addition were three small porthole windows in the solid parts of the cabin flanks - one of them ending up in the middle of the cabin door on starboard, where a solid part of the canopy roof lent itself for a good place just behind the pilots' seats.

Painting and markings:

I cannot help it, but the thing looks like a design from a vintage Tintin or Yoko Tsuno comic! This was not planned or expected - and actually the paint scheme evolved step by step. I had no plan or clue what to apply - the real Mystery Jet mock-up in silver with blue trim looked sharp, but somehow I did not want blue. So I started with the interior (out of a necessity, as the fuselage had to be closed before any further work progress at some point) and settled for plushy, British colors: Cream (walls and roof) and Claret-Red (carpet and seats).

I tried to find something for the outside that would complement this choice of colors, and eventually settled on Ivory and White (upper and lower fuselage halves, respectively) with some deep red trim, plus pale grey wing surfaces. I even considered some thin golden trim lines, but I think this would have been too much?

The trim was created with decals tripes from generic sheet material, the black anti-glare panel was painted, though. As a color contrast I painted some of the upper canopy panels in translucent, light blue, and this looks very good.

The wings received a lightb treatment with thinned black ink, in order to emphasize the engravings. No post-shading was done, though, for a rather clean look.

Most markings were puzzled together; the registration G-AZRE actually belonged to a Vickers Vanguard (from the 1:144 Airfix kit), the large letters above and under the wings were created with single 45° letters (USAF style). Most stencils come from a Vampire trainer aftermarket sheet from Xtradecal, from the OOB sheet only the "No step" warnings on the wings were used.

Finally, the kit was sealed with a semi-matt coat of varnish, except for the anti-glare panel, which recived a matt coat. The three small windows received artificial panes made from Clearfix, after their rims had been painted black.

A messy project, and you better do not take a close look. But the overall elegance of this creation surprises me - the real Mystery Jet already looked sleek, and this model, despite a more blunt nose, confirms this impression. The colors work together well, too - and the thing has a dedicated retro feel about it. Tintin might be on board, as well as Elton John, both sharing a cigar on the rear seats... ;)

Must attribute with link to: www.ptpioneer.com

Girl flexing biceps outdoors on a stability ball and smiling.

Swimming at Lake Superior

To ensure geo-temporal stability during mission transit, an agent needs to charge their system at regular intervals.

The Labour Party in Ireland is a social-democratic political party. The Party was founded in 1912 in Clonmel, County Tipperary, by James Connolly, James Larkin and William X. O'Brien as the political wing of the Irish Trade Union Congress. Unlike the other main Irish political parties, Labour does not trace its origins to the original Sinn Féin. In the 2011 general election it gained 37 of the 166 seats in Dáil Éireann, almost double its total of 20 in the 2007 election, making it the second largest political party in the 31st Dáil. The Labour Party has served in government for a total of nineteen years, six times in coalition either with Fine Gael alone or with Fine Gael and other smaller parties, and once with Fianna Fáil, giving it the second-longest time in government of Irish parties, next to Fianna Fáil. As of 9 March 2011 it is the junior partner in a coalition with Fine Gael for the period of the 31st Dáil.

The current party leader is Eamon Gilmore, elected in October 2007 alongside Joan Burton as deputy leader. Gilmore is the current Tánaiste (deputy prime minister).

The Labour Party is a member of the Socialist International and the Party of European Socialists, whilst the party's MEPs sit in the European Parliament group of the Progressive Alliance of Socialists and Democrats. Through these bodies Labour is linked with the Social Democratic and Labour Party in Northern Ireland.

www.streetsofdublin.com

Public Meeting on the EU Stablity Treaty in Scoil Áine Naofe, Lucan, Co. Dublin - © David Novak Photography

"Britain’s Bastion of Stability ... the Queen, who was 96, died peacefully at Balmoral Castle, her estate in the Scottish Highlands. Her son became Britain’s new monarch, King Charles III."

PHILIPPINE SEA (Sept. 10, 2020) Marines assigned to the 31st Marine Expeditionary Unit, calibrate a tactical air navigation system aboard the forward-deployed amphibious assault ship USS America (LHA 6). America, lead ship of the America Amphibious Ready Group, assigned to Amphibious Squadron Eleven, along with the 31st Marine Expeditionary Unit, is operating in the U.S. 7th Fleet area of responsibility to enhance interoperability with allies and partners and serve as a ready response force to defend peace and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 3rd Class Walter Estrada)

Tooth Rekic Buddha Museum, Chinatown, Singapore, Tokina MF SZ-X 28-105/3.5-4.5

The Labour Party in Ireland is a social-democratic political party. The Party was founded in 1912 in Clonmel, County Tipperary, by James Connolly, James Larkin and William X. O'Brien as the political wing of the Irish Trade Union Congress. Unlike the other main Irish political parties, Labour does not trace its origins to the original Sinn Féin. In the 2011 general election it gained 37 of the 166 seats in Dáil Éireann, almost double its total of 20 in the 2007 election, making it the second largest political party in the 31st Dáil. The Labour Party has served in government for a total of nineteen years, six times in coalition either with Fine Gael alone or with Fine Gael and other smaller parties, and once with Fianna Fáil, giving it the second-longest time in government of Irish parties, next to Fianna Fáil. As of 9 March 2011 it is the junior partner in a coalition with Fine Gael for the period of the 31st Dáil.

The current party leader is Eamon Gilmore, elected in October 2007 alongside Joan Burton as deputy leader. Gilmore is the current Tánaiste (deputy prime minister).

The Labour Party is a member of the Socialist International and the Party of European Socialists, whilst the party's MEPs sit in the European Parliament group of the Progressive Alliance of Socialists and Democrats. Through these bodies Labour is linked with the Social Democratic and Labour Party in Northern Ireland.

www.streetsofdublin.com

PACIFIC OCEAN (Aug. 20 2020) Boatswain's Mate Seaman Rohit Singh, from Fiji, operates a winch to launch a rigid-hull inflatable boat from the amphibious transport dock ship USS New Orleans (LPD 18). New Orleans, part of the America Expeditionary Strike Group, is operating in the U.S. 7th Fleet area of operations to enhance interoperability with allies and partners, and serves as a ready response force to defend security and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 2nd Class Kelby Sanders)

Possibly my favorite shot of the trip...an exterior shot, complete with dead overhanging limbs, of the vine-covered and long-decrepid Knox County Poorhouse.

--

The Knox County Poorhouse, easily the most scary, hulking, and generally very dark abandoned landmark we found on this trip, was also a highlight of the trip. The below description is adapted from that found at abandonedonline.com:

The Knox County Poorhouse was originally constructed for the less fortunate of Knox County, Ohio. It was built between the years of 1875 to 1877 and was one of the largest buildings in the county. It was purchased by the Mount Vernon Bible College in the 50's, then ultimately closed in the 1980's.

The Knox County Poorhouse was constructed in 1875 and was used for 75-years to house the poor, many of whom lived and died on the grounds. The 90,000 sq. ft., four-story building featured 90 rooms. The Poorhouse closed in 1953 due to structural stability concerns, although it became home to the Mount Vernon Bible College in 1957 until 1987. In 1997, the building became home to the House of Nightmares, a haunted house, which operated until 2006 when a section of the interior collapsed.

The house now sits, delapidated and crumbling, still filled with old Haunted House relics. One lone light is on, right in the front entryway, which must be accessed through the back door, as the front steps are falling apart. Regular patrols try to keep out curious seekers and squatters, but when we visited, the back door had been kicked open, and let visitors (and any number of critters) in without any problem.

PHILIPPINE SEA (Jan. 14, 2021) Aviation Electrician’s Mate 2nd Class Grant Herman, from Champlin, Minn., assigned to Helicopter Sea Combat Squadron (HSC) 25, performs maintenance on a MH-60S Sea Hawk the in USS America (LHA 6) hangar. America, part of the America Amphibious Ready Group, along with the 31st Marine Expeditionary Unit, is operating in the U.S. 7th Fleet area of responsibility to enhance interoperability with allies and partners, serving as a ready response force to defend peace and stability in the Pacific region. (U.S. Navy photo by Mass Communication Specialist Seaman Kelsey Culbertson)

+++ 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 Jagdtiger was until 1945 the heaviest armored vehicle to see service in World War Two. The design process started out with a demand for a heavy assault gun back in 1942 when the war was still in Germany’s favor and the army needed a heavily armored and armed vehicle to smash enemy fortifications. However, by the time the Jagdtiger, based on the Tiger II tank, came along two years later, the original need for the vehicle had vanished and it was put to work as a heavy long-range tank destroyer instead.

A total of 95 standard Jagdtiger and less than 50 Jagdtiger Ausf. M (their definite number remains uncertain due to the fact that most early Sd.Kfz. 187s were built from unfinished standard Jagdtiger hulls) were eventually produced and delivered before more effective tank hunter designs, based on the Einheitspanzer vehicle family and armed with more reliable weapons, were introduced. These quickly replaced the heavy Tiger-based interim designs.

Specifications:

Crew: 6 (Driver, Radio operator/hull machine gunner, Commander, Gunner, 2 Loaders)

Weight: 68.5 tons (150.881 lb)

Length: 9,94 m (32 ft 6 3/4 in) overall

7,80 m (25 ft 6 1/2 in) hull only

Width: 3.625 metres (11 ft 10½ in)

Height: 2,87 metres (9 ft 4 ¾ in)

3,22 metres (10 ft 6 ¾ in) with retrofitted gun barrel suspension

Ground clearance: 56,5 cm (22¼ in)

Suspension: Longitudinal torsion bars

Fuel capacity: 860 Liter (190 imp gal, 230 US gal)

Armor:

20–180 mm (0.79 – 7 in)

Performance:

Maximum road speed: 38 km/h (24 mph)

Operational range: 120 km (75 mi) on road

80 km (50 mi) off road

Power/weight: 11,68 PS/ton

Engine:

Simmering-Pauker X-16-80 16 cylinder 36.5 liter gasoline engine with 800 hp (575 kW)

Transmission:

Maybach eight-speed OLVAR OG40-1216B gearbox

Armament:

1× 88 mm 8.8 cm L/100 KwK. Pak. 45/1 with 50 rounds

1× 7.92 mm MG 34 or 42 machine gun in the hull with 800 rounds

The kit and its assembly:

This fictional tank was inspired by Trumpeter’s 1:72 models of the (real yet rare) Jagdtiger with the lighter 88 mm gun and the Porsche running gear. I thought about combining both into a late but fictional production model, but then also considered a more powerful variant of the main gun with a longer barrel – something that had been on the real-world drawing board, and ModelCollect offers one or two fictional Heer ’46 tanks with such a long weapon. An indirect inspiration for the gun and its eventual design on the model was the United States Department of Defense and Canada's Department of National Defence’s mutual HARP (High Altitude Research Project) project, in which light loads were literally fired into space/lower orbit with the help of guns instead of rockets. The ever bigger guns frequently featured lengthened and stiffened barrels to achieve and resist the massive firing pressures needed to reach altitudes with an apogee of up to 110 miles (180) km. Or even more than 300 miles (500 km) with a 40-lbs payload and rocket assistance!

To mount such a long barrel on a tank chassis, a gun position at the rear would make most sense to avoid a massive overhang and a wacky weight distribution. Therefore, the Jagdtiger’s casemate was moved accordingly, creating a more obvious (and challenging) what-if project.

Even though the Trumpeter Jagdtiger kit was used as base, my build is actually a kitbashing of two of them: the combination of the Porsche suspension and the respective hull from one kit with the 88 mm gun and its differing mantlet from another. Since the casemate and the engine cover were integral parts of the upper hull, both had to be cut off, switched and PSRed into their new places. Before the parts were cut off, though, internal stiffeners (simple sprue material) were added between the sloped rear side walls to ensure the upper hull’s stability and alignment. The change of the sections was quite easy; the engine deck cover was easy to re-mount, the casemate called for some PSR to hide the seam at the intersection with the hull. Anything else almost fell into place, just the gun mantlet had to be modified to create enough space for it over the armored fan casings of the engine bay cover.

The 88 mm gun barrel was taken OOB but lengthened with styrene tube plug by 35 mm (1.4 in) to achieve the intended L/100 length on the model instead of the original L/71. Reinforcement ribs along the barrel, made from thin styrene profiles, changed the look and underlined the science fiction aspect of this build. Finally, as a weird extra, I furthermore added a cable suspension construction that was used to stabilize the ultra-long barrels of the experimental HARP guns, too. This was also constructed with styrene bits and steel towing cable plastic dummies from an Revell 1:72 Panzer IV kit. Looks odd, but definitively different and whiffy!

The only other changes/additions are an antenna mast with a long-range “Sternantenne”, and I added mudguards (0.5 mm styrene strips) along the hull, which were dented for a more natiral look.

Painting and markings:

This was not easy to settle upon. Jagdtiger generally left the factories only with an overall primer coat with Oxidrot (RAL 3009), which was frequently stretched due to material shortages, so that the color could range from a deep reddish brown to a dull pink. Camouflage was added later, most of the time in field shops at the operating units.

To stick with this practice I initially gave the model and the still separate major components an overall coat with RAL 3009 (from above) and 8017 (from below) with rattle cans. Once thoroughly dried, Panzergrau (RAL 7021, Humbrol 67) was added in shaggy vertical streaks with a flat brush, so that a lot of the primer would still show through, esp. on vertical surfaces. The rationale behind this outdated color on a 1946 vehicle: the Jagdtiger would be primarily operated in a defensive role from prepared positions, the dark color would conceal it in the shadows, e. g. under trees, between or even inside of buildings. In real life, this concept had been revised through the much lighter Hinterhalt standard camouflage, but for the Jagdtiger and its special role it would IMHO still make sense?

When the dark grey had been applied and dry, I found the overall look of this massive vehicle a bit too murky, so I decided to add some more camouflage to break up the outlines and make the Jagdtiger look a bit more interesting. The choice fell on irregular vertical stripes, and as a personal twist I used RAL 7003 (Moosgrau; Revell 45) – a light olive-green grey tone, very close to the Luftwaffe’s RLM 02, that I have already used on other Heer ’46 builds together with RAL 7021 and 7028 (Dunkelgelb).

The running gear remained all-dark grey, though, and the main wheels' steel rims were painted with Revell 91. The black vinyl tracks received a treatment with grey and burnt umbra acrylic artist paint, and later some dry-brushing with grey and silver, too.

The camouflage stripes were applied with thinned acrylic paint over the dark grey base and around the decals that had been applied in the meantime and protected with clear varnish, as if the camouflage had been painted around the existing markings. Then the Moosgrau was wet-sanded vertically to create the impression of wear wand weathering. This also let a bit more of the red primer underneath shine through.

The model received an overall washing with highly thinned dark red-brown acrylic paint, dry-brushing with a dark earth tone, a treatment with water colors (mud and rust traces), and was finally sealed with matt acrylic varnish before assembly. As a final step, mineral artist pigments were dusted into the running gear, the tracks and the lower hull areas to simulate dust and more mud.

A succesful conversion, and I have earmarked the engine/casemate switch for another whiffy tank project on my agenda - after all, there's still a complete Jagdtiger kit left. However, the resulting "new" vehicle looks like a modernized Elefant SPG, with sloped armor and somewhat "streamlined". The modified gun was IMHO a good move, and the barrel suspension system adds weirdness to the whole thing - and despite the VERY long gun barrel, my Sd.Kfz. 187 looks quite plausible, also in the grey/grey livery which turned out more subtle than expected.

International Monetary Fund Deputy Division Chief Evan Papageorgiou speaks at a press conference on the Global Financial Stability Report at the IMF Headquarters during the 2019 IMF/World Bank Annual Meetings, October 16, 2019 in Washington, DC. IMF Staff Photograph/Stephen Jaffe

SEA OF JAPAN (Aug. 13, 2020) - An AH-1Z Viper helicopter from Marine Medium Tiltrotor Squadron (VMM) 262 lands on the flight deck of the amphibious transport dock ship USS New Orleans (LPD 18). New Orleans, part of the America Expeditionary Strike Group, is operating in the U.S. 7th Fleet area of operations to enhance interoperability with allies and partners, and serves as a ready response force to defend security and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 2nd Class Kelby Sanders) 200813-N-KL617-1116

** Interested in following U.S. Indo-Pacific Command? Engage and connect with us at www.facebook.com/indopacom | twitter.com/INDOPACOM |

www.instagram.com/indopacom | www.flickr.com/photos/us-pacific-command; | www.youtube.com/user/USPacificCommand | www.pacom.mil/ **

Designated by Arcturus Munitions in 2045, the AR440 ESCR is a powerful rifle commonly used by the SWAT engagement division of the New York High Police Section, as well as the United Democratic Republic of North America's own International Counter-Terrorism Service.

The ESCR fires a 6.15mm caseless high-explosive electrochemical rounds designed to impact targets with maximum accuracy and linear, precise shots. The AR440 uses the experimental Pearce barrel for battlefield/service operation. The ESCR uses a bolt-auto action system, in which the weapon can be fired on automatic, and subsequently have the bolt charged back multiple times after firing. It can also be converted to a single charge-after fire mode. The ESCR uses a 10-round magazine in a bullpup configuration, and utilizes a Titan R50 optional vision sight capable of 230x tri-magnification.

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Remember that carbine WIP? This was it. Please do view and comment!

PHILIPPINE SEA (Aug. 26, 2020) PHILIPPINE SEA (Aug. 26, 2020) Quartermaster Seaman Devin Morales, from Brownsville, Texas, assigned to the forward-deployed amphibious assault ship USS America (LHA 6) raises the national ensign. America, flagship of the America Amphibious Ready Group, assigned to Amphibious Squadron Eleven, along with the 31st Marine Expeditionary Unit, is operating in the U.S. 7th Fleet area of responsibility to enhance interoperability with allies and partners and serve as a ready response force to maintain security and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 3rd Class Walter Estrada)

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Puck's Glen is a river-formed ravine on the Cowal peninsula in Argyll and Bute, Scotland, with a popular scenic walking trail beside the Eas Mòr stream (Gaelic for "big waterfall"). In 2020 the glen and adjoining trails were closed temporarily due to issues of stability of the gorge, and felling of trees infected by larch disease.

It comes under Forestry and Land Scotland which has highlighted it as a feature of the Argyll Forest Park (itself within the Loch Lomond and The Trossachs National Park), and described it as "One of the most magical forests in Scotland, with a delightful trail along a rocky gorge."

The stream tumbles down a series of waterfalls and rapids, joining the River Eachaig about 1.2 kilometres (0.75 mi) south of the entrance to the Benmore Botanic Garden. A car park off the A815 road (about 10 kilometres (6.2 mi) from Dunoon on the road to Loch Eck) gives access by a track to the foot of the glen path, as well as forest paths giving an alternative route to the top of the glen.

The Benmore Estate, previously hunting grounds of the Campbells of Ballochyle, was improved by a succession of owners in the 19th century. Forestry plantation began in the 1820s, and extensive garden improvements were made from 1862 by James Piers Patrick. The Ordnance Survey from 1865 shows the Eas Mòr gorge extending uphill through a small area of woodland into open moorland with some trees in the ravine.

In 1870 the Greenock sugar refiner and philanthropist James Duncan bought the estate, and added the adjacent Kilmun and Bernice Estates. He arranged extensive plantings, including more than six million trees around the estate, and added paths leading up the Eas Mòr gorge for his visitors to enjoy the magical atmosphere of the glen, reminiscent of the mythological Puck, the character Puck in William Shakespeare's play A Midsummer Night's Dream.

Henry Younger of the Edinburgh brewer Younger's bought the estate in 1889, and with his son Harry George Younger made many improvements to the woods and gardens.

Two strips of Japanese larch planted at Puck's Glen around 1903 were successfully established by 1912, though European larch had failed in the locality. In 1918, the Anchor Line Staff Magazine noted that Benmore House was celebrated for "Puck's Glen with its amber stream cutting a channel through moss-draped schistose rock, and tumbling from one silver rock-chalice to another."

In 1924, Harry George Younger presented the estates to the Forestry Commissioners. The Royal Scottish Arboricultural Society made a visit in July 1925, and described Puck's Glen as "a striking example of how man, working hand in hand with nature, has made what was once a bare hillside ravine into one of the most lovely walks imaginable." Starting near the sixth milestone from Dunoon on the old main road to Arrochar, the bridle-path "by the stream which the Ordnance Survey map calls the Eas Mor, but which is better known as Puck's Burn" was soon hemmed in by steep banks, "while growing on their slopes are conifers of a dozen or more varieties, rhododendrons, and many of the rarer species of ferns. The path follows the stream through the whole course of the ravine".

In commemoration of the improvements James Duncan had made to the estate, Younger provided the Bayley Balfour Memorial Hut above the glen, dedicated to the memory of the botanist Sir Isaac Bayley Balfour. The hut was designed by Sir Robert Lorimer with wood panelling featuring all the varieties of timber grown at Benmore, and positioned above the tree-tops. The dedication ceremony in September 1928 enjoyed fine weather; The Gardeners' Chronicle described its site as commanding "beautiful views above a gorge where 'the singing waters fall to the Eachaig River from lofty heights' " amidst towering woods, with Beinn Mhòr visible through a faint blue haze.

In 1929 the Royal Botanic Garden Edinburgh opened the Younger Botanic Garden in the Benmore estate as its first outstation, and in the 1930s the Forestry Commission established Kilmun Arboretum to the south of Puck's Glen, planting large groups of tree species rather than individual specimens

The Forestry Commission's Scottish National Forest Park Guide, issued in 1947, calls Puck's Glen "a rocky cleft beside a rushing stream, leading up to a fine viewpoint, which may be visited without charge or formality", and describes access by Clyde steamer and bus services.

In 1948, the Scottish Mountaineering Club Journal noted regular visits to Puck's Glen, "attractive at all seasons but at its best in the Rhododendron month of June", and praised the view "from the Rest Hut, exquisitely designed by Robert Lorimer".

The Bayley Balfour Memorial Hut, Puck's Hut, was moved in 1968 to the walled garden in the Botanic Garden. It originally had a fireplace and chimney, but these were not reconstructed, and were replaced by an additional window. In 1992 the hut was listed as a Grade C listed building.[15] The Puck's Glen path needed repair, and was restored in May 1986, with renewed bridges.

The high rainfall, with an average annual precipitation of around 200 to 230 cm (79 to 91 in), is suited to temperate rainforest and associated undergrowth. The acid soil makes the area particularly suitable for conifers. The Forestry Commission has planted coniferous trees at the sides of Puck's Glen, which runs through Uig Wood. The lower slopes of this woodland feature some of the earliest tree plantations on the estate.

The wood forms part of Benmore forest, which features waymarked trails leading visitors among trees including giant Californian redwoods, Douglas fir and Western hemlock. Puck's Glen itself is part of the Puck's Glen Gorge Trail, leading from the car park, and the Black Gates Trail which starts at the entrance to Benmore Botanic Garden, and goes past extensive mature conifers on the hillside of Benmore forest before connecting to the top of the Upper Puck's Glen loop.

A signpost at the forestry track crossing Puck's Glen points south along the track to Kilmun Arboretum and north along the track to Benmore Botanic Garden. It also points to the Upper Puck's Glen Loop path which continues further uphill beside the stream before connecting to the top of the Black Gates Trail. Some detailed routes are available online at Walkhighlands.

Argyll Forest Park is a forest park located on the Cowal peninsula in Argyll and Bute, Scottish Highlands. Established in 1935, it was the first forest park to be created in the United Kingdom.[2] The park is managed by Forestry and Land Scotland, and covers 211 km2 in total.

From the Holy Loch in the south to the Arrochar Alps in the north, the park includes a variety of landscapes, from high peaks to freshwater and seawater lochs.

Much of the forest park lies within the Loch Lomond and The Trossachs National Park, which was established in 2002, however the forests at Corlarach and Ardyne in Cowal are outwith the national park boundary but within the forest park.

Forestry and Land Scotland highlight trails at the following places:

Glenbranter, bike trails and walks, featuring ancient oaks

Puck's Glen, trail up rocky gorge among woodlands

Benmore, forest around Benmore Botanic Garden, with giant trees

Kilmun Arboretum, collection of tree species in woodland groves

Ardentinny, easy trails and beach walk

Loch Lomond and The Trossachs National Park (Scottish Gaelic: Pàirc Nàiseanta Loch Laomainn is nan Tròisichean) is a national park in Scotland centred on Loch Lomond and the hills and glens of the Trossachs, along with several other ranges of hills. It was the first of the two national parks established by the Scottish Parliament in 2002, the second being the Cairngorms National Park. The park extends to cover much of the western part of the southern highlands, lying to the north of the Glasgow conurbation, and contains many mountains and lochs. It is the fourth-largest national park in the British Isles, with a total area of 1,865 km2 (720 sq mi) and a boundary of some 350 km (220 mi) in length. It features 21 Munros (including Ben Lomond, Ben Lui, Beinn Challuim, Ben More and two peaks called Ben Vorlich) and 20 Corbetts.

The park straddles the Highland Boundary Fault, which divides it into two distinct regions - lowland and highland - that differ in underlying geology, soil types and topography. The change in rock type can most clearly be seen at Loch Lomond itself, as the fault runs across the islands of Inchmurrin, Creinch, Torrinch and Inchcailloch and over the ridge of Conic Hill. To the south lie green fields and cultivated land; to the north, mountains.

The Loch Lomond and The Trossachs National Park lies close to Scotland's heavily populated Central Belt, and the area has long been popular with visitors. Principal attractions are viewing scenery and wildlife, walking, climbing, water sports, and other outdoor activities. In 2017, there were 2.9 million visits to the park, of which 2.1 million were day visits and 783,000 were made by visitors staying overnight within the park.

Argyll and Bute is one of 32 unitary council areas in Scotland and a lieutenancy area. The current lord-lieutenant for Argyll and Bute is Jane Margaret MacLeod (14 July 2020). The administrative centre for the council area is in Lochgilphead at Kilmory Castle, a 19th-century Gothic Revival building and estate. The current council leader is Robin Currie, a councillor for Kintyre and the Islands.

Argyll and Bute covers the second-largest administrative area of any Scottish council. The council area adjoins those of Highland, Perth and Kinross, Stirling and West Dunbartonshire.

History

Buteshire and Argyll were two of the historic counties of Scotland, having originated as shires (the area controlled by a sheriff) in the Middle Ages. From 1890 until 1975 both counties had an elected county council.

In 1975, under the Local Government (Scotland) Act 1973, Scotland's counties, burghs and landward districts were abolished and replaced with upper-tier regions and lower-tier districts. The Strathclyde region was created covering a large part of western Scotland. Strathclyde was divided into nineteen districts, one of which the 1973 Act called "Argyll", covering most of the former county of Argyll, but also including the Isle of Bute from Buteshire. The shadow authority elected in 1974 requested a change of name to "Argyll and Bute", which was agreed by the government before the new district came into being on 16 May 1975.

As created in 1975 the Argyll and Bute district covered the whole area of fourteen of Argyll's sixteen districts and part of a fifteenth, plus two of Buteshire's five districts, which were all abolished at the same time:

From Argyll:

Campbeltown Burgh

Cowal District

Dunoon Burgh

Inveraray Burgh

Islay District

Jura and Colonsay District

Kintyre District

Lochgilphead Burgh

Mid Argyll District

Mull District

North Lorn District: the Lismore and Appin, and Ardchattan electoral divisions only, rest (Ballachulish and Kinlochleven electoral divisions) went to Lochaber district of Highland

Oban Burgh

South Lorn District

Tiree and Coll District

Tobermory Burgh

From Buteshire:

Bute District

Rothesay Burgh

The two Buteshire districts together corresponded to the whole Isle of Bute. The rest of Buteshire, being the Isle of Arran and The Cumbraes went to Cunninghame district. The Ardnamurchan district from Argyll went to the Lochaber district of Highland. The new district was made a single Argyll and Bute lieutenancy area.

Local government was reformed again in 1996 under the Local Government etc. (Scotland) Act 1994, which abolished the regions and districts which had been created in 1975, replacing them with unitary council areas. Argyll and Bute became one of the new council areas, but had its territory enlarged to include the town of Helensburgh and surrounding rural areas which had been in the Dumbarton district prior to 1996, and had formed part of the county of Dunbartonshire prior to 1975. The Helensburgh area had voted in a referendum in 1994 to join Argyll and Bute rather than stay with Dumbarton.

Transport

Railways

The main railway line in Argyll and Bute is the West Highland Line, which links Oban to Glasgow, passing through much of the eastern and northern parts of the area. From the south the line enters Argyll and Bute just to the west of Dumbarton, continuing north via Helensburgh Upper to the eastern shores of the Gare Loch and Loch Long. The line comes inland at Arrochar and Tarbet to meet the western shore of Loch Lomond. At the northern end of the loch the lines leaves Argyll and Bute to enter Stirling council area. The Oban branch of the West Highland Line re-enters the area just west of Tyndrum, and heads west to Oban: stations on this section of the line include Dalmally and Taynuilt railway station. The majority of services on the line are operated by ScotRail: as of 2019 the summer service has six trains a day to Oban, with four on Sundays. In addition to the ScotRail service is the nightly Caledonian Sleeper, although this does not run on the Oban branch.

Helensburgh also has a much more frequent service into Glasgow and beyond via the North Clyde Line, which has its western terminus at the town's central railway station.

Roads

The main trunk roads in Argyll and Bute are:

The A82, which runs along the western shore of Loch Lomond, providing the main route between Glasgow and Fort William.

The A83, which leaves the A82 at Tarbet, heading west and then south to eventually reach Campbeltown by way of Inveraray and Lochgilphead.

The A85, which leaves the A82 at Tyndrum (just outside Argyll and Bute) and heads west to Oban via Dalmally.

The A828, which leaves the A85 at Connel and north through Appin to join the A82 at Ballachulish.

The A815, which leaves the A83 in Glen Kinglas near Cairndow, heading south through Strachur and Dunoon and ends at Toward 40 miles later, on the southern tip of the Cowal peninsula. The A815 is the main road through Cowal.

The A886, which leaves the A815 at Strachur, passing through Glendaruel, the route includes a ferry link to the Isle of Bute, Colintraive - Rhubodach terminating at Port Bannatyne to the north of Rothesay.

Ferry services

Due to its heavily indented coastline and many islands, ferries form an important part of the council area's transport system. The main ferry operator in Argyll and Bute is Caledonian MacBrayne (CalMac), which operates services from the mainland to most of the inhabited islands. Several other routes are operated by commercial operators, usually on contract to the council, although the Western Ferries service across the Firth of Clyde is run on a commercial basis.

Bute is served by a route across the Kyles of Bute between Rhubodach and Colintraive in Cowal, as well as a route between Rothesay to Wemyss Bay in Inverclyde. Both routes are operated by CalMac.

Coll and Tiree are each served from Oban, via a CalMac service that also provides links between the two islands, and a once-weekly link to Barra.

Gigha is served by a CalMac route from Tayinloan in Kintyre.

Islay is served by a CalMac route from Kennacraig in Kintyre. The service is timetabled to utilise either one of two ports on the island, with both Port Askaig and Port Ellen having a service to the mainland.

Feolin on Jura is linked to Port Askaig on Islay via a vehicle ferry run by ASP Ship Management on behalf of Argyll and Bute Council. There is also a passenger-only service between the island's main centre, Craighouse, and Tayvallich on the mainland that is operated by Islay Sea Safaris.

Kerrera is linked to Gallanach (about 3 km (1.9 mi) southwest of Oban) by a passenger-only service operated by CalMac.

Lismore is served by two ferries, a vehicle and passenger service operated by CalMac that runs from Oban, and a passenger-only service from Port Appin that is operated by ASP Ship Management on behalf of Argyll and Bute Council.

Mull is served by a route between Oban and Craignure on the island's east coast, as well as routes across the Sound of Mull (between Lochaline and Fishnish, and Tobermory and Kilchoan). All three routes are operated by CalMac.

Iona is linked to Mull via a CalMac service from Fionnphort at Mull's southwest tip.

The island of Seil, which itself is linked to the mainland via the Clachan Bridge, has links to two further islands: Easdale and Luing. Both services are operated by ASP Ship Management on behalf of Argyll and Bute Council.

There are also routes connecting some mainland locations in Argyll and Bute to other parts of the mainland:

There is a CalMac service across Loch Fyne which provides a link between Portavadie in Cowal and Tarbert in Kintyre.

The Cowal peninsula route is a passenger-only service from the Dunoon Breakwater to Gourock pier, giving easy access to ScotRail services at Gourock railway station with onward transport to Glasgow Central station. This route was for a period run by a CalMac subsidiary company, Argyll Ferries, but has since January 2019 been operated directly by CalMac.

CalMac provide a limited (3 ferry each way per week) service between Cambeltown in Kintyre and Ardrosssan in North Aryshire during the summer months.

Western Ferries, a commercial operator, runs a vehicle and passenger service between Hunters Quay to McInroy's Point that also provides a link between Cowal and Inverclyde in (partial) competition with the subsidised CalMac service.

A service operated by Clyde Marine Services on behalf of Strathclyde Partnership for Transport runs between Kilcreggan and Gourock pier, providing a link from the Rosneath peninsula to the rail network at Gourock.

Argyll and Bute also has ferry services linking it to islands in neighbouring council areas:

Oban is the mainland terminal for services to Barra in Na h-Eileanan Siar (the Outer Hebrides).

Lochranza on Arran, in North Ayrshire, has a year-round service to Kintyre: during the summer the mainland port used is Claonaig, however in winter the service is reduced to a single daily return crossing from Tarbert.

There is also a passenger-only ferry service linking Campbeltown and Port Ellen on Islay with Ballycastle in County Antrim, Northern Ireland, running seasonally from April to September, operated by West Coast Tours as the Kintyre Express.

Cultural references

The later scenes of the 1963 James Bond film From Russia with Love were filmed around the lochs and hills of Argyll and Bute.

The area has also been indirectly immortalised in popular culture by the 1977 hit song "Mull of Kintyre" by Kintyre resident Paul McCartney's band of the time, Wings.

+++ 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:

In the aftermath of the Second World War, Sweden required a strong air defense, utilizing the newly developed jet propulsion technology. The original concept had been designed around a mostly straight wing, but after Swedish engineers had obtained German research data on swept-wing designs, the prototype was altered to incorporate a 25° sweep. In order to make the wing as thin as possible, Saab elected to locate the retractable undercarriage in the aircraft's fuselage rather than into the wings.

While the second P29G was used for high speed trials, the first machine remained in its original guise and took over low speed handling tests. Thanks to the unique wing switch mechanism, the supersonic research program could be held within a very tight schedule and lasted until late 1959. Thereafter, the P29Gs’ potential was of little use anymore, and the engine use agreement with the USA put an end to further use of the two aircraft, so that both P29Gs were retired from service in 1960. The 1st machine, outfitted with standard J29F wings and stripped off of its engines, remained in use as an instructional air at Malmslätt air base 1969, while the second machine was mothballed. However, both airframes were eventually scrapped in 1970.

General characteristics:

Crew: 1

Length: 11.66 m (38 ft 2 in) fuselage only,

13,97 m (45 ft 9 in) with pitot boom

Wingspan: varied*; 11.0 m (36 ft 1 in) with standard 25° sweep wings,

10.00 m (32 ft 9 ¾ in) with experimental 45° wings

Height: 4.54m (14 ft 10 ½ in)

Wing area: varied*; 24.15 m² (260.0 ft²) with standard 25° sweep wings

22.5 m² (242.2 ft²) with experimental 45° wings

Empty weight: 5,220 kg (11,500 lb)

Max. takeoff weight: 8,510 kg (18,744 lb)

Powerplant:

2× Westinghouse J34-WE-42 turbojets, each rated at 3,400 lbf (15 kN) dry thrust

and 4,200 lbf (19 kN) with full afterburner

Performance:

Maximum speed: 1.367 km/h (849 mph) were achieved*

Range: 790 km (490 mi)

Service ceiling: up to 17,250 m (56,500 ft)*

Rate of climb: up to 45 m/s (8,850 ft/min)*

*Varying figures due to different tested wing configurations

Armament:

None installed; provisions for 4x 20mm Hispano Mark V autocannon in the lower front fuselage.

Depending on the mounted wing type, various external loads could be carried, including a wide range of light bombs, 75 mm (3 in) air-to-air rockets, 145 mm (5.8 in) anti-armor rockets, 150 mm (6 in) HE (high-explosive) rockets or 180 mm (7.2 in) HE anti-ship rockets. Due to the lack of complex wiring or fuel plumbing, no guided weapons or drop tanks could be mounted, though.

The kit and its assembly:

Sweden is a prolific whiffing territory, and the Saab 29 offers some interesting options. This highly modified Tunnan, which is actually rather a kitbashing than a mere model kit modification, is/was a submission to the “More or less engines” group build at whatifmodelers.com in summer 2019.

I actually had the idea of a two-engine J29 in the back of my mind for a long time, spawned by a resin conversion set for the Hasegawa B-47 Stratojet kit that came with new intakes and exhaust sections for the four engine pods. The single engine pod parts had been spent a long time ago, but the twin engine parts were still waiting for a good use. Could the exhaust fit under/into a Tunnan…?

I even had a Matchbox J29 stashed away for this experiment long ago, as well as some donor parts like the wings, and the GB eventually offered the right motivation to put those things together that no one would expect to work.

So I pulled out all the stuff and started – a rather straightforward affair. Work started with the fuselage, which was, together with the (very nice) cockpit assembled OOB at first, the nose filled with as much lead as possible and with the lower rear section cut away, so the B-47 resin jet nozzles would end up at the same position as the original RM2B exhaust. Due to the pen nib fairing between them, though, the profile of the modified tail became (visually) more massive, and I had to fill some gaps under the tail boom (with styrene sheet and putty). The twin engines also turned out to be wider than expected – I had hoped for straight flanks, but the fuselage shape ended up with considerable bulges behind the landing gear wells. These were created with parts from drop tank halves and blended into the rest of the lower hill with PSR work. In the same wake the area under the fin was sculpted and re-created, too.

At that point it became clear that I had to do more on the fuselage, esp. the front end, in order to keep the aircraft visually balance. A convenient solution became an F-100 air intake, which I grafted onto the nose instead of the original circular and round-lipped orifice – with its sharp lip the Super Sabre piece was even a plausible change! The fuselage shapes and diameters differed considerably, though, more PSR became necessary.

Next came the wings: I had already set apart a pair of trapezoid wings with a 45° sweep angle – these were left over from a PM Model Ta 183 conversion some time ago. With their odd shape and size they were a perfect match for my project, even more so due to the fact that I could keep the original J29 wing attachment points, I just had to shorten and modify the trailing edge area on the fuselage. The result was very conclusive.

With the new nose and the wings in place, the overall proportions became clearer: still tail-heavy, but not unpleasant. At this time I was also certain that I had to modify the tail surfaces. The fin was too small and did not have enough sweep for the overall look, and the stabilizer, with its thick profile, rounded edges and the single, continuous rudder did not look supersonic at all. What followed was a long search in the donor banks for suitable replacements, and I eventually came up with a MiG-15 fin (Hobby Boss) which was later clipped at the top for a less recognizable profile. The stabilizers were more challenging, though. My solution eventually became a pair of modified stabilizers from a Matchbox Buccaneer(!), attached to the MiG-15 fin.

The design problems did not stop here, though: the landing gear caused some more headaches. I wanted to keep the OOB parts, but especially the main legs would leave the aircraft with a very goofy look through a short wheelbase and a rear axis position too much forward. In an attempt to save the situation I attached swing arms to the OOB struts, moving the axis maybe 5mm backwards and widening the track by 2mm at the same time. Not much in total, but it helped (a little, even though the aircraft is still very tail-heavy)

As a final addition – since the original, wing-mounted pitots of the J29 were gone now and would not go well with the wing-switching idea – I gave the P29G a large, nose-mounted pitot and sensor boom, placed on top of the nose. This part come, like the air intake, from an F-100.

Painting and markings:

I tend to be conservative when it comes to liveries for what-if models, and the P29G is no exception. At first, I thought that this build could become an operational supersonic daylight interceptor (the J29G), so that I could give the model full military markings and maybe a camouflage paint scheme. However, this idea would not work: the potential real life window for such an aircraft, based on the Saab 29, would be very narrow. And aircraft development in the late Fifties made quantum leaps within a very short period of time: While the J29A entered service, work on the Mach 2 Saab 35 was already underway – nobody would have accepted (or needed) a Mach 1 fighter, based on late Forties technology, at that time anymore, and there was the all-weather Saab J32B around, too. The update program with new wings and a more powerful afterburner engine was all that could be done to exploit the Tunnan’s potential, resulting in the (real world’s) J29E and F variants.

I eventually decided that the J29G would only be a prototype/research aircraft, consequently called P29G, and through this decision I became more or less settled upon a NMF finish with some colorful markings. Consequently, the model was painted with various shades of metal colors, primarily Polished Aluminum Metallizer from Humbrol, but also with Humbrol 191 and Matt Aluminum Metallizer as well as ModelMaster Steel Metallizer. Around the exhaust section, I also used Revell 91 (Iron) and ModelMaster Exhaust Metallizer. Some single panels and details were painted with Revell 99 (Aluminum), and I also used generic decal material in silver to simulate some smaller access panels. Grey decal sheet was used to simulate covers for the cannon nozzles.

The cockpit interior was painted, according to Saab 29 standard, in a dark greenish-grey (Revell 67), and bluish grey was used inside of the landing gear wells (Revell 57). The pitot boom received black and white stripes.

For markings I let myself get inspired from the real world Saab 29 and 32 prototypes, which were all marked with a colored “U” tactical code on the fin and also on the front fuselage, simply meaning “Utverding” (= “Test”). I found four red decals, and I also gave the aircraft a yellow cheatline, lent from an Airfix F-86D decal sheet. The Swedish roundels come from a generic aftermarket sheet, most stencils were taken from the Revell OOB sheet and a Printscale J29 sheet.

Before the model was sealed with semi-gloss acrylic varnish from Italeri, some grinded graphite was rubbed onto the rear fuselage, adding a metallic shine and simulating exhaust stains.

A thorough conversion – this has rather evolved into a kitbashing than just a kit conversion: not much from the original Matchbox J29 has been left over. But I like the outcome, even though things developed gradually from the simple idea of changing the number of engines on the Tunnan. One thing led to another. The resulting aircraft looks quite plausible, even though I am not totally happy with the landing gear, which appears to be rather far forward, despite surgical measures to mend the situation. The Ta 183 wings are a very good match, though, and I cannot help but recognize a certain French look, maybe due to the cruciform tail and the oval air intake? The P29G could also, with Argentinian marking, have become a revised version of the FMA Pulqui II?

Konova Stability Tripod Arm For Sliders

Chassis n° 2071GT

Engine n° 2071GT

Bonhams : the Zoute Sale

Estimated : € 1.200.000 - 1.600.000

Zoute Grand Prix 2019

Knokke - Zoute

België - Belgium

October 2019

By the early 1960s, road car production had ceased to be a sideline for Ferrari and was seen as vitally important to the company's future stability. Thus the 250, Ferrari's first volume-produced model, can be seen as critically important, though production of the first of the line - the 250 Europa, built from 1953 to '54 - amounted to fewer than 20. Before the advent of the Europa, Ferrari had built road-going coupés and convertibles in small numbers, usually to special customer order using a sports-racing chassis as the basis. Ghia and Vignale of Turin and Touring of Milan were responsible for bodying many of these but there was no attempt at standardisation for series production and no two cars were alike.

The introduction of the 250 Europa heralded a significant change in Ferrari's preferred coachbuilder; whereas previously Vignale had been the most popular carrozzeria among Maranello's customers, from now on Pinin Farina (later 'Pininfarina') would be Ferrari's number one choice, bodying no fewer than 48 out of the 53 Europa/Europa GTs built. Pinin Farina's experiments eventually crystallised in a new Ferrari 250 GT road car that was first displayed publicly at the Geneva Salon in March 1956. However, the Torinese Carrozzeria was not yet in a position to cope with the increased workload, resulting in production being entrusted to Carrozzeria Boano after Pinin Farina had completed a handful of prototypes.

The 250 GT featured the lighter and more compact Colombo-designed 3.0-litre V12 in place of its predecessor's bulkier Lampredi unit. Power output of the single-overhead-camshaft all-aluminium engine was 220bhp at 7,000rpm. Shorter in the wheelbase (by 200mm) than that of the Europa, the 250 GT chassis followed Ferrari's established practice, being a multi-tubular frame tied together by oval main tubes, though the independent front suspension now employed coil springs instead of the previous transverse leaf type. A four-speed all-synchromesh gearbox transmitted power to the live rear axle, while braking was looked after by hydraulic drums all round.

True series production began with the arrival of Pininfarina's 'notch back' Coupé on the 250 GT chassis, some 353 of which were built between 1958 and 1960 within the sequence '0841' to '2081'. However, the relatively small scale of production meant that cars could still be ordered with subtle variations according to customer choice, as well as enabling a handful of show cars and 'specials' to be constructed on the 250 GT chassis.

A number of prominent European coachbuilders offered a variety of body styles on the 250 GT chassis, with Scaglietti and Pininfarina producing elegant open-top spyder and cabriolet models. Exhibited at the 1957 Geneva Salon, the latter's first 250 GT Cabriolet, which, unusually, featured a Vintage-style cut-down driver's door, was snapped up by Ferrari works driver Peter Collins, who later had the car converted to disc brakes. After a handful of alternative versions had been built, series production began in July 1957, around 40 Series I Pininfarina Cabriolets being completed before the introduction of the Series II in 1959. Effectively an open-top version of the Pininfarina-built 250 GT Coupé, whose chassis and mechanicals it shared, the Cabriolet was built alongside its closed cousin until 1962. Overall design followed that of the Coupé, with short nose and long rear overhang, while a more-vertical windscreen provided greater headroom in the generously sized cockpit. As well as the aforementioned improvements to brakes and transmission, the Series II cars benefited from the latest, 240bhp V12 with outside sparkplugs, coil valve springs, and 12-port cylinder heads. The 250 GT was the most successful Ferrari of its time, production of all types exceeding 900 units, of which 200 were Series II Cabriolets like that offered here.

A number of important developments occurred during 250 GT production: the original 128C 3.0-litre engine being superseded by the twin-distributor 128D, which in turn was supplanted in 1960 by the outside-plug 128F engine which did away with its predecessor's Siamesed inlets in favour of six separate ports. On the chassis side, four-wheel disc brakes arrived late in 1959 and a four-speeds-plus-overdrive gearbox the following year, the former at last providing the 250 GT with stopping power to match its speed. More refined and practical than any previous road-going Ferrari, yet retaining the sporting heritage of its predecessors, the 250 GT is a landmark model of immense historical significance. Despite this, original survivors are relatively few, as many have been modified and converted into replicas of more exotic Ferraris such as the 250 GTO, Testarossa, etc.

According to the accompanying Massini Report, chassis number '2071' is the 66th of the 200 units built, and as a Series II car has the added advantage of disc brakes all round. Originally finished in the handsome combination of Grigio Argento with Nero interior, the Ferrari was sold new in 1960 via Jacques Swaters' Garage Francorchamps, the official Ferrari importer for Belgium, to its first owner, Jean Blaton. A wealthy Belgian industrialist, Ferrari aficionado and gentleman racing driver, who raced under the name 'Beurlys', Jean Blaton had an excellent taste and was a personal friend of Jacques Swaters, from whom he bought numerous Ferraris over the years.

Blaton is best remembered for his daring exploits in the Le Mans 24-Hour Race in which he drove a succession of Ferraris over a 10-year period between 1958 and 1967, finishing on the podium on nearly every outing. On many occasions he drove his own Ferraris, including a 250 GT MM, 250 GT Testarossa, 250 GT LWB Tour de France, 250 GT SWB, 250 GTO, 250 LM, and 330 P3/P4. He secured his best result at Le Mans in 1963 when he finished 2nd overall with co-driver Langlois van Ophen at the wheel of a Ferrari 250 GTO, winning the GT Class for Swaters' racing team, Écurie Francorchamps.

Jean Blaton was also a friend of Enzo Ferrari, who was only too happy to accommodate his highly regarded customer's special requests. In the case of his 250 GT Cabriolet, Blaton specified that the car should have large side vents in the front wings, similar to those of the Series III 410 Superamerica, which were incorporated by Pinin Farina on Mr Ferrari's instruction. These vents not only make the car appear more sporting, they also serve to break up its lengthy flanks to good effect. Blaton's car, with its special features, was prominently displayed in Ferrari's 1960 yearbook.

In 1964, Blaton sold '2071' to Luigi Chinetti, another gentleman racing driver and sole importer of Ferraris into the USA. The car was then sold to a Mr Gilbertson from Vista, California. Following Mr Gilbertson's death, the Ferrari was acquired from his widow in 1978 by Mr Ken Gerber of San Diego, California, who kept it for the next 32 years. A member of the Ferrari Owners' Club, Mr Gerber enjoyed the car throughout the 1980s, attending various events.

During Mr Gerber's ownership (in 1992-1994) a fastidious restoration was carried out, the precision machining work on the engine and mechanical systems being entrusted to recognised specialist Bob Wallace of Phoenix, Arizona. Original parts were retained wherever possible and the few that were not saveable were either replaced with originals or perfect reproductions. The car was refinished in Rosso Rubino and completed in time for the 1994 International Ferrari Concours in Monterey.

Ken Gerber sold the Ferrari in 2010 and the following year the car moved to the UK having been bought by DK Engineering. The car was sold to Belgium in 2012, since when it has belonged to the current lady owner. Carrying the very suitable registration, '250 – GTS', the car has been enjoyed by its owner on numerous occasions and at prestigious events including the Zoute Rally. Now presented in excellent condition after recent cosmetic re-commissioning, it affords the prospect of comfortable open-top cruising in unparalleled style. Possessing links to Belgian and excellent provenance, this unique Ferrari 250 GT Cabriolet is worthy of the closest inspection.

Must attribute with link to: www.ptpioneer.com

Girl doing a stability ball workout outdoors.

The Buena Vista County Iowa farmhouse, from the East. I love the details on the main floor window and of course, the porch. I cross my fingers that someone might swoop in and save this gem before it is too late.

Explore #80

Breaking the tragedy of the horizon – climate change and financial stability.

Read the speech here:

www.bankofengland.co.uk/publications/Pages/speeches/2015/...

Copyright: Johnny Millar

180829-N-NB142-0011.

INDIAN OCEAN (Aug. 29, 2018) – Marine Corps Cpl. Matt Phelps and Hospitalman Marc Armas, assigned to 1st Light Armor Reconnaissance (LAR) Battalion, don gas masks during a magazine dexterity drill aboard Wasp-class amphibious assault ship USS Essex (LHD 2) while on a regularly scheduled deployment of the Essex Amphibious Ready Group (ARG) and 13th Marine Expeditionary Unit (MEU). The Essex ARG/13th MEU is a capable and lethal Navy-Marine Corps team deployed to the 7th fleet area of operations to support regional stability, reassure partners and allies and maintain a presence postured to respond to any crisis ranging from humanitarian assistance to contingency operations (U.S. Navy photo by Mass Communication Specialist 2nd Class Chandler Harrell).

+++ DISCLAIMER +++

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

Some background:

The English Electric Skyspark was a British fighter aircraft that served as an interceptor during the 1960s, the 1970s and into the late 1980s. It remains the only UK-designed-and-built fighter capable of Mach 2. The Skyspark was designed, developed, and manufactured by English Electric, which was later merged into the newly-formed British Aircraft Corporation. Later the type was marketed as the BAC Skyspark.

The Skyspark's direct replacement was the Tornado F.3, an interceptor variant of the Panavia Tornado. The Tornado featured several advantages over the Skyspark, including far larger weapons load and considerably more advanced avionics. Skysparks were slowly phased out of service between 1974 and 1988, even though they lasted longer than expected because the definitive Tornado F.3 went through serious teething troubles and its service introduction was delayed several times. In their final years, the Skysparks’ airframes required considerable maintenance to keep them airworthy due to the sheer number of accumulated flight hours.

General characteristics:

Crew: 1

Length: 51 ft 2 in (15,62 m) fuselage only

57 ft 3½ in (17,50 m) including pitot

Wingspan: 34 ft 10 in (10.62 m)

Height: 17 ft 6¾ in (5.36 m)

Wing area: 474.5 sq ft (44.08 m²)

Empty weight: 31,068 lb (14,092 kg) with armament and no fuel

Gross weight: 41,076 lb (18,632 kg) with two Red Tops, ammunition, and internal fuel

Max. takeoff weight: 45,750 lb (20,752 kg)

Powerplant:

2× Rolls-Royce Avon 301R afterburning turbojet engines,

12,690 lbf (56.4 kN) thrust each dry, 16,360 lbf (72.8 kN) with afterburner

Performance:

Maximum speed: Mach 2.27 (1,500 mph+ at 40,000 ft)

Range: 738 nmi (849 mi, 1,367 km)

Combat range: 135 nmi (155 mi, 250 km) supersonic intercept radius

Range: 800 nmi (920 mi, 1,500 km) with internal fuel

1,100 nmi (1,300 mi; 2,000 km) with external overwing tanks

Service ceiling: 60,000 ft (18,000 m)

Zoom ceiling: 70,000 ft (21,000 m)

Rate of climb: 20,000 ft/min (100 m/s) sustained to 30,000 ft (9,100 m)

Zoom climb: 50,000 ft/min

Time to altitude: 2.8 min to 36,000 ft (11,000 m)

Wing loading: 76 lb/sq ft (370 kg/m²) with two AIM-9 and 1/2 fuel

Thrust/weight: 0.78 (1.03 empty)

Armament:

2× 30 mm (1.181 in) ADEN cannon with 120 RPG in the lower fuselage

2× forward fuselage hardpoints for a single Firestreak or Red Top AAM each

2× overwing pylon stations for 2.000 lb (907 kg each)

for 260 imp gal (310 US gal; 1,200 l) ferry tanks

The kit and its assembly:

This build was a submission to the “Hunter, Lightning, Canberra” group build at whatifmodellers.com, and one of my personal ultimate challenges – a project that you think about very often, but the you put the thought back into its box when you realize that turning this idea into hardware will be a VERY tedious, complex and work-intensive task. But the thematic group build was the perfect occasion to eventually tackle the idea of a model of a “side-by-side engine BAC Lightning”, a.k.a. “Flatning”, as a rather conservative alternative to the real aircraft’s unique and unusual design with stacked engines in the fuselage, which brought a multitude of other design consequences that led to a really unique aircraft.

And it sound so simple: take a Lightning, just change the tail section. But it’s not that simple, because the whole fuselage shape would be different, resulting in less depth, the wings have to be attached somewhere and somehow, the landing gear might have to be adjusted/shortened, and how the fuselage diameter shape changes along the hull, so that you get a more or less smooth shape, was also totally uncertain!

Initially I considered a MiG Ye-152 as a body donor, but that was rejected due to the sheer price of the only available kit (ModelSvit). A Chinese Shenyang J-8I would also have been ideal – but there’s not 1:72 kit of this aircraft around, just of its successor with side intakes, a 1:72 J-8II from trumpeter.

I eventually decided to keep costs low, and I settled for the shaggy PM Model Su-15 (marketed as Su-21) “Flagon” as main body donor: it’s cheap, the engines have a good size for Avons and the pen nib fairing has a certain retro touch that goes well with the Lightning’s Fifties design.

The rest of this "Flatning" came from a Hasegawa 1:72 BAC Lightning F.6 (Revell re-boxing).

Massive modifications were necessary and lots of PSR. In an initial step the Flagon lost its lower wing halves, which are an integral part of the lower fuselage half. The cockpit section was cut away where the intake ducts begin. The Lightning had its belly tank removed (set aside for a potential later re-installation), and dry-fitting and crude measures suggested that only the cockpit section from the Lightning, its spine and the separate fin would make it onto the new fuselage.

Integrating the parts was tough, though! The problem that caused the biggest headaches: how to create a "smooth" fuselage from the Lightning's rounded front end with a single nose intake that originally develops into a narrow, vertical hull, combined with the boxy and rather wide Flagon fuselage with large Phantom-esque intakes? My solution: taking out deep wedges from all (rather massive) hull parts along the intake ducts, bend the leftover side walls inwards and glue them into place, so that the width becomes equal with the Lightning's cockpit section. VERY crude and massive body work!

However, the Lightning's cockpit section for the following hull with stacked engines is much deeper than the Flagon's side-by-side layout. My initial idea was to place the cockpit section higher, but I would have had to transplant a part of the Lightning's upper fuselage (with the spine on top, too!) onto the "flat" Flagon’s back. But this would have looked VERY weird, and I'd have had to bridge the round ventral shape of the Lightning into the boxy Flagon underside, too. This was no viable option, so that the cockpit section had to be further modified; I cut away the whole ventral cockpit section, at the height of the lower intake lip. Similar to my former Austrian Hasegawa Lightning, I also cut away the vertical bulkhead directly behind the intake opening - even though I did not improve the cockpit with a better tub with side consoles. At the back end, the Flagon's jet exhausts were opened and received afterburner dummies inside as a cosmetic upgrade.

Massive PSR work followed all around the hull. The now-open area under the cockpit was filled with lead beads to keep the front wheel down, and I implanted a landing gear well (IIRC, it's from an Xtrakit Swift). With the fuselage literally taking shape, the wings were glued together and the locator holes for the overwing tanks filled, because they would not be mounted.

To mount the wings to the new hull, crude measurements suggested that wedges had to be cut away from the Lightning's wing roots to match the weird fuselage shape. They were then glued to the shoulders, right behind the cockpit due to the reduced fuselage depth. At this stage, the Lightning’s stabilizer attachment points were transplanted, so that they end up in a similar low position on the rounded Su-15 tail. Again, lots of PSR…

At this stage I contemplated the next essential step: belly tank or not? The “Flatning” would have worked without it, but its profile would look rather un-Lightning-ish and rather “flat”. On the other side, a conformal tank would probably look quite strange on the new wide and flat ventral fuselage...? Only experiments could yield an answer, so I glued together the leftover belly bulge parts from the Hasegawa kit and played around with it. I considered a new, wider belly tank, but I guess that this would have looked too ugly. I eventually settled upon the narrow F.6 tank and also used the section behind it with the arrestor hook. I just reduced its depth by ~2 mm, with a slight slope towards the rear because I felt (righteously) that the higher wing position would lower the model’s stance. More massive PSR followed….

Due to the expected poor ground clearance, the Lightning’s stabilizing ventral fins were mounted directly under the fuselage edges rather than on the belly tank. Missile pylons for Red Tops were mounted to the lower front fuselage, similar to the real arrangement, and cable fairings, scratched from styrene profiles, were added to the lower flanks, stretching the hull optically and giving more structure to the hull.

To my surprise, I did not have to shorten the landing gear’s main legs! The wings ended up a little higher on the fuselage than on the original Lightning, and the front wheel sits a bit further back and deeper inside of its donor well, too, so that the fuselage comes probably 2 mm closer to the ground than an OOB Lightning model. Just like on the real aircraft, ground clearance is marginal, but when the main wheels were finally in place, the model turned out to have a low but proper stance, a little F8U-ish.

Painting and markings:

I was uncertain about the livery for a long time – I just had already settled upon an RAF aircraft. But the model would not receive a late low-viz scheme (the Levin, my mono-engine Lightning build already had one), and no NMF, either. I was torn between an RAF Germany all-green over NMF undersides livery, but eventually went for a pretty standard RAF livery in Dark Sea Grey/Dark Green over NMF undersides, with toned-down post-war roundels.

A factor that spoke in favor of this route was a complete set of markings for an RAF 11 Squadron Lightning F.6 in such a guise on an Xtradecal set, which also featured dayglo orange makings on fin, wings and stabilizers – quite unusual, and a nice contrast detail on the otherwise very conservative livery. All stencils were taken from the OOB Revell sheet for the Lightning. Just the tactical code “F” on the tail was procured elsewhere, it comes from a Matchbox BAC Lightning’s sheet.

After basic painting the model received the usual black ink washing, some post-panel-shading and also a light treatment with graphite to create soot strains around the jet exhausts and the gun ports, and to emphasize the raised panel lines on the Hasegawa parts.

Finally, the model was sealed with matt acrylic varnish and final bits and pieces like the landing gear and the Red Tops (taken OOB) were mounted.

A major effort, and I have seriously depleted my putty stocks for this build! However, the result looks less spectacular than it actually is: changing a Lightning from its literally original stacked engine layout into a more conservative side-by-side arrangement turned out to be possible, even though the outcome is not really pretty. But it works and is feasible!

The Postcard

A postally unused carte postale that was published by Lichtenstern & Harari. The card has an undivided back.

Qaitbay

Sultan Abu Al-Nasr Sayf ad-Din Al-Ashraf Qaitbay (Arabic: السلطان أبو النصر سيف الدين الأشرف قايتباي), otherwise known as Kait Bey was born circa 1416/1418.

He was the eighteenth Burji Mamluk Sultan of Egypt from 1468–1496 C.E. He was Circassian by birth, and was purchased by the ninth sultan Barsbay (1422 to 1438) before being freed by the eleventh Sultan Jaqmaq (1438 to 1453).

During his reign, Qaitbay stabilized the Mamluk state and economy, consolidated the northern boundaries of the Sultanate with the Ottoman Empire, engaged in trade with other countries, and emerged as a great patron of art and architecture.

In fact, although Qaitbay fought sixteen military campaigns, he is best remembered for the spectacular building projects that he sponsored, leaving his mark as an architectural patron on Mecca, Medina, Jerusalem, Damascus, Aleppo, Alexandria, and every quarter of Cairo.

Qaitbay - The Early Years

Qaitbay was born in Great Circassia of the Caucasus. His skill in archery and horsemanship attracted the attention of a slave merchant who purchased him and brought him to Cairo when he was already over twenty years of age. He was quickly purchased by the reigning sultan Barsbay and became a member of the palace guard.

He was freed by Barsbay's successor, Jaqmaq, after learning that Qaitbay was a descendant of Al-Ashraf Musa Abu'l-Fath al-Muzaffar ad-Din, and appointed the third executive secretary.

Under the reigns of Sayf ad-Din Inal, Khushqadam and Yilbay, he was further promoted through the Mamluk military hierarchy, eventually becoming taqaddimat alf, commander of a thousand Mamluks.

Under the Sultan Timurbugha, Qaitbay was appointed atabak, or field marshal of the entire Mamluk army. During this period, Qaitbay amassed a considerable personal fortune which would enable him to exercise substantial acts of beneficence as sultan without draining the royal treasury.

Accession

The reign of Timurbugha lasted less than two months, as he was dethroned in a palace coup on the 30th. January 1468. Qaitbay was proposed as a compromise candidate acceptable to the various court factions.

Despite some apparent reluctance, he was enthroned on the 31st. January 1468. Qaitbay insisted that Timurbugha be granted an honorable retirement, instead of the enforced exile usually imposed on dethroned sovereigns.

He did, however, exile the leaders of the coup, and created a new ruling council composed of his own followers and veteran courtiers who had fallen into disgrace under his predecessors.

Yashbak min Mahdi was appointed dawadar, or executive secretary, and Azbak min Tutkh was named atabak; the two men would remain Qaitbay's closest advisors until the ends of their careers, despite their profound dislike for each other.

In general Qaitbay seems to have pursued a policy of appointing rivals to posts of equal authority, thus preventing any single subordinate from acquiring too much power and maintaining the ability to settle all disputes via his own autocratic authority.

Qaitbay's Early Reign

Qaitbay's first major challenge was the insurrection of Shah Suwar, leader of a small Turkmen dynasty, the Dhu'l-Qadrids, in eastern Anatolia.

A first expedition against the upstart was soundly defeated, and Suwar threatened to invade Syria. A second Mamluk army was sent in 1469 under the leadership of Azbak, but was likewise defeated.

Not until 1471 did a third expedition, this time commanded by Yashbak, succeed in routing Suwar's army. In 1473, Suwar was captured and led back to Cairo, together with his brothers; the prisoners were drawn and quartered and their remains were hung from Bab Zuwayla.

Qaitbay's reign was also marked by trade with other countries. Excavations in the late 1800's and early 1900's at over fourteen sites in the vicinity of Borama in modern-day Somalia unearthed coins derived from Qaitbay. Most of these finds were sent to the British Museum in London.

Consolidation of Power

Following the defeat of Suwar, Qaitbay set about purging his court of opposing factions and installing his own Mamluks in all positions of power. He frequently went on excursions, ostentatiously leaving the Citadel with limited guards to display his trust in his subordinates and the populace.

He traveled throughout his reign, visiting Alexandria, Damascus, and Aleppo, among other cities, and personally inspecting his many building projects.

In 1472 he performed the Hajj to Mecca. He was struck by the poverty of the citizens of Medina, and devoted a substantial portion of his private fortune to the alleviation of their plight. Through such measures Qaitbay gained a reputation for piety, charity, and royal self-confidence.

The Ottoman-Mamluk War

In 1480 Yashbak led an army against the Aq Qoyunlu dynasty in Mesopotamia, but was soundly defeated while attacking Urfa, taken prisoner, and executed. These events foreshadowed a longer military engagement with the far more powerful Ottoman Empire in Anatolia.

In 1485 Ottoman armies began to campaign on the Mamluk frontier, and an expedition was dispatched from Cairo to confront them. These Mamluk troops won a surprising victory in 1486 near Adana.

A temporary truce ensued, but in 1487 the Ottomans reoccupied Adana, only to be defeated once more by a massive Mamluk army. As Turkish expansion in the western Mediterranean represented an increased threat to the Catholic Monarchs of Spain, Ferdinand II of Aragon made a temporary alliance with the Mamluks against the Ottomans from 1488 until 1491, shipping wheat and offering a fleet of 50 caravels to oppose the Ottomans.

In 1491 a final truce was signed that would last through the remaining reigns of Qaitbay and the Ottoman Sultan Bayezid II. Qaitbay's ability to enforce a peace with the greatest military power in the Muslim world further enhanced his prestige at home and abroad.

Qaitbay's Final Years

The end of Qaitbay's reign was marred by increasing unrest among his troops and a decline in his personal health, including a riding accident that left him comatose for days.

Many of his most trusted officials died, and were replaced by far less scrupulous upstarts; a long period of palace intrigue ensued.

In 1492 the plague returned to Cairo, and claimed 200,000 lives. Qaitbay's health became markedly poor in 1494, and his court, now lacking a figure of central authority, was weakened by infighting, factionalism, and purges.

Qaitbay died on the 8th. August 1496 aged 77 - 80, and was interred in the spectacular mausoleum attached to his mosque in Cairo's Northern Cemetery which he had built during his lifetime.

He was succeeded by his son, an-Nasir Muhammad.

Qaitbay's Legacy

Qaitbay's reign was the happy culmination of the Burji Mamluk dynasty. It was a period of political stability, military success, and prosperity, and Qaitbay's contemporaries admired him as a defender of traditional Mamluk values.

At the same time, he could be criticized for his failure to innovate in the face of new challenges.

Following Qaitbay's death, the Mamluk state descended into a prolonged succession crisis lasting for five years until the accession of Al-Ashraf Qansuh al-Ghawri.

Architectural Patronage

Today Qaitbay is best known for his wide-ranging architectural patronage. At least 230 monuments, either surviving or mentioned in contemporary sources, are associated with his reign.

In Egypt, Qaitbay's buildings are found throughout Cairo, as well as in Alexandria and Rosetta; in Syria he sponsored projects in Aleppo and Damascus; in addition, he was responsible for the construction of madrasas and fountains in Jerusalem and Gaza, which still stand – most notably the Fountain of Qayt Bay and al-Ashrafiyya Madrasa.

On the Arabian peninsula, Qaitbay sponsored the restoration of mosques and the construction of madrasas, fountains and hostels in Mecca and Medina.

After a serious fire struck the Mosque of the Prophet in Medina in 1481, the building, including the Tomb of the Prophet, was extensively renewed through Qaitbay's patronage.

One of Qaitbay's largest building projects in Cairo was his funerary complex in the Northern Cemetery, which included his mausoleum, a mosque/madrasa, a maq'ad (reception hall), and various auxiliary structures and functions attached to it. It is considered a masterpiece of late Mamluk architecture, and is featured today on Egypt's 1 pound note.

His other contributions in Cairo include a Wikala at Bab al-Nasr, a Wikala-Sabil-Kuttab near al-Azhar Mosque, a Sabil-Kuttab on Saliba street, a madrasa-mosque at Qal'at al-Kabsh, a mosque on Rhoda Island, and a palace that is now incorporated into the Bayt Al-Razzaz palace.

Other amirs and patrons also built notable projects under his reign, such as the Mosque of Amir Qijmas al-Ishaqi, which feature the same refined architectural style of his time.

In Alexandria he notably built a fortress on the site of the ruined Pharos, now known as the Citadel of Qaitbay.

+++ 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:

In the aftermath of the Second World War, Sweden required a strong air defense, utilizing the newly developed jet propulsion technology. The original concept had been designed around a mostly straight wing, but after Swedish engineers had obtained German research data on swept-wing designs, the prototype was altered to incorporate a 25° sweep. In order to make the wing as thin as possible, Saab elected to locate the retractable undercarriage in the aircraft's fuselage rather than into the wings.

While the second P29G was used for high speed trials, the first machine remained in its original guise and took over low speed handling tests. Thanks to the unique wing switch mechanism, the supersonic research program could be held within a very tight schedule and lasted until late 1959. Thereafter, the P29Gs’ potential was of little use anymore, and the engine use agreement with the USA put an end to further use of the two aircraft, so that both P29Gs were retired from service in 1960. The 1st machine, outfitted with standard J29F wings and stripped off of its engines, remained in use as an instructional air at Malmslätt air base 1969, while the second machine was mothballed. However, both airframes were eventually scrapped in 1970.

General characteristics:

Crew: 1

Length: 11.66 m (38 ft 2 in) fuselage only,

13,97 m (45 ft 9 in) with pitot boom

Wingspan: varied*; 11.0 m (36 ft 1 in) with standard 25° sweep wings,

10.00 m (32 ft 9 ¾ in) with experimental 45° wings

Height: 4.54m (14 ft 10 ½ in)

Wing area: varied*; 24.15 m² (260.0 ft²) with standard 25° sweep wings

22.5 m² (242.2 ft²) with experimental 45° wings

Empty weight: 5,220 kg (11,500 lb)

Max. takeoff weight: 8,510 kg (18,744 lb)

Powerplant:

2× Westinghouse J34-WE-42 turbojets, each rated at 3,400 lbf (15 kN) dry thrust

and 4,200 lbf (19 kN) with full afterburner

Performance:

Maximum speed: 1.367 km/h (849 mph) were achieved*

Range: 790 km (490 mi)

Service ceiling: up to 17,250 m (56,500 ft)*

Rate of climb: up to 45 m/s (8,850 ft/min)*

*Varying figures due to different tested wing configurations

Armament:

None installed; provisions for 4x 20mm Hispano Mark V autocannon in the lower front fuselage.

Depending on the mounted wing type, various external loads could be carried, including a wide range of light bombs, 75 mm (3 in) air-to-air rockets, 145 mm (5.8 in) anti-armor rockets, 150 mm (6 in) HE (high-explosive) rockets or 180 mm (7.2 in) HE anti-ship rockets. Due to the lack of complex wiring or fuel plumbing, no guided weapons or drop tanks could be mounted, though.

The kit and its assembly:

Sweden is a prolific whiffing territory, and the Saab 29 offers some interesting options. This highly modified Tunnan, which is actually rather a kitbashing than a mere model kit modification, is/was a submission to the “More or less engines” group build at whatifmodelers.com in summer 2019.

I actually had the idea of a two-engine J29 in the back of my mind for a long time, spawned by a resin conversion set for the Hasegawa B-47 Stratojet kit that came with new intakes and exhaust sections for the four engine pods. The single engine pod parts had been spent a long time ago, but the twin engine parts were still waiting for a good use. Could the exhaust fit under/into a Tunnan…?

I even had a Matchbox J29 stashed away for this experiment long ago, as well as some donor parts like the wings, and the GB eventually offered the right motivation to put those things together that no one would expect to work.

So I pulled out all the stuff and started – a rather straightforward affair. Work started with the fuselage, which was, together with the (very nice) cockpit assembled OOB at first, the nose filled with as much lead as possible and with the lower rear section cut away, so the B-47 resin jet nozzles would end up at the same position as the original RM2B exhaust. Due to the pen nib fairing between them, though, the profile of the modified tail became (visually) more massive, and I had to fill some gaps under the tail boom (with styrene sheet and putty). The twin engines also turned out to be wider than expected – I had hoped for straight flanks, but the fuselage shape ended up with considerable bulges behind the landing gear wells. These were created with parts from drop tank halves and blended into the rest of the lower hill with PSR work. In the same wake the area under the fin was sculpted and re-created, too.

At that point it became clear that I had to do more on the fuselage, esp. the front end, in order to keep the aircraft visually balance. A convenient solution became an F-100 air intake, which I grafted onto the nose instead of the original circular and round-lipped orifice – with its sharp lip the Super Sabre piece was even a plausible change! The fuselage shapes and diameters differed considerably, though, more PSR became necessary.

Next came the wings: I had already set apart a pair of trapezoid wings with a 45° sweep angle – these were left over from a PM Model Ta 183 conversion some time ago. With their odd shape and size they were a perfect match for my project, even more so due to the fact that I could keep the original J29 wing attachment points, I just had to shorten and modify the trailing edge area on the fuselage. The result was very conclusive.

With the new nose and the wings in place, the overall proportions became clearer: still tail-heavy, but not unpleasant. At this time I was also certain that I had to modify the tail surfaces. The fin was too small and did not have enough sweep for the overall look, and the stabilizer, with its thick profile, rounded edges and the single, continuous rudder did not look supersonic at all. What followed was a long search in the donor banks for suitable replacements, and I eventually came up with a MiG-15 fin (Hobby Boss) which was later clipped at the top for a less recognizable profile. The stabilizers were more challenging, though. My solution eventually became a pair of modified stabilizers from a Matchbox Buccaneer(!), attached to the MiG-15 fin.

The design problems did not stop here, though: the landing gear caused some more headaches. I wanted to keep the OOB parts, but especially the main legs would leave the aircraft with a very goofy look through a short wheelbase and a rear axis position too much forward. In an attempt to save the situation I attached swing arms to the OOB struts, moving the axis maybe 5mm backwards and widening the track by 2mm at the same time. Not much in total, but it helped (a little, even though the aircraft is still very tail-heavy)

As a final addition – since the original, wing-mounted pitots of the J29 were gone now and would not go well with the wing-switching idea – I gave the P29G a large, nose-mounted pitot and sensor boom, placed on top of the nose. This part come, like the air intake, from an F-100.

Painting and markings:

I tend to be conservative when it comes to liveries for what-if models, and the P29G is no exception. At first, I thought that this build could become an operational supersonic daylight interceptor (the J29G), so that I could give the model full military markings and maybe a camouflage paint scheme. However, this idea would not work: the potential real life window for such an aircraft, based on the Saab 29, would be very narrow. And aircraft development in the late Fifties made quantum leaps within a very short period of time: While the J29A entered service, work on the Mach 2 Saab 35 was already underway – nobody would have accepted (or needed) a Mach 1 fighter, based on late Forties technology, at that time anymore, and there was the all-weather Saab J32B around, too. The update program with new wings and a more powerful afterburner engine was all that could be done to exploit the Tunnan’s potential, resulting in the (real world’s) J29E and F variants.

I eventually decided that the J29G would only be a prototype/research aircraft, consequently called P29G, and through this decision I became more or less settled upon a NMF finish with some colorful markings. Consequently, the model was painted with various shades of metal colors, primarily Polished Aluminum Metallizer from Humbrol, but also with Humbrol 191 and Matt Aluminum Metallizer as well as ModelMaster Steel Metallizer. Around the exhaust section, I also used Revell 91 (Iron) and ModelMaster Exhaust Metallizer. Some single panels and details were painted with Revell 99 (Aluminum), and I also used generic decal material in silver to simulate some smaller access panels. Grey decal sheet was used to simulate covers for the cannon nozzles.

The cockpit interior was painted, according to Saab 29 standard, in a dark greenish-grey (Revell 67), and bluish grey was used inside of the landing gear wells (Revell 57). The pitot boom received black and white stripes.

For markings I let myself get inspired from the real world Saab 29 and 32 prototypes, which were all marked with a colored “U” tactical code on the fin and also on the front fuselage, simply meaning “Utverding” (= “Test”). I found four red decals, and I also gave the aircraft a yellow cheatline, lent from an Airfix F-86D decal sheet. The Swedish roundels come from a generic aftermarket sheet, most stencils were taken from the Revell OOB sheet and a Printscale J29 sheet.

Before the model was sealed with semi-gloss acrylic varnish from Italeri, some grinded graphite was rubbed onto the rear fuselage, adding a metallic shine and simulating exhaust stains.

A thorough conversion – this has rather evolved into a kitbashing than just a kit conversion: not much from the original Matchbox J29 has been left over. But I like the outcome, even though things developed gradually from the simple idea of changing the number of engines on the Tunnan. One thing led to another. The resulting aircraft looks quite plausible, even though I am not totally happy with the landing gear, which appears to be rather far forward, despite surgical measures to mend the situation. The Ta 183 wings are a very good match, though, and I cannot help but recognize a certain French look, maybe due to the cruciform tail and the oval air intake? The P29G could also, with Argentinian marking, have become a revised version of the FMA Pulqui II?