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I photographed these showy blossoms yesterday at the San Diego Botanic Garden in Encinitas, California. I was taught long ago, before I started working with off camera flash, to look for side lit or backlit subjects against a dark or shaded background, so this is natural light.
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Some Background:
The Lockheed F-94 Starfire was a first-generation jet aircraft of the United States Air Force. It was developed from the twin-seat Lockheed T-33 Shooting Star in the late 1940s as an all-weather, day/night interceptor.
The aircraft reached operational service in May 1950 with Air Defense Command, replacing the propeller-driven North American F-82 Twin Mustang in the all-weather interceptor role. The F-94 was the first operational USAF fighter equipped with an afterburner and was the first jet-powered all-weather fighter to enter combat during the Korean War in January 1953.
The initial production model was the F-94A, which entered operational service in May 1950. Its armament consisted of four 0.50 in (12.7 mm) M3 Browning machine guns mounted in the fuselage with the muzzles exiting under the radome. Two 165 US Gallon (1,204 litre) drop tanks, as carried by the F-80 and T-33, were carried on the wingtips. Alternatively, these could be replaced by a pair of 1,000 lb (454 kg) bombs under the wings, giving the aircraft a secondary fighter bomber capability. 109 were produced.
The subsequent F-94B, which entered service in January 1951, was outwardly virtually identical to the F-94A. The Allison J33 turbojet had a number of modifications made, though, which made it a very reliable engine. The pilot was provided with a more roomy cockpit and the canopy was replaced by a canopy with a bow frame in the center between the two crew members, as well as a new Instrument Landing System (ILS). 356 of these were built.
The following F-94C was extensively modified and initially designated F-97, but it was ultimately decided to treat it as a new version of the F-94. USAF interest was lukewarm, since aircraft technology developed at a fast pace in the Fifties, so Lockheed funded development themselves, converting two F-94B airframes to YF-94C prototypes for evaluation.
To improve performance, a completely new, much thinner wing was fitted, along with a swept tail surface. The J33 engine was replaced with a more powerful Pratt & Whitney J48, a license-built version of the afterburning Rolls-Royce Tay, which produced a dry thrust of 6,350 pounds-force (28.2 kN) and approximately 8,750 pounds-force (38.9 kN) with afterburning.
The fire control system was upgraded to the Hughes E-5 with an AN/APG-40 radar in a modified nose with an enlarged radome. The guns were removed and replaced with an all-rocket armament, which was – at that time – regarded as more effective against high-flying, subsonic bomber formations. The internal armament consisted of four flip-up panels in a ring around the nose, each containing six rockets. External pods on the wings augmented the offensive ordnance to 48 projectiles. Operational service began with six squadrons by May 1954.
According to test pilot Tony LeVier, the F-94C was capable of supersonic flight, but Lockheed felt that the straight wing limited the airframe's potential, esp. with the uprated engine. Besides, the earlier F-94 variants already saw the end of their relatively brief operational life, already being replaced in the mid-1950s by the Northrop F-89 Scorpion and North American F-86D Sabre interceptor aircraft in front-line service and relegated to National Guard service. Therefore, Lockheed launched another update program for the F-94 in 1953, again as a private venture.
The resulting F-94E (the F-94D was a proposed fighter bomber variant which made it to prototype staus) was another, evolutionary modification of the basic concept, which, in the meantime, had almost nothing left in common with its F-80/T-33 ancestry.
It was based on the F-94C, most obvious change was the introduction of swept wings for supersonic capability in level flight. This change also necessitated other aerodynamic adjustments, including a new, deeper fin with increased area and a modified landing gear that would better cope with the increased AUW.
Under the hood, the F-94E was constructed around the new Hughes MG-3 fire control system, similar to the early F-102, but kept the AN/APG-40, even though it was coupled with an enlarged antenna. The respective new radome now covered the complete nose cross section. Furthermore, the F-94 E introduced innovations like a Texas Instruments infrared search/tracking system (IRST), which allowed passive tracking of heat emissions, mounted in a canoe fairing under the nose, passive radar warning receivers, transponders as well as backup artificial horizons.
With this improved equipment the interceptor was now able to deploy semi-active radar homing GAR-1s and/or infrared GAR-2s (later re-designated AIM-4A/B Falcon), operating at day and night as well as under harsh weather conditions.
All missiles were carried externally on underwing pylons. Beside the original main wet hardpoints outside the landing gear (typically a pair of 165 US Gallon (1,204 litre) drop tank, that were carried on the wing tips on the former versions), two additional pairs of lighter pylons were added under the wing roots and the outer wings.
Typically, a pair of SARH- and IR-guided AIM-4s were carried, one per pylon, plus a pair of drop tanks. Alternatively, the F-94E could carry up to 4.000 lb (1,816 kg) of ordnance, including up to six streamlined pods, each holding nineteen 2 ¾” in (70 mm) Mk 4/Mk 40 Folding-Fin Aerial Rockets. Any internal armament was deleted.
The F-94E's new wings allowed a top speed of 687mph at sea level and a top speed of 693 mph (1,115 km/h) at height – compared with the F-94C’s 640 mph (556 kn, 1,030 km/h) a rather mild improvement. But the enlarged wing area resulted in a considerably improved rate of climb as well as good maneuverability at height. The F-94E's performance was overall on par with the F-86D, with the benefit of a second crew member, while its weapon capability was comparable with the much bigger (but slower) F-89.
Both of these types were already introduced, so the Air Force's interest was, once more, less than enthusiastic. Eventually the F-94's proven resilience to harsh climate conditions, esp. in the Far North, earned Lockheed in 1955 a production contract for 72 F-94Es for interceptor squadrons based in Alaska, New Foundland, Greenland and Iceland.
These production machines arrived to the Northern theatre of operations in summer 1956 and featured an improved weapon capability: on the wet wing hardpoints, a pair of MB-1 Genie (formerly known as ‘Ding Dong’ missile, later re-coded AIR-2) nuclear unguided rockets could be carried.
For the missile pylons under the wing roots, twin launch rails were introduced so that the F-94E could theoretically carry a total of up to eight AIM-4 missiles, even though the wet pylons were typically occupied with the drop tanks and only two pairs of AIM-4A and B were carried under the wing roots. The J48 engine was slightly uprated, too: the F-94E’s P-9 variant delivered now 6,650 lbf (29.5 kN) dry thrust and 10,640 lbf (47.3 kN) at full afterburner.
Keflavik Airport, Iceland, although controlled by Military Air Transport Service (MATS), was the first base to be equipped with F-94Es as part of the 82d Fighter-Interceptor Squadron in early 1957, where the machines replaced F-94Bs and F-89Cs.
The type was popular among the crews, because it coupled a relatively high agility (compared with the F-89 Scorpion) with the psychological benefit of a two men crew, not to be underestimated during operations in the Far North as well as over open water.
The F-94's career didn't last long, though, the aircraft soon became outdated. The last F-94E was already retired from USAF front-line service in November 1962, only three years after the last F-94C Starfires were phased out of ANG service. Eventually, the fighters were replaced by the F-101, F-102 and the F-106.
General characteristics:
Crew: 2
Length: 44 ft 11 in (13.71 m)
Wingspan: 39 ft 10 in (12.16 m)
Height: 14 ft 6 in (4.43 m)
Wing area: 313.4 sq ft (29.11 m²)
Empty weight: 12,708 lb (5,764 kg)
Loaded weight: 18,300 lb (8,300 kg)
Max. takeoff weight: 24,184 lb (10,970 kg)
Powerplant:
1× Pratt & Whitney J48-P-9 turbojet, rated at 6,650 lbf (29.5 kN) dry thrust
and 10,640 lbf (47.3 kN) at full afterburner.
Performance:
Maximum speed: 693 mph (1,115 km/h) at height and in level flight
Range: 805 mi (700 nmi, 1,300 km) in combat configuration with four AAMs and two drop tanks
Ferry range: 1,275 mi (1,100 nmi, 2,050 km)
Service ceiling: 51,400 ft (15,670 m)
Rate of climb: 12,150 ft/min (61.7 m/s)
Wing loading: 78.6 lb/ft² (384 kg/m²)
Thrust/weight: 0.48
Armament:
Six underwing pylons for a mix of AIM-4 Falcon AAMs (IR- and SARH-guided),
pods with unguided 19× 2.75” (70 mm) Mk 4/Mk 40 Folding-Fin Aerial Rockets,
a pair of 165 gal. drop tanks or a pair of unguided nuclear MB-1 Genie air-to-air missiles
The kit and its assembly:
Another entry for the Cold War GB at whatifmodelers.com. This build was originally inspired by profiles of a P-80/F-86 hybrid, and respective kitbashings from other modelers. An elegant, though fictional, aircraft! Nevertheless, I wanted to build one, too, and take the original idea a step further. So I chose the F-94 as an ingredient for the kit mix – a rather overlooked aircraft, and getting hands on a donation kit took some time, since there are not many options.
I wanted to use the F-94C as starting point, which is already considerably different from the F-80/T-33. Adding swept wings (from a Hobby Boss F-86F, with larger “6-3” wings) changed this look even more. So much that I decided to modify the fin, which did not look appropriate anymore.
The fin and the spine’s rear end was replaced with the fin of a Kangnam/Revell Yak-38. In order to unify shapes and make the donation less obvious, the Yak-38 fin’s characteristic, pointed tip was clipped and replaced by a more conventional design, scratched from a piece of 1.5mm styrene sheet. In the wake of this modification, the round elevator tips were clipped, too.
Using the F-94’s landing gear wells as benchmarks, the F-86 wings (which had to be cut off of the Hobby Boss kit’s integral, lower fuselage part) were sanded into shape and simply glued into a proper position.
This worked so well that a completely new and plausible main landing gear installation was created. As a consequence, I used the F-86’s landing gear struts - they are much better detailed than the Emhar F-94C’s parts. The front wheel strut (it’s a single piece) was transplanted too, even though the suspension was switched 180°.
The Emhar F-94C’s cockpit is pretty good (esp. the seats) and were taken OOB. I just covered some gaps in the cockpit walls and under the windscreen with paper tissue, soaked with white glue.
The nose was replaced by a bigger radome, taken from an Armstrong Whitworth Meteor NF.14 (Matchbox kit). Its diameter and shape fit almost perfectly onto the F-94C’s front end, and the result reminds a lot of the EF-94C photo reconnaissance test aircraft! Under the nose, a shallow fairing for the IR sensor was added, and all four air brakes were mounted in open position.
The underwing pylons come from the scrap box (one pair from an Airfix A-1 Skyraider, another from an ESCI Kamow Ka-34 ‘Hokum’ which also provide the launch rails for the ordnance). The drop tanks come probably from an Italeri F-16 (not certain) while the four AIM-4s come from a Hasegawa USAF air-to-air weapons set.
Painting and markings:
This was supposed to become a classic USAF aircraft of the late Fifties, since the F-94 had never been exported. I was actually tempted to add Red Stars, though, because the overall shape has a certain Soviet look to it - esp. the nose, which reminds a lot of the contemporary Yak-25 interceptor?
But the original USAF idea won, with an all-metal finish. In order to brighten things up I chose a squadron that served with the Northeast or Alaskan Air Command, which added orange-red high-viz markings to wings and fuselage.
The NMF sections were primed with a base coat of Revell’s acrylic Aluminum. On top of that, single panels and details were painted with Alu Plate and Steel Metallizer from Modelmaster.
The International Orange markings were created with Humbrol 132, slightly shaded with orange (Humbrol 18).
Part of the nose section and the spine were painted in ADC Grey (FS 16473, Modelmaster), just for some diversity. Cockpit interior and landing gear wells received a coat of US Cockpit Green (Humbrol 226), while the interior of the air brakes was painted in Zinc Primer (Humbrol 81), according to pictures of operational F-94s.
The landing gear struts and the inside of their covers became Aluminum (Humbrol 56). The anti glare panel in front of the cockpit was done with dark olive drab (Humbrol 66), the radome flat black and weathered with wet-in-wet streaks of sand brown.
Operational F-94s show serious weathering on their di-electric noses, so this detail was taken over to the kit. Other weathering with paint, beyond a basic black ink wash and some shading on the orange areas, was not done.
The drop tanks were painted with Steel Metallizer, for a different metallic shade from the fuselage, and the AIM-4’s received a typical outfit in white and bright red with different seeker heads.
Primary decals come from a Heller F-94B kit, which have the benefit of a silver background – even though this does not match 100% with the paint. Squadron markings come from an Xtradecal F-102 sheet, tailored to the kit. Most stencils come from the Emhar OOB sheet, plus some more from the aforementioned F-102 sheet.
After some soot stains around the exhaust were added with graphite, the kit was sealed under a coat of semi-glossy acrylic varnish. The anti glare panel and the radome were kept matt, though.
A pretty result. Mixing parts from a Shooting Star and a Sabre (a Shooting Sabre, perhaps?) results in a very elegant aircraft. And while the F-94 lost much of its original, elegant appeal, the combo still works with this later interceptor variant of the F-80. Very plausible, IMHO.
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Clarksdale, est. 1848, pop. 17,962
full text of marker here
• built as 8-room G.T. Thomas Hospital for African Americans • adaptive reuse as 21-room Riverside Hotel, originally men-only, 1944 • designed by Z.L. "Momma" (Ratliff) Hill, longtime owner & proprietor • Momma Hill took in a young Ike Turner after his widowed mother suffered a nervous breakdown • designed dresses for Turner's background singers, The Ikettes • died, 1997 • son Frank "Rat" Ratliff & wife Joyce took over hotel
• during 70s "Rat" managed Subway Lounge, popular blues joint in Riverside basement • in later years was recipient of Sunfower River Festival's Early Wright Blues Heritage Award, 2003, and Juke Joint Festival's Miss Sarah Award, 2013 • daughter, Zelena "Zee" Ratliff, took over after Frank's death, 2013 -Rat Pack St Louis
• Muddy Waters, Sonny Boy Williamson, Ike Turner & Robert Nighthawk all lived here • hotel is airconditioned, doesn't take credit cards, has no in-room Internet, cable TV, phones or private bathrooms • dressers & bed frames all original • provided comfortable lodging for traveling African American bluesmen who had few choices in mid-century South, and just one in Clarksdale
• now a preferred destination of blues fans • rooms named for Sam Cooke, Pops Staples, John Lee Hooker, Rev. Martin Luther King, Bessie Smith • other notable guests: John F. Kennedy Jr., Blind Boys of Alabama, Duke Ellington, Rev. C. L. Franklin, Howlin' Wolf, Joe May, Peck Curtis, Joe Willie Wilkins, Raymond Hill
• If I put new furniture or change the rooms, it would not appear to be the place the musicians stayed. That’s the way the building was built. It stays like that. If I change it, I might as well close them doors because people want it that way. -Frank Ratliff, Edge Boston
• video: The Riverside Hotel (6:11) • Riverside Hotel, Clarksdale Institution, Celebrates Hospitality and Music -Huffington Post • Sleeping with Muddy Waters -Black Cat Bone & Mojo: Finding the Blues • Frank "Rat" Ratliff obituary • Clarksdale Historic District, National Register 09000763, 2009 • Coahoma County designated part of Mississippi Delta National Heritage Area, 2009
• Clarksdale-born Ike Turner rehearsed his band & recorded demos at the Riverside • their landmark song "Rocket 88" was credited to Jackie Brenston (1930-1979) and his Delta Cats, who were actually Ike Turner's Kings of Rhythm with Turner on piano
• versions of song's origins have Brenston as writer or Ike Turner writing the song with or without Brenston, either at the Riverside Hotel and/or on the road: We started writing the song in the car. By the time we got to Memphis, we was almost finished writing it, and we finished writing it in the studio. It took me 10 or 15 minutes to put the music together. - Ike Turner, We Like Ike, 2001
• produced by Sam Phillips (1923-2003), Memphis Recording Service • released by Chess Records, Chicago, Chess 1458, 03-05-51 • Phillips claimed "Rocket 88" first ever rock 'n roll record • others hold differing opinions • Brenston said song based on 1947 Jimmy Liggins hit, Cadillac Boogie (2:39): If you listen to the two songs, you'll find out they're both basically the same. The words are just changed. • original recording of "Rocket 88" (02:54) • also influenced by Pete Johnson's 1949 Rocket Boogie 88 (2:32), named for newly launched Oldsmobile Rocket 88 automobile
• Ike Turner (1931-2007) bio -Gibson USA • Ike Turner, aka Icky Rennut, Lover Boy, in Wikipedia • The History of Rock 'N' Roll in 25 Songs -Hunter Schwarz, rhombus • The Number One "Rocket 88 -Rock & Roll Hall of Fame
• 26 Sep, 1937, "Empress of the Blues" Bessie Smith (1894-1937), died in Ward 1 of G.T. Thomas Hospital, now Riverside Hotel's Rm 2 • the 5'9"/200 lb. artist's career had been in decline, her popularity having crested c. 1929 • in midst of a comeback, was featured performer in E. S. Winstead's touring tent-show, Broadway Rastus • listen: I'm Wild About that Thing, 1929 (2:50)
• in early AM, she had been en route to a performance in Darling, MS when critically injured in a car crash • 10 mi. N of Clarksdale on Hwy. 61, her old wood-framed Packard collided with a slow-moving truck • at the wheel was her lover, Richard Morgan, ex-bootlegger associated with Al Capone & uncle of jazz musician Lionel Hampton • Morgan uninjured • truck driver fled scene
• white surgeon Dr. Hugh Smith & fishing buddy Henry Broughton soon came upon wreck • Dr. Smith attended Bessie; Broughton set out to call for ambulance • the patient went into shock; Dr. Smith decided to drive her to Clarksdale himself • before he could move the unconscious singer to his parked vehicle, a car crashed into it • driver and passenger injured • an ambulance & a hearse finally arrived, almost simultaneously, one responding to Broughton's call, the other to truck driver's.
• 11 Nov, 1937, Down Beat magazine ran story by John Hammond (1910-1987), crusader for racial equality & Bessie's record producer • claimed she died in Memphis of blood loss after whites-only hospital refused to treat her • no evidence to support story • local ambulance crew would know not to try white hospital: See, they didn’t send no ambulance to get a colored person in those days. Just a hearse so they wouldn’t have to make two trips if the person just happened to die on the way to the hospital. After Bessie died, newspaper up North said she was refused at the white hospital, but that makes no sense. -"Rat" Ratliff (told to John Rogers, 2012)
• African American hearse driver Willie George Miller rushed Bessie Smith to (black) G.T. Thomas Hospital where her arm was amputated • she died, hours later, at 11:30 AM • nevertheless, the counterfactual story blaming Smith's death on racism went viral, reiterated by news & entertainment media, e.g., Edward Albee's 1960 play, The Death of Bessie Smith • the myth continues to circulate
• Dr. Hugh Smith's 1971 eyewitness account of accident, audio (43:01) • video: Blues Legend Bessie Smith's only film appearance, 1929 2-reel short, St. Louis Blues (15:47) — singing begins at 6:49 • The Death of Bessie Smith by Chris Albertson, author of 1972 bio, Bessie • Who Killed Bessie Smith? -American Blues Scene • Chris Albertson interview -Jerry Jazz Musician
• Broadway Rastus, Bessie Smith's last engagement, was vaudeville review created in 1915 by black actor/writer/producer/director Irwin C. Miller (1884-1975) • lead character Rastus "Broadway" King, always scheming to make easy money, played by Miller in blackface • versions of show ran through 1928, occasionally performed for white audiences
• "They proved that that a first-class colored show can get by in the South. The people are good-looking and young, have good wardrobe on and off, and their ability is second to none; in fact the company could give pointers to many attractions that have played the city this season. The show is in two acts and sixteen scenes, all of which is provided with especially-bui)t scenery. A cast of forty people makes up the company, and it includes... Irvin C. Miller himself." -A. Jackson, 1921 review of Broadway Rastus New Orleans performance in Billboard magazine
• Broadway Rastus purchased by Fayetteville, NC producer Emerson Stowe Winstead (1893-1943), owner of Winstead's Mighty Minstrels (1931-1955) • performers from show appeared in 1947 film, Pitch a Boogie Woogie • poster • video: The Making Of... (58:47) — movie begins at 16:22 • list of entertainers who appeared in blackface
• Bessie Smith performed in Winstead's minstrel show in early 30s • returned to star in his fateful 1937 edition of Broadway Rastus • contract said to have been for $700/wk + 5% of gate
• 7000 fans attended Bessie Smith's funeral • though she had been highest paid black enterainer of the day, estranged husband, security guard Jack Gee, said to have allowed grave to go unmarked • in 1970, singer Janis Joplin — who idolized Smith — partnered with an NAACP official to provide a tombstone
• They say Bessie died because no hospital would take her, but that’s not right at all. They brought her here, right here, laid her up in the front room of the hospital. -Frank "Rat" Ratliff (1943 - 2013)
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Marrón con un sol neoespartano en el borde. Muy chévere para el fondo de presentación de powerpoint para la primera lámina.
This texture was created by Dawghouse Design Studio - www.dawghousedesigstudio.com. May be used for your personal and commercial projects. A link back to Dawghouse Design Studio is much appreciated.
Detector hardware. Short Baseline Neutrino Detector (SBND). Building MI-8.
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