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Expecting and nursing mothers require social protection but workers in the informal economy are often not covered. Maternity protection has been a primary concern of the ILO since its creation in 1919. Workplace support for mothers who are breastfeeding has been a basic provision of maternity protection.
The Philippines expanded maternity leave benefits in 2019 to align with international labour standards. The ILO also promoted exclusive breastfeeding in the workplace to advance women’s rights to maternity protection and to improve nutrition security for Filipino children. Know more: www.ilo.org/manila/projects/WCMS_379090/lang--en/index.htm
Photo ©ILO / E. Tuyay
November 2011
Manila, Philippines
This work is licensed under the Creative Commons Attribution-NonCommercial-NoDerivs 3.0 IGO License. To view a copy of this license, visit creativecommons.org/licenses/by-nc-nd/3.0/igo/deed.en_US.
I built this MOC for Andromeda's Gates on Eurobricks. It shows a MANTIS mining base in full swing, there's even some little loader trucks carrying loads of Awesomnium. The building has a full interior as well.
Matthew Mower of the visual media team filming the apex summit during the 2023 National Scout Jamboree at The Summit Bechtel Reserve in Mount Hope, West Virginia. (BSA Photo by Leo He)
**********Beginning of Shooting Data Section**********
20230726-21-18-41--LH date - 7/26/23 time - 21:18:41
A Rodoeste Camo bodied Volvo climbs the ramp to access the rooftop depot parking area in the Madeira capital, Funchal. 28/07/22
Eagle Scout Ay Young performs during the 2023 National Scout Jamboree at The Summit Bechtel Reserve in Mount Hope, West Virginia. (BSA Photo by Leo He)
**********Beginning of Shooting Data Section**********
20230726-21-20-58--LH date - 7/26/23 time - 21:20:58
U.S. Air Force Staff Sgt. Anthony Williamson, a radio maintainer assigned to the 3rd Air Support Operations Squadron, marks his shot target during live-fire sustainment training at Joint Base Elmendorf-Richardson, Alaska, Sept. 28, 2017. During the live-fire training exercise the 3rd ASOS Airmen honed their marksmanship skills and practiced firing from various positions utilizing the M9 pistol and M4 carbine. Williamson is a native of Vista, Calif. (U.S. Air Force photo by Alejandro Peña)
Based off the picture and other doodles. We'll see where it goes.
Blue dots will be hidden under armor chunks, this is boilerplate armor.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
In the late 1970s the Mikoyan OKB began development of a hypersonic high-altitude reconnaissance aircraft. Designated "Izdeliye 301" (also known as 3.01), the machine had an unusual design, combining a tailless layout with variable geometry wings. The two engines fueled by kerosene were located side by side above the rear fuselage, with the single vertical fin raising above them, not unlike the Tu-22 “Blinder” bomber of that time, but also reminiscent of the US-American SR-71 Mach 3 reconnaissance aircraft.
Only few and rather corny information leaked into the West, and the 301 was believed not only to act as a reconnaissance plane , it was also believed to have (nuclear) bombing capabilities. Despite wind tunnel testing with models, no hardware of the 301 was ever produced - aven though the aircraft could have become a basis for a long-range interceptor that would replace by time the PVO's Tupolew Tu-28P (ASCC code "Fiddler"), a large aircraft armed solely with missiles.
Despite limitations, the Tu-28P served well in its role, but the concept of a very fast interceptor aircraft, lingered on, since the Soviet Union had large areas to defend against aerial intruders, esp. from the North and the East. High speed, coupled with long range and the ability to intercept an incoming target at long distances independently from ground guidance had high priority for the Soviet Air Defence Forces. Even though no official requirement was issued, the concept of Izdeliye 301 from the Seventies was eventually developed further into the fixed-wing "Izdeliye 701" ultra-long-range high-altitude interceptor in the 1980ies.
The impulse for this new approach came when Oleg S. Samoylovich joined the Mikoyan OKB after having worked at Suchoi OKB on the T-60S missile carrier project. Similar in overall design to the former 301, the 701 was primarily intended as a kind of successor for the MiG-31 Foxhound for the 21st century, which just had completed flight tests and was about to enter PVO's front line units.
Being based on a long range cruise missile carrier, the 701 would have been a huge plane, featuring a length of 30-31m, a wing span of 19m (featuring a highly swept double delta wing) and having a maximum TOW of 70 tons! Target performance figures included a top speed of 2.500km/h, a cruising speed of 2.100km/h at 17.000m and an effective range of 7.000km in supersonic or 11.000km in subsonic mode. Eventually, the 701 program was mothballed, too, being too ambitious and expensive for a specialized development that could also have been a fighter version of the Tu-22 bomber!
Anyway, while the MiG-31 was successfully introduced in 1979 and had evolved in into a capable long-range interceptor with a top speed of more than Mach 3 (limited to Mach 2.8 in order to protect the aircraft's structural integrity), MiG OKB decided in 1984 to take further action and to develop a next-generation technology demonstrator, knowing that even the formidable "Foxhound" was only an interim solution on the way to a true "Four plus" of even a 6th generation fighter. Other new threats like low-flying cruise missiles, the USAF's "Project Pluto" or the assumed SR-71 Mach 5 successor “Aurora” kept Soviet military officials on the edge of their seats, too.
Main objective was to expand the Foxhound's state-of the-art performance, and coiple it with modern features like aerodynamic instability, supercruise, stealth features and further development potential.
The aircraft's core mission objectives comprised:
- Provide strategic air defense and surveillance in areas not covered by ground-based air defense systems (incl. guidance of other aircraft with less sophisticated avionics)
- Top speed of Mach 3.2 or more in a dash and cruise at Mach 3.0 for prolonged periods
- Long range/high speed interception of airspace intruders of any kind, including low flying cruise missiles, UAVs and helicopters
- Intercept cruise missiles and their launch aircraft from sea level up to 30.000m altitude by reaching missile launch range in the lowest possible time after departing the loiter area
Because funding was scarce and no official GOR had been issued, the project was taken on as a private venture. The new project was internally known as "Izdeliye 710" or "71.0". It was based on both 301 and 701 layout ideas and the wind tunnel experiences with their unusual layouts, as well as Oleg Samoylovich's experience with the Suchoi T-4 Mach 3 bomber project and the T-60S.
"Izdeliye 710" was from the start intended only as a proof-of-concept prototype, yet fully functional. It would also incorporate new technologies like heat-resistant ceramics against kinetic heating at prolonged high speeds (the airframe had to resist temperatures of 300°C/570°F and more for considerable periods), but with potential for future development into a full-fledged interceptor, penetrator and reconnaissance aircraft.
Overall, “Izdeliye 710" looked like a shrinked version of a mix of both former MiG OKB 301 and 701 designs, limited to the MiG-31's weight class of about 40 tons TOW. Compared with the former designs, the airframe received an aerodynamically more refined, partly blended, slender fuselage that also incorporated mild stealth features like a “clean” underside, softened contours and partly shielded air intakes. Structurally, the airframe's speed limit was set at Mach 3.8.
From the earlier 301 design,the plane retained the variable geometry wing. Despite the system's complexity and weight, this solution was deemed to be the best approach for a combination of a high continuous top speed, extended loiter time in the mission’s patrol areas and good performance on improvised airfields. Minimum sweep was a mere 10°, while, fully swept at 68°, the wings blended into the LERXes. Additional lift was created through the fuselage shape itself, so that aerodynamic surfaces and therefore drag could be reduced.
Pilot and radar operator sat in tandem under a common canopy with rather limited sight. The cockpit was equipped with a modern glass cockpit with LCD screens. The aircraft’s two engines were, again, placed in a large, mutual nacelle on the upper rear fuselage, fed by large air intakes with two-dimensional vertical ramps and a carefully modulated airflow over the aircraft’s dorsal area.
Initially, the 71.0 was to be powered by a pair of Soloviev D-30F6 afterburning turbofans with a dry thrust of 93 kN (20,900 lbf) each, and with 152 kN (34,172 lbf) with full afterburner. These were the same engines that powered the MiG-31, but there were high hopes for the Kolesov NK-101 engine: a variable bypass engine with a maximum thrust in the 200kN range, at the time of the 71.0's design undergoing bench tests and originally developed for the advanced Suchoj T-4MS strike aircraft.
With the D-30F6, the 71.0 was expected to reach Mach 3.2 (making the aircraft capable of effectively intercepting the SR-71), but the NK-101 would offer in pure jet mode a top speed in excess of Mach 3.5 and also improve range and especially loiter time when running as a subsonic turbofan engine.
A single fin with an all-moving top and an additional deep rudder at its base was placed on top of the engine nacelle. Additional maneuverability at lower speed was achieved by retractable, all-moving foreplanes, stowed in narrow slits under the cockpit. Longitudinal stability at high speed was improved through deflectable stabilizers: these were kept horizontal for take-off and added to the overall lift, but they could be folded down by up to 60° in flight, acting additionally as stabilizer strakes.
Due to the aircraft’s slender shape and unique proportions, the 71.0 quickly received the unofficial nickname "жура́вль" (‘Zhurávl' = Crane). The aircaft’s stalky impression was emphasized even more through its unusual landing gear arrangement: Due to the limited internal space for the main landing gear wells between the weapons bay, the wing folding mechanisms and the engine nacelle, MiG OKB decided to incorporate a bicycle landing gear, normally a trademark of Yakovlew OKB designs, but a conventional landing gear could simply not be mounted, or its construction would have become much too heavy and complex.
In order to facilitate operations from improvised airfields and on snow the landing gear featured twin front wheels on a conventional strut and a single four wheel bogie as main wheels. Smaller, single stabilizer wheels were mounted on outriggers that retracted into slender fairings at the wings’ fixed section trailing edge, reminiscent of early Tupolev designs.
All standard air-to-air weaponry, as well as fuel, was to be carried internally. Main armament would be the K-100 missile (in service eventually designated R-100), stored in a large weapons bay behind the cockpit on a rotary mount. The K-100 had been under development at that time at NPO Novator, internally coded ‘Izdeliye 172’. The K-100 missile was an impressive weapon, and specifically designed to attack vital and heavily defended aerial targets like NATO’s AWACS aircraft at BVR distance.
Being 15’ (4.57 m) long and weighing 1.370 lb (620 kg), this huge ultra-long-range weapon had a maximum range of 250 mi (400 km) in a cruise/glide profile and attained a speed of Mach 6 with its solid rocket engine. This range could be boosted even further with a pair of jettisonable ramjets in tubular pods on the missile’s flanks for another 60 mi (100 km). The missile could attack targets ranging in altitude between 15 – 25,000 meters.
The weapon would initially be allocated to a specified target through the launch aircraft’s on-board radar and sent via inertial guidance into the target’s direction. Closing in, the K-100’s Agat 9B-1388 active seeker would identify the target, lock on, and independently attack it, also in coordination with other K-100’s shot at the same target, so that the attack would be coordinated in time and approach directions in order to overload defense and ensure a hit.
The 71.0’s internal mount could hold four of these large missiles, or, alternatively, the same number of the MiG-31’s R-33 AAMs. The mount also had a slot for the storage of additional mid- and short-range missiles for self-defense, e .g. three R-60 or two R-73 AAMs. An internal gun was not considered to be necessary, since the 71.0 or potential derivatives would fight their targets at very long distances and rather rely on a "hit-and-run" tactic, sacrificing dogfight capabilities for long loitering time in stand-by mode, high approach speed and outstanding acceleration and altitude performance.
Anyway, provisions were made to carry a Gsh-301-250 gun pod on a retractable hardpoint in the weapons bay instead of a K-100. Alternatively, such pods could be carried externally on four optional wing root pylons, which were primarily intended for PTB-1500 or PTB-3000 drop tanks, or further missiles - theoretically, a maximum of ten K-100 missiles could be carried, plus a pair of short-range AAMs.
Additionally, a "buddy-to-buffy" IFR set with a retractable drogue (probably the same system as used on the Su-24) was tested (71.2 was outfitted with a retractable refuelling probe in front of the cockpit), as well as the carriage of simple iron bombs or nuclear stores, to be delivered from very high altitudes. Several pallets with cameras and sensors (e .g. a high resolution SLAR) were also envisioned, which could easily replace the missile mounts and the folding weapon bay covers for recce missions.
Since there had been little official support for the project, work on the 710 up to the hardware stage made only little progress, since the MiG-31 already filled the long-range interceptor role in a sufficient fashion and offered further development potential.
A wooden mockup of the cockpit section was presented to PVO and VVS officials in 1989, and airframe work (including tests with composite materials on structural parts, including ceramic tiles for leading edges) were undertaken throughout 1990 and 1991, including test rigs for the engine nacelle and the swing wing mechanism.
Eventually, the collapse of the Soviet Union in 1991 suddenly stopped most of the project work, after two prototype airframes had been completed. Their internal designations were Izdeliye 71.1 and 71.2, respectively. It took a while until the political situation as well as the ex-Soviet Air Force’s status were settled, and work on Izdeliye 710 resumed at a slow pace.
After taking two years to be completed, 71.1 eventually made its roll-out and maiden flight in summer 1994, just when MiG-31 production had ended. MiG OKB still had high hopes in this aircraft, since the MiG-31 would have to be replaced in the next couple of years and "Izdeliye 710" was just in time for the potential procurement process. The first prototype wore a striking all-white livery, with dark grey ceramic tiles on the wings’ leading edges standing out prominently – in this guise and with its futuristic lines the slender aircraft reminded a lot of the American Space Shuttle.
71.1 was primarily intended for engine and flight tests (esp. for the eagerly awaited NK-101 engines), as well as for the development of the envisioned ramjet propulsion system for full-scale production and further development of Izdeliye 710 into a Mach 3+ interceptor. No mission avionics were initially fitted to this plane, but it carried a comprehensive test equipment suite and ballast.
Its sister ship 71.2 flew for the first time in late 1994, wearing a more unpretentious grey/bare metal livery. This plane was earmarked for avionics development and weapons integration, especially as a test bed for the K-100 missile, which shared Izdeliye 710’s fate of being a leftover Soviet project with an uncertain future and an even more corny funding outlook.
Anyway, aircraft 71.2 was from the start equipped with a complete RP-31 ('Zaslon-M') weapon control system, which had been under development at that time as an upgrade for the Russian MiG-31 fleet being part of the radar’s development program secured financial support from the government and allowed the flight tests to continue. The RP-31 possessed a maximum detection range of 400 km (250 mi) against airliner-sized targets at high altitude or 200 km against fighter-sized targets; the typical width of detection along the front was given as 225 km. The system could track 24 airborne targets at one time at a range of 120 km, 6 of which could be simultaneously attacked with missiles.
With these capabilities the RP-31 suite could, coupled with an appropriate carrier airframe, fulfil the originally intended airspace control function and would render a dedicated and highly vulnerable airspace control aircraft (like the Beriev A-50 derivative of the Il-76 transport) more or less obsolete. A group of four aircraft equipped with the 'Zaslon-M' suite would be able to permanently control an area of airspace across a total length of 800–900 km, while having ultra-long range weapons at hand to counter any intrusion into airspace with a quicker reaction time than any ground-based fighter on QRA duty. The 71.0, outfitted with the RP-31/K-100 system, would have posed a serious threat to any aggressor.
In March 1995 both prototypes were eventually transferred to the Kerchenskaya Guards Air Base at Savasleyka in the Oblast Vladimir, 300 km east of Mocsow, where they received tactical codes of '11 Blue' and '12 Blue'. Besides the basic test program and the RP-31/K-100 system tests, both machines were directly evaluated against the MiG-31 and Su-27 fighters by the Air Force's 4th TsBPi PLS, based at the same site.
Both aircraft exceeded expectations, but also fell short in certain aspects. The 71.0’s calculated top speed of Mach 3.2 was achieved during the tests with a top speed of 3,394 km/h (2.108 mph) at 21,000 m (69.000 ft). Top speed at sea level was confirmed at 1.200 km/h (745 mph) indicated airspeed.
Combat radius with full weapon load and internal fuel only was limited to 1,450 km (900 mi) at Mach 0.8 and at an altitude of 10,000 m (33,000 ft), though, and it sank to a mere 720 km (450 mi) at Mach 2.35 and at an altitude of 18,000 m (59,000 ft). Combat range with 4x K-100 internally and 2 drop tanks was settled at 3,000 km (1,860 mi), rising to 5,400 km (3,360 mi) with one in-flight refueling, tested with the 71.2. Endurance at altitude was only slightly above 3 hours, though. Service ceiling was 22,800 m (74,680 ft), 2.000 m higher than the MiG-31.
While these figures were impressive, Soviet officials were not truly convinced: they did not show a significant improvement over the simpler MiG-31. MiG OKB tried to persuade the government into more flight tests and begged for access to the NK-101, but the Soviet Union's collapse halted this project, too, so that both Izdeliye 710 had to keep the Soloviev D-30F6.
Little is known about the Izdeliye 710 project’s progress or further developments. The initial tests lasted until at least 1997, and obviously the updated MiG-31M received official favor instead of a completely new aircraft. The K-100 was also dropped, since the R-33 missile and later its R-37 derivative sufficiently performed in the long-range aerial strike role.
Development on the aircraft as such seemed to have stopped with the advent of modernized Su-27 derivatives and the PAK FA project, resulting in the Suchoi T-50 prototype. Unconfirmed reports suggest that one of the prototypes (probably 71.1) was used in the development of the N014 Pulse-Doppler radar with a passive electronically scanned array antenna in the wake of the MFI program. The N014 was designed with a range of 420 km, detection target of 250km to 1m and able to track 40 targets while able to shoot against 20.
Most interestingly, Izdeliye 710 was never officially presented to the public, but NATO became aware of its development through satellite pictures in the early Nineties and the aircraft consequently received the ASCC reporting codename "Fastback".
Until today, only the two prototypes have been known to exist, and it is assumed – had the type entered service – that the long-range fighter had received the official designation "MiG-41".
General characteristics:
Crew: 2 (Pilot, weapon system officer)
Length (incl. pitot): 93 ft 10 in (28.66 m)
Wingspan:
- minimum 10° sweep: 69 ft 4 in (21.16 m)
- maximum 68° sweep: 48 ft 9 in (14,88 m)
Height: 23 ft 1 1/2 in (7,06 m )
Wing area: 1008.9 ft² (90.8 m²)
Weight: 88.151 lbs (39.986 kg)
Performance:
Maximum speed:
- Mach 3.2 (2.050 mph (3.300 km/h) at height
- 995 mph (1.600 km/h) supercruise speed at 36,000 ft (11,000 m)
- 915 mph (1.470 km/h) at sea level
Range: 3.705 miles (5.955 km) with internal fuel
Service ceiling: 75.000 ft (22.500 m)
Rate of climb: 31.000 ft/min (155 m/s)
Engine:
2x Soloviev D-30F6 afterburning turbofans with a dry thrust of 93 kN (20,900 lbf) each
and with 152 kN (34,172 lbf) with full afterburner.
Armament:
Internal weapons bay, main armament comprises a flexible missile load; basic ordnance of 4x K-100 ultra long range AAMs plus 2x R-73 short-range AAMs: other types like the R-27, R-33, R-60 and R-77 have been carried and tested, too, as well as podded guns on internal and external mounts. Alternatively, the weapon bay can hold various sensor pallets.
Four hardpoints under the wing roots, the outer pair “wet” for drop tanks of up to 3.000 l capacity, ECM pods or a buddy-buddy refueling drogue system. Maximum payload mass is 9000 kg.
The kit and its assembly
The second entry for the 2017 “Soviet” Group Build at whatifmodelers.com – a true Frankenstein creation, based on the scarce information about the real (but never realized) MiG 301 and 701 projects, the Suchoj T-60S, as well as some vague design sketches you can find online and in literature.
This one had been on my project list for years and I already had donor kits stashed away – but the sheer size (where will I leave it once done…?) and potential complexity kept me from tackling it.
The whole thing was an ambitious project and just the unique layout with a massive engine nacelle on top of the slender fuselage instead of an all-in-one design makes these aircraft an interesting topic to build. The GB was a good motivator.
“My” fictional interpretation of the MiG concepts is mainly based on a Dragon B-1B in 1:144 scale (fuselage, wings), a PM Model Su-15 two seater (donating the nose section and the cockpit, as well as wing parts for the fin) and a Kangnam MiG-31 (for the engine pod and some small parts). Another major ingredient is a pair of horizontal stabilizers from a 1:72 Hasegawa A-5 Vigilante.
Fitting the cockpit section took some major surgery and even more putty to blend the parts smoothly together. Another major surgical area was the tail; the "engine box" came to be rather straightforward, using the complete rear fuselage section from the MiG-31 and adding the intakes form the same kit, but mounted horizontally with a vertical splitter.
Blending the thing to the cut-away tail section of the B-1 was quite a task, though, since I not only wanted to add the element to the fuselage, but rather make it look a bit 'organic'. More than putty was necessary, I also had to made some cuts and transplantations. And after six PSR rounds I stopped counting…
The landing gear was built from scratch – the front wheel comes mostly from the MiG-31 kit. The central bogie and its massive leg come from a VEB Plasticart 1:100 Tu-20/95 bomber, plus some additional struts. The outriggers are leftover landing gear struts from a Hobby Boss Fw 190, mated with wheels which I believe come from a 1:200 VEB Plasticart kit, an An-24. Not certain, though. The fairings are slender MiG-21 drop tanks blended into the wing training edge. For the whole landing gear, the covers were improvised with styrene sheet, parts from a plastic straw(!) or leftover bits from the B-1B.
The main landing gear well was well as the weapons’ bay themselves were cut into the B-1B underside and an interior scratched from sheet and various leftover materials – I tried to maximize their space while still leaving enough room for the B-1B kit’s internal VG mechanism.
The large missiles (two were visible fitted and the rotary launcher just visibly hinted at) are, in fact, AGM-78 ‘Standard’ ARMs in a fantasy guise. They look pretty Soviet, though, like big brothers of the already not small R-33 missiles from the MiG-31.
While not in the focus of attention, the cockpit interior is completely new, too – OOB, the Su-15 cockpit only has a floor and rather stubby seats, under a massive single piece canopy. On top of the front wheel well (from a Hasegawa F-4) I added a new floor and added side consoles, scratched from styrene sheet. F-4 dashboards improve the decoration, and I added a pair of Soviet election seats from the scrap box – IIRC left over from two KP MiG-19 kits.
The canopy was taken OOB, I just cut it into five parts for open display. The material’s thickness does not look too bad on this aircraft – after all, it would need a rather sturdy construction when flying at Mach 3+ and withstanding the respective pressures and temperatures.
Painting
As a pure whif, I was free to use a weirdo design - but I rejected this idea quickly. I did not want a garish splinter scheme or a bright “Greenbottle Fly” Su-27 finish.
With the strange layout of the aircraft, the prototype idea was soon settled – and Soviet prototypes tend to look very utilitarian and lusterless, might even be left in grey. Consequently, I adapted a kind of bare look for this one, inspired by the rather shaggy Soviet Tu-22 “Blinder” bombers which carried a mix of bare metal and white and grey panels. With additional black leading edges on the aerodynamic surfaces, this would create a special/provisional but still purposeful look.
For the painting, I used a mix of several metallizer tones from ModelMaster and Humbrol (including Steel, Magnesium, Titanium, as well as matt and polished aluminum, and some Gun Metal and Exhaust around the engine nozzles, partly mixed with a bit of blue) and opaque tones (Humbrol 147 and 127). The “scheme” evolved panel-wise and step by step. The black leading edges were an interim addition, coming as things evolved, and they were painted first with black acrylic paint as a rough foundation and later trimmed with generic black decal stripes (from TL Modellbau). A very convenient and clean solution!
The radomes on nose and tail and other di-electric panels became dark grey (Humbrol 125). The cockpit tub was painted with Soviet Cockpit Teal (from ModelMaster), while the cockpit opening and canopy frames were kept in a more modest medium grey (Revell 57). On the outside of the cabin windows, a fat, deep yellow sealant frame (Humbrol 93, actually “Sand”) was added.
The weapon bay was painted in a yellow-ish primer tone (seen on pics of Tu-160 bombers) while the landing gear wells received a mix of gold and sand; the struts were painted in a mixed color, too, made of Humbrol 56 (Aluminum) and 34 (Flat White). The green wheel discs (Humbrol 131), a typical Soviet detail, stand out well from the rather subdued but not boring aircraft, and they make a nice contrast to the red Stars and the blue tactical code – the only major markings, besides a pair of MiG OKB logos under the cockpit.
Decals were puzzled together from various sheets, and I also added a lot of stencils for a more technical look. In order to enhance the prototype look further I added some photo calibration markings on the nose and the tail, made from scratch.
A massive kitbashing project that I had pushed away for years - but I am happy that I finally tackled it, and the result looks spectacular. The "Firefox" similarity was not intended, but this beast really looks like a movie prop - and who knwos if the Firefox was not inspired by the same projects (the MiG 301 and 701) as my kitbash model?
The background info is a bit lengthy, but there's some good background info concerning the aforementioned projects, and this aircraft - as a weapon system - would have played a very special and complex role, so a lot of explanations are worthwhile - also in order to emphasize that I di not simply try to glue some model parts together, but rather try to spin real world ideas further.
Mighty bird!
Carnage handstyle series 2 featuring the works of Baser now available at
carnagenyc.bigcartel.com
Don't sleep..get some!!!
During the Charlie Base Camp Bash during the 2023 National Scout Jamboree at The Summit Bechtel Reserve in Mount Hope, West Virginia. (BSA Photo by Tom Copeland)
**********Beginning of Shooting Data Section**********
20230724-21-50-57-86-TC date - 7/24/23 time - 9:50:57 PM
List of the tallest towers.
1 Burj Dubai 2,684 feet 818 m 2009 Skyscraper
2 Warsaw Radio Mast 2,121 feet 646.4 m 1974 Guyed mast
3 KVLY/KTHI TV Mast 2,063 feet 628.8 m 1963 Guyed mast
4 KXJB-TV mast 2,060 feet 627.8 m 1998 Guyed mast
5 KXTV/KOVR Tower 2,049 feet 624.5 m 2000 Guyed mast UHF/VHF-transmission U.S. Walnut Grove, California Tallest structure in California
6 KATV Tower 2,000 feet 609.6 m 1965?1967? Guyed mast UHF/VHF-transmission U.S. Redfield, Arkansas
7 KCAU TV Tower 2,000 feet 609.6 m 1965 Guyed mast UHF/VHF-transmission U.S. Sioux City, Iowa
8 WECT TV6 Tower 2,000 feet 609.6 m 1969 Guyed mast UHF/VHF-transmission U.S. Colly Township, North Carolina
9 WHO-TV, KDIN-TV,WOI-FM Tower 2,000 feet 609.6 m 1972 Guyed mast VHF-TV, FM radio transmission U.S. Alleman, Iowa
10 Des Moines Hearst-Argyle Television Tower Alleman 2,000 feet 609.6 m 1974 Guyed mast UHF/VHF-transmission U.S. Alleman, Iowa
11 WEAU-Tower 2,000 feet 609.6 m 1981 Guyed mast UHF/VHF-transmission U.S. Fairchild, Wisconsin
12 Diversified Communications Tower 2,000 feet 609.6 m 1981 Guyed mast UHF/VHF-transmission U.S. Floyd Dale, South Carolina
13 AFLAC Tower 2,000 feet 609.6 m 1984 Guyed mast UHF/VHF-transmission U.S. Rowley, Iowa
14 WBTV-Tower 2,000 feet 609.6 m 1984 Guyed mast UHF/VHF-transmission U.S. Dallas, North Carolina
15 Hearst-Argyle Tower 2,000 feet 609.6 m 1985 Guyed mast UHF/VHF-transmission U.S. Walnut Grove, California
16 WTTO Tower 2,000 feet 609.6 m 1986 Guyed mast UHF/VHF-transmission U.S. Windham Springs, Alabama
17 WCSC-Tower 2,000 feet 609.6 m 1986 Guyed mast UHF/VHF-transmission U.S. Awendaw, South Carolina
18 KTVE-Tower 2,000 feet 609.6 m 1987 Guyed mast UHF/VHF-transmission U.S. Bolding, Arkansas
19 WCTV Tower 2,000 feet 609.6 m 1987 Guyed mast UHF/VHF-transmission U.S. Metcalf, Georgia
20 WCIX/CH6 TV Mast 2,000 feet 609.6 m 1992 Guyed mast UHF/VHF-transmission U.S. Homestead, Florida
21 KDLT Tower 2,000 feet 609.6 m 1998 Guyed mast UHF/VHF-transmission U.S. Rowena, South Dakota
22 KMOS TV Tower 2,000 feet 609.6 m 2002 Guyed mast UHF/VHF-transmission U.S. Syracuse, Missouri
23 Liberman Broadcasting Tower Era 2,000 feet 609.6 m 2006 Guyed mast UHF/VHF-transmission U.S. Era, Texas
24 Winnie Cumulus Broadcasting Tower 2,000 feet 609.6 m ? Guyed mast UHF/VHF-transmission U.S. Winnie, Texas
25 WRAL HDTV Mast 2,000 feet 609.5 m 1991 Guyed mast UHF/VHF-transmission U.S. Auburn, North Carolina
26 Perry Broadcasting Tower 2,000 feet 609.5 m 2004 Guyed mast UHF/VHF-transmission U.S. Alfalfa, Oklahoma
27 KY3 Tower 1,999 feet 609.4 m 2000 Guyed mast UHF/VHF-transmission U.S. Fordland, Missouri
28 SpectraSite Tower Thomasville 1,999 feet 609.4 m 2002 Guyed mast UHF/VHF-transmission U.S. Thomasville, Georgia
29 Pegasus Broadcasting Tower 1,999 feet 609.4 m Guyed mast UHF/VHF-transmission U.S. Metcalf, Georgia
30 CBC Real Estate Tower Auburn 1,999 feet 609.4 m Guyed mast UHF/VHF-transmission U.S. Auburn, North Carolina
32 KLDE Tower 1,999 feet 609.3 m 1986 Guyed mast UHF/VHF-transmission U.S. Liverpool, Texas
33 WCKW/KSTE-Tower 1,999 feet 609.3 m 1988 Guyed mast UHF/VHF-transmission U.S. Vacherie, Louisiana
34 American Towers Tower Elkhart 1,999 feet 609.3 m 2001 Guyed mast UHF/VHF-transmission U.S. Elkhart, Iowa
35 Salem Radio Properties Tower 1,999 feet 609.3 m 2002 Guyed mast UHF/VHF-transmission U.S. Collinsville, Texas
36 Stowell Cumulus Broadcasting Tower 1,999 feet 609.3 m ? Guyed mast UHF/VHF-transmission U.S. Stowell, Texas
37 WLBT Tower 1,998 feet 609 m 1999 Guyed mast UHF/VHF-transmission U.S. Raymond, Mississippi
38 Beasley Tower 1,997 feet 608.7 m Guyed mast UHF/VHF-transmission U.S. Immokalee, Florida
39 KYTV Tower 1,996 feet 608.4 m 1973 Guyed mast UHF/VHF-transmission U.S. Marshfield, Missouri
40 SpectraSite Tower Raymond 1,996 feet 608.4 m Guyed mast UHF/VHF-transmission U.S. Raymond, Mississippi
41 Hoyt Radio Tower 1,996 feet 608.38 m 2003 Guyed mast UHF/VHF-transmission U.S. Hoyt, Colorado
42 Service Broadcasting Tower Decatur 1,995 feet 608.1 m 2000 Guyed mast UHF/VHF-transmission U.S. Decatur, Texas
43 WTVD Tower 1,994 feet 607.8 m 1978 Guyed mast UHF/VHF-transmission U.S. Auburn, North Carolina
44 Channel 40 Tower 1,994 feet 607.8 m 1985 Guyed mast UHF/VHF-transmission U.S. Walnut Grove, California
45 Liberman Broadcasting Tower Devers 1,994 feet 607.7 m 2006 Guyed mast UHF/VHF-transmission U.S. Devers, Texas
46 KHYS Tower 1,992 feet 607.2 m 1997 Guyed mast UHF/VHF-transmission U.S. Devers, Texas
47 Clear Channel Broadcasting Tower Devers 1,992 feet 607 m 1988 Guyed mast UHF/VHF-transmission U.S. Devers, Texas
48 Media General Tower 1,992 feet 607 m 1987 Guyed mast UHF/VHF-transmission U.S. Awendaw, South Carolina
49 Eastern North Carolina Broadcasting Tower 1,989 feet 606.2 m 1980 Guyed mast UHF/VHF-transmission U.S. Trenton, North Carolina
50 WNCN Tower 1,989 feet 606.2 m 2000 Guyed mast UHF/VHF-transmission U.S. Garner, North Carolina
51 KELO TV Tower 1,985 feet 605 m 1974 Guyed mast UHF/VHF-transmission U.S. Rowena, South Dakota
52 WITN Tower 1,985 feet 605 m 1979 Guyed mast UHF/VHF-transmission U.S. Grifton, North Carolina
53 Noe Corp Tower 1,984 feet 604.7 m 1998 Guyed mast UHF/VHF-transmission U.S. Columbia, Louisiana
54 Pappas Telecasting Tower 1,980 feet 603.6 m 2000 Guyed mast UHF/VHF-transmission U.S. Plymouth County, Iowa
55 KHOU-TV Tower 1,975 feet 602 m 1992 Guyed mast UHF/VHF-transmission U.S. Missouri City, Texas
56 Richland Towers Tower Missouri City 1,973 feet 601.3 m 2001 Guyed mast UHF/VHF-transmission U.S. Missouri City, Texas
57 Senior Road Tower 1,971 feet 600.7 m 1983 Guyed mast UHF/VHF-transmission U.S. Missouri City, Texas
58 KTRK-TV Tower 1,970 feet 600.5 m 1982 Guyed mast UHF/VHF-transmission U.S. Missouri City, Texas
59 Houston Tower Joint Venture Tower 1,970 feet 600.5 m 1985 Guyed mast UHF/VHF-transmission U.S. Missouri City, Texas
60 American Towers Tower Missouri City 1,970 feet 600.5 m 2000 Guyed mast UHF/VHF-transmission U.S. Missouri City, Texas
61 Fox-TV Tower 1,970 feet 600.4 m 1982 Guyed mast UHF/VHF-transmission U.S. Missouri City, Texas
62 Mississippi Telecasting Tower 1,969 feet 600 m 1982 Guyed mast UHF/VHF-transmission U.S. Inverness, Mississippi
63 WCNC-TV Tower 1,969 feet 600 m 1992 Guyed mast UHF/VHF-transmission U.S. Dallas, North Carolina
64 Capstar Radio Tower 1,969 feet 600 m 2001 Guyed mast UHF/VHF-transmission U.S. Middlesex, North Carolina
65 KDUH/CH4 TV Mast 1,965 feet 599 m 1969 Guyed mast UHF/VHF-transmission U.S. Hemingford, Nebraska
66 American Towers Tower Liverpool 1,963 feet 598.3 m 1992 Guyed mast UHF/VHF-transmission U.S. Liverpool, Texas
67 Media General Tower Dillon 1,962 feet 598 m 2001 Guyed mast UHF/VHF-transmission U.S. Dillon, South Carolina
68 Duffy-Shamrock Joint Venture Tower 1,960 feet 597.4 m 1990 Guyed mast UHF/VHF-transmission U.S. Bertram, Texas
69 AMFM Tower Collinsville 1,960 feet 597.4 m 2002 Guyed mast UHF/VHF-transmission U.S. Collinsville, Texas
70 KOLR/KOZK Tower 1,960 feet 597.3 m (orig. 609.6 m) 1971 Guyed mast UHF/VHF-transmission U.S. Fordland, Missouri
71 Cosmos Broadcasting Tower Winnabow 1,954 feet 595.6 m 1981 Guyed mast UHF/VHF-transmission U.S. Winnabow, North Carolina
72 Spectra Site Communications Tower Robertsdale 1,944 feet 592.6 m 2001 Guyed mast UHF/VHF-transmission U.S. Robertsdale, Alabama
73 CBC Real Estate Co. Inc Tower 1,944 feet 592.4 m 1985 Guyed mast UHF/VHF-transmission U.S. Dallas, North Carolina
74 Cosmos Broadcasting Tower Grady 1,935 feet 589.8 m 1977 Guyed mast UHF/VHF-transmission U.S. Grady, Alabama
75 American Towers Tower Columbia 1,929 feet 587.9 m 1986 Guyed mast UHF/VHF-transmission U.S. Columbia, Louisiana
76 Sonsinger Management Tower 1,928 feet 587.6 m 1988 Guyed mast UHF/VHF-transmission U.S. Splendora, Texas
77 Cedar Rapids TV Tower 1,927 feet 587.3 m 1974 Guyed mast UHF/VHF-transmission U.S. Walker City, Iowa
78 Channel 6 Tower Eddy 1,924 feet 586.4 m 1981 Guyed mast UHF/VHF-transmission U.S. Eddy, Texas
79 Entravision Texas Tower 1,920 feet 585.2 m 1998 Guyed mast UHF/VHF-transmission U.S. Greenwood, Texas
80 Multimedia Associates Tower 1,916 feet 584 m 1999 Guyed mast UHF/VHF-transmission U.S. Rio Grande City, Texas
81 American Towers Tower Randleman 1,910 feet 582.3 m 2004 Guyed mast UHF/VHF-transmission U.S. Randleman, North Carolina
82 KTUL Tower Coweta 1,909 feet 581.8 m 1988 Guyed mast UHF/VHF-transmission U.S. Coweta, Oklahoma
83 American Towers Tower Robertsdale 1,903 feet 579.9 m 2004 Guyed mast UHF/VHF-transmission U.S. Robertsdale, Alabama
84 Baldpate Platform 1,902 feet 579.7 m 1998 Offshore platform Oil drilling U.S. Garden Banks, Gulf of Mexico (Offshore)
85 WDJR-FM Tower 1,901 feet 579.42 m 1978 Guyed mast UHF/VHF-transmission U.S. Bethlehem, Florida
86 Clear Channel Broadcasting Tower Redfield 1,889 feet 578.8 m 1985 Guyed mast UHF/VHF-transmission U.S. Redfield, Arkansas
87 WFMY Tower 1,889 feet 575.9 m 2002 Guyed mast UHF/VHF-transmission U.S. Greensboro, North Carolina
88 Cox Radio Tower 1,879 feet 572.8 m 2000 Guyed mast UHF/VHF-transmission U.S. Shepard, Texas
89 Media General Tower Spanish Fort 1,879 feet 572.7 m 1986 Guyed mast UHF/VHF-transmission U.S. Spanish Fort, Alabama
90 WFTV Tower Saint Cloud 1,874 feet 571.1 m 2000 Guyed mast UHF/VHF-transmission U.S. Saint Cloud, Florida
91 Capstar Radio Operating Gray Court Tower 1,861 feet 567.1 m 1980 Guyed mast UHF/VHF-transmission U.S. Gray Court, South Carolina
92 KLKN Tower 1,854 feet 565.1 m 1965 Guyed mast UHF/VHF-transmission U.S. Genoa, Nebraska
93 Pinnacle Towers Tower Princeton 1,842 feet 561.3 m 1993 Guyed mast UHF/VHF-transmission U.S. Princeton, Florida
94 WTVJ Tower Princeton 1,841 feet 561.1 m 1993 Guyed mast UHF/VHF-transmission U.S. Princeton, Florida
95 Pappas Partnership Stations Tower Gretna 1,836 feet 559.6 m 1985 Guyed mast UHF/VHF-transmission U.S. Gretna, Nebraska
96 KBIM Tower 1,834 feet 559.02 m 1965 Guyed mast UHF/VHF-transmission U.S. Roswell, New Mexico
97 Tulsa Tower Joint Venture Tower Oneta 1,834 feet 559 m 1984 Guyed mast UHF/VHF-transmission U.S. Oneta, Oklahoma
98 KTBS Tower 1826 ft 556.5 m 2003 Guyed mast UHF/VHF-transmission U.S. Shreveport, Louisiana
99 CN Tower 1,814 feet 553 m 1976 Concrete tower Observation, UHF/VHF-transmission Canada Toronto, Ontario
100 SBA Towers Tower Haynesville 1,797 feet 547.7 m 1989 Guyed mast UHF/VHF-transmission U.S. Haynesville, Alabama
101 Channel 32 Limited Partnership Tower 1,797 feet 547.7 m 1990 Guyed mast UHF/VHF-transmission U.S. Haynesville, Alabama
102 KATC Tower Kaplan 1,793 feet 546.6 m 1978 Guyed mast UHF/VHF-transmission U.S. Kaplan, Louisiana
103 Cosmos Broadcasting Tower Egypt 1,793 feet 546.5 m 1981 Guyed mast UHF/VHF-transmission U.S. Egypt, Arkansas
104 Raycom Media Tower Mooringsport 1,791 feet 545.8 m 1975 Guyed mast UHF/VHF-transmission U.S. Mooringsport, Louisiana
105 Pinnacle Towers Tower Mooringsport 1,781 feet 542.8 m 1985 Guyed mast UHF/VHF-transmission U.S. Mooringsport, Louisiana
106 Bold Springs Salem Radio Properties Tower 1,779 feet 542.2 m 2005 Guyed mast UHF/VHF-transmission U.S. Bold Springs, Georgia
107 Branch Young Broadcasting Tower 1775 ft 541 m ? Guyed mast UHF/VHF-transmission U.S. Branch, Louisiana
108 Ostankino Tower 1,772 feet 540.1 m 1967 Concrete tower Observation, UHF/VHF-transmission Russia Moscow 2000 Fire led to renovation
109 KLFY TV Tower Maxie 1,772 feet 540 m 1970 Guyed mast UHF/VHF-transmission U.S. Maxie, Louisiana
110 American Towers Tower Eglin[5] 1,766 feet 538.3 m 2001 Guyed mast UHF/VHF-transmission U.S. 29045, South Carolina also known as WOLO TV Tower
111 Cusseta Richland Towers Tower 1,766 feet 538.2 m 2005 Guyed mast UHF/VHF-transmission U.S. Cusseta, Georgia
112 Cox Radio Tower Flowery Branch 1,765 feet 537.9 m 1984 Guyed mast UHF/VHF-transmission U.S. Flowery Branch, Georgia
113 Alabama Telecasters Tower 1,757 feet 535.5 m 1995 Guyed mast UHF/VHF-transmission U.S. Gordonsville, Alabama
114 WIMZ-FM-Tower 1,752 feet 534.01 m 1963 Guyed mast UHF/VHF-transmission U.S. Knoxville, Tennessee also known as WBIR TV-mast, World's tallest structure, 1963
115 Capitol Broadcasting Tower Broadway 1,749 feet 533.1 m 1985 Guyed mast UHF/VHF-transmission U.S. Broadway, North Carolina dismantled
116 Capitol Broadcasting Tower Columbia 1,749 feet 533.1 m 2000 Guyed mast UHF/VHF-transmission U.S. Columbia, North Carolina
117 WTVM/WRBL-TV & WVRK-FM Tower 1,749 feet 533 m 1962 Guyed mast UHF/VHF-transmission U.S. Cusseta, Georgia also known as WTVM TV Mast, World's tallest structure, 1962-1963
118 WAVE-Mast 1,739 feet 530.05 m 1990 Guyed mast UHF/VHF-transmission U.S. La Grange, Kentucky
119 Moody Centex Television Tower 1739 ft 530 m 1985 Guyed mast UHF/VHF-transmission U.S. Moody, Texas
120 Louisiana Television Broadcasting Tower Sunshine 1,737 feet 529.4 m 1972 Guyed mast UHF/VHF-transmission U.S. Sunshine, Louisiana
121 Bullwinkle Platform 1,736 feet 529.1 m 1989 Offshore platform Oil drilling Gulf of Mexico Manatee Field Located appr. 160 miles (257 km) southwest of New Orleans
122 Pinnacle Towers Tower Addis 1,735 feet 528.8 m 1986 Guyed mast UHF/VHF-transmission U.S. Addis, Louisiana
123 Richland Towers Tower Cedar Hill 1,731 feet 527.6 m 2004 Guyed mast UHF/VHF-transmission U.S. Cedar Hill, Texas
124 Sears Tower 1,730 feet 527.3 m 1974 Skyscraper Office, observation, UHF/VHF-transmission U.S. Chicago, Illinois
125 World Trade Center, Tower 1 1,727 feet 526.3 m 1973 Skyscraper Office, UHF/VHF-transmission U.S. New York City destroyed on September 11, 2001
126 WAFB Tower Baton Rouge 1,725 feet 525.8 m 1965 Guyed mast UHF/VHF-transmission U.S. Baton Rouge, Louisiana
127 WAEO Tower 1,721 feet 524.5 m 1966 Guyed mast UHF/VHF-transmission U.S. Starks, Wisconsin destroyed on November 17, 1968 at aircraft collision
128 Media Venture Tower 1,714 feet 522.5 m 1999 Guyed mast UHF/VHF-transmission U.S. Fincher, Florida
129 Media Venture Management Tower Fincher 1,714 feet 522.5 m 1999 Guyed mast UHF/VHF-transmission U.S. Fincher, Florida
130 Orlando Hearst Argyle Television Tower 1,714 feet 522.5 m 1980 Guyed mast UHF/VHF-transmission U.S. Orange City, Florida
131 Pinnacle Towers Tower Moody 1,714 feet 522.4 m 1988 Guyed mast UHF/VHF-transmission U.S. Moody, Texas
132 Clear Channel Broadcasting Tower Rosinton 1,707 feet 520.3 m 1981 Guyed mast UHF/VHF-transmission U.S. Rosinton, Alabama
133 Pacific and Southern Company Tower Lugoff 1,707 feet 520.2 m 1985 Guyed mast UHF/VHF-transmission U.S. Lugoff, South Carolina
134 Young Broadcasting Tower Garden City 1,705 feet 519.7 m 1978 Guyed mast UHF/VHF-transmission U.S. Garden City, South Dakota
135 Gray Television Tower Carlos 1,705 feet 519.7 m 1983 Guyed mast UHF/VHF-transmission U.S. Carlos, Texas
136 South Dakota Public Broadcasting Network Tower 1,695 feet 516.7 m 1974 Guyed mast UHF/VHF-transmission U.S. Faith, South Dakota
137 Spectra Site Communications Tower Orange City 1,695 feet 516.6 m 1984 Guyed mast UHF/VHF-transmission U.S. Orange City, Florida Height reduced to 512.7 metres
138 Christmas Brown Road Tower 1,695 feet 516.6 m 2001 Guyed mast UHF/VHF-transmission U.S. Christmas, Florida
139 Gray Television Tower Madill 1,694 feet 516.3 m 1984 Guyed mast UHF/VHF-transmission U.S. Madill, Oklahoma
140 American Tower Christmas 1,684 feet 513.3 m 2001 Guyed mast UHF/VHF-transmission U.S. Christmas, Florida
141 Richland Towers Bithlo 1,682 feet 512.7 m 2002 Guyed mast UHF/VHF-transmission U.S. Bithlo, Florida
142 Northland Television Tower Rhinelander 1,682 feet 512.6 m 1979 Guyed mast UHF/VHF-transmission U.S. Rhinelander, Wisconsin
143 Gray Television Tower Moody 1,679 feet 511.8 m 1978 Guyed mast UHF/VHF-transmission U.S. Moody, Texas
144 KFVS TV Mast 1,677 feet 511.1 m 1960 Guyed mast UHF/VHF-transmission U.S. Cape Girardeau County, Missouri World's tallest structure, 1960-1961
145 Taipei 101 1,671 feet 509.2 m 2004 Skyscraper Office, observation, UHF/VHF-transmission Taiwan Taipei
146 Cox Radio Tower Verna 1,667 feet 508.1 m 1994 Guyed mast UHF/VHF-transmission U.S. Verna, Florida
147 WMTW TV Mast 1,667 feet 508.1 m 2001 Guyed mast UHF/VHF-transmission U.S. Baldwin, Maine
148 American Towers Tower Cedar Hill 1,661 feet 506.2 m 1999 Guyed mast UHF/VHF-transmission U.S. Cedar Hill, Texas
149 American Towers Tower Oklahoma City 1,647 feet 502 m 1999 Guyed mast UHF/VHF-transmission U.S. Oklahoma City, Oklahoma
150 University of North Carolina Tower 1,642 feet 500.5 m 2000 Guyed mast UHF/VHF-transmission U.S. Columbia, North Carolina
151 Richland Towers Tower Cedar Hill 2 1,635 feet 498.4 m 2000 Guyed mast UHF/VHF-transmission U.S. Cedar Hill, Texas
152 WWTV Tower 1,631 feet 497 m 1961 Guyed mast UHF/VHF-transmission U.S. Cadillac, Michigan Tallest Structure in Michigan
153 WWRR Renda Tower 1,631 feet 497 m 1987 Guyed mast UHF/VHF-transmission U.S. Kingsland, Georgia
154 QueenB Television Tower 1,627 feet 496 m 1964 Guyed mast UHF/VHF-transmission U.S. La Crosse, Wisconsin Height reduced to 484.3 metres
155 KDEB Tower 1,627 feet 496 m 1968 Guyed mast UHF/VHF-transmission U.S. Fordland, Missouri also known as American Towers Tower Fordland, dismantled
156 WPSD-TV Tower 1,627 feet 495.9 m 2004 Guyed mast UHF/VHF-transmission U.S. Kevil, Kentucky
157 NVG-Amarillo Tower 1,626 feet 495.6 m 1969 Guyed mast UHF/VHF-transmission U.S. Amarillo, Texas
158 WGME TV Tower 1,624 feet 495 m 1959 Guyed mast UHF/VHF-transmission U.S. Raymond, Maine World's tallest structure, 1959-1960
159 Sinclair Television Tower Oklahoma 1,619 feet 493.5 m 1979 Guyed mast UHF/VHF-transmission U.S. Oklahoma City, Oklahoma
160 Shanghai World Financial Center 1,614 feet 492 m 2008 Skyscraper Office, hotels, residential China Shanghai topped out
161 WFTV TV Tower Christmas 1,613 feet 491.6 m 2000 Guyed mast UHF/VHF-transmission U.S. Christmas, Florida
162 WJJY TV Mast 1,611 feet 491 m Guyed mast UHF/VHF-transmission U.S. Bluffs, Illinois collapsed in 1978
163 Media General Tower Jackson 1,611 feet 491 m 1989 Guyed mast UHF/VHF-transmission U.S. Jackson, Mississippi
164 WHNS TV-Tower 1,611 feet 491 m 2001 Guyed mast UHF/VHF-transmission U.S. Brevard, South Carolina
165 KOBR-TV Tower 1,610 feet 490.7 m 1956 Guyed mast UHF/VHF-transmission U.S. Caprock, New Mexico also known as KSWS-TV Transmitter, World's tallest structure, 1956-1959, collapsed in 1960 at storm, rebuilt afterwards
166 Joint Venture TV Tower Bithlo 1,608 feet 490.2 m 1992 Guyed mast UHF/VHF-transmission U.S. Bithlo, Florida
167 American Towers Tower Bithlo 1,605 feet 489.2 m 1984 Guyed mast UHF/VHF-transmission U.S. Bithlo, Florida
168 NYT Broadcast Holdings Tower Oklahoma 1,601 feet 488 m 1965 Guyed mast UHF/VHF-transmission U.S. Oklahoma City, Oklahoma also known as WKY TV Mast
169 Clear Channel Broadcasting Tower Boykin 1,600 feet 487.8 m 1997 Guyed mast UHF/VHF-transmission U.S. Boykin, Georgia
170 WVFJ Tower Saint Marks 1,600 feet 487.7 m 1998 Guyed mast UHF/VHF-transmission U.S. Saint Marks, Georgia
171 Paramount Tower Oklahoma 1,596 feet 486.4 m 1980 Guyed mast UHF/VHF-transmission U.S. Oklahoma City, Oklahoma
172 WTVA TV Tower 1,593 feet 485.5 m 1972 Guyed mast UHF/VHF-transmission U.S. Woodland, Mississippi
173 KTVT Tower 1,587 feet 483.7 m 2002 Guyed mast UHF/VHF-transmission U.S. Cedar Hill, Texas
174 GBC LP DBA Tower 1,582 feet 482.2 m 1997 Guyed mast UHF/VHF-transmission U.S. Cedar Hill, Texas dismantled
175 WLFL Tower Apex 1,579 feet 481.3 m 1986 Guyed mast UHF/VHF-transmission U.S. Apex, North Carolina
176 WFAA Tower 1,578 feet 481 m 1998 Guyed mast UHF/VHF-transmission U.S. Cedar Hill, Texas
177 Griffin Television Tower Oklahoma 1,576 feet 480.5 m 1954 Guyed mast UHF/VHF-transmission U.S. Oklahoma City, Oklahoma also known as KWTV Tower, World's tallest structure, 1954-1956
178 WCOM-TV Mansfield, Ohio 1,576 feet 480.5 m 1988 Guyed mast UHF/VHF-transmission U.S. Butler, Ohio Was the tallest structure in Ohio until it was dismantled in 1995
179 Viacom Tower Riverview 1,575 feet 480 m 1998 Guyed mast UHF/VHF-transmission U.S. Riverview, Florida
180 Tampa Tower General Partnership Tower Riverview 1,573 feet 479.4 m 1987 Guyed mast UHF/VHF-transmission U.S. Riverview, Florida
181 Riverview Florida West Coast Public Broadcasting Tower 1,572 feet 479.1 m 1999 Guyed mast UHF/VHF-transmission U.S. Riverview, Florida
182 American Towers Tower Riverview 1,568 feet 478 m 2001 Guyed mast UHF/VHF-transmission U.S. Riverview, Florida
183 KBSI TV Mast 1,567 feet 477.6 m 1983 Guyed mast UHF/VHF-transmission U.S. Cape Giradeau, Missouri
184 Media General Tower Saint Ansgar 1,565 feet 477.1 m 1964 Guyed mast UHF/VHF-transmission U.S. Saint Ansgar, Iowa
185 Red River Broadcast Tower Salem 1,565 feet 477 m 1976 Guyed mast UHF/VHF-transmission U.S. Salem, South Dakota
186 Hearst-Argyle Television Tower 1,563 feet 476.4 m 1963 Guyed mast UHF/VHF-transmission U.S. Oklahoma City, Oklahoma
187 Augusta Tower 1,561 feet 475.6 m 2003 Guyed mast UHF/VHF-transmission U.S. Jackson, South Carolina
188 WAGT TV Tower 1,560 feet 475.5 m 1985 Guyed mast UHF/VHF-transmission U.S. Beach Island, South Carolina
189 KPLX Tower 1,559 feet 475.1 m 1969 Guyed mast UHF/VHF-transmission U.S. Cedar Hill, Texas
190 KTAL TV Tower 1,558 feet 474.9 m 1961 Guyed mast UHF/VHF-transmission U.S. Vivian, Louisiana
191 Mississippi Authority for Educational Television Tower 1,558 feet 474.9 m 2000 Guyed mast UHF/VHF-transmission U.S. Raymond, Mississippi
192 KRRT TV Tower 1,553 feet 473.3 m 1985 Guyed mast UHF/VHF-transmission U.S. Lake Hills, Texas
193 Hearst-Argyle Tower Watsonville 1,552 feet 473.1 m 1984 Guyed mast UHF/VHF-transmission U.S. Watsonville, California
194 Media General Tower Forest Hill 1,552 feet 473 m 1965 Guyed mast UHF/VHF-transmission U.S. Forest Hill, Louisiana
195 WVAH Tower 1,552 feet 473 m 1980 Guyed mast UHF/VHF-transmission U.S. Scott Depot, West Virginia destroyed on February 19, 2003
196 American Towers Tower Cedar Hill]] 2 1,551 feet 472.7 m 1980 Guyed mast UHF/VHF-transmission U.S. Cedar Hill, Texas
197 KXTV/KOVR/KCRA Tower 1,549 feet 472.1 m 1962 Guyed mast UHF/VHF-transmission U.S. Walnut Grove, California
198 SpectraSite Tower Holopaw 1,549 feet 472.1 m 1997 Guyed mast UHF/VHF-transmission U.S. Holopaw, Florida
199 Troll A platform 1,549 feet 472 m 1996 Offshore platform Oil drilling Norway North Sea
200 Morris Tower Perkston 1,540 feet 469.4 m 1986 Guyed mast UHF/VHF-transmission U.S. Perkston, Mississippi
PATROL BASE SHARK, Helmand province, Islamic Republic of Afghanistan - A Marine with Company L, 3rd Battalion, 4th Marine Regiment, bends down to greet local children in a small village outside his base. Children frequently come out and watch inquisitively at the Marines patrolling by, the girls dressed in brightly colored clothing, while boys generally wear clothing with little decoration. Photo by Cpl. Marco Mancha
+++ 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.
With the plethora of military aircraft languishing in desert lots awaiting a certain fate, some of those disenfranchised aviators and aircraft designers would look to new growing markets for salvation. One of these emerging markets was the new-found requirement for fast and capable business transport aircraft for executives looking to link business interests across the vast distances of the nation. With few purpose-built business aircraft available for executives, medium bombers became the drug of choice for high flying big shots—fast, powerful and, with the right interior appointments, a visual statement of their success and power.
In early variants like the Executive, On Mark simply removed military equipment and replaced them with fairings and civil avionics, sealed the bomb bay doors, soundproofed the cabin, and added additional cabin windows. Later models had special wing spars designed to give more interior room, pressurization and equipment from bigger surplus aircraft such as DC-6 brakes and flat glass cockpit windows. It was an elegant mashing together of equipment, but it was not a true business aircraft.
In the Sixties, Jet Craft Ltd. of Las Vegas, Nevada, went for a different interpretation of the same topic: The company had purchased a number of former Royal Australian Air Force Vampire trainers and RCAF single-seaters, which were to be converted to a new design for a business aircraft called 'Mystery Jet', offering 4-8-seats.
Jet Craft worked with stellar British conversion experts Aviation Traders to do the structural design work. Aviation Traders Limited (ATL) was a war-surplus aircraft and spares trader formed in 1947. In 1949, it began maintaining aircraft used by some of Britain’s contemporary independent airlines on the Berlin Airlift. In the early 1950s, it branched out into aircraft conversions and manufacturing.
Aviation Traders worked on the drawings and the structural mock-ups. A full-scale mock-up of the Mystery Jet languished at Southend airport for a decade, trying to lure owners and operators into buying it. And this actually happened: about twenty former Vampire airframes were converted into Mystery Jet business aircraft, tailored to the customers' needs and desires.
The Mystery Jet was just what it looked like: a former De Havilland Vampire with a new, roomy nose section grafted onto it. The cabin was pressurized, and was available in two different lengths (130 and 160 inches long, with two or three rows of seats and reflected in the aircraft's title) and several window and door options - the most exotic option being the "Landaulet" cabin which featured a panoramic roof/window installation over the rear pair of seats (or, alternatively, a two-seat bench).
The original Goblin engine was retained, CG was retained due to the fact that the new cabin was, despite being considerably longer than the Vampire's nose, the biggest version being more than 8 feet longer. The new front section was much lighter, though, e. g. through the loss of the heavy cannons and their armament, as well as some more military avionics. The loss of fuel capacity through the enlarged cabin was compensated through fixed wing tip tanks, so that range was on par with the former military jet, just top speed and ceiling were slightly inferior.
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... ;)
JOINT BASE PEARL HARBOR-HICKAM, Hawaii (Sept. 22, 2020) - Maj. Robert Dobbins, 22nd Air Refueling Wing KC-46 Pegasus aircraft commander, and Gen. Ken Wilsbach, Pacific Air Forces commander, talk about the aircraft’s capabilities during a demo flight, Joint Base Pearl Harbor-Hickam, Hawaii, Sept. 22, 2020. The flight served as an opportunity for Wilsbach to become familiar with the KC-46 as well as learn about the Advanced Battle Management System being tested aboard the aircraft. (U.S. Air Force photo by Staff Sgt. Hailey Haux) 200922-F-IQ718-0021
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www.instagram.com/indopacom | www.flickr.com/photos/us-pacific-command; | www.youtube.com/user/USPacificCommand | www.pacom.mil/ **
2018/06/0/3 - The base pilllars holding up the road and rail sections.. sitting waiting for the steel sections going ontop. The old bridge in the background.. iconic and always appearing large now dwarfed by the new one.
Q-Base festival, edition 2010, with the harder styles in dance music.
Airport Weeze, Germany.
Client: Q-Dance
© 2010 Fotograferen net
A childhood dream come true: This is the Moon Base I would have loved to have when I was a kid: 9×3 baseplates filled with stations, vehicles and spaceships.
14/20: Details (3/9)
Benches and bull pen clearing play after Matt Kemp and Robinson Chirinos collide at home plate. It resulted in a shoving match which got them both ejected on Wednesday. Dodgers ended up winning the game in the 11th with walk off win due to Hernandez's pirouette slide into home.
BASE AÉREA DE MORÓN (LEMO) SPAIN / BOEING B52H STRATOFORTRESS (MSN 464439) USAF (61-0012) / BOMBER TASK FORCE DEPLOYMENT
B-52H Stratofortresses, assigned to the 2nd Bomb Wing, Barksdale Air Force Base, Louisiana, depart out of Morón Air Base, Spain, in support of Bomber Task Force Europe May 19, 2021. Strategic bomber missions enhance the readiness and training necessary to respond to any potential crisis or challenge across the globe.
Aty Hair Base & Face Tattoo for Catwa Mesh Head
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New pics from an old kit, once more.
This is a standard 1:100 VF-1S kit from ARII, with little upgrades like additional joints in arms and legs as well as new hip construction made from wire that allows a 3D posture of the legs - for a more vivid appearance and a more dynamic pose.
The paint scheme is not "official" and was inspired by a US Navy A-3 Skywarrior bomber from the Vietnam War era - specifically an RA-3B from VAP-61 in 1968. I found the profile in a magazine, and you know: never trust printed cammo schemes... at least without secondary sources for confirmation. So, this here represents the printed colors, not the real camouflage tones!
This squadron leader's VF-1S (with the "00" ID number, hence the "Double Nuts" name) was painted with a wrap-around, 3-tone color scheme in light grey (FS 36622, almost white), ghost grey (FS 36320) and blue grey (FS 35164).
For reference, check this illustration: wp.scn.ru/en/ww3/b/796/3/0/1
Nevertheless, there are many VF-1 designs that are based on USN benchmarks, e .g. to be found in the "This is animation, Special: MACROSS PLUS" source book or the later Softbank Publishing books.
Today I know that my interpretation is "wrong", it should be FS 36440, 36231 and 36118. But this more bluish variant even looks better and might be well suited for aerial combat. :D
And, in full flight and in front of a cloudy sky, this vivid color scheme effectively breaks up the Valkyrie's outline.
U.S. Secretary of State Michael R. Pompeo and Mrs. Susan Pompeo ascend a stairway to board an airplane at Joint Base Andrews, January 7, 2019. Secretary Pompeo will travel to Amman, Jordan; Cairo, Egypt; Manama, Bahrain; Abu Dhabi, United Arab Emirates; Doha, Qatar; Riyadh, Saudi Arabia; Muscat, Oman; and Kuwait City, Kuwait, January 8-15. [State Department photo by Ron Pryzsucha/ Public Domain]
Taken on April 29, 1973.
Grandstand seats on the third-base side of Fenway Park, home of the Boston Red Sox. The Red Sox were playing the visiting Chicago White Sox ("CHI" on the scoreboard). Lots of seats left because attendance was only 11,617, even though it was a Sunday afternoon game. Boston lost, 5-0.