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An officer speaks on walkie-talkie as the Bastion anti-ship missile systems take positions on the Alexandra Land island near Nagurskoye, Russia, Monday, May 17, 2021. Bristling with missiles and radar, Russia's northernmost military base projects the country's power and influence across the Arctic from a remote, desolate island amid an intensifying international competition for the region's vast resources. Russia's northernmost military outpost sits on the 80th parallel North, projecting power over wide swathes of Arctic amid an intensifying international rivalry over the polar region's vast resources. (AP Photo/Alexander Zemlianichenko)
Thats our way to get a well presentation for our minfigures.
There is a standard base for one minfigure wich can be connected with another one. Two bases are connected by the legs of a minifigure in the retral line. So you get two lines of minfigures with a great view of all of them.
More information and pics up: THE BRICK TIME
Be sure to visit the BrickLink-Shop: THE BRICK TIME - Store
+++ 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 Korean People's Army Air and Anti-Air Force began as the "Korean Aviation Society" in 1945. It was organized along the lines of flying clubs in the Soviet Union. In 1946, the society became a military organization and became an aviation division of the Korean People's Army (KPA). It became a branch of the army in its own right in November 1948. The KPAF incorporated much of the original Soviet air tactics, as well as North Korean experience from the UN bombings during the Korean War.
North Korea’s first indigenous jet fighter aircraft, the Wonsan Aircraft Works 여-1 (known as “W-1” outside of the country), started its existence in China as the Shenyang J-3 (Jianjiji = fighter). The J-3 was a project to exploit the knowledge and hardware gained through the license production of the Soviet MiG-15UTI trainer, locally designated JJ-2 (Jianjiji Jiaolianji – fighter trainer), a study that was primarily intended to improve China’s aircraft industry and the country’s respective engineering know how after the Korean War. The Soviet VVS and PVO had been the primary users of the MiG-15 during the Korean war, but not the only ones; it was also used by the PLAAF and KPAF (known as the United Air Army).
The J-3 was designed during the Korean War between 1952 and 1953 and two prototypes were built with Soviet help and tested in 1953, but the aircraft came too late – and it was not regarded as a successor or even an alternative to the Soviet MiG-15, because it lacked modern features like swept wings. The J-3’s design drew more on American rather than British inspiration, having elected to use features such as a very thin (but almost straight) wing akin to the Lockheed P-80 Shooting Star and a basic configuration comparable to the North American F-86 Sabre. Due to its conceptual interceptor role, an emphasis had been placed on a fast rate of climb. Power came from a Klimov VK-1 centrifugal-flow turbojet, a derivative of the British Rolls-Royce Nene Mk.104B that also powered the MiG-15. Armament consisted of four 23 mm (0.906 in) Nudelman-Suranov NS-23 autocannon under the nose.
The J-3’s rate of progress on the project was such that, within 15 months of design work having formally started, the first prototype had been fully constructed. On 28 October 1953, the first J-3 fighter prototype conducted its first flight, even though it still lacked pressurization, armament, and other military equipment. Gradually, new hardware was integrated and tested, and a second aircraft joined the tests in January 1954. Flight tests followed quickly and showed that the J-3 was easy to fly and had exceptional performance and maneuverability for a straight-wing aircraft. Unfortunately, it soon became clear that the laminar flow section used for the original tail unit was totally unsuitable, with extremely severe buffeting setting in at 500 km/h (310 mph). The buffeting was so bad that the test pilots were thrown about in the cockpit, banging their head on the canopy, and the needles fell off all the flight instruments. Fortunately, accidents could be avoided, and the tailplane section was changed with much improved results.
The gun armament caused troubles, too. Firing all four NS-23 at once made the robust engine surge – a problem that did not occur on the MiG-15, but it only carried two of these weapons. A remedy was eventually found through the introduction of a slightly elongated nose that kept the air intake further away from the gun blast shock waves. The flight and test program lasted until 1955, and a total of five J-3 prototypes were built, but with no serious plan to put this aircraft into series production, even more so after China had been offered to produce the even more modern and capable Soviet MiG-17 fighter under license as the J-5. In the People's Republic of China (PRC), an initial MiG-17F was assembled from parts in 1956, with license production following in 1957 at Shenyang. The Chinese-built version was/is known as the Shenyang J-5 (for local use) or F-5 (for export). After this decision, the J-3 program was stopped, but the machines were retained in flightworthy condition as testbeds and chase planes by the PLAAF until the late Sixties
However, this was not the end of the J-3. After fighting had ended on 27 July 1953 when the Korean Armistice Agreement was signed, the Korean People's Army Air and Anti-Air Force (KPAAF) was keen to boost its capabilities and build a domestic aircraft industry, beyond the option to produce existing designs in license. Turning to its main sponsor China, North Korea was offered the plans for the J-3 and its tools, together with a supply of Chinese-built VK-1 engines. Even though the J-3 did not represent the state-of-the-art in jet fighters anymore, it was the best option for an industrial quickstart and until 1956 a dedicated production site for the J-3 was built at Wonsan, leading to the Wonsan Aircraft Works (Wonsan hang-gong-gi jag-eob , 원산 항공기 작업) and its first military product, the 여-1 (Yeo-1 = W-1). When NATO became aware of the aircraft it received the reporting code name “Freshman”.
However, despite the J-3’s plans and tools at hand, the W-1’s production was hampered by the lack of experience, sub-optimal materials, and poor logistics (esp. concerning vital imported components like the Chinese WP-5 engine, a license-built VK-1). Consequently, it took almost three years to roll out the first pre-serial production aircraft in 1959, and even then, the W-1 was plagued with material and reliability problems. Furthermore, once the W-1 became operational in 1961, the aircraft had become outdated. The W-1 had been designed to intercept straight-and-level-flying enemy bombers, not for air-to-air combat (dogfighting) with other fighters. The subsonic (Mach .76) fighter was effective against slower (Mach .6-.8), heavily loaded U.S. fighter-bombers from the Fifties, as well as the mainstay American strategic bombers during the aircraft's development cycle (such as the Boeing B-50 Superfortress or Convair B-36 Peacemaker, which were both still powered by piston engines). It was not however able to intercept the new generation of British jet bombers such as the Avro Vulcan and Handley Page Victor, which could both fly higher. Most W-1s were initially used as night fighters – even though they lacked any on-board radar and the pilot had to rely on visual contact and/or radio guidance from ground stations to make out and close in on a potential target. The USAF's introduction of strategic bombers capable of supersonic dash speeds such as the B-58 Hustler and General Dynamics FB-111 rendered the W-1 totally obsolete in front-line KPAAF service, and they were quickly supplanted by supersonic interceptors such as the MiG-21 and MiG-23.
The rugged aircraft was not retired, though, and found use as ground attack aircraft (despite its limited payload of around 2 tons) and as an advanced fighter trainer. Total production numbers are uncertain, but less than 100 W-1s were produced until 1969, with no further variants becoming known. In 1990, probably forty were still operational, and even after 2000 some KPAAF W-1s were still flying.
General characteristics:
Crew: 1
Length: 10.73 m (35 ft 2 in)
Wingspan: 12.16 m (39 ft 10½ in)
Height: 4.46 m (14 ft 7½ in)
Wing area: 23.8 m² (256 sq ft)
Aspect ratio: 7.3
Empty weight: 4,142 kg (9,132 lb)
Gross weight: 7,404 kg (16,323 lb)
Max takeoff weight: 7,900 kg (17,417 lb)
Powerplant:
1× Wopen WP-5 (Rolls-Royce Nene Mk.104B) centrifugal-flow turbojet
with 26.5 kN (5,950 lbf) thrust
Performance:
Maximum speed: 940 km/h (580 mph, 510 kn) at sea level
Maximum speed: Mach 0.76
Cruise speed: 750 km/h (470 mph, 400 kn)
Maximum Mach number: M0.83
Combat range: 450 km (280 mi, 240 nmi)
Ferry range: 920 km (570 mi, 500 nmi)
Service ceiling: 13,000 m (43,000 ft)
Rate of climb: 38 m/s (7,500 ft/min)
Take-off run: 783 m (2,569 ft)
Landing run: 910 m (2,986 ft)
Armament:
4× 23 mm (0.906 in) Nudelman-Suranov NS-23 autocannon with 100 rounds per gun
2× underwing hardpoints for 2.000 kg of payload, including a variety of unguided iron bombs such
as 2× 250 kg (500 lb) bombs, napalm tanks, pods with unguided missiles, or 2× 350 l (92 US
gal; 77 imp gal) drop tanks for extended range.
The kit and its assembly:
I always thought that the tubby Dassault Ouragan had something “Soviet-ish” about it, looking much like one of the obscure early Yakowlew jet fighter prototypes (e .g. the straight-wing Yak-25 [first use of this designation in 1947] or the swept-wing Yak-30) around 1950. With this idea I had stashed away a Heller Ouragan for a while, and recently wondered about an indigenous North-Korean aircraft that could have emerged after the Korean War? The Ouragan looked like a good basis, and so this project started as a simple conversion of the Heller kit.
While most of the airframe was retained, I made some cosmetic changes to change the aircraft’s looks and add a Warsaw Pact flavor. The characteristic wing tip tanks disappeared, and the wings’ ends were rounded off. The fin tip was extended with a piece of 1.5 mm styrene sheet and a different fin shape was sculpted from it. The original stabilizers were replaced with what I think are stabilizers from a VEB Plasticart 1:100 An-24 – they better match the wing shape than the OOB parts!
The cockpit was taken OOB, I just replaced the ejection seat with a different piece from a KP 1:72 MiG-19. The air intake was modified with the opening from a Heller 1:72 F-84G, extending and narrowing it slightly, even though the internal splitter plate (which also bears the front wheel well) was retained. The landing gear was also basically taken OOB, but the main wheels were now mounted on the outside position (with an adaptation of the covers), and the front wheel was moved 3 mm further forward, to compensate for the slightly longer nose section, and its cover was modified accordingly. The flaps were lowered, primarily because this modification is easy to realize on this kit and it makes the simple aircraft look “livelier”, and the canopy was cut into three parts for open display.
Pylons were added under the wings, together with drop tanks from a Hobby Boss 1:72 MiG-15. The same source provided the swept antenna mast behind the cockpit and the small but characteristic altimeter sensors under the wings. As a final twist of “Sovietization” I added small fences to the wings, made from styrene profiles – they would not be necessary on the aircraft’s straight wings, but they help change the model’s overall look. 😉
Building the Heller Ouragan was a straightforward affair, even though the plastic of the recent re-boxing I used was pretty soft and took long to cure after gluing parts together. A real problem occurred when I tried to close the fuselage halves, though, because the parts did not align well behind the cockpit, as if they were warped? The walls were rather thin, too, and as a result a lot of PSR went into the spine and the ventral area behind the wings, which mismatched badly. The rather thin material in these areas did not help much, either. I have built the Ouragan before, and I do not remember these massive troubles?!
Painting and markings:
I initially considered a North-Korean night fighter camouflage from the Korea War, but since the aircraft would have been introduced into service after the open hostilities, I rather settled for a very dry NMF finish with minimal markings. Therefore, the model received an overall coat with “White Aluminum” from the rattle can and a light overall rubbing treatment with graphite to emphasize the raised panel lines and add a slightly irregular metallic shine to the paint. Since they had disappeared through PSR, I also added/recreated some panel lines with a soft pencil.
The cockpit interior was painted in medium grey and Soviet cockpit turquoise, the landing gear and its wells became metallic-grey (Humbrol 56). The areas around the exhaust and the guns were painted with Revell 91 (Iron), the only color contrasts are red trim tabs.
The large KPAAF roundels with a white background came from a Cutting Edge MiG-15 sheet, the large red tactical code was left over from an unidentifiable “Eastern Bloc” model’s decal sheet. After some more graphite treatment around the guns and the tail section the model was sealed with a coat of semi-gloss acrylic varnish (Italeri), resulting in a nice metallic shine that looks better than expected on this uniform aircraft.
Well, this converted Ouragan looks pretty dull at first sight, due to its simple livery. But this makes it pretty plausible, and the small cosmetic changes add a serious Soviet-esque touch to the aircraft.
The Annapurna Base Camp was the destination of my trekking trip in Nepal.
It is considered to be one of the most picturesque trekking routes in Nepal and it was a real challenge for me.
Every meter and step ( I had to manage several 10000) through bamboo and rhododendron forests, beautiful mountain villages, rice fields, hot springs, wild high mountain landscapes and breathtaking views of the many 7 and 8000s. It was worth it.
The Basecamp is located at the foot of the southern Annapurna Glacier, surrounded by Annapurna-South (7219 m), Annapurna I (8091 m), Khangsar Kang (7465 m), Gangapurna (7485 m) and Annapurna III (7555 m)It was an unforgettable experience.
A big thanksto my tour guid Krishan and
my Porter Dawa.
My LEGO display of part of the Battle of Hoth, which was displayed as part of the Brick.ie display at Kildare County Show in Athy, Ireland on 18 June 2017.
The rebel base and power generator are my own design. The AT-ATs are designed by raskolnikov (one built by davenocheese). The snowspeeders are based on brickdoctor's design.
These guys are under basic Army training, I'm their Platoon Sergeant putting them through their paces. This is the Final attack, and what you see is not fog but a smoke grenade used to mask the movement of the troops. all i had on me was my iPhone. i wish i had my camera.
Lance Cpl. Patrick Raymond Lewis fires at enemy targets during a base defense training excercise at Saber Strike 2012. Lewis, and other Marines assigned to 3rd Battalion, 25th Marine Regiment, was defending a Marine stronghold by neutralizing notional opposing forces. 3/25 is a Pennsylvania-based Reserve unit. The role player was played by a Latvian army soldier. Saber Strike 2012 is a multinational, tactical field training and command post exercise that involves more than 2,000 personnel from the U.S. Army's 2nd Cavalry Regiment, Pennsylvania National Guard, 21st Theater Sustainment Command, the 4th U.S. Marine Division, the 127th Wing of the Michigan Air National Guard, Estonian, Latvian, and Lithuanian armed forces, with contingents from Canada, Finland, France and the U.K. The exercise, led by U.S. Army Europe, is designed to enhance joint and combined interoperability between the U.S. forces and partner nations, and will help prepare participants to operate successfully in a joint, multinational, interagency, integrated environment.
(U.S. Marine Corps photo by Sgt. Ray Lewis)
To read more visit:
www.marines.mil/unit/marforres/Pages/USMarinesworkwithLat...
Lost Gravity 15/05/2022 11h17
Zero Zone is based on the in 2016 opened roller coaster Lost Gravity which is already 6 years in operation after the re-theming of this area in the park.
Lost Gravity
Lost Gravity is a steel roller coaster located at Walibi Holland in Biddinghuizen, Flevoland, the Netherlands. It was manufactured by Mack Rides and constructed by RCS GmbH. It opened to the public on 24 March 2016. Construction on the ride was completed in January 2016. The design of the trains was revealed on 19 February 2016 and a week later, testing began. The official soundtrack of Lost Gravity, Move Up (Lost Gravity) by Mr. Polska, was released on 11 March 2016. Lost Gravity opened on 24 March 2016.
The ride is painted black, with some track sections painted yellow. It is the first (and currently only) model of a new Mack product named the BigDipper. It is unique in that as well as having 2 seats above the track, each row also has two outer seats suspended on the sides of the track; one on the left and one on the right. Despite being the only coaster from Mack to utilise this seating arrangement, two Intamin coasters also use it; Skyrush at Hersheypark and Flying Aces at Ferrari World Abu Dhabi.
FACTS & FIGURES
Opening date: 24 March 2016
Manufacturer: MACK Rides
Model: Big Dipper
Lift/launch system: Chain lift hill
Height: 32 m
Length: 680 m
Speed: 87 km/h
Inversions: 2
Duration: 2m33
Max vertical angle: 90°
Capacity: 800 riders per hour
G-force: 4.3
Trains: 4 trains with a single car. Riders are arranged 4 across in 2 rows for a total of 8 riders per train.
[ Source and more Info: Wikipedia - Lost Gravity (Walibi) ]
McDonnell Douglas KC-10A EXTENDER (MSN 48219) USAF/60th AMW/AMC (83-0078) BASE DE MORÓN (LEMO) SPAIN
We walked the Pressure Ridge line, just off New Zealand's Scott Base, Antarctica.
A pressure ridge develops in an ice cover as a result of a stress regime established within the plane of the ice. Within sea ice expanses, pressure ridges originate from the interaction between floes, as they collide with each other. Currents and winds are the main driving forces, but the latter are particularly effective when they have a predominant direction.
Tout en explorant les pistes cyclables... La Base vue de l'autre côté du Ter, avec des explications là : bigoudene46.over-blog.com/2016/09/lorient-la-base.html
Dundonald Hall was a recreation building located at the corner of Festubert and Ypres, Boulevards in CFB Petawawa - it opened in 1960.
Dundonald Hall - Thousands of Canadian Army personnel make use of Camp Petawawa's recreation facilities all the year round. LINK to photos - www.newspapers.com/clip/121991549/cfb-petawawa-soldiers-a...
Dundonald Hall is the Garrison's main fitness facility and is located on Festubert Boulevard. It houses a 5,000 square metre field house containing a 200-metre indoor running track, a 25-metre swimming pool, a wading pool equipped with a winding water slide, and whirlpool and sauna facilities. The complex houses a gymnasium, aerobic studio, teen room, preschool play rooms and meeting rooms. The "Rec Plex" is home to numerous clubs and societies on the base such as the Karate Club, Preschool Clubs and the Indoor Rock Climbing Club.
Based on an old (ca. 1999) photo of northern Ontario by me. Altered with camera techniques, no post-processing was done.
Copyright J.R. Devaney
Hello to all my flickr friends. I have been out for a bit, but have been enjoying your great images. I have been trying out my new D600 whenever possible and on this particular morning Paul Bowman and I tried our luck at a sunrise at Mt Hood. It was uneventfull and we decided to see what was going on at Yocum. As we started our trek I say "it's not that far, we shouldn't need our snow shoes" opps. We post holed calf to knee deep the whole way but it was worth the cool ice formations at the base of the falls. I have been here many times and the icy conditions are definitely the best look.
Nail technicians and skin-care specialists (the salon workers who do the most waxing) earn a mean annual pre-tax wage of $22,150 to $31,990. This figure doesn't include tips, which can total another $4,430 to $6,398—a clear financial incentive to befriend your clients in this service-based, nonreciprocal way.
And yet. When it came to 38, I wanted the cash, not the compliment, to show the value of my abilities. And maybe, to compensate for how she got to leave feeling so clean and sexy—but I could still smell her body on me, ever so faintly, even after I threw away the gloves and washed my hands.
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I’m not sure what the phrase “owning your sexuality” means to you, but for me, one thing it entails is responsibility: doing my best to make sexual choices that are sound for me and a partner. (That’s also part of doing consent well.)
If I am offering something sexually light and fun but anticipate that it will be emotionally or interpersonally complex–or if I’m feeling stressed, confused and worried about it–then I can know that easy-breezy is neither what I can expect nor earnestly offer.
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.....item 1).... Ms. Magazine blog ... msmagazine.com/blog/ ...
You are here: Home / Health / Can Sex “Just for Fun” Be Emotionally Healthy?
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Can Sex “Just for Fun” Be Emotionally Healthy?
October 11, 2011 by Heather Corinna
msmagazine.com/blog/blog/2011/10/11/can-sex-just-for-fun-...
This week’s installment of Heather Corinna‘s sex-and-relationships advice column tackles the issue of casual sex.
...Q: So excited for this new blog spot! Can you discuss whether it’s emotionally healthy to have sex outside of relationships? I want to own my sexuality, but all of the advice around me seems to be no-sex-outside-of-relationships-or-marriage. I know this depends on the individual, but any insight would be great! I’ve been toying with asking an ex–whom I am friends with–to have sex just for fun. I’m 98 percent sure he’ll agree, but I am worried about emotional health consequences. He has always wanted a much closer relationship than I do. I’m worried I’ll feel guilty for possibly leading him (or myself) into wanting more.
You’re right: this is a very individual and situational decision. To give some context, a recent study found that, on average, for 20-year-olds, casual sex and committed relationships led to the same level of psychological health. But individuals aren’t averages. Not everyone wants or is comfortable with sex in the same kinds of relationships or scenarios (including committed relationships). Context and interpersonal dynamics factor in, too.
There are some guidelines, however, that everyone can apply. When a sexual situation is likely to be sound, we usually feel good heading into it, as does anyone else involved. If we feel uncertain or predict negative feelings on anyone’s part, those are strong cues not to proceed.
I’m not sure what the phrase “owning your sexuality” means to you, but for me, one thing it entails is responsibility: doing my best to make sexual choices that are sound for me and a partner. (That’s also part of doing consent well.) If I am offering something sexually light and fun but anticipate that it will be emotionally or interpersonally complex–or if I’m feeling stressed, confused and worried about it–then I can know that easy-breezy is neither what I can expect nor earnestly offer.
Even when I’m having sex-for-sex’s-sake–which I would define as sex that takes place outside of a larger intimate relationship, without any agreed-upon, intended or implied commitment–that doesn’t mean I have zero responsibility for my emotional health or that of others. My partner (or wanna-be partner) and I still owe one another respect, care and consideration, which includes considering possible outcomes, even if we don’t intend to be there with each other for them.
It sounds like you’re on board with that, and you’ve already voiced your own sense that this specific situation probably isn’t sound for you or your ex. While he’d likely agree to sex, clearly some of this wouldn’t be fun for him or you, and could be an emotional landmine. While your romantic relationship may be over, you two are in a relationship: you have a history and a friendship, and it sounds like you have strong feelings for and about one another that are not only or primarily sexual. If what you want is just a roll in the proverbial hay, this isn’t likely to be it.
It also sounds like you’ve been curious about sex outside of romantic relationships, but you haven’t felt supported in or exposed to alternatives. So you might also want to give yourself more time to take a bit more stock of what you want and to find people to talk with who aren’t all saying the same things. If that’s not currently available to you, Sex & Single Girls is a great anthology with a diverse array of women writing about various sexual experiences. I also think Jaclyn Friedman’s new book, What You Really Really Want, could be just the thing for you.
My best advice is that you hold out for an opportunity to explore casual sex if and when you feel a lot better about it. That will also likely entail a partner or scenario you don’t feel so conflicted about; that feels more likely to be explosive in the ways you want, rather than the ways you don’t.
Check out last week’s advice about lube blues.
Have a sex, sexual-health or relationships question you want answered? Email it to Heather at sexandrelationships@msmagazine.com. By sending a question to that address, you acknowledge you give permission for your question to be published. Your email address and any other personally identifying information will remain private. Not all questions will receive answers.
Photo from Flickr user skampy under Creative Commons 2.0.
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.....item 2).... Ms. Magazine blog ... msmagazine.com/blog ...
You are here: Home / Life / When the Sweet Spot Becomes a Sore Spot
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When the Sweet Spot Becomes a Sore Spot
October 31, 2011 by Heather Corinna
msmagazine.com/blog/blog/2011/10/31/when-the-sweet-spot-b...
Q: I’m a 21-year-old lesbian. A problem has popped up in me and my girlfriend’s sex life. When we practice tribadism with just skin, after a while a very small raw spot will show up, bringing with it a sharp pain. Both of us have this problem. Neither of us is clean-shaven, but we do trim–would shaving help? Is there anything else we can do?
A: Ah, friction. Sometimes it feels so awesome. Other times it hurts. Part of what makes genitals so sensitive is that genital tissue is far more delicate than other kinds of skin on our bodies. With genital friction, there’s a tipping point after which a wowie can turn into an owie.
To avoid being rubbed raw, first make sure you and your partner are always very well-lubricated. Lube from a bottle tends to do the job better than our bodies’ lubricant when it comes to friction-intensive sex.
Apply lube before you start and add more as needed throughout. Be generous and don’t skimp.
I checked in with Searah Deysach, the fantastic owner of Early to Bed, to see if she had any specific lube suggestions; she keeps up with brands and types like nobody’s business. She suggested a high-quality silicone lube, such as Uberlube or Sliquid Silver–they tend to be longer-lasting and slicker than water-based lubricants. But if you prefer water-based, she suggests glycerin-free brands such as Sliquid Sea or Liquid Silk (my fave), which are kinder to vulvas and vaginas than those with glycerin.
Searah and I are of one mind about hairy issues. She says, “Hair that is growing back after shaving can be especially irritating, as stubble can be vicious on delicate tissues. “ I agree. Stubble from hair removal is more likely to irritate than the softer pubic hair we tend to have when we don’t shave. If all you do is trim, chances are hair isn’t the problem.
Consider positioning. I’d suggest experimenting with an eye for reducing how much weight is being put on each of your genitals. Try finding ways you can scissor without anyone really being “on top” at all, like lying on your backs toe to head. Searah suggested straddling your lover’s thigh as an alternative. Similar feeling, less pain. If you do like a missionary-style V-on-V position, whoever’s on top can try to balance so less weight rests on the other person’s tender bits–e.g., by bracing their hands on a headboard. Mixing up positions often helps, too. And if and when either of you start feeling raw, don’t keep going with the activity that got you there–take a break from genital sex or at least consider that spot done for the day. If it remains raw the next day, lay off the intense pressure for as long as it takes to heal.
Now and then this still might happen, especially because, when we’re very aroused, pleasure can cause us to space out on signals of pain. But with these adjustments, you can probably make it a rarity instead of a norm.
Check out last week’s advice to a woman whose fiancé monitored her vagina’s size.
Have a sex, sexual-health or relationships question you want answered? Email it to Heather at sexandrelationships@msmagazine.com. By sending a question to that address, you acknowledge you give permission for your question to be published. Your email address and any other personally identifying information will remain private. Not all questions will receive answers.
Photo from Flickr user Gray Marchiori-Simpson under license from Creative Commons 2.0
Line drawing from Wikimedia Commons.
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......item 3).... Slate ... www.slate.com ... HOME / DOUBLEX : WHAT WOMEN REALLY THINK ABOUT NEWS, POLITICS, AND CULTURE.
My Year in Waxing School
Naked people don't tip well, and more tricks of the trade.
By Virginia Sole-Smith|Posted Friday, Nov. 19, 2010, at 12:08 PM ET
www.slate.com/articles/double_x/doublex/2010/11/my_year_i...
The 38th client I worked on at Beauty U. was my first full Brazilian wax—the kind where you remove all (or almost all) of your hair below the belt. I'd waxed many bikini lines and other body parts. I'd also assisted on Brazilians, handing my teachers wax-dipped Popsicle sticks the way nurses hand over scalpels. But now, it was my turn to wield the wax, solo. "I know—I'm a hairy beast!" Client 38 apologized, hopping onto the waxing table, clad in disposable thong. "You have to fix me. I'm going on vacation with my boyfriend."
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She spread her legs. I put on some vinyl gloves and worked down and across her pelvis, twirling clumps of hair and trimming them free. You have to trim any hair longer than eyebrow-length to prevent "locking" with the wax. You also have to act like this is normal, even though a part of your brain is thinking, "Pubic hair, pubic hair, oh my God, pubic hair." But I was getting better at trimming, and also at acting. And so clouds of hair piled up on the paper-covered table while 38 chatted about her vacation plans (the Poconos; if she was lucky, a proposal), her C-section scar, and how she liked my red glasses.
The $1.8 billion business of superfluous hair removal is our most intimate and uncomfortable kind of beauty labor. When I enrolled in a 600-hour aesthetics program at my local strip mall beauty school, I knew the standard feminist rhetoric against hair removal: Women wax because we've been culturally indoctrinated to hate our bodies in their natural state. I also knew the women's magazine defense, that removing excess hair celebrates our femininity and increases sexual pleasure. And I'd been in 38's position enough to know that waxing can make you feel vulnerable in ways feminists haven't even considered and hurts more than women's magazines (or at least, their beauty advertisers) let you believe.
But being on the other side of the waxing table turns out to feel simultaneously more exploitative and more empowering than I ever expected. There is, for example, the moment when your client shuts off from you, closing her eyes to "relax." Your client is in charge, having commissioned you to perform this service. And yet they are also terribly vulnerable, half naked, exposed and—eyes closed—hoping for the best.
After I trimmed, I tested the temperature of the hot wax on the inside of my wrist and painted a stripe along 38's inner thigh, quickly covering it with a muslin strip. She tensed before I ripped, then relaxed even as her brown skin tinted pink: "That hurt so much less than last time!" I watched some spots of blood well up. "I'm going to have you do my eyebrows, too," she added. And as I waxed my way along the crevice of her inner thigh to some very sensitive parts, 38 closed her eyes, drifting into that blissful state we enter whenever a spa service goes well.
With most Beauty U. clients, I liked offering this respite from their harried lives and from the even more harried relationship they had with their bodies. Before beauty school began, I hoped this body shame part wouldn't be so true. Instead, I saw women hating their bodies—in subtle ways, like 38's matter-of-fact "I'm a hairy beast!"—with every spa service I performed. So I saw my role as providing a kind of safe haven of acceptance, where a client could feel comfortable enough to drift away
Two hours into 38's appointment, I was the one who could not relax. I had waxed right through my dinner break and my back ached from hunching over the table. I removed all the hair 38 had asked me to (all but a delicate landing strip) and cleaned up her brows. I held a hand mirror between her legs, angling it so she could decide if she was satisfied. I'd snipped off her paper thong, so we looked together like those consciousness-raising women's groups from the 1970s. Only with me still wearing my vinyl gloves, now sticky with a layer of wax.
By that time, I knew that 38 had two kids, was divorced, and was going back to college. I liked 38. I wanted her to enjoy vacation and get engaged and have a good life. But we weren't friends. There was nothing reciprocal in our conversation. We were taught to avoid sharing personal information about ourselves whenever possible. "Customers don't care about your life," teachers told us. "They're buying your full attention." And that seemed to work. Once clients relaxed, they told us all sorts of personal things, like when they next expected to have sex and why their mothers made them crazy. And we learned that letting clients share these intimate details was good for business. "Remember to mention something about them or their life that they've talked about previously. Keep notes about each customer on file if you need to," advised one handout. It was much like being a therapist, serving soul and body.
In April, the New York Post reported that "NYC Women are Strangely Bonded to the Beauticians who Wax Their Brazilians," quoting smitten spa-goers who viewed their waxers as surrogate moms. But the story didn't explain how this one-sided friendship is made all the more awkward by socioeconomic differences. No matter how friendly their relationship, the client still pays and the waxer still needs that money. Nail technicians and skin-care specialists (the salon workers who do the most waxing) earn a mean annual pre-tax wage of $22,150 to $31,990. This figure doesn't include tips, which can total another $4,430 to $6,398—a clear financial incentive to befriend your clients in this service-based, nonreciprocal way.
Before starting, I assumed that most clients tip the industry's expected standard of 20 percent. They don't. I wasn't surprised, for example, when 38 tipped me just $5 (under 15 percent) because we never got big tips when clients got naked. Like johns who mistake their hooker's acrobatics for true love, clients can put such emphasis on the girlfriend-bonding time that slipping us a wad of cash would destroy the fantasy.
If her tip had been bigger, I would have been more delighted that 38 had taken time to write a "Client Kudos!" card about me: "She was professional and friendly at the same time. … Thanks so much!" She even drew a star on top next to my name. "That makes up for the bad tip," said my classmate Campbell about my Client Kudos. "Look how happy you made her!" Most salon workers say making clients feel good is their biggest source of job satisfaction. But I'm not convinced it's enough to balance out the often exhausting, difficult, and underpaid labor. No matter how much we liked our clients, we still had to brush stray pubic hairs off our sleeves, pick seaweed-stained disposable thongs out of the shower, and work around the occasional menstruating bikini wax client.
But it's also true that many waxers find this work empowering because the services require such skill and our clients are so thrilled with the results. Even if we don't totally return our clients' affections, we feel a kind of sisterhood with them and our fellow salon workers, because we're all toiling away together to meet some impossible beauty standard. When Campbell and I practiced our first Brazilian together, she rubbed the back of our "client" (another classmate), singing songs to distract her from the pain. We all traded stories about waxing and then, childbirth—that other time when a woman spreads her legs in pain and the support of other women gets her through.
And yet. When it came to 38, I wanted the cash, not the compliment, to show the value of my abilities. And maybe, to compensate for how she got to leave feeling so clean and sexy—but I could still smell her body on me, ever so faintly, even after I threw away the gloves and washed my hands.
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Rockwell OV-10B Bronco built in 1971 for the West German Air Force.
Registered in the UK as G-ONAA and based at Kortrijk, Belgium.
Before the birds I got stuck in a loop exploring things made with a waterbomb base as a modular unit. It started with a discussion between Philip Chapman-Bell and Mélisande about a heron cube inspired by a heron he had created with a unique twist. The cube was made with waterbomb base units, something I hadn't seen before. Not a huge fan of modular stuff because I work mostly from my chair with the keyboard of my laptop as my surface.
She also posted a photo of something she called a waterbomb cube made from 6 squares of copy paper.
www.flickr.com/photos/melisande-origami/52249060019/in/ph...
Given the discussion about the other cube, I assumed it was also made from waterbomb base units. A quick look made me think something wasn't right, so I downloaded a copy to look at later. Then I cut up bunch of my cheap paper into four squares per sheet to play. Every day I played around with the bases I made and in the meantime searched everywhere online for more info. The closest thing I could find was Robert Neale's skeletal octahedron. I had no idea how Mélisande*' could possibly get that model out of six of these units. If I had been paying attention, I would have noticed that she posted another model a few days later of a waterbomb carpet.
www.flickr.com/photos/melisande-origami/52256579419/in/ph...
And I might have noticed that she never said either model was made from waterbomb base units. Every day I went back to folding my birds and I'd see something that made me think about my challenge. At the end of the day I'd play with the pieces while watching TV.
This week I switched from birds to pigs and a couple of times I saw something that gave me an aha! moment that took me down another path. Then finally while folding Roman Diaz's inflatable pig (pictures next week of the pigs) it hit me. I picked up one of my hubby's waterbombs from the shelf and turned it into a cube. Then I turned it inside out and saw the light. I turned all my tired base units into flat waterbombs and tried to figure out how to connect them. It took me a while to sort out how to do the modules until I remembered that the bit underneath the floor was the other half of the waterbomb
As you can see, I have figured out that these units will in fact make Mélisande*''s model. Now I have to figure out how to connect them. I made a separate model as my coloured pieces are getting tired. I connected with short triangular tabs to which I added a bit of Pritt stick to make them tacky. There has to be another method of connection. I've gone this far -- will keep it up until I solve it.
A signal base from the former Chicago, Aurora and Elgin Railroad remains along the Elgin Branch of the Illinois Prairie Path near Lincoln Marsh in Wheaton, Illinois.
Olympus E-500, Olympus 18-180, ISO 100, f/5.0, 33mm, 1/100s
Nature. Base of everything we do, and base for all the resources we count on nowadays. It's a constant surprise that in spite of being such a base for everything, it is not a top priority to keep its balances, and to ensure that everything we do is really sustainable. Are we literally living the "tragedy of the commons"? (en.wikipedia.org/wiki/Tragedy_of_the_commons).
Where is the true balance between freedom and responsability?
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Naturaleza. Base de todo lo que hacemos, y base para todos los recursos con los que contamos hoy en día. Es una continua sorpresa que a pesar de ser la base de todo, no sea la máxima prioridad mantener sus equilibrios, y asegurar que todo sea realmente sostenible. ¿Estamos viviendo literalmente la "tragedia de los comunes? (es.wikipedia.org/wiki/Tragedia_de_los_comunes).
¿Dónde queda el verdadero equilibrio entre la libertad y la responsabilidad?
View from the interior of a former security booth looking towards the crumbling remains of a long disused army base, Truganina, Victoria
In diesem Jahr wurden wieder Demonstrationen und Kundgebungen an der Air Base Ramstein durchgeführt.
In diesem Jahr wurden ergänzend ein Zufahrt zur Air Base für eine dreiviertel Stunde blockiert und erst nach dreimaliger Aufforderung durch die Polizei aufgegeben.
Stopp AIR BASE Ramstein!
Drohnen töten täglich in vielen Teilen der Welt unschuldige Zivilisten. Die U.S. Air Base in Ramstein spielt eine Schlüsselrolle bei völkerrechtswidrigen Einsätzen, ohne sie wäre der weltweite Drohnenkrieg unmöglich.
Military bases worldwide are a backbone of global warfare.
Mainly the USA have huge armed forces and warfare material in other countries, including atomic bombs.
In the meantime no other country in the world has so many foreign soldiers, family afliates and civil contractors like Germany. These people and facilities are mainly located in the greater region of Kaiserslautern.
Therefore a central part of the action days by “Stopp Air Base Ramstein” was an international congress about military bases.
The well-atended event provided important impulses that will lead to a new networking of the long-standing worldwide resistance against military bases.
This anthology contains contributions from the ongress itself, as well as other materials that illustrate the worldwide diversity of resistance.
Based on the Golden Age Flash, Jay Garrick and created for a project. The face was inspired more by the New 52 than the classic appearance, because it bothered me that he never wore a mask.
+++ 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.
The company's first product was a turboprop transport, the EMBRAER EMB 110 Bandeirante. In the course of years, both civil and military aircraft were developed, the focus shifted more and more to airliners, but the military work was never abandoned. The company continued to win government contracts, which included the EMB 314/T-27 Tucano trainer or the EMB 324/A-29 ground attack aircraft.
The EMB 320 was a bigger aircraft, though, and conceived in the early 2000s, when, with renewed economic stability, the Brazilian Air Force (Força Aérea Brasileira, FAB) underwent an extensive renewal of its inventory through several acquisition programs. The most ambitious of which was the acquisition of 36 new front-line interceptor aircraft to replace its aging Mirage III, known as the “F-X Project”.
In parallel, a supplement to the relatively new AMX fighter bomber (designated A-1 in Brazil) was needed, too, and this program ran under the handle “A-X Project”. While the F-X program was postponed several times until 2005, the A-X program made, thanks to its smaller budget needs, quick progress and resulted in the EMB 320 'Libélula' (Hornet), a dedicated ground attack, COIN and observation/FAC aircraft which would fill the gap between the AMX jets and various helicopters, e. g. the Mi-35M4 attack helicopter.
The EMB 320 was a straightforward design: a mid-wing two-turboprop-engined all-metal monoplane with retractable landing gear. Conceptually it was very similar to the Argentinian FMA IA-58 Pucara, but more sophisticated and with more compact dimensions. The aircraft was designed to operate from forward bases, in high temperature and humidity conditions in extremely rugged terrain. Repairs could be made with ordinary tools, and no ground equipment was required to start the engines.
The EMB 320 had a tandem cockpit arrangement; the crew of two were seated under an extensively glazed canopy on Martin-Baker Mk 6AP6A zero/zero ejection seats and were provided with dual controls. The pilot sat in front, while the rear seat would, if the mission called for it, be occupied by an observer, WSO or a flight teacher for training purposes. Armor plating was fitted to protect the crew and engines from hostile ground fire.
The retractable tricycle landing gear, with a double nose wheel and twin main wheels retracting into the engine nacelles, was fitted with low pressure tires to suit operations on rough ground and unprepared air strips, while the undercarriage legs were tall to give good clearance for underslung weapon loads. The undercarriage, flaps and brakes are operated hydraulically, with no pneumatic systems.
Through powerful high lift devices the EMB 320 could perform short takeoffs and landings, even on aircraft carriers and large deck amphibious assault ships without using catapults or arresting wires. Additionally, three JATO rockets could be fitted under the fuselage to allow extra-short take-off.
The aircraft was powered by a pair of Garrett T76-G turboprops, 1,040 hp (775.5 kW) each, driving sets of contra-rotating, three-bladed Hamilton-Standard propellers which were also capable of being used as air brakes. The engines were modified for operating on soy-derived bio-jet fuel. Alternatively the engines would operate on high-octane automobile fuel with only a slight loss of power, too.
Fuel was fed from two fuselage tanks of combined capacity of 800 l (180 imp gal; 210 US gal) and two self-sealing tanks of 460 l (100 imp gal; 120 US gal) in the wings.
The “Libélula”, quickly christened this way due to its slender fuselage, straight wings and the large cockpit glazing, was highly maneuverable at low altitude, had a low heat signature and incorporated 4th generation avionics and weapons system to deliver precision guided munitions at all weather conditions, day and night.
Armament consisted of two fixed 30 mm (1.181 in) Bernardini Mk-164 cannons in the wing roots and a total of nine external weapon hardpoints; these included a pair of launch rails at the wingtips for AIM-9 Sidewinder AAMs (or ECM pods), four underwing pylons outside of the propeller radius and three underfuselage hardpoints. Chaff/flare dispensers in the tail section provided passive safety. The EMB 320 could carry more than 3.5 tons of external munitions, and loiter for three or more hours.
Avionics included:
● MIL-STD-1553 standards
● NVG ANVIS-9 (Night Vision)
● CCIP / CCRP / CCIL / DTOS / LCOS / SSLC (Computerized Attack Modes)
● R&S{RT} M3AR VHF/UHF airborne transceiver (two-way encrypted Data Link provision)
● HUD / HOTAS
● HMD with UFCP(Up Front Control Panel)
● Laser INS with GPS Navigational System
● CMFD (Colored Multi-Function Display) liquid crystal active matrix
● Integrated Radio Communication and Navigation
● Video Camera/Recorder
● Automatic Pilot with embedded mission planning capability
● Stormscope WX-1000E (Airborne weather mapping system)
● Laser Range Finder
● WiPak Support – (Wi-Fi integration for Paveway bombs)
● Training and Operation Support System (TOSS)
The prototype made its maiden flight on 2nd of April 2000. In August 2001, the Brazilian Air Force awarded EMBRAER a contract for 52 A-27 Libélula aircraft with options for a further 23, acquired from a contract estimated to be worth around $320 USD millions. The first aircraft was delivered in December 2003. By September 2007, 50 aircraft had entered service. The 75th, and last, aircraft was delivered to the FAB in June 2012.
While the Libélula has not been used in foreign conflicts the aircraft already fired in anger: One of the main missions of the aircraft was and is border patrol under the SIVAM program, and this resulted in several incidents in which weapons were fired.
On 3 June 2009, two BAF A-27A Libélulas, guided by an EMBRAER E-99, intercepted a Cessna U206G engaged in drug trafficking activities. Inbound from Bolivia, the Cessna was intercepted in the region of Alta Floresta d'Oeste and, after exhausting all procedures, one of the Moscarsos fired a warning shot from its 30mm cannons, after which the aircraft followed the Libélulas to Cacoal airport.
This incident was the first use of powers granted under the Shoot-Down Act, which was enacted in October 2004 in order to legislate for the downing of illegal flights. A total of 176 kg of pure cocaine base paste, enough to produce almost a ton of cocaine, was discovered on board the Cessna; the aircraft's two occupants attempted a ground escape before being arrested by Federal Police in Pimenta Bueno.
On 5 August 2011, Brazil started “Operation Ágata”, part of a major "Frontiers Strategic Plan" launched by President Dilma Rousseff in June, with almost 30 continuous days of rigorous military activity in the region of Brazil’s border with Colombia. It mobilized 35 aircraft and more than 3,000 military personnel of the Brazilian Army, Brazilian Navy and Brazilian Air Force surveillance against drug trafficking, illegal mining and logging, and trafficking of wild animals.
A-29s of 1°/3º Aviation Group (GAv), Squadron Scorpion, as well as six A-27A’s from 4°/3° GAv launched a strike upon an illicit airstrip, deploying eight 230 kg (500 lb) computer-guided Mk 82 bombs to render the airstrip unusable.
Multiple EMB 320 were assigned for night operations, locating remote jungle airstrips used by drug smuggling gangs along the border, and were typically guarded by several E-99 aircraft. The Libélulas also located targets for the A-29 Super Tucanos, allowing them to bomb the airstrips with an extremely high level of accuracy, making use of night-vision systems and computer systems calculating the impact points of munitions.
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.