Historic Firetruck in Goldfield. Still looks very capable of working.

The Mark-IV is capable of transporting 500 colonists or refugees, with a crew of 150. The forward parabolic reflectors are recessed into the hull so that it can still be connected to additional units.

The McDonnell Douglas F/A-18 Hornet is an all-weather supersonic, twin-engine, carrier-capable, multirole combat aircraft, designed as both a fighter and attack aircraft (hence the F/A designation). Designed by McDonnell Douglas and Northrop, the F/A-18 was derived from the latter's YF-17 in the 1970s for use by the United States Navy and Marine Corps. The Hornet is also used by the air forces of several other nations, and formerly by the U.S. Navy's Flight Demonstration Squadron, the Blue Angels.

The F/A-18 was designed to be a highly versatile aircraft due to its avionics, cockpit displays, and excellent aerodynamic characteristics, with the ability to carry a wide variety of weapons. The aircraft can perform fighter escort, fleet air defense, suppression of enemy air defenses, air interdiction, close air support, and aerial reconnaissance. Its versatility and reliability have proven it to be a valuable carrier asset, though it has been criticized by many Naval aviation experts for its lack of range and payload compared to its earlier contemporaries, such as the Grumman F-14 Tomcat in the fighter and strike fighter role, and the Grumman A-6 Intruder and LTV A-7 Corsair II in the attack role.

The Hornet first saw combat action during the 1986 United States bombing of Libya and subsequently participated in the 1991 Gulf War and 2003 Iraq War. The F/A-18 Hornet served as the baseline for the Boeing F/A-18E/F Super Hornet, its larger, evolutionary redesign, which supplanted both the older Hornet and the F-14 Tomcat in the U.S. Navy.

The Typhoon FGR.Mk 4 is a highly capable and extremely agile fourth-generation multi-role combat aircraft, capable of being deployed for the full spectrum of air operations, including air policing, peace support and high-intensity conflict. Initially deployed in the air-to-air role as the Typhoon F.Mk 2, the aircraft now has a potent, precision multi-role capability as the FGR4. The pilot performs many essential functions through the aircraft’s hands on throttle and stick (HOTAS) interface which, combined with an advanced cockpit and the Helmet Equipment Assembly (HEA), renders Typhoon superbly equipped for all aspects of air operations.

Although Typhoon has flown precision attack missions in all its combat deployments to date, its most essential role remains the provision of quick reaction alert (QRA) for UK and Falkland Islands airspace. Detachments have also reinforced NATO air defence in the Baltic and Black Sea regions.

© Crown Copyright 2018

Photographer: RAF Photographer

Image from www.defenceimages.mod.uk

This image is available for high resolution download at www.defenceimagery.mod.uk subject to the terms and conditions of the Open Government License at www.nationalarchives.gov.uk/doc/open-government-licence/.

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The M1120 is capable of hauling up to 11 tons of cargo, and is equipped with a hydraulic loading system. This allows for the hauling of numerous different types of cargo, whether in a shipping container, a flat rack, or even liquids.

---

Part of a triple truck upload with Matt's Type 00 and Erik's TAM 525T(25).

+++ DISCLAIMER +++

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

Some background:

The Mikoyan-Gurevich MiG-19 (Russian: Микоян и Гуревич МиГ-19) (NATO reporting name: "Farmer") was a Soviet second-generation, single-seat, twin jet-engined fighter aircraft. It was the first Soviet production aircraft capable of supersonic speeds in level flight. It was, more oe less, the counterpart of the North American F-100 Super Sabre, although the MiG-19 would primarily oppose the more modern McDonnell Douglas F-4 Phantom II and Republic F-105 Thunderchief over North Vietnam.

The Polish Navy MiG-19R were kept in service until 1982 through the 3rd Group of the 7th Polish Naval Squadron (PLS), even though only a quartet remained since two Lim-7R, how the type was called in Poland, had been lost through accidents during the early 70ies. Ironically, the older Lim6R (a domestic photo reconnaissance variant of the license-built MiG-17 fighter bomber) was even kept in service until the late 80ies, but eventually all these aircraft were replaced by MiG-21R and Su-22M4R.

General characteristics:

Crew: One

Length: 12.54 m (41 ft)

Wingspan: 9.0 m (29 ft 6 in)

Height: 3.9 m (12 ft 10 in)

Wing area: 25.0 m² (270 ft²)

Empty weight: 5,447 kg (11,983 lb)

Max. take-off weight: 7,560 kg (16,632 lb)

Powerplant:

2× Tumansky RD-9BF-1 afterburning turbojets, 31.9 kN (7,178 lbf) each

Performance:

Maximum speed: 1.500 km/h (930 mph)

Range: 1,390 km (860 mi) 2,200 km with external tanks

Service ceiling: 17,500 m (57,400 ft)

Rate of climb: 180 m/s (35,425 ft/min)

Wing loading: 302.4 kg/m² (61.6 lb/ft²)

Thrust/weight: 0.86

Armament:

2x 30 mm NR-30 cannons in the wing roots with 75 RPG

4x underwing pylons, with a maximum load of 1.000 kg (2.205 lb);

typically only 2 drop tanks were carried, or pods with flare missiles

The kit and its assembly:

Again, a rather subtle whif. The MiG-19R existed, but was only produced in small numbers and AFAIK only operated by the Soviet Union. Conversions of license-built machines in Czechoslovakia and China never went it beyond prototype stage.

Beyond that, there’s no kit of the recon variant, even pictures of real aircraft are hard to find for refefence – so I decided to convert a vintage Kovozavody/KP Models MiG-19S fighter from the pile into this exotic Farmer variant.

Overall, the old KP kit is not bad at all, even though you get raised details, lots of flash and mediocre fit, the pilot's seat is rather funny. Yes, today’s standards are different, but anything you could ask for is there. The kit is more complete than a lot of more modern offerings and the resulting representation of a MiG-19 is IMHO good.

Mods I made are minimal. Most prominent feature is the camera fairing in place of the fuselage cannon, scratched from a massive weapon pylon (Academy F-104G). Probably turned out a bit too large and pronounced, but it’s whifworld, after all!

Other detail changes include new main wheels (from a Revell G.91), some added/scratched details in the cockpit with an opened canopy, and extra air scoops on the fuselage for the uprated engines. The drop tanks are OOB, I just added the small stabilizer pylons from styrene sheet.

Other pimp additions are scratched cannons (made from Q-Tips!), and inside of the exhausts the rear wall was drilled up and afterburner dummies (wheels from a Panzer IV) inserted - even though you can hardly see that at all...

Painting and markings:

This is where the fun actually begins. ANY of the few MiG-19 in Polish service I have ever seen was left in a bare metal finish, and the Polish Navy actually never operated the type.

Anyway, the naval forces make a good excuse for a camouflaged machine – and the fact that the naval service used rather complex patterns with weird colors on its machines (e. g. on MiG-17, MiG-15 UTI or PZL Iskras and An-2) made this topic even more interesting, and colorful.

My paint scheme is a mix of various real world aircraft “designs”. Four(!) upper colors were typical. I ended up with:

• Dark Grey (FS 36118, Modelmaster)

• Dark Green (RAF Dark Green, Modelmaster)

• Blue-Green-Grey (Fulcrum Green-Grey, Modelmaster)

• Greenish Ochre (a mix of Humbrol 84 and Zinc Chromate Green, Modelmaster)

Plus…

• Light Blue undersides (FS 35414, Modelmaster, also taken into the air intake)

The pattern was basically lent from an Iskra trainer and translated onto the swept wing MiG. The scheme is in so far noteworthy because the stabilizers carry the upper camo scheme on the undersides, too!?

I only did light shading and weathering, since all Polish Navy service aircraft I found had a arther clean and pristine look. A light black ink wash helped to emphasize the many fine raised panel lines, as well as some final overall dry painting with light grey.

The cockpit interior was painted in the notorious “Russian Cockpit Blue-Green” (Modelmaster), dashboard and are behind the seat were painted medium grey (FS 36231). The landing gear wells were kept in Aluminum (Humbrol 56), while the struts received a lighter acrylic Aluminum from Revell.

The wheel discs were painted bright green (Humbrol 131), but with the other shocking colors around that does not stand out at all…! The engine nozzles were treated with Modelmaster Metallizer, including Steel, Gun Metal and Titanium, plus some grinded graphite which adds an extra metallic shine.

The national “checkerboard” markings were puzzled together from various old decal sheets; the red tactical code was made with single digit decals (from a Begemot MiG-29 sheet); the squadron marking on the fin is fictional, the bird scaring eyes are a strange but als typical addition and I added some few stencils.

Finally, all was sealed under a coat of matt acrylic varnish (Revell).

In the end, not a simple whif with only little conversion surgery. But the paint scheme is rather original, if not psychedelic – this MiG looks as if a six-year-old had painted it, but it’s pretty true to reality and I can imagine that it is even very effective in an environment like the Baltic Sea.

Vintage advertisement, ca. 1900.

Fastest antelope, capable of galloping at speeds of over 90km/h; large reddish brown antelope with narrow face and shoulders higher than hindquarters; both sexes have horns; males weigh up to 160kg standing 1,3m high; lifespan up to 15 years

The Typhoon FGR.Mk 4 is a highly capable and extremely agile fourth-generation multi-role combat aircraft, capable of being deployed for the full spectrum of air operations, including air policing, peace support and high-intensity conflict. Initially deployed in the air-to-air role as the Typhoon F.Mk 2, the aircraft now has a potent, precision multi-role capability as the FGR4. The pilot performs many essential functions through the aircraft’s hands on throttle and stick (HOTAS) interface which, combined with an advanced cockpit and the Helmet Equipment Assembly (HEA), renders Typhoon superbly equipped for all aspects of air operations.

Although Typhoon has flown precision attack missions in all its combat deployments to date, its most essential role remains the provision of quick reaction alert (QRA) for UK and Falkland Islands airspace. Detachments have also reinforced NATO air defence in the Baltic and Black Sea regions.

© Crown Copyright 2018

Photographer: RAF Photographer

Image from www.defenceimages.mod.uk

This image is available for high resolution download at www.defenceimagery.mod.uk subject to the terms and conditions of the Open Government License at www.nationalarchives.gov.uk/doc/open-government-licence/.

For latest news visit www.gov.uk/government/organisations/ministry-of-defence

Follow us:

www.twitter.com/defenceimages

I like Senator Kamala Harris of California very much.

She is very capable and knows how to get things done. As Attorney General of California, she refused to go along with almost all of the other Attorney Generals and would not accept the 2 Billion Dollar settlement the banks were offering after the bank collapse due to their owning Liar Loan mortgages that had to default.

She and Beau Biden, the AG of Delaware negotiated a five times higher settlement. Still not enough, but much better!!!

Now I understand how V.P. Biden knew Kamala Harris.

Now, here are a few things to know about the Democratic 2020 candidate for Vice President of the United States, Kamala Harris:

1⃣ As a U.S. senator, Harris has fought to raise the minimum wage to $15 an hour, make higher education tuition-free for the vast majority of Americans, reform the cash bail system, protect the legal rights of refugees and immigrants, and expand access to affordable, quality health care.

2⃣ Harris was the first woman of color to serve as attorney general of the state of California, and only the second Black woman as well as the first South Asian-American woman in history to be elected to the U.S. Senate.

3⃣ Kamala Harris truly believes that everyone deserves equal treatment regardless of sex, gender, or ability. Her allyship with the LGBTQ community was front and center when she officiated at California's first same-sex marriage.

4⃣ Harris is a proud graduate of Howard University and will be a powerful voice to increase critical investments in our country's historically Black colleges and universities.

5⃣ And as a member of the Senate Judiciary Committee, she's been a leading voice in the fight to hold the Trump administration accountable.

Smile on Saturday: Copyright By Mankind

"Pictures that would be a testament to mankind's ability to design, build, craft, engineer or create things that accomplish a task, make life easier or achieve a goal weather (sic) it be for work, play or pleasure. These would be pictures that would show and be a tribute to the Human Mind and what it is capable of doing that sets us apart from all other life forms on this planet. ....pictures of the 'human created things' ....show how we make use of what lies above our shoulders ...."

Who would have believed - even relatively recently - that you could easily download, photograph, store, watch, read or listen to your entire library of books, photos, movies, music and more on small, portable devices!

All sitting on an old-school crochet tablecloth.

iPad Air 2 - 128g storage capacity - with on screen photo of the Sydney Opera House - an architectural marvel.

The iPad Air 2 is the second-generation iPad Air tablet computer designed, developed, and marketed by Apple Inc. It was announced on October 16, 2014. Designed by Jonathan Ive, Apple’s Chief Design Officer. Ive who holds over 5,000 patents has led Apple’s design team, which is widely regarded as one of the world’s best, since 1996.

Ive is responsible for all design at Apple, including the look and feel of Apple hardware, user interface, packaging, major architectural projects such as Apple Park and Apple’s retail stores, as well as new ideas and future initiatives.

The Sydney Opera House is a multi-venue performing arts centre in Sydney, New South Wales, Australia. It is one of the 20th century's most famous and distinctive buildings.

Designed by Danish architect Jørn Utzon, the Sydney Opera House was formally opened on 20 October 1973 after a gestation beginning with Utzon's 1957 selection as winner of an international design competition. The Government of New South Wales, led by the premier, Joseph Cahill, authorised work to begin in 1958 with Utzon directing construction. The government's decision to build Utzon's design is often overshadowed by circumstances that followed, including cost and scheduling overruns as well as the architect's ultimate resignation.

Utzon received the Pritzker Architecture Prize, architecture's highest honour, in 2003. The Pritzker Prize citation read:

There is no doubt that the Sydney Opera House is his masterpiece. It is one of the great iconic buildings of the 20th century, an image of great beauty that has become known throughout the world – a symbol for not only a city, but a whole country and continent.

The very long and complex story can be read @ en.wikipedia.org/wiki/Sydney_Opera_House

iPhone 8+ - 256g storage capacity - playing Abbey Road by The Beatles - an amazing musical creation.

iPhone 8 Plus is a smartphone designed, developed, and marketed by Apple Inc. It is the eleventh generation of the iPhone. It was released in 2017 approx. 6 years after the death of Co-founder, Chairman, and CEO of Apple Inc., Steve Jobs. Jobs is widely recognised as a pioneer of the microcomputer revolution of the 1970s and 1980s, along with Apple co-founder Steve Wozniak.

Abbey Road is the eleventh studio album by English band The Beatles, released on 26 September 1969 by Apple Records. The recording sessions for the album were the last in which all four Beatles participated. Many critics now view the album as the Beatles' best and rank it as one of the greatest albums of all time.

The album's cover, which features the four band members walking across a zebra crossing outside Abbey Road Studios, has become one of the most famous and imitated images in the history of popular music.

The Beatles were an English rock band formed in Liverpool in 1960. With members John Lennon, Paul McCartney, George Harrison and Ringo Starr, they became widely regarded as the foremost and most influential music band in history. Rooted in skiffle, beat and 1950s rock and roll, the Beatles later experimented with several musical styles, ranging from pop ballads and Indian music to psychedelia and hard rock, often incorporating classical elements and unconventional recording techniques in innovative ways. In 1963, their enormous popularity first emerged as "Beatlemania"; as the group's music grew in sophistication, led by primary songwriters Lennon and McCartney, the band were integral to pop music's evolution into an art form and to the development of the counterculture of the 1960s. Surviving members McCartney and Starr remain musically active.

Kindle Voyage e-reader - 1100+ books storage capacity - download and read your choice of almost any book written and never be bored again!

The Amazon Kindle is a series of e-readers designed and marketed by Amazon. All Kindle devices integrate with Kindle Store content, and as of March 2018, the store has over six million e-books available in the United States.

In 2004, founder and CEO of Amazon Jeff Bezos tasked his employees to build the world's best e-reader before Amazon's competitors could. Amazon originally used the codename Fiona for this e-reader.

The Kindle name was devised by branding consultants Michael Cronan and Karin Hibma. Kindle, meaning to light a fire was felt an apt metaphor for reading and intellectual excitement.

Photographed with a Canon EOS 80d - DSLR - a digital camera that combines the optics and the mechanisms of a single-lens reflex camera with a digital imaging sensor, as opposed to photographic film.

Giordano Bruno..Giordano Bruno (Latin: Iordanus Brunus Nolanus; Italian: [dʒorˈdano ˈbruno]; 1548 – February 17, 1600), born Filippo Bruno, was an Italian Dominican friar, philosopher, mathematician, poet, and astrologer. He is celebrated for his cosmological theories, which went even further than the then-novel Copernican model: while supporting heliocentrism, Bruno also correctly proposed that the Sun was just another star moving in space, and claimed as well that the universe contained an infinite number of inhabited worlds, identified as planets orbiting other stars. Beginning in 1593, Bruno was tried for heresy by the Roman Inquisition on charges including denial of several core Catholic doctrines (including the Trinity, the divinity of Christ, the virginity of Mary, and Transubstantiation). Bruno's pantheism was also a matter of grave concern.[4] The Inquisition found him guilty, and in 1600 he was burned at the stake in Rome's Campo de' Fiori. After his death he gained considerable fame, particularly among 19th- and early 20th-century commentators who regarded him as a martyr for science,[5] though scholars emphasize that Bruno's astronomical views were at most a minor component of the theological and philosophical beliefs that led to his trial.Bruno's case is still considered a landmark in the history of free thought and the future of the emerging sciences. In addition to his cosmological writings, Bruno also wrote extensively on the art of memory, a loosely organized group of mnemonic techniques and principles. Historian Frances Yates argues that Bruno was deeply influenced by Arab astrology, Neoplatonism, Renaissance Hermeticism, and the Egyptian god Thoth. Other studies of Bruno have focused on his qualitative approach to mathematics and his application of the spatial paradigms of geometry to language. Born Filippo Bruno in Nola (in Campania, then part of the Kingdom of Naples) in 1548, he was the son of Giovanni Bruno, a soldier, and Fraulissa Savolino. In his youth he was sent to Naples for education. He was tutored privately at the Augustinian monastery there, and attended public lectures at the Studium Generale. At the age of 17, he entered the Dominican Order at the monastery of San Domenico Maggiore in Naples, taking the name Giordano, after Giordano Crispo, his metaphysics tutor. He continued his studies there, completing his novitiate, and became an ordained priest in 1572 at age 24. During his time in Naples he became known for his skill with the art of memory and on one occasion traveled to Rome to demonstrate his mnemonic system before Pope Pius V and Cardinal Rebiba. In his later years Bruno claimed that the Pope accepted his dedication to him of the lost work On The Ark of Noah at this time. While Bruno was distinguished for outstanding ability, his taste for free thinking and forbidden books soon caused him difficulties. Given the controversy he caused in later life it is surprising that he was able to remain within the monastic system for eleven years. In his testimony to Venetian inquisitors during his trial, many years later, he indicates that proceedings were twice taken against him for having cast away images of the saints, retaining only a crucifix, and for having made controversial reading recommendations to a novice.[16] Such behavior could perhaps be overlooked, but Bruno's situation became much more serious when he was reported to have defended the Arian heresy, and when a copy of the banned writings of Erasmus, annotated by him, was discovered hidden in the convent privy. When he learned that an indictment was being prepared against him in Naples he fled, shedding his religious habit, at least for a time. First years of wandering, 1576–1583 Bruno first went to the Genoese port of Noli, then to Savona, Turin and finally to Venice, where he published his lost work On The Signs of the Times with the permission (so he claimed at his trial) of the Dominican Remigio Nannini Fiorentino. From Venice he went to Padua where he met fellow Dominicans who convinced him to wear his religious habit again. From Padua he went to Bergamo and then across the Alps to Chambéry and Lyon. His movements after this time are obscure. The earliest depiction of Bruno is an engraving published in 1715 in Germany, presumed based on a lost contemporary portrait. In 1579 he arrived in Geneva. As D.W. Singer, a Bruno biographer, notes, "The question has sometimes been raised as to whether Bruno became a Protestant, but it is intrinsically most unlikely that he accepted membership in Calvin's communion"During his Venetian trial he told inquisitors that while in Geneva he told the Marchese de Vico of Naples, who was notable for helping Italian refugees in Geneva, "I did not intend to adopt the religion of the city. I desired to stay there only that I might live at liberty and in security." Bruno had a pair of breeches made for himself, and the Marchese and others apparently made Bruno a gift of a sword, hat, cape and other necessities for dressing himself; in such clothing Bruno could no longer be recognized as a priest. Things apparently went well for Bruno for a time, as he entered his name in the Rector's Book of the University of Geneva in May 1579. But in keeping with his personality he could not long remain silent. In August he published an attack on the work of Antoine de la Faye, a distinguished professor. He and the printer were promptly arrested. Rather than apologizing, Bruno insisted on continuing to defend his publication. He was refused the right to take sacrament. Though this was eventually reversed, he left Geneva.

He went to France, arriving first in Lyon, and thereafter settling for a time (1580–1581) in Toulouse, where he took his doctorate in theology and was elected by students to lecture in philosophy. It seems he also attempted at this time to return to the Catholic fold, but was denied absolution by the Jesuit priest he approached. When religious strife broke out in the summer of 1581, he relocated to Paris. There he held a cycle of thirty lectures on theological topics, and he also began to gain fame for his prodigious memory. Bruno's feats of memory were based, at least in part, on his elaborate system of mnemonics, but some of his contemporaries found it easier to attribute them to magical powers. His talents attracted the benevolent attention of the king Henry III. The king summoned him to the court. Bruno subsequently reported "I got me such a name that King Henry III summoned me one day to discover from me if the memory which I possessed was natural or acquired by magic art. I satisfied him that it did not come from sorcery but from organised knowledge; and, following this, I got a book on memory printed, entitled The Shadows of Ideas, which I dedicated to His Majesty. Forthwith he gave me an Extraordinary Lectureship with a salary." In Paris Bruno enjoyed the protection of his powerful French patrons. During this period, he published several works on mnemonics, including De umbris idearum (On The Shadows of Ideas, 1582), Ars Memoriae (The Art of Memory, 1582), and Cantus Circaeus (Circe's Song, 1582). All of these were based on his mnemonic models of organised knowledge and experience, as opposed to the simplistic logic-based mnemonic techniques of Petrus Ramus then becoming popular. Bruno also published a comedy summarizing some of his philosophical positions, titled Il Candelaio (The Torchbearer, 1582). In the 16th century dedications were, as a rule, approved beforehand, and hence were a way of placing a work under the protection of an individual. Given that Bruno dedicated various works to the likes of King Henry III, Sir Philip Sidney, Michel de Castelnau (French Ambassador to England), and possibly Pope Pius V, it is apparent that this wanderer had experienced a meteoric rise and moved in powerful circles. England, 1583–1585 Woodcut illustration of one of Giordano Bruno's less complex mnemonic devices In April 1583, Bruno went to England with letters of recommendation from Henry III as a guest of the French ambassador, Michel de Castelnau. There he became acquainted with the poet Philip Sidney (to whom he dedicated two books) and other members of the Hermetic circle around John Dee, though there is no evidence that Bruno ever met Dee himself. He also lectured at Oxford, and unsuccessfully sought a teaching position there. His views spurred controversy, notably with John Underhill, Rector of Lincoln College and subsequently bishop of Oxford, and George Abbot, who later became Archbishop of Canterbury. Abbot mocked Bruno for supporting "the opinion of Copernicus that the earth did go round, and the heavens did stand still; whereas in truth it was his own head which rather did run round, and his brains did not stand still",[22] and reports accusations that Bruno plagiarized Ficino's work. Still, the English period was a fruitful one. During that time Bruno completed and published some of his most important works, the six "Italian Dialogues," including the cosmological tracts La Cena de le Ceneri (The Ash Wednesday Supper, 1584), De la Causa, Principio et Uno (On Cause, Principle and Unity, 1584), De l'Infinito, Universo e Mondi (On the Infinite, Universe and Worlds, 1584) as well as Lo Spaccio de la Bestia Trionfante (The Expulsion of the Triumphant Beast, 1584) and De gl' Heroici Furori (On the Heroic Frenzies, 1585). Some of these were printed by John Charlewood. Some of the works that Bruno published in London, notably The Ash Wednesday Supper, appear to have given offense. It was not the first time, nor was it to be the last, that Bruno's controversial views coupled with his abrasive sarcasm lost him the support of his friends. John Bossy has advanced the theory that, while staying in the French Embassy in London, Bruno was also spying on Catholic conspirators, under the pseudonym 'Fagot', for Sir Francis Walsingham, Queen Elizabeth's Secretary of State.

Last years of wandering, 1585–1592 In October 1585, after the French embassy in London was attacked by a mob, Bruno returned to Paris with Castelnau, finding a tense political situation. Moreover, his 120 theses against Aristotelian natural science and his pamphlets against the mathematician Fabrizio Mordente soon put him in ill favor. In 1586, following a violent quarrel about Mordente's invention, the differential compass, he left France for Germany. Woodcut from "Articuli centum et sexaginta adversus huius tempestatis mathematicos atque philosophos," Prague 1588 In Germany he failed to obtain a teaching position at Marburg, but was granted permission to teach at Wittenberg, where he lectured on Aristotle for two years. However, with a change of intellectual climate there, he was no longer welcome, and went in 1588 to Prague, where he obtained 300 taler from Rudolf II, but no teaching position. He went on to serve briefly as a professor in Helmstedt, but had to flee again when he was excommunicated by the Lutherans. During this period he produced several Latin works, dictated to his friend and secretary Girolamo Besler, including De Magia (On Magic), Theses De Magia (Theses On Magic) and De Vinculis In Genere (A General Account of Bonding). All these were apparently transcribed or recorded by Besler (or Bisler) between 1589 and 1590.[24] He also published De Imaginum, Signorum, Et Idearum Compositione (On The Composition of Images, Signs and Ideas, 1591).

The year 1591 found him in Frankfurt. Apparently, during the Frankfurt Book Fair,[citation needed] he received an invitation to Venice from the patrician Giovanni Mocenigo, who wished to be instructed in the art of memory, and also heard of a vacant chair in mathematics at the University of Padua. At the time the Inquisition seemed to be losing some of its impetus, and Venice seemed especially safe as it was the most liberal state in Italy; therefore Bruno was lulled into making the fatal mistake of returning to Italy. He went first to Padua, where he taught briefly, and applied unsuccessfully for the chair of mathematics, which was assigned instead to Galileo Galilei one year later. Bruno accepted Mocenigo's invitation and moved to Venice in March 1592. For about two months he functioned as an in-house tutor to Mocenigo. When Bruno announced his plan to leave Venice to his host, the latter, who was unhappy with the teachings he had received and had apparently developed a personal rancour towards Bruno, denounced him to the Venetian Inquisition, which had Bruno arrested on May 22, 1592. Among the numerous charges of blasphemy and heresy brought against him in Venice, based on Mocenigo's denunciation, was his belief in the plurality of worlds, as well as accusations of personal misconduct. Bruno defended himself skillfully, stressing the philosophical character of some of his positions, denying others and admitting that he had had doubts on some matters of dogma. The Roman Inquisition, however, asked for his transferral to Rome. After several months and some quibbling the Venetian authorities reluctantly consented and Bruno was sent to Rome in February 1593. Imprisonment, trial and execution, 1593–1600 In Rome, Bruno's trial lasted seven years during which time he was imprisoned, lastly in the Tower of Nona. Some important documents about the trial are lost, but others have been preserved, among them a summary of the proceedings that was rediscovered in 1940. The numerous charges against Bruno, based on some of his books as well as on witness accounts, included blasphemy, immoral conduct, and heresy in matters of dogmatic theology, and involved some of the basic doctrines of his philosophy and cosmology. Luigi Firpo lists these charges made against Bruno by the Roman Inquisition: holding opinions contrary to the Catholic faith and speaking against it and its ministers; holding opinions contrary to the Catholic faith about the Trinity, divinity of Christ, and Incarnation; holding opinions contrary to the Catholic faith pertaining to Jesus as Christ; holding opinions contrary to the Catholic faith regarding the virginity of Mary, mother of Jesus; holding opinions contrary to the Catholic faith about both Transubstantiation and Mass; claiming the existence of a plurality of worlds and their eternity; believing in metempsychosis and in the transmigration of the human soul into brutes; dealing in magics and divination. The trial of Giordano Bruno by the Roman Inquisition. Bronze relief by Ettore Ferrari, Campo de' Fiori, Rome.

Bruno continued his Venetian defensive strategy, which consisted in bowing to the Church's dogmatic teachings, while trying to preserve the basis of his philosophy. In particular, Bruno held firm to his belief in the plurality of worlds, although he was admonished to abandon it. His trial was overseen by the Inquisitor Cardinal Bellarmine, who demanded a full recantation, which Bruno eventually refused. On January 20, 1600, Pope Clement VIII declared Bruno a heretic and the Inquisition issued a sentence of death. According to the correspondence of Gaspar Schopp of Breslau, he is said to have made a threatening gesture towards his judges and to have replied: Maiori forsan cum timore sententiam in me fertis quam ego accipiam ("Perhaps you pronounce this sentence against me with greater fear than I receive it"). He was turned over to the secular authorities. On February 17, 1600, in the Campo de' Fiori (a central Roman market square), with his "tongue imprisoned because of his wicked words", he was burned at the stake.[29] His ashes were dumped into the Tiber river. All of Bruno's works were placed on the Index Librorum Prohibitorum in 1603. Inquisition cardinals who judged Giordano Bruno were: Cardinal Bellarmino (Bellarmine), Cardinal Madruzzo (Madruzzi), Cardinal Camillo Borghese (later Pope Paul V), Domenico Cardinal Pinelli, Pompeio Cardinal Arrigoni, Cardinal Sfondrati, Pedro Cardinal De Deza Manuel, Cardinal Santorio (Archbishop of Santa Severina, Cardinal-Bishop of Palestrina). Physical appearance The earliest likeness of Bruno is an engraving published in 1715[30] and cited by Salvestrini as "the only known portrait of Bruno". Salvestrini suggests that it is a re-engraving made from a now lost original.This engraving has provided the source for later images. The records of Bruno's imprisonment by the Venetian inquisition in May 1592 describe him as a man "of average height, with a hazel coloured beard and the appearance of being about forty years of age". Alternately, a passage in a work by George Abbot indicates that Bruno was of diminutive stature: "When that Italian Didapper, who intituled himselfe Philotheus Iordanus Brunus Nolanus, magis elaborata Theologia Doctor, &c with a name longer than his body...". The word "didapper" used by Abbot is the derisive term which in period meant "a small diving waterfowl".Cosmology

Cosmology before Bruno. Illuminated illustration of the Ptolemaic geocentric conception of the Universe. The outermost text reads "The heavenly empire, dwelling of God and all the selected" Despite Copernicus' recent publication of his heliocentric work De revolutionibus orbium coelestium, during Bruno's time most educated Catholics subscribed to the Aristotelian geocentric view that the earth was the center of the universe, and that all heavenly bodies revolved around it. The ultimate limit of the universe was the primum mobile, whose diurnal rotation was conferred upon it by a transcendental God, not part of the universe (although, as the kingdom of heaven, adjacent to it[34]), a motionless prime mover and first cause. The fixed stars were part of this celestial sphere, all at the same fixed distance from the immobile earth at the center of the sphere. Ptolemy had numbered these at 1,022, grouped into 48 constellations. The planets were each fixed to a transparent sphere. In the first half of the 15th century Nicolaus Cusanus (not to be confused with Copernicus a century later) reissued[citation needed] the ideas formulated in Antiquity by Democritus and Lucretius and dropped the Aristotelean cosmos. He envisioned an infinite universe, whose center was everywhere and circumference nowhere, with countless rotating stars, the Earth being one of them, of equal importance. He also considered that neither were the rotational orbits circular, nor was the movement uniform. In the second half of the 16th century, the theories of Copernicus (1473–1543) began diffusing through Europe. Copernicus conserved the idea of planets fixed to solid spheres, but considered the apparent motion of the stars to be an illusion caused by the rotation of the Earth on its axis; he also preserved the notion of an immobile center, but it was the Sun rather than the Earth. Copernicus also argued the Earth was a planet orbiting the Sun once every year. However he maintained the Ptolemaic hypothesis that the orbits of the planets were composed of perfect circles—deferents and epicycles—and that the stars were fixed on a stationary outer sphere. Few astronomers of Bruno's time accepted Copernicus's heliocentric model. Among those who did were the Germans Michael Maestlin (1550–1631), Christoph Rothmann, Johannes Kepler (1571–1630), the Englishman Thomas Digges, author of A Perfit Description of the Caelestial Orbes, and the Italian Galileo Galilei (1564–1642). Curiously, Bruno's Nolan compatriot, Nicola Antonio Stigliola, born just two years before Bruno himself, believed in the Copernican model. The two, however, probably never met after their youth. Bruno's cosmology Bruno believed (and praised Copernicus for establishing a scientific explanation for the fact[citation needed]) that the Earth revolves around the sun, and that the apparent diurnal rotation of the heavens is an illusion caused by the rotation of the Earth around its axis. Bruno also held (following Nicholas of Cusa[citation needed]) that because God is infinite the universe would reflect this fact in boundless immensity. The universe is then one, infinite, immobile.... It is not capable of comprehension and therefore is endless and limitless, and to that extent infinite and indeterminable, and consequently immobile. Bruno also asserted that the stars in the sky were really other suns like our own, around which orbited other planets. He indicated that support for such beliefs in no way contradicted scripture or true religion. In 1584, Bruno published two important philosophical dialogues in which he argued against the planetary spheres (Christoph Rothmann did the same in 1586 as did Tycho Brahe in 1587). Bruno's infinite universe was filled with a substance—a "pure air," aether, or spiritus—that offered no resistance to the heavenly bodies which, in Bruno's view, rather than being fixed, moved under their own impetus (momentum). Most dramatically, he completely abandoned the idea of a hierarchical universe. The Earth was just one more heavenly body, as was the Sun. God had no particular relation to one part of the infinite universe more than any other. God, according to Bruno, was as present on Earth as in the Heavens, an immanent God, the One subsuming in itself the multiplicity of existence, rather than a remote heavenly deity.Bruno also affirmed that the universe was homogeneous, made up everywhere of the four elements (water, earth, fire, and air), rather than having the stars be composed of a separate quintessence. Essentially, the same physical laws would operate everywhere, although the use of that term is anachronistic. Space and time were both infinite. There was no room in his stable and permanent universe for the Christian notions of divine creation and Last Judgement. In Bruno's model, the Sun was simply one more star, and the stars all suns, each with its own planets. Bruno saw a solar system of a sun/star with planets as the fundamental unit of the universe. All these planets constituted an infinite number of inhabited worlds, a philosophical position known as cosmic pluralism. According to Bruno, an infinite God necessarily created an infinite universe, formed of an infinite number of solar systems, separated by vast regions full of aether, because empty space could not exist (Bruno did not arrive at the concept of a galaxy). Comets were part of a synodus ex mundis of stars, and not—as other authors maintained at the time—ephemeral creations, divine instruments, or heavenly messengers. Each comet was a world, a permanent celestial body, formed of the four elements. Bruno's cosmology is marked by infinitude, homogeneity, and isotropy, with planetary systems distributed evenly throughout. Matter follows an active animistic principle: it is intelligent and discontinuous in structure, made up of discrete atoms. This animism (and a corresponding disdain for mathematics as a means to understanding) is the most dramatic respect in which Bruno's cosmology differs from a modern scientific understanding of the universe. During the late 16th century, and throughout the 17th century, Bruno's ideas were held up for ridicule, debate, or inspiration. Margaret Cavendish, for example, wrote an entire series of poems against "atoms" and "infinite worlds" in Poems and Fancies in 1664. Bruno's true, if partial, vindication would have to wait for the implications and impact of Newtonian cosmology. Bruno's overall contribution to the birth of modern science is still controversial. Some scholars follow Frances Yates stressing the importance of Bruno's ideas about the universe being infinite and lacking geocentric structure as a crucial crosspoint between the old and the new. Others see in Bruno's idea of multiple worlds instantiating the infinite possibilities of a pristine, indivisible One, a forerunner of Everett's many-worlds interpretation of quantum mechanics. While most academics note Bruno's theological position as pantheism, physicist and philosopher Max Bernhard Weinstein in his Welt- und Lebensanschauungen, Hervorgegangen aus Religion, Philosophie und Naturerkenntnis ("World and Life Views, Emerging From Religion, Philosophy and Nature"), wrote that the theological model of pandeism was strongly expressed in the teachings of Bruno, especially with respect to the vision of a deity which had no particular relation to one part of the infinite universe more than any other, and was immanent, as present on Earth as in the Heavens, subsuming in itself the multiplicity of existence. Retrospective views of Bruno The monument to Bruno in the place he was executed, Campo de' Fiori in Rome.

41°53′44.16″N 12°28′19.80″E Late Vatican position The Vatican has published few official statements about Bruno's trial and execution. In 1942, Cardinal Giovanni Mercati, who discovered a number of lost documents relating to Bruno's trial, stated that the Church was perfectly justified in condemning him. On the 400th anniversary of Bruno's death, in 2000, Cardinal Angelo Sodano declared Bruno's death to be a "sad episode" but, despite his regret, he defended Bruno's prosecutors, maintaining that the Inquisitors "had the desire to serve freedom and promote the common good and did everything possible to save his life."[38] In the same year, Pope John Paul II did make a general apology for the deaths of prominent philosophers and scientists due to the Inquisition. A martyr of science

Some authors have characterized Bruno as a "martyr of science," suggesting parallels with the Galileo affair which began around 1610. They assert that, even though Bruno's theological beliefs, or perceptions of them by others, were an important factor in his heresy trial, his Copernicanism and cosmological beliefs played a significant role in the outcome.

"It should not be supposed", writes A. M. Paterson of Bruno and his "heliocentric solar system," that he "reached his conclusions via some mystical revelation....His work is an essential part of the scientific and philosophical developments that he initiated." Paterson echoes Hegel in writing that Bruno "ushers in a modern theory of knowledge that understands all natural things in the universe to be known by the human mind through the mind's dialectical structure." Ingegno writes that Bruno embraced the philosophy of Lucretius, "aimed at liberating man from the fear of death and the gods." Characters in Bruno's Cause, Principle and Unity desire "to improve speculative science and knowledge of natural things," and to achieve a philosophy "which brings about the perfection of the human intellect most easily and eminently, and most closely corresponds to the truth of nature" Other scholars oppose such views, and claim Bruno's martyrdom to science to be exaggerated, or outright false. For Yates, while "nineteenth century liberals" were thrown "into ecstasies" over Bruno's Copernicanism, "Bruno pushes Copernicus' scientific work back into a prescientific stage, back into Hermetism, interpreting the Copernican diagram as a hieroglyph of divine mysteries." Theological heresy In his Lectures on the History of Philosophy Hegel writes that Bruno's life represented "a bold rejection of all Catholic beliefs resting on mere authority." Alfonso Ingegno states that Bruno's philosophy "challenges the developments of the Reformation, calls into question the truth-value of the whole of Christianity, and claims that Christ perpetrated a deceit on mankind... Bruno suggests that we can now recognize the universal law which controls the perpetual becoming of all things in an infinite universe."A. M. Paterson says that, while we no longer have a copy of the official papal condemnation of Bruno, his heresies included "the doctrine of the infinite universe and the innumerable worlds" and his beliefs "on the movement of the earth". Michael White notes that the Inquisition may have pursued Bruno early in his life on the basis of his opposition to Aristotle, interest in Arianism, reading of Erasmus, and possession of banned texts.[48] White considers that Bruno's later heresy was "multifaceted" and may have rested on his conception of infinite worlds. "This was perhaps the most dangerous notion of all... If other worlds existed with intelligent beings living there, did they too have their visitations? The idea was quite unthinkable." Frances Yates rejects what she describes as the "legend that Bruno was prosecuted as a philosophical thinker, was burned for his daring views on innumerable worlds or on the movement of the earth." Yates however writes that "the Church was... perfectly within its rights if it included philosophical points in its condemnation of Bruno's heresies" because "the philosophical points were quite inseparable from the heresies." According to the Stanford Encyclopedia of Philosophy, "in 1600 there was no official Catholic position on the Copernican system, and it was certainly not a heresy. When [...] Bruno [...] was burned at the stake as a heretic, it had nothing to do with his writings in support of Copernican cosmology." Similarly, the Catholic Encyclopedia (1908) asserts that "Bruno was not condemned for his defence of the Copernican system of astronomy, nor for his doctrine of the plurality of inhabited worlds, but for his theological errors, among which were the following: that Christ was not God but merely an unusually skillful magician, that the Holy Ghost is the soul of the world, that the Devil will be saved, etc." The website of the Vatican Secret Archives, discussing a summary of legal proceedings against Bruno in Rome, states: "In the same rooms where Giordano Bruno was questioned, for the same important reasons of the relationship between science and faith, at the dawning of the new astronomy and at the decline of Aristotle's philosophy, sixteen years later, Cardinal Bellarmino, who then contested Bruno's heretical theses, summoned Galileo Galilei, who also faced a famous inquisitorial trial, which, luckily for him, ended with a simple abjuration." Artistic depictions Following the 1870 Capture of Rome by the newly created Kingdom of Italy and the end of the Church's temporal power over the city, the erection of a monument to Bruno on the site of his execution became feasible. The monument was sharply opposed by the clerical party, but was finally erected by the Rome Municipality and inaugurated in 1889. A statue of a stretched human figure standing on its head designed by Alexander Polzin depicting Bruno's death at the stake was placed in Potsdamer Platz station 52°30′35.4″N 13°22′33.5″E in Berlin on March 2, 2008.Retrospective iconography of Bruno shows him with a Dominican cowl but not tonsured. Edward Gosselin has suggested that it is likely Bruno kept his tonsure at least until 1579, and it is possible that he wore it again thereafter.

An idealized animated version of Bruno appears in the first episode of the 2014 television series Cosmos: A Spacetime Odyssey. In this depiction, Bruno is shown with a more modern look, without tonsure and wearing clerical robes and without his hood. Cosmos presents Bruno as an impoverished philosopher who was ultimately executed due to his refusal to recant his belief in other worlds, a portrayal that was criticized as simplistic or historically inaccurate. Appearances in fiction Bruno and his theory of 'the coincidence of contraries' (coincidentia oppositorum) play an important role in James Joyce's novel Finnegans Wake. Joyce wrote in a letter to his patroness, Harriet Shaw Weaver, 'His philosophy is a kind of dualism – every power in nature must evolve an opposite in order to realise itself and opposition brings reunion'. Amongst his numerous allusions to Bruno in his novel, including his trial and torture, Joyce plays upon Bruno's notion of coincidentia oppositorum through applying his name to word puns such as "Browne and Nolan" (name of Dublin printers) and '"brownesberrow in nolandsland". Bruno Giordano features as the hero in a series of historical crime novels by S.J. Parris (pseudonym of Stephanie Merritt).

The Last Confession by Morris West (posthumously published) is a fictional autobiography of Bruno, ostensibly written shortly before his execution. In 1973 the biographic drama Giordano Bruno was released, an Italian/French movie directed by Giuliano Montaldo, starring Gian Maria Volonté as Bruno. The computer game In Memoriam features a lead character who claims to be Bruno, returned from the dead to seek vengeance. Bruno features as a main character in the historical segments of John Crowley's mystical Ægypt tetralogy of novels. The story covers his education as a Dominican and his investigation for heresy, and presents multiple versions of his execution on the Campo de' Fiori. His name appears and he is recognized in the novel Children of God by Mary Doria Russell. Deborah Harkness' A Discovery of Witches mentions Bruno and quotes from Eroici furori: "Desire urges me on, as fear bridles me." He is mentioned in 'A Man against a Background of Flames' by Paul Hoggart (2013). Giordano Bruno Foundation] The Giordano Bruno Foundation (German: Giordano Bruno Stiftung) is a non-profit foundation based in Germany that pursues the "Support of Evolutionary Humanism". It was founded by entrepreneur Herbert Steffen in 2004. The Giordano Bruno Foundation is considered critical of religion, which it characterizes as detrimental to cultural evolution. Giordano Bruno Memorial Award

The SETI League makes an annual award honoring the memory of Giordano Bruno to a deserving person or persons who have made a significant contribution to the practice of SETI (the search for extraterrestrial intelligence). The award was proposed by sociologist Donald Tarter in 1995 on the 395th anniversary of Bruno's death. The trophy presented is called a Bruno. Astronomical objects named after Bruno The 22 km impact crater Giordano Bruno on the far side of the Moon is named in his honor, as are the main belt asteroids 5148 Giordano and 13223 Cenaceneri; the latter is named for one of his works.

+++ DISCLAIMER +++

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

Some background:

The need for a specialized self-propelled anti-aircraft gun, capable of keeping up with the armoured divisions, had become increasingly urgent for the German Armed Forces, as from 1943 on the German Air Force was less and less able to protect itself against enemy fighter bombers.

Therefore, a multitude of improvised and specially designed self-propelled anti-aircraft guns were built, many based on the Panzer IV chassis. This development started with the Flakpanzer IV “Möbelwagen”, which was only a Kampfpanzer IV with the turret removed and a 20mm Flakvierling installed instead, together with foldable side walls that offered only poor protection for the gun crew. The lineage then progressed through the Wirbelwind and Ostwind models, which had their weapons and the crew protected in fully rotating turrets, but these were still open at the top. This flaw was to be eliminated in the Kugelblitz, the final development of the Flakpanzer IV.

Plans to stretch the hull for more internal space, better field performance and crew comfort as well as replacing the engine with a bigger and more powerful 8 cylinder Tatra engine were never executed, since all resources were allocated to the new E-series tanks.

Specifications:

Crew: Four (commander/gunner, 2 assistants incl. radio operator, driver)

Weight: 18 tons (22.000 lb)

Length: 4.61 m (15 ft 1 in)

Width: 2.63 m (8 ft 8 in)

Height: 2.63 m (8 ft 8 in)

Ground clearance: 40 cm (15 ¾ in)

Suspension: Leaf spring

Fuel capacity: 320 litres (85 US gal)

Armor:

10 – 60 mm (0.39 – 2.36 in)

Performance:

Maximum road speed: 42 km/h (26 mph)

Sustained road speed: 36 km/h (22.3 mph)

Off-road speed: 26 km/h (16 mph)

Operational range: 177 km (110 mi)

Power/weight: 10 PS/t

Engine:

Praga 6-cylinder 7.8 liter petrol engine, delivering 180 PS (178 hp, 130 kW) at 2,800 rpm

Transmission:

Praga-Wilson Typ CV with 5 forwards and 1 reverse gears

Armament:

2× 30 mm 3 cm Flak 38 (MK 103/3) with a total of 1.200 rounds

The kit and its assembly:

The so-called “Kugelhetzer” was a real German project in late WWII, but it was rather a vague idea, it never it made to the hardware stage. Even from its predecessor, the Panzer IV-based “Kugelblitz”, only five tanks were actually built. However, I found the idea interesting, since the combination of existing elements would lead to a very compact SPAAG. And since I had a spare Kugelblitz turret from one of the Modelcollect “Vierfüssler” SF mecha kits at hand, I decided to build a model of this conceptual tank.

The chassis is a Bergepanzer 38(t), a.k.a. “Bergehetzer”, from UM Models, an unarmed recovery tank based on the Hetzer hull with an open top. For my conversion plan it offered the benefit of a blank glacis plate and lots of spare parts for future builds. However, upon inspection of the parts-not-intended-to-be-mated I became slightly disillusioned: while the Hetzer’s upper original hull offers enough room for the ball turret itself to be inserted into the roof, it could NEVER take the turret bearing and the armored collar ring around it. They already are hard to mount on a Panzer IV hull, but the Hetzer is an even smaller vehicle, despite its casemate layout. I was about to shelf the project again, but then decided to modify and adapt the upper hull to the turret. In real life the engineers would have taken a similar route.

I started to scratch the superstructure from 0.5mm styrene sheet, and work started with the roof that had to be wide enough to carry the turret ring. This was glued into place on top of the hull, and from this benchmark the rest of the “armor plates” was added – starting with the engine bay cover, then adding side walls and finally the more complex corner sections, which actually consist of two triangular plates, but only one of them was actually fitted. The leftover openings were filled with acrylic putty, also in order to fill and stabilize the void between the original hull and the added plates. Later, the necessary space for the ball turret was carved away from the original hull, so that the Kugelblitz turret could be inserted in its new opening. Sounds complicated, but the construction was less complicated than expected, and it looked even better!

Once mated with the lower chassis, some details had to be added to the blank surfaces – e. g. racks with spare barrels for the guns and some tools and stowage boxes. These were taken from the Bergehetzer kit and partly modified to match the different hull.

What really became a challenge was the assembly of the tracks upon the model’s completion. Unfortunately, they consist of single elements and even links that have to be glued to the wheels, and since they were not crisply molded (just like the sprocket drive wheels) their installation was a rather tedious affair.

Painting and markings:

This is another variation of the “Hinterhalt” concept, using the three basic tones of Dunkelgelb (RAL 7028), Olivgrün (RAL 6003) and Rotbraun (RAL 8012). In this case – as an autumn scheme with fading light and more red and brown leaves - I used a late-war Panther as reference and gave the vehicle a rather dark basic livery consisting of green and the brown, and on top of that I added counter-colored (green on brown and brown on green) mottles, plus contrast mottles in Dunkelgelb. The tones I used were Humbrol 83, 86 and 113 - the latter is not the standard tone for the Hinterhalt scheme (180 would be appropriate), but it comes close to the typical German red Oxidrot (RAL 3009) primer, which was not only used on bare tank hulls during production but was also integrated into camouflage schemes, frequently stretched and lightened through additives. Effectively the livery is very standard, and since this Kugelhetzer model would depict a standard production vehicle and not a conversion, I extended the camouflage to the turret, too, for a consistent look.

The wheels remained in a single color (just the basic red brown and green), since camouflage was prohibited to be extended onto moving parts of the vehicle: a swirling pattern would have been very obvious and eye-catching when the vehicle was on the move.

A washing with dark red brown, highly thinned acrylic paint followed. The decals – mostly taken from the small OOB sheet – came next, and I settled upon simplified national markings and just white outlines for the tactical code, due to the rather murky camouflage underneath.

The model’s main components were sealed with matt acrylic varnish from the rattle can before their final assembly, and I did some dry-brushing with light grey to emphasize details and edges. Finally, a coat of pigment dust was applied to the model’s lower areas and used to hide some flaws along the fiddly tracks.

A conclusive outcome, and a more complex build than obvious at first sight. The re-built upper hull was easier to realize than expected, the true horror came with the assembly of the tracks which consist of tiny, not really crisply molded elements. Why the return track section has to be constructed of five(!) segments - even though it's a straight line - is beyond my comprehension, too.

However, the outcome looks quite good, even though the use of the original Hetzer hull would have created several problems, if the original Kugelblitz turret had had to be integrated. Esp. the lack of space for the driver (and a suitable access hatch!) make this design idea rather unpractical, so that a stretched hull (AFAIK there’s a model of such a modified vehicle available) would have made sense.

Some background:

The VF-1 was developed by Stonewell/Bellcom/Shinnakasu for the U.N. Spacy by using alien Overtechnology obtained from the SDF-1 Macross alien spaceship. Its production was preceded by an aerodynamic proving version of its airframe, the VF-X. Unlike all later VF vehicles, the VF-X was strictly a jet aircraft, built to demonstrate that a jet fighter with the features necessary to convert to Battroid mode was aerodynamically feasible. After the VF-X's testing was finished, an advanced concept atmospheric-only prototype, the VF-0 Phoenix, was flight-tested from 2005 to 2007 and briefly served as an active-duty fighter from 2007 to the VF-1's rollout in late 2008, while the bugs were being worked out of the full-up VF-1 prototype (VF-X-1).

However, the fighter remained active in many second line units and continued to show its worthiness years later, e. g. through Milia Jenius who would use her old VF-1 fighter in defense of the colonization fleet - 35 years after the type's service introduction!

General characteristics:

All-environment variable fighter and tactical combat Battroid,

used by U.N. Spacy, U.N. Navy, U.N. Space Air Force

Accommodation:

Pilot only in Marty & Beck Mk-7 zero/zero ejection seat

Dimensions:

Fighter Mode:

Length 14.23 meters

Wingspan 14.78 meters (at 20° minimum sweep)

Height 3.84 meters

Battroid Mode:

Height 12.68 meters

Width 7.3 meters

Length 4.0 meters

Empty weight: 13.25 metric tons;

Standard T-O mass: 18.5 metric tons;

MTOW: 37.0 metric tons

Power Plant:

2x Shinnakasu Heavy Industry/P&W/Roice FF-2001 thermonuclear reaction turbine engines, output 650 MW each, rated at 11,500 kg in standard or in overboost (225.63 kN x 2)

4x Shinnakasu Heavy Industry NBS-1 high-thrust vernier thrusters (1 x counter reverse vernier thruster nozzle mounted on the side of each leg nacelle/air intake, 1 x wing thruster roll control system on each wingtip);

18x P&W LHP04 low-thrust vernier thrusters beneath multipurpose hook/handles

Performance:

Battroid Mode: maximum walking speed 160 km/h

Fighter Mode: at 10,000 m Mach 2.71; at 30,000+ m Mach 3.87

g limit: in space +7

Thrust-to-weight ratio: empty 3.47; standard T-O 2.49; maximum T-O 1.24

Design Features:

3-mode variable transformation; variable geometry wing; vertical take-off and landing; control-configurable vehicle; single-axis thrust vectoring; three "magic hand" manipulators for maintenance use; retractable canopy shield for Battroid mode and atmospheric reentry; option of GBP-1S system, atmospheric-escape booster, or FAST Pack system

Transformation:

Standard time from Fighter to Battroid (automated): under 5 sec.

Min. time from Fighter to Battroid (manual): 0.9 sec.

Armament:

2x internal Mauler RÖV-20 anti-aircraft laser cannon, firing 6,000 pulses per minute

1x Howard GU-11 55 mm three-barrel Gatling gun pod with 200 RPG, fired at 1,200 rds/min

4x underwing hard points for a wide variety of ordnance, including

12x AMM-1 hybrid guided multipurpose missiles (3/point), or

12x MK-82 LDGB conventional bombs (3/point), or

6x RMS-1 large anti-ship reaction missiles (2/outboard point, 1/inboard point), or

4x UUM-7 micro-missile pods (1/point) each carrying 15 x Bifors HMM-01 micro-missiles,

or a combination of above load-outs

The kit and its assembly:

This fictional VF-1 is more or less “only” a camouflage experiment, spawned by a recent discussion about the German Luftwaffe’s so-called “Norm ‘81” paint scheme that was carried by the F-4Fs during the Eighties and the early Nineties. It is one of the most complex standardized paint scheme I am aware of, consisting of no less than six basic shades of grey and applied in two different patterns (early variant with angled/splinter camouflage, later this was changed into more organic shapes).

I have built a fictional post-GDR MiG-21 with the Norm ’81 scheme some years ago, but had always been curious how a Macross VF-1 would look with it, or how it could be adapted to the F-14esque airframe?

Concerning the model, it’s another vintage ARII VF-1, in this case a VF-1J, built OOB and with the landing gear down and an open canopy. However, I added some small details like the sensors in front of the cockpit, RHAWS sensors and bulges for ECM equipment on the lower legs (all canonical). The ordnance was subtly changed, with just two AMM-1 missiles on each outer pylon plus small ECM pods on the lo hardpoint (procured from an 1:144 Tornado). The inner stations were modified to hold quadruple starters for (fictional) air-to-ground missiles, left over from a Zvezda 1:72 Ka-58 helicopter and probably depicting Soviet/Russian 9M119 “Svir” laser-guided anti-tank missiles, or at least something similar. At the model’s 1:100 scale they are large enough to represent domestic alternatives to AGM-65 Maverick missiles – suitable against Zentraedi pods and other large ground targets. The ventral GU-11 pod was modified to hold a scratched wire display for in-flight pictures. Some blade antennae were added as a standard measure to improve the simple kit’s look. The cockpit was taken OOB, I just added a pilot figure for the scenic shots and the thick canopy was later mounted on a small lift arm in open position.

Painting and markings:

This was quite a challenge: adapting the Norm’ 81 scheme to the swing-wing Valkyrie, with its folded legs and the twin tail as well as lacking the Phantom’s spine and bulged air intakes, was not easy, and I went for the most straightforward solution and simplified things on the VF-1’s short spine.

The Norm ‘81’s “official” colors are all RAL tones, and I decided to use these for an authentic lokk, namely:

RAL 7009 Grüngrau: Revell 67 (acrylic)

RAL 7012 Basaltgrau: Revell 77 (acrylic)

RAL 7039 Quarzgrau: Xtracolor X259 (enamel)

RAL 7037 Staubgrau: Xtracolor X258 (enamel)

RAL 7030 Steingrau: Revell 75 (enamel)

RAL 7035 Lichtgrau: Humbrol 196 (enamel)

This basically plan worked and left me with a very murky aircraft: Norm ’81 turned out to be a kind of all-propose camouflage that works well against both sky and ground, at least in the typical German climate, and especially good at medium to low altitude. RAL 7030, 7037 and 7039 appear like gradually darker shades of the basically same brownish grey hue, framed with darker contrast areas that appear either greenish or bluish.

However, the Xtracolor enamels turned out to be total sh!t: they lacked pigments in the glossy and translucent base and therefore ANY opacity, esp. on any edge, at least when you use a brush like me. Not certain if using an airbrush improves this? The result were uneven and rather thick areas of paint, not what I had hoped for. And the Revell 75 just did what I hate about the company's enamels: drying up prematurely with a gooey consistency, leaving visible streaks.

After a black ink wash, very light post-shading was added. I should have from the start tried to stick to the acrylics and also mix the Xtracolor tones from Revell acrylics, a stunt that turned during the weathering process (trying to hide the many blemishes) out to be quite feasible. RAL 7037 was mixed from Revell 47 plus 89 in a ~1:1 ratio, and RAL 7039 from Revell 47, 77 and 87 with a touch of 09. Nevertheless, the paint finish turned out sub-optimal, but some shading and weathering saved most of the mess – even I am not satisfied with the outcome, the model looks more weathered than intended (even though most operational German F-4Fs with this paint scheme looked quite shaggy and worn, making the different shades of grey almost undiscernible).

After some consideration I gave this German VF-1 full-color (yet small) "Kite" roundels, together with a German tactical code. German flags and a vintage JaboG 32 squadron badge decorate the fin - a plausible move, because there are British Valkyries in source books that carry RAF fin flashes. Stencils and other markings came from VF-1 OOB sheets.

Finally, after some typical highlights with clear paint over a silver base were added, and the small VF-1 was sealed with a coat of matt acrylic varnish.

A spontaneous interim project, with interesting results. The adapted Norm ’81 scheme works well on the VF-1, and it even is a contemporary design from the era when the original TV series was conceived and aired. With the authentic tones I’d call it quite ugly – even though I was amazed during the photo session how well the different shades of grey (four from above!) blend into each other and break up the aircraft’s outlines. If there were no red-and-white roundels or the orange pilot in the cockpit (chosen intentionally for some color contrast), the camouflage would be very effective! Not perfect, but another special member in my growing VF-1 model fleet. ^^

A soldier of B Company of 2nd Battalion The Parachute Regiment smiles at a colleague as they prepare to jump onto Wiley Sike in Cumbria from a Royal Air Force C-130J Hercules.

They were taking part in Exercise Capable Eagle, dropping from a Hercules C130J of 47 Sqn, over Wiley Sike, part of the RAF Spadeadam training area.

-------------------------------------------------------

© Crown Copyright 2013

Photographer: Fg Off Tony Durrant

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je vous souhaite à tous une

I wish you all

Les deseo a todos

Auguro a tutti voi

Jag önskar er alla

Saya berharap kalian semua

Bonne année / Bloavez mad / urte berri on / pace e salute / lokkich neijier / bon an / bliadhna mhath ur / ath bhliain faoi mhaise / feliz aninovo / Bónn anaèy / blwyddyn newydd dda / გილოცავთ ახალ წელს / kali chronia / kali xronia / eutichismenos o kainourgios chronos / sal mubarak / rogüerohory año nuévo-re / hauoli makahiki hou / shana tova / nav varsh ki subhkamna / nyob zoo xyoo tshiab / boldog új évet / selamat tahun baru / farsælt komandi ár / felice anno nuovo, buon anno / sugeng warsa enggal / akemashite omedetô / asseguèsse-ameguèsse / hosa varshada shubhaashayagalu / zhana zhiliniz kutti bolsin / sur sdei chhnam thmei / umwaka mwiza / sala we ya nû pîroz be / bona annada / sabai di pi mai / felix sit annus novus / laimīgu Jauno gadu / feliçe annu nœvu / feliçe anno nêuvo / bonana / mbula ya sika elamu na tonbeli yo / laimingų Naujųjų Metų / e gudd neit Joër / srekna nova godina / selamat tahun baru / arahaba tratry ny taona / Шинэ жилийн баярын мэнд хvргэе / wênd na kô-d yuum-songo / gelukkig Nieuwjaar / godt nyttår / bona annada / naya saal mubarik / yangi yilingiz qutlug' bo'lsin / sâle no mobârak / szczęśliwego nowego roku / feliz ano novo / bòna annada / bono annado / bun di bun onn / bangi vasilica nzoni fini ngou baxt / un an nou fericit / la mulţi ani / С Новым Годом / ia manuia le tausaga fou / kia hari te tau hou / is-sena t-tajba / navin varshaachya hardik shubbheccha / a gut yohr / yaña yıl belän / bonu annu nou / srećna nova godina / mwaha mwema / goredzwa rakanaka / nain saal joon wadhayoon / suba aluth avuruddak vewa / stastlivy novy rok / srečno novo leto / dobir leto / wan bun nyun yari / gott nytt år / gott nytt år / gott nytt år / es guets Nöis / es guets Nöis / es guets Nöis / es guets Nöis / mwaka mzuri / heri ya mwaka mpya / manigong bagong taon/ iniya puthandu nalVazhthukkal / nuthana samvathsara subhakankshalu / สวัสดีปีใหม่ / Z novym rokom / ia orana i te matahiti api / tashi délek / šťastný nový rok / yeni yiliniz kutlu olsun / bone annéye / bone annéye èt bone santéye / dewenati / Vyľ Aren / Chúc Mừng Nǎm Mới / Cung Chúc Tân Niên / Cung Chúc Tân Xuân

Pour étayer mes pensées quelques citations:

Tous les arts sont comme des miroirs où l'homme connait et

reconnait quelque chose de lui-même qu'il ignorait."

Alain

"Un homme qui n'est plus capable de s'émerveiller

a pratiquement cessé de vivre."

A.Einstein

Les paysages sont beaux, mais la nature humaine est plus belle encore.

John Keats

to support my thoughts some quotes :

"All the arts are like mirrors in which man knows and\r\nrecognizes something of himself he did not know. \""

"\"A man can no longer marvel\r\nhas virtually ceased to live. \""

"The scenery is beautiful, but human nature is more beautiful still."

[

A group of students and researchers at Delft University of Technology are designing a starship capable of keeping generations of crew alive as they cross the gulf between stars – and they’ve turned to ESA for the starship’s life support.

DSTART, the TU Delft Starship Team, is bringing together a wide variety of disciplines to perform advanced concepts research for a resilient interstellar space vehicle, to be constructed from a hollowed-out asteroid. The aim is not just to focus on the necessary technology, but also to consider the biological and social factors involved in making such a gargantuan voyage feasible.

“We need self-sustaining and evolvable space technology capable of enduring the many decades needed to journey from our Solar System to another,” explains DSTART leader Angelo Vermeulen, currently studying for his systems engineering PhD at TU Delft.

“As part of that, we are looking at the kind of regenerative life-support system pioneered by the ESA-led MELiSSA (Micro-Ecological Life Support System Alternative) programme.”

The 11-nation MELiSSA programme seeks to build a system, inspired by a natural aquatic ecosystem, to efficiently convert organic waste and carbon dioxide into oxygen, water and food.

A MELiSSA pilot plant in Spain’s Autonomous University of Barcelona hosts an airtight multi-compartment loop with a 'bioreactor' powered by light and oxygen-producing algae to keep ‘crews’ of rats alive and comfortable for months at a time. While the algae yield oxygen and trap carbon dioxide, the rats do exactly the reverse.

The bioreactor with oxygen-producing algae was recently demonstrated on the International Space Station.

“The MELiSSA concept gives the starship its baseline life support,” adds Angelo, a biologist and artist who in 2013 served as crew commander of the NASA HI-SEAS Mars simulation base in Hawaii. “Meanwhile, we’re also integrating other technologies such as 3D printing and asteroid mining into our design.”

Next month the DSTART team will present the first version of their starship-scale MELiSSA computer simulation at the AgroSpace-MELiSSA workshop in Rome. The simulation allows the team to test the robustness of the MELiSSA system as it travels through deep space across extended periods of time.

For more information on the DSTART project, click here.

Credits: Design by Nils Faber & Angelo Vermeulen

The holiday season tends to bring out the very best in every one because we are all so willing to be grateful and generous this time of year. The sad part of this ideology though is that we somehow tend to overlook the rest of the year. Life is truly precious, and it should never go unappreciated or uncelebrated. My personal philosophy these past few years has been to live every day with as much appreciation and happiness as I am capable of. It's certainly not always easy to do, but I've definitely found that my dolls have helped me along the way. They remind me every day of how blessed I truly am and have been, and they inspire me to continue to live life with a smile.

My dolls have given me a new found appreciation for all the people in my life. Five years ago, when I started collecting them again, I expected to be questioned, or even ridiculed by my father. I didn't think he would understand or support my decision. Most of all, I feared he would think I was "too old" for them. When I finally mustered the courage to renew my doll hobby, I was pleasantly surprised by my dad's reaction. Contrary to what I thought, my dad welcomed the idea with open arms and an open heart. In fact, he was just as interested in my dolls as I was. He was always offering to go on doll hunts, make me new shelves, rearrange my room, and design doll stands. He showed an interest in all the things I was creating for my dolls, and he was always so complimentary. My sister was equally supportive and interested as I knew she would be. Whenever I look at my dolls, I always remember which ones Dad bought me, the ones he surprised me with, the ones he remembered the names of or poked fun at, and the time he invested in my hobby. The same can be said about all the dolls that remind me of my sister. I've also come to realize just how many people in general are so supportive and interested in my doll hobby. Whether it's someone admiring my displays and complimenting them, or my aunt who helped me make doll earrings, or my uncle who built my massive Bratz shelf, or all the people who are so sweet and have given me dolls, all the love and time other people have invested in me truly amazes me. It's overwhelming when I see just how much I am loved and appreciated. It touches my heart that so many people want to know more about my dolls, or are so willing to contribute in some way.

My dolls have also helped me see that time is a gift that should never be wasted. I didn't know that a year after I started collecting dolls again, that I would lose my father. I had spent many of the previous years pretending not to like dolls because I was embarrassed by them. Words cannot express how grateful I am that dolls reemerged into my life at the time they did. They made my last year with Dad so much more enjoyable. When I first brought my dolls out of storage in 2011, they brought so much happiness with them. The last year with Dad was the hardest one of my life, but it also holds some of my most cherished memories. Colleen, Dad, and I spent our weekends roaming the flea markets scouring for dolls. I remember that we spent many afternoons brooding about how we could somehow fit more shelves for dolls in my room. I dedicated a large portion of my time to doll related projects such as stands and paintings. Dad and Colleen were always so curious about my creations, and always had helpful suggestions and ideas to contribute. There was also the time my Beautiful Hair Ariel's leg broke, and Dad spent a long time in Home Depot looking at various supplies, trying to come up with a way to fix her. Colleen and I started identifying our dolls and their possessions back then, and there were days we entirely dedicated to the quest. What I have come to realize is that it was my early days collecting dolls that have given them so much meaning to me. If I had chosen not to unbury my doll hobby back then, Dad would never have been part of it, and my dolls wouldn't hold the same signifigance to me. Dolls have put time into perspective for me--I spent most of my teenage years scorning them and not being true to myself, which in turn has made me realize that time should never be wasted, but always appreciated.

It's truly amazing how much joy my dolls have filled my life with. They also touched my dad and my sister's lives. We were all inspired by them in a beautiful way. Dad began collecting toy trucks not long after my dolls returned. He even started to repair and repaint many of them. Colleen's love of reading also grew--she became obsessed with tracking down new books and authors to indulge in. The happiness and inspiration that my dolls possessed was truly contagious. But most of all, I think my dolls touched my life. They made me accept who I am, and to love myself for the first time in my life. I liked who I became when dolls rejoined my life. I felt inspired, motivated, creative, dedicated, and passionate. Most of all, I just appreciated feeling something other than emptiness. They helped me find confidence--I realized that if it didn't matter when people laughed at my dolls, why should it ever bother me when someone else casts judgement on me? It occurred to me that I could do anything I put my mind to, whether it was doll related or not. All of these positive emotions didn't just apply to my dolls, but also to every aspect of my life, and for that I am so grateful. I also came to see through my dolls that life is truly all about perception. I found that if I put my energy towards finding things I liked about a doll, rather than disliked, I was a much happier, more fulfilled person. I started to apply that ideology to the rest of my life, and I haven't looked back since. Life will certainly always "hand me lemons" but it is up to me to decide what to do with it, and how I perceive it.

It astounds me all the ways my dolls have taught me to be more grateful. My dolls remind me every day that I am a truly lucky person. They hold my last memories of my father and my childhood close to me, and in turn, I feel like I can better appreciate all the other things I've been so privileged to have. Dolls have shown me that I am capable of creating my own happiness because I can chose to to smile no matter what happens to me in life. They have made me thankful for just being myself--I realized through them that I didn't want to be anyone else or trade lives with them. They have made me see that I have had so many things in my life all along that I chose to overlook and not be grateful for. Every day I am thankful for all 2,400 plus of my dolls, my lovely house (which somehow fits all my dolls), my two lovable cats, my two adorable guinea pigs, my health, the food I get to eat every day, the warm bed I sleep in every night, my entire family, the time I got to spend with my mom and dad, and most of all my sister, who I'd be entirely lost without. There will always be rainy days or times I want to crawl into a hole and disappear, but at the end of the day, I will always find a way to smile. There is always a reason to wake up in the morning, whether it is for something as simple as a warm breakfast, a song on the radio, a pet, or a bunch of plastic dolls. I will always try to make the most of this life I am so lucky to have. My dolls have taught me that it is so important to to appreciate what you have while you have it, because at any moment, it could all disappear. So that is what I try to do--I try to never go to bed angry, to take a moment every day to soak it in, and most importantly, to tell the people I love how I feel, that I am grateful for them, and that I appreciate all the things they do. I truly believe that every day should be Thanksgiving, because today is the only day we are guaranteed, and we are all so lucky to have it.

See more photos of this, and the Wikipedia article.

Details, quoting from Smithsonian National Air and Space Museum | Vought F4U-1D Corsair:

By V-J Day, September 2, 1945, Corsair pilots had amassed an 11:1 kill ratio against enemy aircraft. The aircraft's distinctive inverted gull-wing design allowed ground clearance for the huge, three-bladed Hamilton Standard Hydromatic propeller, which spanned more than 4 meters (13 feet). The Pratt and Whitney R-2800 radial engine and Hydromatic propeller was the largest and one of the most powerful engine-propeller combinations ever flown on a fighter aircraft.

Charles Lindbergh flew bombing missions in a Corsair with Marine Air Group 31 against Japanese strongholds in the Pacific in 1944. This airplane is painted in the colors and markings of the Corsair Sun Setter, a Marine close-support fighter assigned to the USS Essex in July 1944.

Transferred from the United States Navy.

Manufacturer:

Vought Aircraft Company

Date:

1940

Country of Origin:

United States of America

Dimensions:

Overall: 460 x 1020cm, 4037kg, 1250cm (15ft 1 1/8in. x 33ft 5 9/16in., 8900lb., 41ft 1/8in.)

Materials:

All metal with fabric-covered wings behind the main spar.

Physical Description:

R-2800 radial air-cooled engine with 1,850 horsepower, turned a three-blade Hamilton Standard Hydromatic propeller with solid aluminum blades spanning 13 feet 1 inch; wing bent gull-shaped on both sides of the fuselage.

Long Description:

On February 1, 1938, the United States Navy Bureau of Aeronautics requested proposals from American aircraft manufacturers for a new carrier-based fighter airplane. During April, the Vought Aircraft Corporation responded with two designs and one of them, powered by a Pratt & Whitney R-2800 engine, won the competition in June. Less than a year later, Vought test pilot Lyman A. Bullard, Jr., first flew the Vought XF4U-1 prototype on May 29, 1940. At that time, the largest engine driving the biggest propeller ever flown on a fighter aircraft propelled Bullard on this test flight. The R-2800 radial air-cooled engine developed 1,850 horsepower and it turned a three-blade Hamilton Standard Hydromatic propeller with solid aluminum blades spanning 13 feet 1 inch.

The airplane Bullard flew also had another striking feature, a wing bent gull-shaped on both sides of the fuselage. This arrangement gave additional ground clearance for the propeller and reduced drag at the wing-to-fuselage joint. Ironically for a 644-kph (400 mph) airplane, Vought covered the wing with fabric behind the main spar, a practice the company also followed on the OS2U Kingfisher (see NASM collection).

When naval air strategists had crafted the requirements for the new fighter, the need for speed had overridden all other performance goals. With this in mind, the Bureau of Aeronautics selected the most powerful air-cooled engine available, the R-2800. Vought assembled a team, lead by chief designer Rex Biesel, to design the best airframe around this powerful engine. The group included project engineer Frank Albright, aerodynamics engineer Paul Baker, and propulsion engineer James Shoemaker. Biesel and his team succeeded in building a very fast fighter but when they redesigned the prototype for production, they were forced to make an unfortunate compromise.

The Navy requested heavier armament for production Corsairs and Biesel redesigned each outboard folding wing panel to carry three .50 caliber machine guns. These guns displaced fuel tanks installed in each wing leading edge. To replace this lost capacity, an 897-liter (237 gal) fuselage tank was installed between the cockpit and the engine. To maintain the speedy and narrow fuselage profile, Biesel could not stack the cockpit on top of the tank, so he moved it nearly three feet aft. Now the wing completely blocked the pilot's line of sight during the most critical stages of landing. The early Corsair also had a vicious stall, powerful torque and propeller effects at slow speed, a short tail wheel strut, main gear struts that often bounced the airplane at touchdown, and cowl flap actuators that leaked oil onto the windshield. These difficulties, combined with the lack of cockpit visibility, made the airplane nearly impossible to land on the tiny deck of an aircraft carrier. Navy pilots soon nicknamed the F4U the 'ensign eliminator' for its tendency to kill these inexperienced aviators. The Navy refused to clear the F4U for carrier operations until late in 1944, more than seven years after the project started.

This flaw did not deter the Navy from accepting Corsairs because Navy and Marine pilots sorely needed an improved fighter to replace the Grumman F4F Wildcat (see NASM collection). By New Year's Eve, 1942, the service owned 178 F4U-1 airplanes. Early in 1943, the Navy decided to divert all Corsairs to land-based United States Marine Corps squadrons and fill Navy carrier-based units with the Grumman F6F Hellcat (see NASM collection). At its best speed of 612 kph (380 mph) at 6,992 m (23,000 ft), the Hellcat was about 24 kph (15 mph) slower than the Corsair but it was a joy to fly aboard the carrier. The F6F filled in splendidly until improvements to the F4U qualified it for carrier operations. Meanwhile, the Marines on Guadalcanal took their Corsairs into combat and engaged the enemy for the first time on February 14, 1943, six months before Hellcat pilots on that battle-scared island first encountered enemy aircraft.

The F4U had an immediate impact on the Pacific air war. Pilots could use the Corsair's speed and firepower to engage the more maneuverable Japanese airplanes only when the advantage favored the Americans. Unprotected by armor or self-sealing fuel tanks, no Japanese fighter or bomber could withstand for more than a few seconds the concentrated volley from the six .50 caliber machine guns carried by a Corsair. Major Gregory "Pappy" Boyington assumed command of Marine Corsair squadron VMF-214, nicknamed the 'Black Sheep' squadron, on September 7, 1943. During less than 5 months of action, Boyington received credit for downing 28 enemy aircraft. Enemy aircraft shot him down on January 3, 1944, but he survived the war in a Japanese prison camp.

In May and June 1944, Charles A. Lindbergh flew Corsair missions with Marine pilots at Green Island and Emirau. On September 3, 1944, Lindbergh demonstrated the F4U's bomb hauling capacity by flying a Corsair from Marine Air Group 31 carrying three bombs each weighing 450 kg (1,000 lb). He dropped this load on enemy positions at Wotje Atoll. On the September 8, Lindbergh dropped the first 900-kg (2,000 lb) bomb during an attack on the atoll. For the finale five days later, the Atlantic flyer delivered a 900-kg (2,000 lb) bomb and two 450-kg (1,000 lb) bombs. Lindbergh went ahead and flew these missions after the commander of MAG-31 informed him that if he was forced down and captured, the Japanese would almost certainly execute him.

As of V-J Day, September 2, 1945, the Navy credited Corsair pilots with destroying 2,140 enemy aircraft in aerial combat. The Navy and Marines lost 189 F4Us in combat and 1,435 Corsairs in non-combat accidents. Beginning on February 13, 1942, Marine and Navy pilots flew 64,051 operational sorties, 54,470 from runways and 9,581 from carrier decks. During the war, the British Royal Navy accepted 2,012 Corsairs and the Royal New Zealand Air Force accepted 364. The demand was so great that the Goodyear Aircraft Corporation and the Brewster Aeronautical Corporation also produced the F4U.

Corsairs returned to Navy carrier decks and Marine airfields during the Korean War. On September 10, 1952, Captain Jesse Folmar of Marine Fighter Squadron VMF-312 destroyed a MiG-15 in aerial combat over the west coast of Korea. However, F4U pilots did not have many air-to-air encounters over Korea. Their primary mission was to support Allied ground units along the battlefront.

After the World War II, civilian pilots adapted the speedy bent-wing bird from Vought to fly in competitive air races. They preferred modified versions of the F2G-1 and -2 originally built by Goodyear. Corsairs won the prestigious Thompson Trophy twice. In 1952, Vought manufactured 94 F4U-7s for the French Navy, and these aircraft saw action over Indochina but this order marked the end of Corsair production. In production longer than any other U.S. fighter to see service in World War II, Vought, Goodyear, and Brewster built a total of 12,582 F4Us.

The United States Navy donated an F4U-1D to the National Air and Space Museum in September 1960. Vought delivered this Corsair, Bureau of Aeronautics serial number 50375, to the Navy on April 26, 1944. By October, pilots of VF-10 were flying it but in November, the airplane was transferred to VF-89 at Naval Air Station Atlantic City. It remained there as the squadron moved to NAS Oceana and NAS Norfolk. During February 1945, the Navy withdrew the airplane from active service and transferred it to a pool of surplus aircraft stored at Quantico, Virginia. In 1980, NASM craftsmen restored the F4U-1D in the colors and markings of a Corsair named "Sun Setter," a fighter assigned to Marine Fighter Squadron VMF-114 when that unit served aboard the "USS Essex" in July 1944.

• • •

Quoting from Wikipedia | Vought F4U Corsair:

The Chance Vought F4U Corsair was a carrier-capable fighter aircraft that saw service primarily in World War II and the Korean War. Demand for the aircraft soon overwhelmed Vought's manufacturing capability, resulting in production by Goodyear and Brewster: Goodyear-built Corsairs were designated FG and Brewster-built aircraft F3A. From the first prototype delivery to the U.S. Navy in 1940, to final delivery in 1953 to the French, 12,571 F4U Corsairs were manufactured by Vought, in 16 separate models, in the longest production run of any piston-engined fighter in U.S. history (1942–1953).

The Corsair served in the U.S. Navy, U.S. Marines, Fleet Air Arm and the Royal New Zealand Air Force, as well as the French Navy Aeronavale and other, smaller, air forces until the 1960s. It quickly became the most capable carrier-based fighter-bomber of World War II. Some Japanese pilots regarded it as the most formidable American fighter of World War II, and the U.S. Navy counted an 11:1 kill ratio with the F4U Corsair.

F4U-1D (Corsair Mk IV): Built in parallel with the F4U-1C, but was introduced in April 1944. It had the new -8W water-injection engine. This change gave the aircraft up to 250 hp (190 kW) more power, which, in turn, increased performance. Speed, for example, was boosted from 417 miles per hour (671 km/h) to 425 miles per hour (684 km/h). Because of the U.S. Navy's need for fighter-bombers, it had a payload of rockets double the -1A's, as well as twin-rack plumbing for an additional belly drop tank. Such modifications necessitated the need for rocket tabs (attached to fully metal-plated underwing surfaces) and bomb pylons to be bolted on the fighter, however, causing extra drag. Additionally, the role of fighter-bombing was a new task for the Corsair and the wing fuel cells proved too vulnerable and were removed.[] The extra fuel carried by the two drop tanks would still allow the aircraft to fly relatively long missions despite the heavy, un-aerodynamic load. The regular armament of six machine guns were implemented as well. The canopies of most -1Ds had their struts removed along with their metal caps, which were used — at one point — as a measure to prevent the canopies' glass from cracking as they moved along the fuselage spines of the fighters.[] Also, the clear-view style "Malcolm Hood" canopy used initially on Supermarine Spitfire and P-51C Mustang aircraft was adopted as standard equipment for the -1D model, and all later F4U production aircraft. Additional production was carried out by Goodyear (FG-1D) and Brewster (F3A-1D). In Fleet Air Arm service, the latter was known as the Corsair III, and both had their wingtips clipped by 8" per wing to allow storage in the lower hangars of British carriers.

I think I could marry this thing

Designed in 1945 and introduced to service in 1948, Saladin is a very capable rifle. Feeding from 20-rounder magazines, and using the Czech 7.62x45mm round, it was very loosely based on the AK-47's system, even though it barely resembles the rifle both internally and externally. It is able to mount a bayonet and a scope, the latter which fits the rifle very well, as it was surprisingly accurate for Altayi standards. It has a rate of fire of 750 rounds per minute.

Entering service just in the middle of a time of border conflicts, it was quickly baptized by fire, and proved to be very effective against Soviet troops. Essentially being able to beat the AK-47 in every category but capacity (which could be improved to a capacity of 35 rounds by a field modification!), and proved to be the favorite of soldiers. Even though it has recently started service, it has already gained a fanbase of sorts, and will likely stay in service for a long, long time.

----------------------

Wow I finally manged to not be a lazy faggot and actually PMG'd something. Hope you like it, there's going to be more of this stuff.

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Without accesories: i.imgur.com/BBJgoYa.png

These ships is also capable of functioning as a gunboats, minelayer/sweepers, subchasers and escorts.

Ships in class:

HM PF-10 (lead)

HM PF-11

HM PF-12

HM PF-13

HM PF-14

HM PF-15

HM PF-16

HM PF-17

HM PF-18

HM PF-19

HM PF-20

HM PF-21

HM PF-22

HM PF-23

HM PF-24

HM PF-25

Credit to Ian for the autocannon/machinegun mounts and small searchlights.

I shouldn’t be surprised. I shouldn’t have been caught off guard. I should have known better.

Ra’s has never been known to respect his opponents, and I’m no exception.

But for him to have exhumed my father simply to mock me, even I didn't think he was capable of going so far. How foolish I now appear. If nothing else though this justifies the means I will be forced to use to combat the League. They will not hold back, and neither will I.

Alfred: Master Bruce, I’ve just received word from the other teams…

Batman: Don’t tell me. There are more bodies.

Alfred: I’m afraid so.

Batman: And they’re?

Alfred: We don’t know yet. I’ll start analysing them all now.

Batman: Thanks, Alfred.

If they’ve gone to the effort of exhuming my father, it’s all be certain that one of the bodies at the other towers will be my mother. The other two are slightly harder to discern, I suspect they’ll possibly use Uncle Marcus’ body as one but it’s difficult to tell given how he was also a member of the League himself. Usually, the League respects its members, present and former, but it’s difficult to know these days just where Ra’s is willing to draw the line at.

If I know him as well as I claim to, one of those bodies will be Marcus Wayne.

The candidate for the fourth body however? I can’t think of anyone closely connected to me that he could use.

Come on Bruce, you have to move on. Unless you shut it down, the gas this tower is emitting with soon cover all of Gotham killing all those left at GCPD and Gotham General. It’s the last thing your father would want to happen.

Rather than wait for Alfred to confirm my own suspicions, I make my way into the tower with my blade ready. I doubt that was the only surprise Ra’s will have left me. My entrance into the tower is simple enough, no surprises. It’s not until I enter the hallway leading towards the staircase that I encounter the ones tasked with guarding the tower from me.

Swordsman 1: The great one said you’d come here.

Swordsman 2: The great one’s wisdom sees all.

Batman: Which of you dug up that body outside?

Swordsman 1: You mean your father, deserter?

Batman: Answer me!

Swordsman 2: Who knows?

Just why I’m so focused on who it was that disturbed my father’s grave is a mystery to me. It’s likely I just want somewhere to direct the anger I’m suppressing for what they’ve done to him. No Bruce, this is exactly what he wants you to do. He wants you to get angry so that you’ll be blinded by rage.

We all make stupid mistakes when we allow hatred to dictate our actions.

As I take a moment to gather my composure, the two guards call out hoping to frustrate me into making amateur moves.

Swordsman 1: The Demon’s time as at hand.

Swordsman 2: The dead rising from their graves is simply the beginning.

Swordsman 1: Then comes the eradication of the vermin that are unfit to live in this world.

Swordsman 1: The tired, the sick, the weak. All will be purged.

Swordsman 2: In the name of the Demon.

Swordsman 1: Then, once all those that were foolish enough to follow you have be destroyed, deserter.

Swordsman 2: The Demon’s heir will strike you down, and complete his ascension.

Batman: Over my dead body.

Swordsman 1: That can quickly be arranged.

I position my blade ready to take a defensive stance on a moments notice. They’ve both held neutral stances with their katanas for the entire conversation, no doubt waiting to see whether I will engage them with an attacking move or choose to play defensive. Given the uncertainty as to what their strengths are, the wiser option is to choose defensive at first in the hopes of having them reveal their preferences. It’s always easier to target someone’s weaknesses when you know their strengths as you know what not to force them to.

Judging from what I can make out of their physical builds, it’s likely both of these men will favour strength over agility, no doubt the reason Ra’s assigned them to this tower confident that I would be the one to try and shut it down.

Alfred: Master Bruce, I have results of the bodies at the other towers and I think you’ll want to….

Before Alfred can finish, I disable my communicator. If my encounter with two of the League’s operatives at Talia’s residence is anything to go by, I cannot allow myself to be distracted.

Much to my surprise, as I take my defensive stance anticipating both of them to make the first move, they instead also choose a defensive stance. Most unusual. No doubt they want to bait me into being the first one to attack. Clearly they have some sort of plan in mind for dealing with me quickly. After all, an offensive action over this distance will create several potential openings for them to land a killing blow, assuming that they’re skilled enough to deliver one that is.

The other likely option that it’s their attempt to limit the amount of space I have to manoeuvre by drawing me in close. Both are viable possibilities and whilst it’s not ideal to play how they want, I feel confident in my ability to counteract their moves regardless of which strategy they choose to impose.

Swordsman 1: Nothing to say, deserte……

With that, before he can complete his sentence or do anything else, I make my move.

This is for my father you monsters.

Mars may have a reputation for being a desolate world, but it is certainly not dead: its albeit thin atmosphere is still capable of whipping up a storm and, as this image reveals, send hundreds – maybe even thousands – of ‘dust devils’ scurrying across the surface.

These swirling columns of wind scour away the top layer of surface material and transport it elsewhere. Their course is plotted by the streaks they leave behind – the newly exposed surface material, which is coloured in blue/grey in this recent image from the CaSSIS camera onboard the ExoMars Trace Gas Orbiter.

Dust devils on Mars form in the same way as those on Earth: when the ground gets hotter than the air above it, rising plumes of hot air move through cooler denser air, creating an updraft, with the cooler air sinking and setting up a vertical circulation. If a horizontal gust of wind blows through, the dust devil is triggered. Once whirling fast enough, the spinning funnels can pick up dust and push it around the surface.

As seen in this image, not much can stand in the way of a dust devil: they sweep up the sides of mounds, and down across the floors of impact craters alike.

The image was taken on 4 January 2019, and shows a region northeast of Copernicus Crater, in the Cimmeria region of Mars. It captures an area measuring 7.2 x 31 km. North is towards the top left corner in this view. The image has been geometrically rectified and resampled to 4 m/pixel.

If you are at the EGU General Assembly this week, look out for this beautiful image printed at our ESA booth.

Credit: ESA/Roscosmos/CaSSIS, CC BY-SA 3.0 IGO

The Zetros is a highly capable off-road truck designed for extreme all-terrain operation. This all-wheel-drive cab-behind-engine vehicle draws on the trusted chassis and drive technology of the standard Mercedes-Benz truck model series – combined with an innovative cab concept. It was developed bearing in mind the specific technical requirements of fire-fighting operations and assignments for relief organisations as well as those of the energy industry and the particularly demanding tasks in the construction business.

Ephesus was a city in Ancient Greece on the coast of Ionia, 3 kilometres (1.9 mi) southwest of present-day Selçuk in İzmir Province, Turkey. It was built in the 10th century BC on the site of Apasa, the former Arzawan capital, by Attic and Ionian Greeks. During the Classical Greek era, it was one of twelve cities that were members of the Ionian League. The city came under the control of the Roman Republic in 129 BC.

The city was famous in its day for the nearby Temple of Artemis (completed around 550 BC), which has been designated one of the Seven Wonders of the Ancient World. Its many monumental buildings included the Library of Celsus and a theatre capable of holding 24,000 spectators.

Ephesus was recipient city of one of the Pauline epistles; one of the seven churches of Asia addressed in the Book of Revelation;[9] the Gospel of John may have been written there;[10] and it was the site of several 5th-century Christian Councils (see Council of Ephesus). The city was destroyed by the Goths in 263. Although it was afterwards rebuilt, its importance as a commercial centre declined as the harbour was slowly silted up by the Küçükmenderes River. In 614, it was partially destroyed by an earthquake.

Seven Navica.

The Seven Navica is a pipelay vessel capable of installing both rigid and flexible products in water depths of up to 2,000m, with a top tension capacity of 205t.

•Length 109m x breadth 22m

•60t offshore crane

•2,200t main deck mounted storage and deployment reel

•2-inch to 16-inch diameter rigid pipeline

•An optional 250t piggyback reel can be fitted as required

ift.tt/2gB36Ir #Union Pacific Big Boy 4019 in 1958, 40m/132ft long, 6,920 horsepower and capable of hauling close to 9,000 tons of cargo. [915px × 480px] #history #retro #vintage #dh #HistoryPorn ift.tt/2fTSDJE via Histolines

+++ 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 Saab JAS 39 Gripen (griffin) is a light single-engine multirole fighter aircraft manufactured by the Swedish aerospace company Saab. In 1979, the Swedish government began development studies for an aircraft capable of fighter, attack and reconnaissance missions to replace the Saab 35 Draken and 37 Viggen. The preferred aircraft was a single-engine, lightweight single-seater, embracing fly-by-wire technology, canards, and an aerodynamically unstable design. The powerplant selected was the Volvo-Flygmotor RM12, a license-built derivative of the General Electric F404−400; engine development priorities were weight reduction and lowering component count. A new design from Saab was selected and developed as the JAS 39, first flying in 1988.

Despite being 2nd hand aircraft, the Scottish JAS 39A and Bs are expected to remain in service until at least 2035.

General characteristics:

Crew: one

Length: 14.1 m (46 ft 3 in)

Wingspan: 8.4 m (27 ft 7 in)

Height: 4.5 m (14 ft 9 in)

Wing area: 30 m2 (320 sq ft)

Empty weight: 6,800 kg (14,991 lb)

Max takeoff weight: 14,000 kg (30,865 lb)

Powerplant:

1× Volvo RM12 afterburning turbofan engine,

54 kN (12,000 lbf) dry thrust, 80.5 kN (18,100 lbf) with afterburner

Performance:

Maximum speed: 2,460 km/h (1,530 mph, 1,330 kn)/Mach 2

Combat range: 800 km (500 mi, 430 nmi)

Ferry range: 3,200 km (2,000 mi, 1,700 nmi)

Service ceiling: 15,240 m (50,000 ft)

g limits: +9/-3

Wing loading: 283 kg/m2 (58 lb/sq ft)

Thrust/weight: 0.97

Takeoff distance: 500 m (1,640 ft)

Landing distance: 600 m (1,969 ft)

Armament:

1× 27 mm Mauser BK-27 revolver cannon with 120 rounds

8 hardpoints (Two under the fuselage, one of them dedicated to FLIR / ECM / LD / Recon pods plus

two under and one on the tip of each wing) with a capacity of 5 300 kg (11 700 lb)

The kit and its assembly:

Nothing spectacular – actually, this build is almost OOB and rather a livery what-if model. However, I had the plan to build a (fictional) Scottish Gripen on my agenda for some years now, since I started to build RoScAC models, and the “Back into service” group build at whatifmodlers.com in late 2019 was a good motivation to tackle this project.

The starting point was the Italeri JAS 39A kit, a rather simple affair that goes together well but needs some PSR on almost every seam. Not much was changed, since the model would depict a slightly updated Gripen A – the only changes I made were the additional IRST fairing under the nose, the ejection handle on the seat and a modified ordnance which consists of a pair of AIM-9L and AIM-120 (the latter including appropriate launch rails) from a Hasegawa air-to-air weapons set. The ventral drop tank is OOB.

Painting and markings:

The motivation a behind was actually the desire to build a Gripen in a different livery than the usual and rather dull grey-in-grey scheme. Therefore I invented a tactical paint scheme for “my” RoScAC, which is a modified RAF scheme from the Seventies with uppers surfaces in Dark Green (Humbrol 163) and Dark Sea Grey (164), medium grey flanks, pylons, drop tank and a (theoretically) grey fin (167 Barley Grey, today better known as Camouflage Grey) plus undersides in Light Aircraft Grey (166), with a relatively high and wavy waterline, so that a side or lower view would rather blend with the sky than the ground below. The scheme was designed as a compromise between air superiority and landscape camouflage and somewhat inspired by the many experimental schemes tested by the German Luftwaffe in the early Eighties. The Scottish TA-50 I built some years ago was the overall benchmark, but due to the Gripen’s highly blended fuselage/wing intersections, I just painted the flanks under the cockpit and the air intakes as well as a short portion of the tail section in Barley Grey. That’s overall darker than intended (esp. in combination with the fin decoration, see below), but anything grey above the wings would have looked awkward.

As a reminiscence of the late British F-4 Phantoms, which carried a grey low-viz scheme with bright fins as quick ID markings, I added such a detail to the Gripen, too – in this case in the form of a stylized Scottish flag on the fin, with some mild 3D effect. The shadow and light effects were created through wet-in-wet painting of lighter and darker shades into the basic blue (using Humbrol 25, 104 and ModelMaster French Blue). Later, the white cross was added with simple decal stripes, onto which similar light effects were added with white and light grey, too.

Even though this one looks similar to my Scottish TA-50, which was the first model to carry this paint scheme, I like the very different look of this Gripen through its non-all-grey paint scheme. It’s also my final build of my initial RoScAC ideas, even though I am now considering a helicopter model (an SAR SA 365 Dauphin, maybe?) in fictional Scottish markings, too.

A Royal Marine Landing Craft capable of carrying 120 troops as well as vehicles and euipment, approaches the dock of amphibious landing ship HMS Bulwark during Cougar 14.

The Devonport-based warship was joined by the recently refurbished HMS Ocean and a number of other ships to form the UK’s high readiness Force Task Group.

The routine annual 4-month deployment includes a series of demanding amphibious and maritime based exercises with partner nations throughout the Mediterranean and Middle East region and ensures that the Task Group is ready to respond to any contingency the UK Government directs upon it.

-------------------------------------------------------

© Crown Copyright 2014

Photographer: LA(Phot) Des Wade

Image 45158374.jpg from www.defenceimages.mod.uk

This image is available for high resolution download at www.defenceimagery.mod.uk subject to the terms and conditions of the Open Government License at www.nationalarchives.gov.uk/doc/open-government-licence/. Search for image number 45158374.jpg

For latest news visit www.gov.uk/government/organisations/ministry-of-defence

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XT761 / G-WSEX

Westland Wessex HU5

Royal Navy

Duxford

18/09/2021

An integral part of the Fleet Air Arm SAR story, the Westland Wessex was the mainstay of UK aerial SAR operations for many years, entering service with the Royal Navy in 1961 and serving until its final variant operated by the RN, the HU5, was withdrawn from service in 1988.

Whilst a very effective platform for Search and Rescue, the Wessex was actually the first helicopter operated by the Royal Navy to be designed from the outset as an anti-submarine platform. It was also the first helicopter in the world to be produced in significant numbers with a free gas turbine for an engine. The free gas turbine is effectively a jet engine where the exhaust gases revolve a turbine wheel, which in turn provides drive to the gearbox. This replaced the older piston engines which had powered previous helicopters.

The design features which made the Wessex such an effective anti-submarine helicopter were also highly desirable in a Search and Rescue helicopter. Fitted with an early automatic pilot system, the Wessex could operate in day or night and in all weathers. The Wessex was also quieter and less prone to vibration than piston-engine helicopters, qualities which were invaluable to the rear seat crews who were attempting to treat casualties. The load carrying capabilities of the Wessex were also a marked improvement on its predecessor, the Whirlwind, which allowed the Wessex to carry a greater number of casualties. Finally, the Wessex's new Napier Gazelle engine allowed the aircraft to be started very quickly, enabling the crews to respond to emergency calls quicker than they had been able to do previously.

In the anti-submarine role, the Wessex was developed from the HAS1 (Helicopter Anti Submarine Mk1) into the HAS3, whose advances included a superior radar and avionics fit, a more powerful engine, a more advanced weapons system and improved navigation features. However, it was the HAS1 which continued to equip Fleet Air Arm SAR squadrons, as many of these modern and expensive technological advances were geared more towards Anti Submarine Warfare. The next step in the aircraft's evolution was the Wessex HU5 (Helicopter Utility Mk 5) which was initially produced to meet the requirement for a battlefield transportation platform capable of moving Royal Marines from the decks of assault ships into action. The HU5 was adopted by the Royal Navy's SAR force, entering service with 772 Naval Air Squadron in 1976 before 771 Naval Air Squadron followed suit in 1979.

The HU5 was the most capable version of the Wessex for Search and Rescue. It was powered by two Rolls Royce Gnome gas turbines, providing nearly double the power of the HAS1. This gave SAR crews an extra range of some 90 miles, hugely expanding the area of SAR cover which could be provided throughout the UK and out to sea. This extra power also gave more options to SAR crews in actually carrying out rescues, as this greater power margin allowed the helicopter to be operated in more challenging conditions.

The Wessex finally finished its long and distinguished service with the Royal Navy in 1988, being replaced in its Search and Rescue, anti-submarine and commando transport duties by the Sea King. Whilst perhaps best remembered for its roles in the Falklands War, the red and blue SAR Wessex saved countless lives across the UK for many years during its illustrious service career.

The Tornado Multi-Role Combat aircraft (MRCA) has been the RAF’s principal strike weapon system over the past two decades. Designed in the Cold War to penetrate Soviet air defence at low-level, the Tornado is nuclear-capable.

Since the withdrawal from service of the WE177 nuclear bomb in 1998, the Tornado strike capability has been restricted to conventional weapons.

The Typhoon FGR.Mk 4 is a highly capable and extremely agile fourth-generation multi-role combat aircraft, capable of being deployed for the full spectrum of air operations, including air policing, peace support and high-intensity conflict. Initially deployed in the air-to-air role as the Typhoon F.Mk 2, the aircraft now has a potent, precision multi-role capability as the FGR4. The pilot performs many essential functions through the aircraft’s hands on throttle and stick (HOTAS) interface which, combined with an advanced cockpit and the Helmet Equipment Assembly (HEA), renders Typhoon superbly equipped for all aspects of air operations.

Although Typhoon has flown precision attack missions in all its combat deployments to date, its most essential role remains the provision of quick reaction alert (QRA) for UK and Falkland Islands airspace. Detachments have also reinforced NATO air defence in the Baltic and Black Sea regions.

© Crown Copyright 2018

Photographer: RAF Photographer

Image from www.defenceimages.mod.uk

This image is available for high resolution download at www.defenceimagery.mod.uk subject to the terms and conditions of the Open Government License at www.nationalarchives.gov.uk/doc/open-government-licence/.

For latest news visit www.gov.uk/government/organisations/ministry-of-defence

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1st Lieutenant Kharisma Bandhan.

Squad position: Art 4.

Callsign: Legs.

Hailing from the Luzon system, 1Lt Bandhan was a semi-pro rooftop racer before being recruited by Dramstellar as part of their spin up in response to Krewstara's hostile actions kickstarting the Colonia II conflict. Bandhan didn't actually arrive until towards the tail end of the fighting as part of the militia squads Dramstellar had organized as opposed to the mostly mercenary forces they'd hired for much of the conflict. Nevertheless she distinguished herself during her battles, including landing the first recorded killing blow on a Krewstarian Chubdam and earning ace status during the push to take Castle Mount and the space elevator foundations. When Dramstellar began examining their hastily thrown together squads for top pilots to hire for their formal mobile frame program, Lt Bandhan was one of the top recommendations from the militia leadership, second only to WO Vinter herself.

1st Lieutenant Bandhan's Ruschia Test Type has been fine tuned for exceptional close quarters combat, maximizing speed and aggression without sacrificing defense. To achieve this balance, armor was removed from the feet, arms, and skirt to help reduce weight, while a extra large jump thruster pack was added to the back, complete with super enriched fuel tanks to radically boost the output of all three jump jets as needed. To balance the reduction in armor, two twin auto-turrets were added to the mobile frame on the right of the core and the left of the back. These autoturrets are semi autonomous, designed to intercept incoming attacks or distract enemy mobile frames. Of course the ability to rapidly close in on your opponents doesn't mean much without the ability to wreck havoc on them, so the Ruschia striker variant is equipped with an anti-armor lance to inflict serious damage and a plasma edge moon-axe to seal the deal. To help ensure 1Lt Bandhan reaches her targets, her Ruschia is equipped with a miniaturized flash laser turret. The power cell despite its size is only good for a single burn, but is capable of burning completely through a mobile frame... in optimal circumstances. Given the need to keep the Ruschia as streamlined and light as possible, Bandhan was limited in what she could push for as far as customization goes. She settled on an elongated canopy design that mimics her old roof top racing frame, and provides improved HUD functionality.

Although completely capable of carrying the weight of a rider the War Lizard's relationship with it's handler is more kin to the old world practice of hunting with falcons or other birds of prey The lizard is born organically but is imprinted with chip control and and branded with the faction's crest to signify it's battle readiness.

So I have done this war bird type idea before but this time it's done a little differently. It was a fun re-visit of the idea although it needs more magnets.

Medeia is a shapeshifter capable of transforming into a bear. She lives in The Elven Kingdom of Solamnia (one of the fantasy worlds in our story), in a forest village which is also the home for countless other shape shifters (bears, wolves, ravens, deer, you name it). Solamnia and its surroundings remind us of Medieval period mixed with fantasy elements and European nature, and we've also been inspired by the world of The Witcher games.

The outfit is self-made (inspired by Iple's Witch Hunter set) and my girlfriend made the necklace :)

---

Medeia - Iplehouse SID Eva

+++ 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 Supermarine Seafire was a naval version of the Supermarine Spitfire adapted for operation from aircraft carriers. It was analogous in concept to the Hawker Sea Hurricane, a navalized version of the Spitfire's stablemate, the Hawker Hurricane. The name Seafire was derived from the abbreviation of the longer name Sea Spitfire.

After returning to European waters, the Aéronavale’s Seafire frontline units were re-equipped with the more modern and capable Seafire 15s and FR 23s, but these were also quickly replaced by Grumman F6F Hellcats from American surplus stock, starting already in 1950. The fighters were retired from carrier operations and soon relegated to training and liaison duties, and eventually scrapped. However, the FR.23s were at this time the only carrier-capable photo reconnaissance aircraft in the Aéronavale’s ranks, so that these machines remained active with Flottille 1.F until 1955, but their career was rather short, too, and immediately ended when the first naval jets became available and raised the performance bar.

General characteristics:

Crew: 1

Length: 31 ft 10 in (9.70 m)

Wingspan: 36 ft 10 in (11.23 m)

Height: 12 ft 9 in (3.89 m) tail down with propeller blade vertical

Wing area: 242.1 ft² (22.5 m²)

Empty weight: 5,564 lb (2,524 kg)

Gross weight: 7,415 lb (3,363 kg)

Powerplant:

1× Rolls-Royce Merlin 66M V-12 liquid-cooled piston engine,

delivering 1,720 hp (1,283 kW) at 11,000 ft and driving a 4-bladed constant-speed propeller

Performance:

Maximum speed: 404 mph (650 km/h) at 21,000 ft (6,400 m)

Cruise speed: 272 mph (438 km/h, 236 kn)

Range: 493 mi (793 km) on internal fuel at cruising speed

965 mi (1,553 km) with 90 gal drop tank

Service ceiling: 42,500 ft (12,954 m)

Rate of climb: 4,745 ft/min (24.1 m/s) at 10,000 ft (3,048 m)

Time to altitude: 20,000 ft (6,096 m) in 8 minutes 6 seconds

Armament:

4× 20 mm Hispano V cannon; 175 rpg inboard, 150 rpg outboard

Hardpoints for up to 2× 250 lb (110 kg) bombs (outer wings), plus 1× 500 lb (230 kg) bomb

(ventral hardpoint) or drop tanks, or up to 8× "60 lb" RP-3 rockets on zero-length launchers

The kit and its assembly:

This build was another attempt to reduce The Stash. The basis was a Special Hobby FR Mk. 47, which I had originally bought as a donor kit: the engine housing bulges of its Griffon engine were transplanted onto a racing P-51D Mustang. Most of the kit was still there, and from this basis I decided to create a fictional post-WWII Seafire/Spitfire variant.

With the Griffon fairings gone a Merlin engine was settled, and the rest developed spontaneously. The propeller was improvised, with a P-51D spinner (Academy kit) and blades from the OOB 5-blade propeller, which are slightly deeper than the blades from the Spitfire Mk. IX/XVI prop. In order to attach it to the hull and keep it movable, I implanted my standard metal axis/styrene tube arrangement.

With the smaller Merlin engine, I used the original, smaller Spitfire stabilizers but had to use the big, late rudder, due to the taller fin of the post-ware Spit-/Seafire models. The four-spoke wheels also belong to an earlier Seafire variant. Since it was an option in the kit, I went for a fuselage with camera openings (the kit comes with two alternative fuselages as well as a vast range of optional parts for probably ANY late Spit- and Seafire variant – and also for many fictional hybrids!), resulting in a low spine and a bubble canopy, what gives the aircraft IMHO very sleek and elegant lines. In order to maintain this impression I also used the short cannon barrels from the kit. For extended range on recce missions I furthermore gave the model the exotic underwing slipper tanks instead of the optional missile launch rail stubs under the outer wing sections. Another mod is the re-installment of the small oil cooler under the left wing root from a Spitfire Mk. V instead of the symmetrical standard radiator pair – just another subtle sign that “something’s not right” here.

Painting and markings:

The decision to build this model as a French aircraft was inspired by a Caracal Decals set with an Aéronavale Seafire III from the Vietnam tour of duty in 1948, an aircraft with interesting roundels that still carried British FAA WWII colors (Dark Slate Grey/Dark Sea Grey, Sky). Later liveries of the type remain a little obscure, though, and information about them is contradictive. Some profiles show French Seafires in British colors, with uniform (Extra) Dark Sea Grey upper and Sky lower surfaces, combined with a high waterline – much like contemporary FAA aircraft like the Sea Fury. However, I am a bit in doubt concerning the Sky, because French naval aircraft of that era, esp. recce types like the Shorts Sunderland or PBY Catalina, were rather painted in white or very light grey, just with uniform dark grey upper surfaces, reminding of British Coastal Command WWII aircraft.

Since this model would be a whif, anyway, and for a pretty look, I adopted the latter design, backed by an undated profile of a contemporary Seafire Mk. XV from Flottille S.54, a training unit, probably from the Fifties - not any valid guarantee for authenticity, but it looks good, if not elegant!

Another option from that era would have been an all-blue USN style livery, which should look great on a Spitfire, too. But I wanted something more elegant and odd, underpinning the bubbletop Seafire’s clean lines.

I settled for Extra Dark Sea Grey (Humbrol 123) and Light Grey (FS. 36495, Humbrol 147) as basic tones, with a very high waterline. The spinner was painted yellow, the only colorful marking. Being a post-war aircraft of British origin, the cockpit interior was painted in black (Revell 09, anthracite). The landing gear wells became RAF Cockpit Green (Humbrol 78), while the inside of the respective covers became Sky (Humbrol 90) – reflecting the RAF/FAA’s post-war practice of applying the external camouflage paint on these surfaces on Spit-/Seafires, too. On this specific aircraft the model displays, just the exterior had been painted over by the new operator. Looks weird, but it’s a nice detail.

The roundels came from the aforementioned 1948 Seafire Mk. III, and their odd design – esp. the large ones on the wings, and only the fuselage roundels carry the Aéronavale’s anchor icon and a yellow border – creates a slightly confusing look. Unfortunately, the roundels were not 100% opaque, this became only apparent after their application, and they did not adhere well, either.

The tactical code had to be improvised with single, black letters of various sizes – they come from a Hobby Boss F4F USN pre-WWII Wildcat, but were completely re-arrenged into the French format. The fin flash on the rudder had to be painted, with red and blue paint, in an attempt to match the decals’ tones, and separated by a white decal stripe. The anchor icon on the rudder had to be printed by myself, unfortunately the decal on the bow side partly disintegrated. Stencils were taken from the Special Hobby kit’s OOB sheet.

The model received a light black ink washing, post-panel shading with dry-brushing and some soot stains around the exhausts, but not too much weathering, since it would be relatively new. Finally, everything was sealed with matt acrylic varnish.

A relatively quick and simple build, and the Special Hobby kit went together with little problems – a very nice and versatile offering. The mods are subtle, but I like the slender look of this late Spitfire model, coupled with the elegant Merlin engine – combined into the fictional Mk. 23. The elegant livery just underlines the aircraft’s sleek lines. Not spectacular, but a pretty result.

Soldiers of B Company of 2nd Battalion The Parachute Regiment line up to board a Royal Air Force Hercules at RAF Leeming, North Yorkshire.

The Paras were taking part in Exercise Capable Eagle, dropping from a Hercules C130J of 47 Squadron, over Wiley Sike, part of the RAF Spadeadam training area.

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© Crown Copyright 2013

Photographer: Fg Off Tony Durrant

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The Typhoon FGR.Mk 4 is a highly capable and extremely agile fourth-generation multi-role combat aircraft, capable of being deployed for the full spectrum of air operations, including air policing, peace support and high-intensity conflict. Initially deployed in the air-to-air role as the Typhoon F.Mk 2, the aircraft now has a potent, precision multi-role capability as the FGR4. The pilot performs many essential functions through the aircraft’s hands on throttle and stick (HOTAS) interface which, combined with an advanced cockpit and the Helmet Equipment Assembly (HEA), renders Typhoon superbly equipped for all aspects of air operations.

Although Typhoon has flown precision attack missions in all its combat deployments to date, its most essential role remains the provision of quick reaction alert (QRA) for UK and Falkland Islands airspace. Detachments have also reinforced NATO air defence in the Baltic and Black Sea regions.

© Crown Copyright 2018

Photographer: RAF Photographer

Image from www.defenceimages.mod.uk

This image is available for high resolution download at www.defenceimagery.mod.uk subject to the terms and conditions of the Open Government License at www.nationalarchives.gov.uk/doc/open-government-licence/.

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Cinzia Scaffidi, Vice President of Slow Food Italy, indicates biodiversity as a value capable of becoming art, which Koen Vanmechelen – conceptual artist who in his works has always being dealing with the themes of diversity and bio- and cultural identity – has developed in the Life Bank Project.

In the setting that once hosted the Bank of Venice, in Palazzo Franchetti, today the seat of the Istituto Veneto di Scienze, Lettere e Arti, the artist Koen Vanmechelen positioned, as opening gate of an evocative gothic garden, two big black bronze hands, one male and one female, symbolic guardians of two extremely delicate sculptures made of Murano glass, representing a little chick and a heap of scattered seeds. Between the antique wooden furniture, a new bank has taken on a life of its own, substituting currency with the real patrimony of our civilization: the seed!

Over 500 seeds establishing the “Bank of Life” – ancient seeds that have been lost, forgotten, collected and conserved by “resilient” farmers and specialized research centers – have been selected for the project to represent the genetic heritage of our culture and our millenary history.

The selection was curated by Piergiorgio Defilippi, founder of the bio-social Farm “Il Rosmarino”, Marcon (Venice), starting from a cereal that is the symbol of the evolution of our civilization: the Einkorn Wheat, whose history dates back to the Neolithic and traces the transition from the nomadic hunting to the stancial and rural settlement. The seeds catalogue followed the development of the typically mediterranean diet, with the choice of varieties, even for the most common ones, that have not been artificially hybridized but which represent the natural path of evolution. For this precise reason, with respect of the spirit of Slow Food “Terra Madre”, the locating of the seeds has been exclusively conducted through the direct contact with farmers, associations of safeguard and research centres spread all over the world.

The interaction with the public and the multi-sensoriality express themselves through a symbolic seeding which tracks back to the thought of the Japanese botanist and philosopher Masanobu Fukuoka (1913-2008) pioneer of the natural or “Do Nothing” agriculture and author of the now legendary essay “The One-Straw Revolution”.

"IL VIAGGIO MERAVIGLIOSO"

solo show

GALERIE SLIKA - 25 RUE AUGUSTE COMTE - 69002 LYON

web: www.galerie-slika.com/ilviaggiomeraviglioso

email: CONTACT@GALERIE-SLIKA.COM

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FRA "Sommes-nous encore capables de nous émerveiller ? Avons-nous perdu la capacité d'être excités ou émus par quelque chose de merveilleux ? Quand j'étais enfant, le seul qui avait voyagé un peu à l'étranger était mon grand-père, pendant la Seconde Guerre mondiale donc dans une situation tragique. Mais malgré cela, j'ai toujours voulu qu'il me parle des Balkans, de l'Allemagne, des pays si proches mais si fascinants pour un enfant comme moi. Nous ne voyagions pas beaucoup avec ma famille et la seule façon de voyager était donc avec mon imagination, en lisant des livres, des magazines et des bandes dessinées, en regardant des documentaires et des films, parfois en écoutant de la musique. Il y a quelques années, j'ai trouvé un livre au marché aux puces intitulé "Merveilles du monde", ce genre de livres fantastiques imprimés dans les années 60 et 70 avec ces grandes photos aux couleurs vives. Je me suis souvenu à quel point je les aimais durant mon enfance, cette atmosphère d’une époque où il n'y avait pas Internet et où voyager était devenu si facile. En même temps j’ai réalisé combien j’avais vu de mes propres yeux, depuis que j’avais commencé à voyager pour mon travail, de ces merveilles qui m’avaient fasciné enfant. Je me plains souvent de ce que je fais, mais en fait, être artiste est presque un rêve devenu réalité pour moi.

Durant ces 20 dernières années de pratique artistique, j'ai eu l'occasion de parcourir le monde, de découvrir de nouveaux endroits, de voir des merveilles et de rencontrer toutes sortes de gens.

Dès que je suis rentré de mon voyage à Lyon pour la dernière exposition (« LUG »), le monde a connu l'une de ses pires périodes depuis ma naissance. Lors du premier confinement en Italie il était impossible de sortir de chez soi hormis pour aller faire les courses 1 ou 2 fois par semaine. J'ai réalisé ce que faire de l'art signifiait pour moi : une recherche de nouvelles choses merveilleuses, un voyage à travers de nouvelles frontières. Maintenant, je sais qu'il est possible de voyager avec l'esprit tout en restant à la maison, mais néanmoins le monde me semble aujourd'hui être un endroit plus ennuyeux. Au Moyen Âge, par exemple, lorsque les gens ne voyageaient pas en dehors de leur pays, le monde semblait néanmoins un endroit merveilleux et effrayant. Ils imaginaient alors d'immenses forêts, des déserts, des mers pleines de monstres, des pyramides et toutes sortes de peuples. Contraints de voyager en utilisant leur esprit et leur imagination, les petites choses sont devenues grandes, les grandes sont devenues énormes et les énormes géantes. L'homme d'aujourd'hui semble fatigué de chercher des choses qui l'émerveillent, le monde semble se refermer sur lui-même. Je pense qu'il est encore possible de trouver quelque chose de fantastique dans une cours cachée au coin de la rue ou quelque part à l'autre bout de la planète, de faire des choses merveilleuses, ou étranges et bizarres. A travers mon œuvre, j'ai toujours voulu briser la coquille ordinaire dans laquelle nous avons vécu ces dernières années."

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108

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ENG "Are we still capable to amaze ourselves? Have we lost the ability to be excited or moved by something wonderful? When I was a kid, the only one in my family who travelled a bit in some other countries during his life was my grandfather, during the second world war, so it was tragic. But I always wanted to listen him telling me about the balkans, about Germany, Countries so close but fascinating for a kid like me. We were never travelling so much with my family so my only way to travel was with my imagination, reading books, magazines and comics, watching documentaries and movies, sometimes listening to music.

Few years ago I found a book at a flea market called “wonders of the world”, that kind of amazing books printed during the 60's and 70's with those bright colours and bold pics. I remembered how much I liked those kind of books back in my childhood, that atmosphere before the internet but also before traveling became so easy. And at the same time I realized how many of those wonders I saw with my own eyes since I started to travel for work. Often I complain about what I'm doing but being an artist for me it's still almost a dream, making art in the past 15-20 years I had the chance to travel around the world discovering new places, seeing wonders, meeting any kind of people."

As soon as I came back from Lyon in 2020, the world has faced one of its worst time since I was born. When the lockdown arrived, it was impossible to move anywhere, being in Italy for some months meant that it was really impossible to leave home more than 1 or 2 times a week to buy some food. I realized what making art still means for me: searching for new wonders, travelling through new different borders. Now I see that's possible to travel with mind even staying at home, in many different ways, but today the world seems to be a boring place. Throughtout medieval times, for example, when people weren't used to travel frequently out of the village or the region, the world seemed a very wonderful and at the same time scary place. They knew about endless forests, deserts, seas full of monsters, pyramids, any kind of weird people. Wonders that no one had ever seen and for this reason they mostly travelled using their mind and imagination: small things became big, the great became enormous, the enormous gigantic, the world outside was a place full of amazing things. Humans today seems to be tired about searching for wonders, the world seems to be closing in on itself, I still think that's possible to find something amazing inside a courtyard behind the corner or on the other side of the planet. I still think it's possible to make something wonderful or at least weird and bizarre. With my works I really want to break the ordinary shell we have been living nowadays."

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108

Colosseum

Following, a text, in english, from the Wikipedia the Free Encyclopedia:

The Colosseum, or the Coliseum, originally the Flavian Amphitheatre (Latin: Amphitheatrum Flavium, Italian Anfiteatro Flavio or Colosseo), is an elliptical amphitheatre in the centre of the city of Rome, Italy, the largest ever built in the Roman Empire. It is considered one of the greatest works of Roman architecture and Roman engineering.

Occupying a site just east of the Roman Forum, its construction started between 70 and 72 AD[1] under the emperor Vespasian and was completed in 80 AD under Titus,[2] with further modifications being made during Domitian's reign (81–96).[3] The name "Amphitheatrum Flavium" derives from both Vespasian's and Titus's family name (Flavius, from the gens Flavia).

Capable of seating 50,000 spectators,[1][4][5] the Colosseum was used for gladiatorial contests and public spectacles such as mock sea battles, animal hunts, executions, re-enactments of famous battles, and dramas based on Classical mythology. The building ceased to be used for entertainment in the early medieval era. It was later reused for such purposes as housing, workshops, quarters for a religious order, a fortress, a quarry, and a Christian shrine.

Although in the 21st century it stays partially ruined because of damage caused by devastating earthquakes and stone-robbers, the Colosseum is an iconic symbol of Imperial Rome. It is one of Rome's most popular tourist attractions and still has close connections with the Roman Catholic Church, as each Good Friday the Pope leads a torchlit "Way of the Cross" procession that starts in the area around the Colosseum.[6]

The Colosseum is also depicted on the Italian version of the five-cent euro coin.

The Colosseum's original Latin name was Amphitheatrum Flavium, often anglicized as Flavian Amphitheater. The building was constructed by emperors of the Flavian dynasty, hence its original name, after the reign of Emperor Nero.[7] This name is still used in modern English, but generally the structure is better known as the Colosseum. In antiquity, Romans may have referred to the Colosseum by the unofficial name Amphitheatrum Caesareum; this name could have been strictly poetic.[8][9] This name was not exclusive to the Colosseum; Vespasian and Titus, builders of the Colosseum, also constructed an amphitheater of the same name in Puteoli (modern Pozzuoli).[10]

The name Colosseum has long been believed to be derived from a colossal statue of Nero nearby.[3] (the statue of Nero itself being named after one of the original ancient wonders, the Colossus of Rhodes[citation needed]. This statue was later remodeled by Nero's successors into the likeness of Helios (Sol) or Apollo, the sun god, by adding the appropriate solar crown. Nero's head was also replaced several times with the heads of succeeding emperors. Despite its pagan links, the statue remained standing well into the medieval era and was credited with magical powers. It came to be seen as an iconic symbol of the permanence of Rome.

In the 8th century, a famous epigram attributed to the Venerable Bede celebrated the symbolic significance of the statue in a prophecy that is variously quoted: Quamdiu stat Colisæus, stat et Roma; quando cadet colisæus, cadet et Roma; quando cadet Roma, cadet et mundus ("as long as the Colossus stands, so shall Rome; when the Colossus falls, Rome shall fall; when Rome falls, so falls the world").[11] This is often mistranslated to refer to the Colosseum rather than the Colossus (as in, for instance, Byron's poem Childe Harold's Pilgrimage). However, at the time that the Pseudo-Bede wrote, the masculine noun coliseus was applied to the statue rather than to what was still known as the Flavian amphitheatre.

The Colossus did eventually fall, possibly being pulled down to reuse its bronze. By the year 1000 the name "Colosseum" had been coined to refer to the amphitheatre. The statue itself was largely forgotten and only its base survives, situated between the Colosseum and the nearby Temple of Venus and Roma.[12]

The name further evolved to Coliseum during the Middle Ages. In Italy, the amphitheatre is still known as il Colosseo, and other Romance languages have come to use similar forms such as le Colisée (French), el Coliseo (Spanish) and o Coliseu (Portuguese).

Construction of the Colosseum began under the rule of the Emperor Vespasian[3] in around 70–72AD. The site chosen was a flat area on the floor of a low valley between the Caelian, Esquiline and Palatine Hills, through which a canalised stream ran. By the 2nd century BC the area was densely inhabited. It was devastated by the Great Fire of Rome in AD 64, following which Nero seized much of the area to add to his personal domain. He built the grandiose Domus Aurea on the site, in front of which he created an artificial lake surrounded by pavilions, gardens and porticoes. The existing Aqua Claudia aqueduct was extended to supply water to the area and the gigantic bronze Colossus of Nero was set up nearby at the entrance to the Domus Aurea.[12]

Although the Colossus was preserved, much of the Domus Aurea was torn down. The lake was filled in and the land reused as the location for the new Flavian Amphitheatre. Gladiatorial schools and other support buildings were constructed nearby within the former grounds of the Domus Aurea. According to a reconstructed inscription found on the site, "the emperor Vespasian ordered this new amphitheatre to be erected from his general's share of the booty." This is thought to refer to the vast quantity of treasure seized by the Romans following their victory in the Great Jewish Revolt in 70AD. The Colosseum can be thus interpreted as a great triumphal monument built in the Roman tradition of celebrating great victories[12], placating the Roman people instead of returning soldiers. Vespasian's decision to build the Colosseum on the site of Nero's lake can also be seen as a populist gesture of returning to the people an area of the city which Nero had appropriated for his own use. In contrast to many other amphitheatres, which were located on the outskirts of a city, the Colosseum was constructed in the city centre; in effect, placing it both literally and symbolically at the heart of Rome.

The Colosseum had been completed up to the third story by the time of Vespasian's death in 79. The top level was finished and the building inaugurated by his son, Titus, in 80.[3] Dio Cassius recounts that over 9,000 wild animals were killed during the inaugural games of the amphitheatre. The building was remodelled further under Vespasian's younger son, the newly designated Emperor Domitian, who constructed the hypogeum, a series of underground tunnels used to house animals and slaves. He also added a gallery to the top of the Colosseum to increase its seating capacity.

In 217, the Colosseum was badly damaged by a major fire (caused by lightning, according to Dio Cassius[13]) which destroyed the wooden upper levels of the amphitheatre's interior. It was not fully repaired until about 240 and underwent further repairs in 250 or 252 and again in 320. An inscription records the restoration of various parts of the Colosseum under Theodosius II and Valentinian III (reigned 425–455), possibly to repair damage caused by a major earthquake in 443; more work followed in 484[14] and 508. The arena continued to be used for contests well into the 6th century, with gladiatorial fights last mentioned around 435. Animal hunts continued until at least 523, when Anicius Maximus celebrated his consulship with some venationes, criticised by King Theodoric the Great for their high cost.

The Colosseum underwent several radical changes of use during the medieval period. By the late 6th century a small church had been built into the structure of the amphitheatre, though this apparently did not confer any particular religious significance on the building as a whole. The arena was converted into a cemetery. The numerous vaulted spaces in the arcades under the seating were converted into housing and workshops, and are recorded as still being rented out as late as the 12th century. Around 1200 the Frangipani family took over the Colosseum and fortified it, apparently using it as a castle.

Severe damage was inflicted on the Colosseum by the great earthquake in 1349, causing the outer south side, lying on a less stable alluvional terrain, to collapse. Much of the tumbled stone was reused to build palaces, churches, hospitals and other buildings elsewhere in Rome. A religious order moved into the northern third of the Colosseum in the mid-14th century and continued to inhabit it until as late as the early 19th century. The interior of the amphitheatre was extensively stripped of stone, which was reused elsewhere, or (in the case of the marble façade) was burned to make quicklime.[12] The bronze clamps which held the stonework together were pried or hacked out of the walls, leaving numerous pockmarks which still scar the building today.

During the 16th and 17th century, Church officials sought a productive role for the vast derelict hulk of the Colosseum. Pope Sixtus V (1585–1590) planned to turn the building into a wool factory to provide employment for Rome's prostitutes, though this proposal fell through with his premature death.[15] In 1671 Cardinal Altieri authorized its use for bullfights; a public outcry caused the idea to be hastily abandoned.

In 1749, Pope Benedict XIV endorsed as official Church policy the view that the Colosseum was a sacred site where early Christians had been martyred. He forbade the use of the Colosseum as a quarry and consecrated the building to the Passion of Christ and installed Stations of the Cross, declaring it sanctified by the blood of the Christian martyrs who perished there (see Christians and the Colosseum). However there is no historical evidence to support Benedict's claim, nor is there even any evidence that anyone prior to the 16th century suggested this might be the case; the Catholic Encyclopedia concludes that there are no historical grounds for the supposition. Later popes initiated various stabilization and restoration projects, removing the extensive vegetation which had overgrown the structure and threatened to damage it further. The façade was reinforced with triangular brick wedges in 1807 and 1827, and the interior was repaired in 1831, 1846 and in the 1930s. The arena substructure was partly excavated in 1810–1814 and 1874 and was fully exposed under Benito Mussolini in the 1930s.

The Colosseum is today one of Rome's most popular tourist attractions, receiving millions of visitors annually. The effects of pollution and general deterioration over time prompted a major restoration programme carried out between 1993 and 2000, at a cost of 40 billion Italian lire ($19.3m / €20.6m at 2000 prices). In recent years it has become a symbol of the international campaign against capital punishment, which was abolished in Italy in 1948. Several anti–death penalty demonstrations took place in front of the Colosseum in 2000. Since that time, as a gesture against the death penalty, the local authorities of Rome change the color of the Colosseum's night time illumination from white to gold whenever a person condemned to the death penalty anywhere in the world gets their sentence commuted or is released,[16] or if a jurisdiction abolishes the death penalty. Most recently, the Colosseum was illuminated in gold when capital punishment was abolished in the American state of New Mexico in April 2009.

Because of the ruined state of the interior, it is impractical to use the Colosseum to host large events; only a few hundred spectators can be accommodated in temporary seating. However, much larger concerts have been held just outside, using the Colosseum as a backdrop. Performers who have played at the Colosseum in recent years have included Ray Charles (May 2002),[18] Paul McCartney (May 2003),[19] Elton John (September 2005),[20] and Billy Joel (July 2006).

Exterior

Unlike earlier Greek theatres that were built into hillsides, the Colosseum is an entirely free-standing structure. It derives its basic exterior and interior architecture from that of two Roman theatres back to back. It is elliptical in plan and is 189 meters (615 ft / 640 Roman feet) long, and 156 meters (510 ft / 528 Roman feet) wide, with a base area of 6 acres (24,000 m2). The height of the outer wall is 48 meters (157 ft / 165 Roman feet). The perimeter originally measured 545 meters (1,788 ft / 1,835 Roman feet). The central arena is an oval 87 m (287 ft) long and 55 m (180 ft) wide, surrounded by a wall 5 m (15 ft) high, above which rose tiers of seating.

The outer wall is estimated to have required over 100,000 cubic meters (131,000 cu yd) of travertine stone which were set without mortar held together by 300 tons of iron clamps.[12] However, it has suffered extensive damage over the centuries, with large segments having collapsed following earthquakes. The north side of the perimeter wall is still standing; the distinctive triangular brick wedges at each end are modern additions, having been constructed in the early 19th century to shore up the wall. The remainder of the present-day exterior of the Colosseum is in fact the original interior wall.

The surviving part of the outer wall's monumental façade comprises three stories of superimposed arcades surmounted by a podium on which stands a tall attic, both of which are pierced by windows interspersed at regular intervals. The arcades are framed by half-columns of the Tuscan, Ionic, and Corinthian orders, while the attic is decorated with Corinthian pilasters.[21] Each of the arches in the second- and third-floor arcades framed statues, probably honoring divinities and other figures from Classical mythology.

Two hundred and forty mast corbels were positioned around the top of the attic. They originally supported a retractable awning, known as the velarium, that kept the sun and rain off spectators. This consisted of a canvas-covered, net-like structure made of ropes, with a hole in the center.[3] It covered two-thirds of the arena, and sloped down towards the center to catch the wind and provide a breeze for the audience. Sailors, specially enlisted from the Roman naval headquarters at Misenum and housed in the nearby Castra Misenatium, were used to work the velarium.[22]

The Colosseum's huge crowd capacity made it essential that the venue could be filled or evacuated quickly. Its architects adopted solutions very similar to those used in modern stadiums to deal with the same problem. The amphitheatre was ringed by eighty entrances at ground level, 76 of which were used by ordinary spectators.[3] Each entrance and exit was numbered, as was each staircase. The northern main entrance was reserved for the Roman Emperor and his aides, whilst the other three axial entrances were most likely used by the elite. All four axial entrances were richly decorated with painted stucco reliefs, of which fragments survive. Many of the original outer entrances have disappeared with the collapse of the perimeter wall, but entrances XXIII (23) to LIV (54) still survive.[12]

Spectators were given tickets in the form of numbered pottery shards, which directed them to the appropriate section and row. They accessed their seats via vomitoria (singular vomitorium), passageways that opened into a tier of seats from below or behind. These quickly dispersed people into their seats and, upon conclusion of the event or in an emergency evacuation, could permit their exit within only a few minutes. The name vomitoria derived from the Latin word for a rapid discharge, from which English derives the word vomit.

Interior

According to the Codex-Calendar of 354, the Colosseum could accommodate 87,000 people, although modern estimates put the figure at around 50,000. They were seated in a tiered arrangement that reflected the rigidly stratified nature of Roman society. Special boxes were provided at the north and south ends respectively for the Emperor and the Vestal Virgins, providing the best views of the arena. Flanking them at the same level was a broad platform or podium for the senatorial class, who were allowed to bring their own chairs. The names of some 5th century senators can still be seen carved into the stonework, presumably reserving areas for their use.

The tier above the senators, known as the maenianum primum, was occupied by the non-senatorial noble class or knights (equites). The next level up, the maenianum secundum, was originally reserved for ordinary Roman citizens (plebians) and was divided into two sections. The lower part (the immum) was for wealthy citizens, while the upper part (the summum) was for poor citizens. Specific sectors were provided for other social groups: for instance, boys with their tutors, soldiers on leave, foreign dignitaries, scribes, heralds, priests and so on. Stone (and later marble) seating was provided for the citizens and nobles, who presumably would have brought their own cushions with them. Inscriptions identified the areas reserved for specific groups.

Another level, the maenianum secundum in legneis, was added at the very top of the building during the reign of Domitian. This comprised a gallery for the common poor, slaves and women. It would have been either standing room only, or would have had very steep wooden benches. Some groups were banned altogether from the Colosseum, notably gravediggers, actors and former gladiators.

Each tier was divided into sections (maeniana) by curved passages and low walls (praecinctiones or baltei), and were subdivided into cunei, or wedges, by the steps and aisles from the vomitoria. Each row (gradus) of seats was numbered, permitting each individual seat to be exactly designated by its gradus, cuneus, and number.

The arena itself was 83 meters by 48 meters (272 ft by 157 ft / 280 by 163 Roman feet).[12] It comprised a wooden floor covered by sand (the Latin word for sand is harena or arena), covering an elaborate underground structure called the hypogeum (literally meaning "underground"). Little now remains of the original arena floor, but the hypogeum is still clearly visible. It consisted of a two-level subterranean network of tunnels and cages beneath the arena where gladiators and animals were held before contests began. Eighty vertical shafts provided instant access to the arena for caged animals and scenery pieces concealed underneath; larger hinged platforms, called hegmata, provided access for elephants and the like. It was restructured on numerous occasions; at least twelve different phases of construction can be seen.[12]

The hypogeum was connected by underground tunnels to a number of points outside the Colosseum. Animals and performers were brought through the tunnel from nearby stables, with the gladiators' barracks at the Ludus Magnus to the east also being connected by tunnels. Separate tunnels were provided for the Emperor and the Vestal Virgins to permit them to enter and exit the Colosseum without needing to pass through the crowds.[12]

Substantial quantities of machinery also existed in the hypogeum. Elevators and pulleys raised and lowered scenery and props, as well as lifting caged animals to the surface for release. There is evidence for the existence of major hydraulic mechanisms[12] and according to ancient accounts, it was possible to flood the arena rapidly, presumably via a connection to a nearby aqueduct.

The Colosseum and its activities supported a substantial industry in the area. In addition to the amphitheatre itself, many other buildings nearby were linked to the games. Immediately to the east is the remains of the Ludus Magnus, a training school for gladiators. This was connected to the Colosseum by an underground passage, to allow easy access for the gladiators. The Ludus Magnus had its own miniature training arena, which was itself a popular attraction for Roman spectators. Other training schools were in the same area, including the Ludus Matutinus (Morning School), where fighters of animals were trained, plus the Dacian and Gallic Schools.

Also nearby were the Armamentarium, comprising an armory to store weapons; the Summum Choragium, where machinery was stored; the Sanitarium, which had facilities to treat wounded gladiators; and the Spoliarium, where bodies of dead gladiators were stripped of their armor and disposed of.

Around the perimeter of the Colosseum, at a distance of 18 m (59 ft) from the perimeter, was a series of tall stone posts, with five remaining on the eastern side. Various explanations have been advanced for their presence; they may have been a religious boundary, or an outer boundary for ticket checks, or an anchor for the velarium or awning.

Right next to the Colosseum is also the Arch of Constantine.

he Colosseum was used to host gladiatorial shows as well as a variety of other events. The shows, called munera, were always given by private individuals rather than the state. They had a strong religious element but were also demonstrations of power and family prestige, and were immensely popular with the population. Another popular type of show was the animal hunt, or venatio. This utilized a great variety of wild beasts, mainly imported from Africa and the Middle East, and included creatures such as rhinoceros, hippopotamuses, elephants, giraffes, aurochs, wisents, barbary lions, panthers, leopards, bears, caspian tigers, crocodiles and ostriches. Battles and hunts were often staged amid elaborate sets with movable trees and buildings. Such events were occasionally on a huge scale; Trajan is said to have celebrated his victories in Dacia in 107 with contests involving 11,000 animals and 10,000 gladiators over the course of 123 days.

During the early days of the Colosseum, ancient writers recorded that the building was used for naumachiae (more properly known as navalia proelia) or simulated sea battles. Accounts of the inaugural games held by Titus in AD 80 describe it being filled with water for a display of specially trained swimming horses and bulls. There is also an account of a re-enactment of a famous sea battle between the Corcyrean (Corfiot) Greeks and the Corinthians. This has been the subject of some debate among historians; although providing the water would not have been a problem, it is unclear how the arena could have been waterproofed, nor would there have been enough space in the arena for the warships to move around. It has been suggested that the reports either have the location wrong, or that the Colosseum originally featured a wide floodable channel down its central axis (which would later have been replaced by the hypogeum).[12]

Sylvae or recreations of natural scenes were also held in the arena. Painters, technicians and architects would construct a simulation of a forest with real trees and bushes planted in the arena's floor. Animals would be introduced to populate the scene for the delight of the crowd. Such scenes might be used simply to display a natural environment for the urban population, or could otherwise be used as the backdrop for hunts or dramas depicting episodes from mythology. They were also occasionally used for executions in which the hero of the story — played by a condemned person — was killed in one of various gruesome but mythologically authentic ways, such as being mauled by beasts or burned to death.

The Colosseum today is now a major tourist attraction in Rome with thousands of tourists each year paying to view the interior arena, though entrance for EU citizens is partially subsidised, and under-18 and over-65 EU citizens' entrances are free.[24] There is now a museum dedicated to Eros located in the upper floor of the outer wall of the building. Part of the arena floor has been re-floored. Beneath the Colosseum, a network of subterranean passageways once used to transport wild animals and gladiators to the arena opened to the public in summer 2010.[25]

The Colosseum is also the site of Roman Catholic ceremonies in the 20th and 21st centuries. For instance, Pope Benedict XVI leads the Stations of the Cross called the Scriptural Way of the Cross (which calls for more meditation) at the Colosseum[26][27] on Good Fridays.

In the Middle Ages, the Colosseum was clearly not regarded as a sacred site. Its use as a fortress and then a quarry demonstrates how little spiritual importance was attached to it, at a time when sites associated with martyrs were highly venerated. It was not included in the itineraries compiled for the use of pilgrims nor in works such as the 12th century Mirabilia Urbis Romae ("Marvels of the City of Rome"), which claims the Circus Flaminius — but not the Colosseum — as the site of martyrdoms. Part of the structure was inhabited by a Christian order, but apparently not for any particular religious reason.

It appears to have been only in the 16th and 17th centuries that the Colosseum came to be regarded as a Christian site. Pope Pius V (1566–1572) is said to have recommended that pilgrims gather sand from the arena of the Colosseum to serve as a relic, on the grounds that it was impregnated with the blood of martyrs. This seems to have been a minority view until it was popularised nearly a century later by Fioravante Martinelli, who listed the Colosseum at the head of a list of places sacred to the martyrs in his 1653 book Roma ex ethnica sacra.

Martinelli's book evidently had an effect on public opinion; in response to Cardinal Altieri's proposal some years later to turn the Colosseum into a bullring, Carlo Tomassi published a pamphlet in protest against what he regarded as an act of desecration. The ensuing controversy persuaded Pope Clement X to close the Colosseum's external arcades and declare it a sanctuary, though quarrying continued for some time.

At the instance of St. Leonard of Port Maurice, Pope Benedict XIV (1740–1758) forbade the quarrying of the Colosseum and erected Stations of the Cross around the arena, which remained until February 1874. St. Benedict Joseph Labre spent the later years of his life within the walls of the Colosseum, living on alms, prior to his death in 1783. Several 19th century popes funded repair and restoration work on the Colosseum, and it still retains a Christian connection today. Crosses stand in several points around the arena and every Good Friday the Pope leads a Via Crucis procession to the amphitheatre.

Coliseu (Colosseo)

A seguir, um texto, em português, da Wikipédia, a enciclopédia livre:

O Coliseu, também conhecido como Anfiteatro Flaviano, deve seu nome à expressão latina Colosseum (ou Coliseus, no latim tardio), devido à estátua colossal de Nero, que ficava perto a edificação. Localizado no centro de Roma, é uma excepção de entre os anfiteatros pelo seu volume e relevo arquitectónico. Originalmente capaz de albergar perto de 50 000 pessoas, e com 48 metros de altura, era usado para variados espetáculos. Foi construído a leste do fórum romano e demorou entre 8 a 10 anos a ser construído.

O Coliseu foi utilizado durante aproximadamente 500 anos, tendo sido o último registro efetuado no século VI da nossa era, bastante depois da queda de Roma em 476. O edifício deixou de ser usado para entretenimento no começo da era medieval, mas foi mais tarde usado como habitação, oficina, forte, pedreira, sede de ordens religiosas e templo cristão.

Embora esteja agora em ruínas devido a terremotos e pilhagens, o Coliseu sempre foi visto como símbolo do Império Romano, sendo um dos melhores exemplos da sua arquitectura. Actualmente é uma das maiores atrações turísticas em Roma e em 7 de julho de 2007 foi eleita umas das "Sete maravilhas do mundo moderno". Além disso, o Coliseu ainda tem ligações à igreja, com o Papa a liderar a procissão da Via Sacra até ao Coliseu todas as Sextas-feiras Santas.

O coliseu era um local onde seriam exibidos toda uma série de espectáculos, inseridos nos vários tipos de jogos realizados na urbe. Os combates entre gladiadores, chamados muneras, eram sempre pagos por pessoas individuais em busca de prestígio e poder em vez do estado. A arena (87,5 m por 55 m) possuía um piso de madeira, normalmente coberto de areia para absorver o sangue dos combates (certa vez foi colocada água na representação de uma batalha naval), sob o qual existia um nível subterrâneo com celas e jaulas que tinham acessos diretos para a arena; Alguns detalhes dessa construção, como a cobertura removível que poupava os espectadores do sol, são bastante interessantes, e mostram o refinamento atingido pelos construtores romanos. Formado por cinco anéis concêntricos de arcos e abóbadas, o Coliseu representa bem o avanço introduzido pelos romanos à engenharia de estruturas. Esses arcos são de concreto (de cimento natural) revestidos por alvenaria. Na verdade, a alvenaria era construída simultaneamente e já servia de forma para a concretagem. Outro tipo de espetáculos era a caça de animais, ou venatio, onde eram utilizados animais selvagens importados de África. Os animais mais utilizados eram os grandes felinos como leões, leopardos e panteras, mas animais como rinocerontes, hipopótamos, elefantes, girafas, crocodilos e avestruzes eram também utilizados. As caçadas, tal como as representações de batalhas famosas, eram efetuadas em elaborados cenários onde constavam árvores e edifícios amovíveis.

Estas últimas eram por vezes representadas numa escala gigante; Trajano celebrou a sua vitória em Dácia no ano 107 com concursos envolvendo 11 000 animais e 10 000 gladiadores no decorrer de 123 dias.

Segundo o documentário produzido pelo canal televisivo fechado, History Channel, o Coliseu também era utilizado para a realização de naumaquias, ou batalhas navais. O coliseu era inundado por dutos subterrâneos alimentados pelos aquedutos que traziam água de longe. Passada esta fase, foi construída uma estrutura, que é a que podemos ver hoje nas ruínas do Coliseu, com altura de um prédio de dois andares, onde no passado se concentravam os gladiadores, feras e todo o pessoal que organizava os duelos que ocorreriam na arena. A arena era como um grande palco, feito de madeira, e se chama arena, que em italiano significa areia, porque era jogada areia sob a estrutura de madeira para esconder as imperfeições. Os animais podiam ser inseridos nos duelos a qualquer momento por um esquema de elevadores que surgiam em alguns pontos da arena; o filme "Gladiador" retrata muito bem esta questão dos elevadores. Os estudiosos, há pouco tempo, descobriram uma rede de dutos inundados por baixo da arena do Coliseu. Acredita-se que o Coliseu foi construído onde, outrora, foi o lago do Palácio Dourado de Nero; O imperador Vespasiano escolheu o local da construção para que o mal causado por Nero fosse esquecido por uma construção gloriosa.

Sylvae, ou recreações de cenas naturais eram também realizadas no Coliseu. Pintores, técnicos e arquitectos construiriam simulações de florestas com árvores e arbustos reais plantados no chão da arena. Animais seriam então introduzidos para dar vida à simulação. Esses cenários podiam servir só para agrado do público ou como pano de fundo para caçadas ou dramas representando episódios da mitologia romana, tão autênticos quanto possível, ao ponto de pessoas condenadas fazerem o papel de heróis onde eram mortos de maneiras horríveis mas mitologicamente autênticas, como mutilados por animais ou queimados vivos.

Embora o Coliseu tenha funcionado até ao século VI da nossa Era, foram proibidos os jogos com mortes humanas desde 404, sendo apenas massacrados animais como elefantes, panteras ou leões.

O Coliseu era sobretudo um enorme instrumento de propaganda e difusão da filosofia de toda uma civilização, e tal como era já profetizado pelo monge e historiador inglês Beda na sua obra do século VII "De temporibus liber": "Enquanto o Coliseu se mantiver de pé, Roma permanecerá; quando o Coliseu ruir, Roma ruirá e quando Roma cair, o mundo cairá".

A construção do Coliseu foi iniciada por Vespasiano, nos anos 70 da nossa era. O edifício foi inaugurado por Tito, em 80, embora apenas tivesse sido finalizado poucos anos depois. Empresa colossal, este edifício, inicialmente, poderia sustentar no seu interior cerca de 50 000 espectadores, constando de três andares. Aquando do reinado de Alexandre Severo e Gordiano III, é ampliado com um quarto andar, podendo suster agora cerca de 90 000 espectadores. A grandiosidade deste monumento testemunha verdadeiramente o poder e esplendor de Roma na época dos Flávios.

Os jogos inaugurais do Coliseu tiveram lugar ano 80, sob o mandato de Tito, para celebrar a finalização da construção. Depois do curto reinado de Tito começar com vários meses de desastres, incluindo a erupção do Monte Vesúvio, um incêndio em Roma, e um surto de peste, o mesmo imperador inaugurou o edifício com uns jogos pródigos que duraram mais de cem dias, talvez para tentar apaziguar o público romano e os deuses. Nesses jogos de cem dias terão ocorrido combates de gladiadores, venationes (lutas de animais), execuções, batalhas navais, caçadas e outros divertimentos numa escala sem precedentes.

O Coliseu, como não se encontrava inserido numa zona de encosta, enterrado, tal como normalmente sucede com a generalidade dos teatros e anfiteatros romanos, possuía um “anel” artificial de rocha à sua volta, para garantir sustentação e, ao mesmo tempo, esta substrutura serve como ornamento ao edifício e como condicionador da entrada dos espectadores. Tal como foi referido anteriormente, possuía três pisos, sendo mais tarde adicionado um outro. É construído em mármore, pedra travertina, ladrilho e tufo (pedra calcária com grandes poros). A sua planta elíptica mede dois eixos que se estendem aproximadamente de 190 m por 155 m. A fachada compõe-se de arcadas decoradas com colunas dóricas, jónicas e coríntias, de acordo com o pavimento em que se encontravam. Esta subdivisão deve-se ao facto de ser uma construção essencialmente vertical, criando assim uma diversificação do espaço.

Os assentos eram em mármore e a cavea, escadaria ou arquibancada, dividia-se em três partes, correspondentes às diferentes classes sociais: o podium, para as classes altas; as maeniana, sector destinado à classe média; e os portici, ou pórticos, construídos em madeira, para a plebe e as mulheres. O pulvinar, a tribuna imperial, encontrava-se situada no podium e era balizada pelos assentos reservados aos senadores e magistrados. Rampas no interior do edifício facilitavam o acesso às várias zonas de onde podiam visualizar o espectáculo, sendo protegidos por uma barreira e por uma série de arqueiros posicionados numa passagem de madeira, para o caso de algum acidente. Por cima dos muros ainda são visíveis as mísulas, que sustentavam o velarium, enorme cobertura de lona destinada a proteger do sol os espectadores e, nos subterrâneos, ficavam as jaulas dos animais, bem como todas as celas e galerias necessárias aos serviços do anfiteatro.

O monumento permaneceu como sede principal dos espetáculos da urbe romana até ao período do imperador Honorius, no século V. Danificado por um terremoto no começo do mesmo século, foi alvo de uma extensiva restauração na época de Valentinianus III. Em meados do século XIII, a família Frangipani transformou-o em fortaleza e, ao longo dos séculos XV e XVI, foi por diversas vezes saqueado, perdendo grande parte dos materiais nobres com os quais tinha sido construído.

Os relatos romanos referem-se a cristãos sendo martirizados em locais de Roma descritos pouco pormenorizadamente (no anfiteatro, na arena...), quando Roma tinha numerosos anfiteatros e arenas. Apesar de muito provavelmente o Coliseu não ter sido utilizado para martírios, o Papa Bento XIV consagrou-o no século XVII à Paixão de Cristo e declarou-o lugar sagrado. Os trabalhos de consolidação e restauração parcial do monumento, já há muito em ruínas, foram feitos sobretudo pelos pontífices Gregório XVI e Pio IX, no século XIX.

+++ DISCLAIMER +++

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

Some background:

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

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

General characteristics:

Crew: 1

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

57 ft 3½ in (17,50 m) including pitot

Wingspan: 34 ft 10 in (10.62 m)

Height: 17 ft 6¾ in (5.36 m)

Wing area: 474.5 sq ft (44.08 m²)

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

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

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

Powerplant:

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

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

Performance:

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

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

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

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

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

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

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

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

Zoom climb: 50,000 ft/min

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

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

Thrust/weight: 0.78 (1.03 empty)

Armament:

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

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

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

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

The kit and its assembly:

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

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

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

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

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

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

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

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

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

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

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

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

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

Painting and markings:

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

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

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

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

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

+++ 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:

In 1948, a swept wing version of the F-84 was created with the hope of bringing performance to the level of the F-86. The last production F-84E was fitted with a swept tail, a new wing with 38.5 degrees of leading-edge sweep and 3.5 degrees of anhedral, and a J35-A-25 engine producing 5,300 pound-force (23.58 kN) of thrust. The aircraft was designated XF-96A and flew on 3 June 1950. Although the airplane was capable of 602 knots (693 mph, 1,115 km/h), the performance gain over the F-84E was considered minor. Nonetheless, it was ordered into production in July 1950 as the F-84F Thunderstreak. The F-84 designation was eventually retained because the fighter was expected to be a low-cost improvement of the straight-wing Thunderjet with over 55 percent commonality in tooling.

A handful F-96Bs were camouflaged during the late Sixties with the USAF’s new SEA scheme, but most aircraft retained their original bare metal finish with more or less colorful unit markings. Due to its limited capabilities and the introduction of the Mach 2 McDonnell F-4 Phantom, the last F-96B was retired from ANG service in 1971.

General characteristics:

Crew: 2

Length: 54t 11 1/2 in (16,77 m) incl. pitot

Wingspan: 33 ft 7.25 in (10,25 m)

Height: 16 ft 9 in (5,11 m)

Wing area: 350 sq ft (37,55 m²)

Empty weight: 13,810 lb (6.264 kg)

Gross weight: 21,035 lb (9.541 kg)

Max takeoff weight: 28,000 lb (12.701 kg)

Powerplant:

1× Wright J65-W-18 turbojet with 8,600 lbf (34 kN) dry thrust and 10,500 lbf (47 kN) with afterburner

Performance:

Maximum speed: 695 mph (1,119 km/h, 604 kn, Mach 1.1) at 35,000 ft (10,668 m)

Cruise speed: 577 mph (928 km/h, 501 kn)

Range: 810 mi (1,304 km, 704 nmi) combat radius with two droptanks

Service ceiling: 49,000 ft (15,000 m)

Rate of climb: 16,300 ft/min (83 m/s)

Wing loading: 86 lb/sq ft (423 kg/m²)

Armament:

No internal guns;

6× underwing hardpoints for a total ordnance load of up to 6,000lb (2,727 kg), including

a pair of 191.5 US gal (727 l) or 375 US gal (1.429 l) drop tanks on the inner stations

and a mix of AIM-4 Falcon (up to six), MB-1 Genie (up to two) and/or pods with

nineteen 2.75”/70 mm FFAR unguided missiles each (up to four) on the outer stations

The kit and its assembly:

This fictional missing link between the RF-84F and the F-105 was conceived for the Fifties Group Build at whatifmodellers.com, an era when the USAF used a wide variety of interceptor aircraft types and technical advancements were quick and significant – in just a decade the interceptor evolved from a subsonic machine gun-toting aircraft to a guided weapons carrier platform, capable of Mach 2.

The F-96B (I re-used Republic’s dropped designation for the swept-wing F-84F) was to display one of the many “in between” designs, and the (R)F-84F was just a suitable basis for a conversion similar to the T-33-derived F-94, just more capable and big enough to carry the nuclear Genie missile.

The basis became Italeri’s vintage RF-84F kit, a rather simple affair with raised panel lines and a mediocre fit, plus some sinkholes. This was, however, heavily modified!

Work started with the implantation of a new tandem cockpit, taken wholesale from a Heller T-33. Fitting the cockpit tub into the wider Thunderflash hull was a bit tricky, putty blobs held the implant in place. The canopy was taken from the T-33, too, just the RF-84F’s original rear side windows were cut away to offer sufficient length for the longer clear part and the cockpit side walls had to be raised to an even level with the smaller windscreen with the help of styrene strips. With these adapters the T-33 canopy fitted surprisingly well over the opening and blended well into the spine.

The camera nose section lost its tip, which was replaced with the tail cone from a Matchbox H.S. Buccaneer (actually its air brake), and the camera windows as well as the slant surfaces that held them were PSRed away for a conical shape that extended the new pointed radome. Lots of weight in the nose and under the cockpit floor ensured a safe stance on the OOB landing gear.

The rear section behind the air brakes became all-new; for an afterburner I extended and widened the tail section and implanted the rear part from a B-66 (Italeri kit, too) engine nacelle, which received a wider nozzle (left over from a Nakotne MiG-29, a featureless thing) and an interior.

To balance the longer nose I also decided to enlarge the tail surfaces and replaced the OOB fin and stabilizers with leftover parts from a Trumpeter Il-28 bomber – the fin was shortened and the stabilizers reduced in span to match the rest of the aircraft. Despite the exotic source the parts blend well into the F-84’s overall design!

To add supersonic credibility and to connect the design further with the later F-105 I modified the air intakes and cut them into a raked shape – quite easy to realize. Once the wings were in place, I also added small splitter plates, left over from an Airfix BAC Strikemaster.

As an interceptor the armament had to be adapted accordingly, and I procured the quartet of IR-guided Falcons as well as the Genie duo from an Academy F-89. The large drop tanks were taken OOB from the Italeri kit. The Genies were mounted onto their massive Scorpion pylons under the outer wings of the F-96B, while the Falcons, due to relatively little space left under the wings, required a scratched solution. I eventually settled for dual launchers on small pylons, mounted in front of the landing gear wells. The pylons originally belong to an ESCI Ka-34 “Hokum” helicopter kit (they were just short enough!), the launch rails are a halved pair of F-4 Sidewinder rails from a Hasegawa air-to-air weapons set. With everything on place the F-96B looks quite crowded.

Painting and markings:

The machine would represent a late Fifties USAF type, so that the paint options were rather limited if I wanted to be authentic. ADC Grey was introduced in the early Sixties, SEA camouflage even later, so that bare metal became a natural choice – but this can be quite attractive! The model received an overall coat with acrylic “White Aluminum” from the rattle can, plus some darked panels all over the hull (Humbrol 56 for good contrast) and an afterburner section in Revell 91 (Iron Metallic) and Humbrol’s Steel Metallizer. The radome became deep black, the anti-glare panel in front of the windscreen olive drab (Revell 46). Light grey (Revell 75) was used for some small di-electric fairings.

Interior surfaces (cockpit and landing gear wells) were painted with Zinc Chromate primer (I used Humbrol 80), while the landing gear struts became silver-grey (Humbrol 56) and the inside of the covers as well as the air brakes were painted in bright red (Humbrol 19).

Once basic painting was done the model received a black ink washing and was rubbed with grinded graphite to emphasize the raised panel lines, and the material adds a nice dark metallic shine to the silver base coat.

Another challenge was to find suitable unit markings for the Fifties era in the decal vault, which would also fit onto the model. After a long search I eventually settled for rather simple markings from a 325th FIS F-102 from an Xtradecal sheet, which only features a rather timid fin decoration.

Finding other suitable standard markings remained demanding, though. Stars-And-Bars as well as the USAF taglines were taken from the Academy F-89 that also provided the ordnance, most stencils were taken from the OOB Italeri sheet and complemented by small markings from the scrap box. The biggest problem was the creation of a matching serial number. The “FF” code was originally used for P/F-51D Mustangs during the Korea War, but after the type had been phased out it might have been re-used? The letters as well as the serial number digits were created from various markings for USAF F-100s, also from an Xtradecal sheet.

Once the decals had been applied the model was sealed with semi-gloss acrylic varnish, except for the radome, the anti-glare panel as well as the walking areas on the wings as well as parts of the afterburner section, which were coated with matt varnish.

A rather straightforward conversion, even though finishing the project took longer than expected. But the result looks surprisingly natural and plausible. Lots of PSR was needed to modify the fuselage, though, especially the tail section was not easy to integrate into the Thunderflash’s hull. Sticking to the simple NMF livery paid IMHO out, too: the livery looks very natural and believable on the fictional aircraft, and it suits the F-84’s bulbous shape well.

+++ 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 Lockheed XFV (sometimes erroneously referred to as the "Salmon", even though this was actually the name of one of its test pilots and not an official designation) was an American experimental tailsitter prototype aircraft built by Lockheed in the early 1950s to demonstrate the operation of a vertical takeoff and landing (VTOL) fighter for protecting convoys.

As a historic side note, the FV-2’s detachable wing tip gun pods had a longer and more successful service life: they were the basis for the Mk.4 HIPEG (High Performance External Gun) gun pods. This weapon system’s main purpose became strafing ground targets, and it received a different attachment system for underwing hardpoints and a bigger ammunition supply (750 RPG instead of just 250 on the FV-2). Approximately 1.200 Mk. 4 twin gun pods were manufactured by Hughes Tool Company, later Hughes Helicopter, in Culver City, California. While the system was tested and certified for use on the A-4, the A-6, the A-7, the F-4, and the OV-10, it only saw extended use on the A-4, the F-4, and the OV-10, esp. in Vietnam where the Mk. 4 pod was used extensively for close air support missions.

General characteristics:

Crew: 1

Length/Height: 36 ft 10.25 in (11.23 m)

Wingspan: 30 ft 10.1 in (9.4 m)

Wing area: 246 sq ft (22.85 m²)

Empty weight: 12,388 lb (5,624 kg)

Gross weight: 17,533 lb (7,960 kg)

Max. takeoff weight: 18,159 lb (8,244 kg)

Powerplant:

1× Allison T54-A-16 turboprop with 7,500 shp (5,600 kW) output equivalent,

driving a 6 blade contra-rotating propeller

Performance:

Maximum speed: 585 mph (941 km/h, 509 kn

Cruise speed: 410 mph (660 km/h, 360 kn)

Range: 500 mi (800 km, 430 nmi) with internal fuel

800 mi (1,300 km, 700 nmi) with ferry wing tip tanks

Service ceiling: 46,800 ft (14,300 m)

Rate of climb: 12,750 ft/min (75.0 m/s)

Wing loading: 73.7 lb/sq ft (360 kg/m²)

Armament:

4× 20 mm (.79 in) Mk. 11 machine cannon with a total of 1.000 rounds, or

48× 2.75 in (70 mm) rockets in wingtip pods, or

a pair of 200 US gal. (165 imp. gal./750 l) auxiliary tanks on the wing tips

The kit and its assembly:

Another submission to the “Fifties” group build at whatifmodellers-com, and a really nice what-if aircraft that perfectly fits into the time frame. I had this Pegasus kit in The Stash™ for quite a while and the plan to build an operational USN or USMC aircraft from it in the typical all-dark-blue livery from the early Fifties, and the group build was a good occasion to realize it.

The Pegasus kit was released in 1992, the only other option to build the XFV in 1:72 is a Valom kit which, as a bonus, features the aircraft’s fixed landing gear that was used during flight trials. The Pegasus offering is technically simple and robust, but it is nothing for those who are faint at heart. The warning that the kit requires an experienced builder is not to be underestimated, because the IP kit from the UK comes with white metal parts and no visual instructions, just a verbal description of the building steps. The IP parts (including the canopy, which is one piece, quite thick but also clear) and the decals look good, though.

The IP parts feature flash and uneven seam lines, sprue attachment points are quite thick. The grey IP material had on my specimen different grades of hard-/brittleness, the white metal parts (some of the propeller blades) were bent and had to be re-aligned. No IP parts would fit well (there are no locator pins or other physical aids), the cockpit tub was a mess to assemble and fit into the fuselage. PSR on any seam all around the hull. But even though this sound horrible, the kit goes together relatively easy – thanks to its simplicity.

I made some mods and upgrades, though. One of them was an internal axis construction made from styrene tubes that allow the two propeller discs to move separately (OOB, you just stack and glue the discs onto each other into a rigid nose cone), while the propeller tip with its radome remained fixed – just as in real life. However, due to the parts’ size and resistance against each other, the props could not move as freely as originally intended.

Separate parts for the air intakes as well as the wings and tail surfaces could be mounted with less problems than expected, even though - again – PSR was necessary to hide the seams.

Painting and markings:

As already mentioned, the livery would be rather conservative, because I wanted the aircraft to carry the uniform USN scheme in all-over FS 35042 with white markings, which was dropped in 1955, though. The XFV or a potential serial production derivative would just fit into this time frame, and might have carried the classic all-blue livery for a couple of years more, especially when operated by an evaluation unit. Its unit, VX-8, is totally fictional, though.

The cockpit interior was painted in Humbrol 80 (simulating bright zinc chromate primer), and to have some contrasts I added small red highlights on the fin pod tips and the gun pods' anti-flutter winglets. For some more variety the radome became earth brown with some good weathering, simulating an opaque perspex hood, and I added white (actually a very light gray) checkerboard markings on the "propeller rings", a bit inspired by the spinner markings on German WWII fighters. Subtle, but it looks good and breaks the otherwise very simple livery.

Some post-panel-shading with a lighter blue was done all over the hull, the exhaust area and the gun ports were painted with iron (Revell 91) and treated with graphite for a more metallic shine.

Silver decal stripe material was used to create the CoroGuard leading edges and the fine lines at the flaps on wings and fins - much easier than trying to solve this with paint and brush...

The decals were puzzled together from various dark blue USN aircraft, including a F8F, F9F and F4U sheet. The "XH" code was created with single 1cm hwite letters, the different font is not obvious, thanks to the letter combination.

Finally, the model was sealed with semi-gloss acrylic varnish (still shiny, but not too bright), the radome and the exhaust area were painted with matt varnsh, though.

A cool result, despite the rather dubious kit base. The Pegasus kit is seriously something for experienced builders, but the result looks convincing. The blue USN livery suits the XFV/FV-2 very well, it looks much more elegant than in the original NMF - even though it would, in real life, probably have received the new Gull Gray/White scheme (introduced in late 1955, IIRC, my FV-2 might have been one of the last aircraft to be painted blue). However, the blue scheme IMHO points out the aircraft's highly aerodynamic teardrop shape, esp. the flight pics make the aircraft almost look elegant!

As many of you have already experienced having parents growing older, it is quite a worry when they think they are more capable than they are and want to still be as independent as they were when younger. It usually takes something serious to jolt both you and them into seeing that there are limitations to that independence and no doubt, we will be the same down the line a bit.

My mum and I are very close and we do all sorts of things together. She is still working a 4-day week as a bookkeeper and learning to live again after my dad died 3 years ago. It has been a joy to watch her blossom and grow into our new relationship together.

She had a stroke on Tuesday morning and I thank the Lord she is not left paralysed, or speechless, just a little slurred, which might still get better. She could have died as it happened during the early hours of the morning and was only found around 7.30 am.

She took her first walk today and I am so grateful to the Lord for giving her a second chance. Our lives might be about to enter a new chapter with new challenges and I thank the Lord too, that we do not face any of it alone and that all things are possible with Him.

I love you my beloved mum xxx

Some background:

The VF-1 was developed by Stonewell/Bellcom/Shinnakasu for the U.N. Spacy by using alien Overtechnology obtained from the SDF-1 Macross alien spaceship. Its production was preceded by an aerodynamic proving version of its airframe, the VF-X. Unlike all later VF vehicles, the VF-X was strictly a jet aircraft, built to demonstrate that a jet fighter with the features necessary to convert to Battroid mode was aerodynamically feasible. After the VF-X's testing was finished, an advanced concept atmospheric-only prototype, the VF-0 Phoenix, was flight-tested from 2005 to 2007 and briefly served as an active-duty fighter from 2007 to the VF-1's rollout in late 2008, while the bugs were being worked out of the full-up VF-1 prototype (VF-X-1).

However, the fighter remained active in many second line units and continued to show its worthiness years later, e. g. through Milia Jenius who would use her old VF-1 fighter in defense of the colonization fleet - 35 years after the type's service introduction!

General characteristics:

All-environment variable fighter and tactical combat Battroid,

used by U.N. Spacy, U.N. Navy, U.N. Space Air Force and U.N.S. Marine Corps

Accommodation:

Pilot only in Marty & Beck Mk-7 zero/zero ejection seat

Dimensions:

Fighter Mode:

Length 14.23 meters

Wingspan 14.78 meters (at 20° minimum sweep)

Height 3.84 meters

Battroid Mode:

Height 12.68 meters

Width 7.3 meters

Length 4.0 meters

Empty weight: 13.25 metric tons;

Standard T-O mass: 18.5 metric tons;

MTOW: 37.0 metric tons

Power Plant:

2x Shinnakasu Heavy Industry/P&W/Roice FF-2001 thermonuclear reaction turbine engines, output 650 MW each, rated at 11,500 kg in standard or 225.63 kN in overboost

4x Shinnakasu Heavy Industry NBS-1 high-thrust vernier thrusters (1 x counter reverse vernier thruster nozzle mounted on the side of each leg nacelle/air intake, 1 x wing thruster roll control system on each wingtip)

18x P&W LHP04 low-thrust vernier thrusters beneath multipurpose hook/handles

Performance:

Battroid Mode: maximum walking speed 160 km/h

Fighter Mode: at 10,000 m Mach 2.71; at 30,000+ m Mach 3.87

g limit: in space +7

Thrust-to-weight ratio: empty 3.47; standard T-O 2.49; maximum T-O 1.24

Design Features:

3-mode variable transformation; variable geometry wing; vertical take-off and landing; control-configurable vehicle; single-axis thrust vectoring; three "magic hand" manipulators for maintenance use; retractable canopy shield for Battroid mode and atmospheric reentry; option of GBP-1S system, atmospheric-escape booster, or FAST Pack system

Transformation:

Standard time from Fighter to Battroid (automated): under 5 sec.

Min. time from Fighter to Battroid (manual): 0.9 sec.

Armament:

2x Mauler RÖV-20 anti-aircraft laser cannon, firing 6,000 pulses per minute

1x Howard GU-11 55 mm three-barrel Gatling gun pod with 200 RPG, fired at 1,200 rds/min

4x underwing hard points for a wide variety of ordnance, including…

12x AMM-1 hybrid guided multipurpose missiles (3/point), or

12x MK-82 LDGB conventional bombs (3/point), or

6x RMS-1 large anti-ship reaction missiles (2/outboard point, 1/inboard point), or

4x UUM-7 micro-missile pods (1/point) each carrying 15 x Bifors HMM-01 micro-missiles,

or a combination of above load-outs

2x auxiliary hardpoints on the legs for light loads like a FLIR sensor, laser rangefinder/

target designator or ECM pod (typically not used for offensive ordnance)

The kit and its assembly:

This fictional VF-1 was born from spontaneous inspiration and the question if the USMC could have adopted the Valkyrie within the Macross time frame and applied its rather special grey/green/black paint scheme from the Nineties that was carried by AH-1s, CH-46s and also some OV-10s.

The model is a simple, vintage ARII VF-1 in Fighter mode, in this case a VF-1D two-seater that received the cockpit section and the head unit from a VF-1J Gerwalk model to create a single seater. While the parts are interchangeable, the Gerwalk and the Fighter kit have different molds for the cockpit sections and the canopies, too. This is mostly evident through the lack of a front landing gear well under the Gerwalk's cockpit - I had to "carve" a suitable opening into the bottom of the nose, but that was not a problem.

The kit was otherwiese built OOB, with the landing gear down and (finally, after the scenic flight pictures) with an open canopy for final display among the rest of my VF-1 fleet. However, I added some non-canonical small details like small hardpoints on the upper legs and the FLIR and targeting pods on them, scratched from styrene bits.

The ordnance was changed from twelve AMM-1 missiles under the wings to something better suited for attack missions. Finding suitable material became quite a challenge, though. I eventually settled on a pair of large laser-guided smart bombs and two pairs of small air-to-ground missile clusters. The LGBs are streamlined 1:72 2.000 lb general purpose bombs, IIRC from a Hobby Boss F-5E kit, and the launch tubes were scratched from a pair of Bazooka starters from an Academy 1:72 P-51 kit. The ventral standard GU-11 pod was retained and modified to hold a scratched wire display for in-flight pictures at its rear end.

Some blade antennae were added around the hull as a standard measure to improve the simple kit’s look. The cockpit was taken OOB, I just added a pilot figure for the scenic shots and the thick canopy was later mounted on a small lift arm in open position.

Painting and markings:

Adapting the characteristic USMC three-tone paint scheme for the VF-1 was not easy; I used the symmetric pattern from the AH-1s as starting point for the fuselage and gradually evolved it onto the wings into an asymmetric free-form pattern, making sure that the areas where low-viz roundels and some vital stencils would sit on grey for good contrast and readability. The tones became authentic: USMC Field Green (FS 34095, Humbrol 105), USN Medium Grey (FS 35237, Humbrol 145) and black (using Revell 06 Tar Black, which is a very dark grey and not pure black). For some contrast the wings' leading edges were painted with a sand brown/yellow (Humbrol 94).

The landing gear became standard white (Revell 301), the cockpit interior medium grey (Revell 47) with a black ejection seat with brown cushions, and the air intakes as well as the interior of the VG wings dark grey (Revell 77). To set the camouflaged nose radome apart I gave it a slightly different shade of green. The GU-11 pod became bare metal (Revell 91). The LGBs were painted olive drab overall while the AGMs became light grey.

Roundels as well as the UNSMC and unit tags were printed at home in black on clear decal sheet. The unit markings came from an Academy OV-10. The modex came from an 1:72 Revell F8F sheet. Stencils becvame eitrher black or white to keep the low-viz look, just a few tiny color highlights bereak the camouflage up. Some of the characteristic vernier thrusters around the hull are also self-made decals.

Finally, after some typical details and position lights were added with clear paint over a silver base, the small VF-1 was sealed with a coat of matt acrylic varnish.

A spontaneous interim project - and the UMSC's three-tone paint scheme suits the VF-1 well, which might have been a very suitable aircraft for this service and its mission profiles. I am still a bit uncertain about the camouflage's effectiveness, though - yes, it's disruptive, but the color contrasts are so high that a hiding effect seems very poor, even though I find that the scheme works well over urban terrain? It's fictional, though, and even though there are canonical U.N.S. Marines VF-1s to be found in literature, none I came across so far carried this type of livery.

Longannet power station is a large coal-fired power station in Fife capable of co-firing biomass, natural gas and sludge. The station is situated on the north bank of the Firth of Forth, near Kincardine on Forth.

Its generating capacity of 2,400 megawatts is the highest of any power station in Scotland. The station began generating electricity in 1970, and when it became fully operational it was the largest coal-fired station in Europe. It is now the third largest, after Bełchatów in Poland and Drax in England, and the 21st most polluting.

After failing to win a contract from the National Grid Longannet is set to close "by March 2016". The station was opened in 1973 and operated by the South of Scotland Electricity Board until 1990 when its operation was handed over to Scottish Power following privatisation.

The station is a regional landmark, dominating the Forth skyline with its 183 m (600 ft) chimney stack. Longannet lacks cooling towers, instead using water from the River Forth for cooling

The excellency of every art is in its intensity , capable of making all disagreeables evaporate.

.....Keats.

MY THANKS TO THE GENEROSITY OF THE FOLLOWING ARTISTS FOR USE OF THEIR IMAGES. TO SEE ORIGINALS FOLLOW THE LINKS.

monkeywing

www.flickr.com/photos/colinsite/3173987746/in/pool-creati...

FRANCK...Franck Chicot

www.flickr.com/photos/franck44/2627957468/

ELISABETH..Walraven

www.flickr.com/photos/13521837@N00/2460513625/in/pool-cre...

Grand Canyon is a large multipurpose offshore construction vessel (OSV) capable of performing a variety of subsea activities such as jet trenching and heavy soil trenching. The high manoeuvrability and station keeping capabilities of the vessel allow it to operate even in adverse climatic conditions.

Norwegian ship-builder Bergen Group received the order for construction of the Grand Canyon from Volstad Maritime in December 2010. The keel of the vessel was laid in August 2011. The construction was carried out at Fosen in Rissa, Sør-Trøndelag.

The hull of the vessel was manufactured by Tersan Shipyard in Turkey.

The hull was launched in January 2012 in the presence of the Norwegian Prime Minister, Jens Stoltenberg. It was then towed to Bergen Group's shipyard in Norway for final outfitting.

Grand Canyon was delivered in November 2012 having completed sea trials in October. The new build was financed by three Norwegian finance groups - Garanti-instituttet for eksportkreditt (GIEK), Export Credit Norway (Eksportkreditt) and SpareBank 1 SMN.

The vessel is currently on a five-year charter with Canyon Offshore, a company owned by Helix Energy Solutions Group.

Features of Volstad's new offshore construction vessel

Grand Canyon is built according to the ST 259 CD design developed by the Norwegian ship designer Skipsteknisk. The vessel carries DNV's 'Clean Design' notation for its eco-friendly operation.

The vessel boasts a dynamic positioning (DP) Class-3 control system for automatic positioning and heading. She can be deployed for use in shallower depths because of her modest draught.

In order to carry out subsea installation, burial support operations and general offshore construction work, the vessel is provided with a working platform that is stable and has a large capacity. Jet trenching can be performed from the ship's forward port side, while soil trenching can be carried out from the aft of the vessel.

The vessel features two indoor remotely operated vehicle (ROV) hangars, which can be prepared for the deployment of up to five work-class ROVs (WROV). The ROVs can be deployed to a depth of 3,000m.

A carousel reel-drive system is installed below the ship's deck which is able to lay power cables, pipelines and umbilicals into the trench at the seabed. Once placed, these cables or pipelines can be buried below the surface of the sea to a depth of up to 9m with the help of the ROVs.

The under-deck has enough strength to bear the load of heavy equipment, which allows the crew to finish mobilisation and demobilisation operations in shorter times.

Main dimensions and accommodation

The dead weight of the vessel is 7,000t, while gross and net tonnages are 12,652t and 3,796t respectively. She has an overall length of 127.75m, a moulded breadth of 25m and scantling draught of 7.5m. The length between perpendiculars is 114.6m, and the deck area is 1,650m².

The Grand Canyon accommodates up to 104 people in single and double cabins. Facilities onboard the vessel include a meeting room, internet café, reception, sauna, gym, coffee house and hospital.

The vessel is equipped with two cranes, including an active heave compensated (AHC) offshore crane, the MacGregor HMC 4240. The crane has a safe working load of 250t at 10m outreach capacity. The second crane is the MacGregor HMC 2201 model and can lift 15t at 20m outreach.

Grand Canyon is powered by a diesel-electric propulsion system. The ship is fitted with six six-cylinder Wärtsilä 32 main engines. Each engine generates 2,880kW of power at 720rpm and drives a NES generator (NEGR 710 LB10 model) rated at 3,450kVA. In addition, there is a nine-cylinder Wärtsilä 20 emergency generator of 1,665kW capacity and a Mitsubishi S6R-MTPA harbour generator of 595kW capacity.

Propulsion is provided by two electric motors of 2,500kW each. Side thrusters comprise six Wärtsilä tunnel thrusters, each with 2,000kW of power. Four of the thrusters are mounted forward and the other two are mounted aft.

+++ 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 Lockheed XFV (sometimes erroneously referred to as the "Salmon", even though this was actually the name of one of its test pilots and not an official designation) was an American experimental tailsitter prototype aircraft built by Lockheed in the early 1950s to demonstrate the operation of a vertical takeoff and landing (VTOL) fighter for protecting convoys.

As a historic side note, the FV-2’s detachable wing tip gun pods had a longer and more successful service life: they were the basis for the Mk.4 HIPEG (High Performance External Gun) gun pods. This weapon system’s main purpose became strafing ground targets, and it received a different attachment system for underwing hardpoints and a bigger ammunition supply (750 RPG instead of just 250 on the FV-2). Approximately 1.200 Mk. 4 twin gun pods were manufactured by Hughes Tool Company, later Hughes Helicopter, in Culver City, California. While the system was tested and certified for use on the A-4, the A-6, the A-7, the F-4, and the OV-10, it only saw extended use on the A-4, the F-4, and the OV-10, esp. in Vietnam where the Mk. 4 pod was used extensively for close air support missions.

General characteristics:

Crew: 1

Length/Height: 36 ft 10.25 in (11.23 m)

Wingspan: 30 ft 10.1 in (9.4 m)

Wing area: 246 sq ft (22.85 m²)

Empty weight: 12,388 lb (5,624 kg)

Gross weight: 17,533 lb (7,960 kg)

Max. takeoff weight: 18,159 lb (8,244 kg)

Powerplant:

1× Allison T54-A-16 turboprop with 7,500 shp (5,600 kW) output equivalent,

driving a 6 blade contra-rotating propeller

Performance:

Maximum speed: 585 mph (941 km/h, 509 kn

Cruise speed: 410 mph (660 km/h, 360 kn)

Range: 500 mi (800 km, 430 nmi) with internal fuel

800 mi (1,300 km, 700 nmi) with ferry wing tip tanks

Service ceiling: 46,800 ft (14,300 m)

Rate of climb: 12,750 ft/min (75.0 m/s)

Wing loading: 73.7 lb/sq ft (360 kg/m²)

Armament:

4× 20 mm (.79 in) Mk. 11 machine cannon with a total of 1.000 rounds, or

48× 2.75 in (70 mm) rockets in wingtip pods, or

a pair of 200 US gal. (165 imp. gal./750 l) auxiliary tanks on the wing tips

The kit and its assembly:

Another submission to the “Fifties” group build at whatifmodellers-com, and a really nice what-if aircraft that perfectly fits into the time frame. I had this Pegasus kit in The Stash™ for quite a while and the plan to build an operational USN or USMC aircraft from it in the typical all-dark-blue livery from the early Fifties, and the group build was a good occasion to realize it.

The Pegasus kit was released in 1992, the only other option to build the XFV in 1:72 is a Valom kit which, as a bonus, features the aircraft’s fixed landing gear that was used during flight trials. The Pegasus offering is technically simple and robust, but it is nothing for those who are faint at heart. The warning that the kit requires an experienced builder is not to be underestimated, because the IP kit from the UK comes with white metal parts and no visual instructions, just a verbal description of the building steps. The IP parts (including the canopy, which is one piece, quite thick but also clear) and the decals look good, though.

The IP parts feature flash and uneven seam lines, sprue attachment points are quite thick. The grey IP material had on my specimen different grades of hard-/brittleness, the white metal parts (some of the propeller blades) were bent and had to be re-aligned. No IP parts would fit well (there are no locator pins or other physical aids), the cockpit tub was a mess to assemble and fit into the fuselage. PSR on any seam all around the hull. But even though this sound horrible, the kit goes together relatively easy – thanks to its simplicity.

I made some mods and upgrades, though. One of them was an internal axis construction made from styrene tubes that allow the two propeller discs to move separately (OOB, you just stack and glue the discs onto each other into a rigid nose cone), while the propeller tip with its radome remained fixed – just as in real life. However, due to the parts’ size and resistance against each other, the props could not move as freely as originally intended.

Separate parts for the air intakes as well as the wings and tail surfaces could be mounted with less problems than expected, even though - again – PSR was necessary to hide the seams.

Painting and markings:

As already mentioned, the livery would be rather conservative, because I wanted the aircraft to carry the uniform USN scheme in all-over FS 35042 with white markings, which was dropped in 1955, though. The XFV or a potential serial production derivative would just fit into this time frame, and might have carried the classic all-blue livery for a couple of years more, especially when operated by an evaluation unit. Its unit, VX-8, is totally fictional, though.

The cockpit interior was painted in Humbrol 80 (simulating bright zinc chromate primer), and to have some contrasts I added small red highlights on the fin pod tips and the gun pods' anti-flutter winglets. For some more variety the radome became earth brown with some good weathering, simulating an opaque perspex hood, and I added white (actually a very light gray) checkerboard markings on the "propeller rings", a bit inspired by the spinner markings on German WWII fighters. Subtle, but it looks good and breaks the otherwise very simple livery.

Some post-panel-shading with a lighter blue was done all over the hull, the exhaust area and the gun ports were painted with iron (Revell 91) and treated with graphite for a more metallic shine.

Silver decal stripe material was used to create the CoroGuard leading edges and the fine lines at the flaps on wings and fins - much easier than trying to solve this with paint and brush...

The decals were puzzled together from various dark blue USN aircraft, including a F8F, F9F and F4U sheet. The "XH" code was created with single 1cm hwite letters, the different font is not obvious, thanks to the letter combination.

Finally, the model was sealed with semi-gloss acrylic varnish (still shiny, but not too bright), the radome and the exhaust area were painted with matt varnsh, though.

A cool result, despite the rather dubious kit base. The Pegasus kit is seriously something for experienced builders, but the result looks convincing. The blue USN livery suits the XFV/FV-2 very well, it looks much more elegant than in the original NMF - even though it would, in real life, probably have received the new Gull Gray/White scheme (introduced in late 1955, IIRC, my FV-2 might have been one of the last aircraft to be painted blue). However, the blue scheme IMHO points out the aircraft's highly aerodynamic teardrop shape, esp. the flight pics make the aircraft almost look elegant!