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In 1937, the Imperial Japanese Navy issued a requirement for a replacement for the Mitsubishi A5M, which was then entering service. The service wanted a carrier-capable fighter with a top speed of 300 mph (483 kph), an endurance of at least eight hours, cannon armaments, good maneuverability, and a wingspan less than 40ft—the width of elevators on Japanese aircraft carriers. The catch was that all of this had to be done with an existing powerplant.

 

Nakajima promptly declared that the IJN was asking for the impossible and didn’t bother with trying to submit a design. Mitsubishi’s chief designer, Jiro Horikoshi, felt differently and began working on a prototype. Using the Nakajima Sakae 12 as the powerplant, he lightened his design as much as possible, leaving off crew armor and self-sealing fuel tanks and using a special kind of light but brittle duralumin in its construction. Though it delayed production, the wing and fuselage were constructed as a single piece for better durability. Flush riveting was also used for an aerodynamically clean design; it had a stall speed below that of any contemporary fighter at 70 mph. Its wide-tracked landing gear made it reasonably simple to recover on both carriers and land on unimproved airstrips. Horikoshi had delivered, and the IJN accepted the new fighter into service in July 1940 as the A6M Rei-sen (Type 0), referring to the Imperial calendar date used by the Emperor of Japan; 1940 was Imperial year 2400. Both friend and foe would refer to the A6M simply as the Zero.

 

The Zero had its first combat encounter with Chinese Polikarpov I-16s in September 1940, a fighter that was the equal of the A5Ms and Ki-27s then in Japanese service, yet 13 Zeroes were quickly able to handle 27 I-16s, shooting them all down without any losses in just three minutes. Claire Chennault, the American advisor to the Chinese Nationalists, sent reports of this fantastic new fighter to the United States, but he was ignored. The Allies would, therefore, learn of the Zero’s prowess first-hand on December 7th, 1941, at Pearl Harbor. Making matters worse for the Allies was that the Zeroes they encountered were flown by IJN pilots, among the best in the world. Teaming elite pilots with a supremely maneuverable fighter was a deadly combination that seemed unstoppable in 1942 when Zeroes over New Guinea sustained a kill ratio of 12 to 1 over Allied opponents.

 

However, even at this dark stage of the war for the Allies, their pilots were learning the Zero’s weaknesses. Hirokoshi’s sacrifices had given the Japanese an excellent and long-ranged fighter (A6Ms regularly made the round trip between Rabaul and Guadalcanal in 1942), but it came at a price. P-40 and F-4F Wildcat pilots in China and the Pacific learned that the Zero, lacking any armor or self-sealing fuel tanks, was prone to catching fire and exploding with only a few hits. They also discovered that the best defense against a Zero was to dive away from it, as Japanese pilots could not keep up with either the P-40 or the F-4F in a dive, as it would tear their fragile fighters apart. While trying to dogfight a Zero was suicidal, Allied pilots could use the vertical to their advantage. Japanese pilots also learned that the rifle-caliber 7.7mm machine guns in the Zero’s cowl were ineffective against armored Allied fighters, and the 20mm cannons often had poor fusing on the shells. The Allies gave the Zero the reporting name “Zeke,” while later models were codenamed “Hamp,” and floatplane A6M2-Ns were codenamed “Rufe,” but most pilots continued to call it the Zero.

 

As World War II continued, the Allies began drawing on those lessons in fighter design, which helped immensely when an intact A6M2 was captured in the Aleutians in the summer of 1942. First to arrive was the F-4U Corsair, which still could not turn with the Zero but was faster and better in a climb; the second was the F6F Hellcat, which was also faster and better in the vertical, and could stay with the Zero in a sustained turn. The Allies also benefited from the Japanese losing many experienced pilots in battles such as Midway and the Guadalcanal campaign: the IJN’s pilot replacement program was too selective. It could not replace the heavy losses of 1942 and 1943. Japanese industry was also slow to develop a replacement for the A6M. As a result, by late 1943, the Zero menace had been reduced drastically. While the Zero was still deadly in the hands of a good pilot, these pilots were becoming increasingly scarce by 1945.

 

Though Mitsubishi kept upgrading the Zero throughout World War II, the design was too specialized to do much with. By 1945, it was being used mainly as a kamikaze suicide aircraft flown by half-trained former college students. While the kamikazes did a great deal of damage and killed thousands of Allied sailors, it was a desperation tactic that only lengthened a war that Japan had already lost. The Zero had exacted a heavy price, however: it was responsible for the loss of 1,550 Allied aircraft, a conservative estimate.

 

By the war’s end, a total of 10,939 A6Ms had been built, and Mitsubishi was working on a replacement, the similar A7M Reppu. Of these, the aircraft that survived the war were mostly scrapped, few were preserved, and no flyable aircraft were left; directors attempting to make World War II movies were forced to convert T-6 Texan trainers to look like Zeroes. A few have since been restored to flying condition. Today, as many as 17 Zeroes remain, though this number is steadily increasing due to some being recovered from wartime wreck sites and restored to museum display.

 

This A6M5 was built by Nakajima under license from Mitsubishi (note the propeller color) and was the 2,357th example of its type to come off the production line. It was completed in May 1943 and delivered to the 261st Kōkūtai (Air Group) of the Imperial Japanese Naval Air Force in July of that year, where it was given the tail number 61-120. It was transferred to Saipan in March 1944 in anticipation of the American landings in the Marianas Islands later that year. When U.S. Marines overran Aslito airfield in June 1944, several Zeroes were captured intact, including 61-120. The Zeroes were shipped back to the United States, and 61-120 was extensively tested—it may have had more flight hours as a captured Zero than it had with the IJNAF; one of the test pilots was none other than Charles Lindbergh himself.

 

After World War II ended, the Navy no longer had a purpose to keep the aircraft, so it was declared as surplus. Planes of Fame quickly acquired it in 1950, especially as most Zeroes had already been smelted down. As the aircraft was completely intact, it was made flyable again in 1978 and, at the time, was the only flyable Zero in the world. It has also made a few appearances in movies, most notably "Pearl Harbor," where it was flown at a very low level in some shots. As it is still powered by its original Sakae engine, 61-120 is considered by many warbird enthusiasts to be the most authentic A6M left in the world. I was very excited when I saw this one!

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).

 

The space-capable VF-1's combat debut was on February 7, 2009, during the Battle of South Ataria Island - the first battle of Space War I - and remained the mainstay fighter of the U.N. Spacy for the entire conflict. Introduced in 2008, the VF-1 would be out of frontline service just five years later, though.

 

The VF-1 proved to be an extremely capable craft, successfully combating a variety of Zentraedi mecha even in most sorties which saw UN Spacy forces significantly outnumbered. The versatility of the Valkyrie design enabled the variable fighter to act as both large-scale infantry and as air/space superiority fighter. The signature skills of U.N. Spacy ace pilot Maximilian Jenius exemplified the effectiveness of the variable systems as he near-constantly transformed the Valkyrie in battle to seize advantages of each mode as combat conditions changed from moment to moment.

 

The basic VF-1 was deployed in four minor variants (designated A, D, J, and S) and its success was increased by continued development of various enhancements including the GBP-1S "Armored" Valkyrie, FAST Pack "Super" Valkyrie and the additional RÖ-X2 heavy cannon pack weapon system for the VF-1S for additional firepower.

The FAST Pack system was designed to enhance the VF-1 Valkyrie variable fighter, and the initial V1.0 came in the form of conformal pallets that could be attached to the fighter’s leg flanks for additional fuel – primarily for Long Range Interdiction tasks in atmospheric environment. Later FAST Packs were designed for space operations.

 

After the end of Space War I, the VF-1 continued to be manufactured both in the Sol system and throughout the UNG space colonies. Although the VF-1 would be replaced in 2020 as the primary Variable Fighter of the U.N. Spacy by the more capable, but also much bigger, VF-4 Lightning III, a long service record and continued production after the war proved the lasting worth of the design.

The versatile aircraft also underwent constant upgrade programs. For instance, about a third of all VF-1 Valkyries were upgraded with Infrared Search and Track (IRST) systems from 2016 onwards, placed in a streamlined fairing on the upper side of the nose, just in front of the cockpit. This system allowed for long-range search and track modes, freeing the pilot from the need to give away his position with active radar emissions, and it could also be used for target illumination and guiding precision weapons.

Many Valkyries also received improved radar warning systems, with receivers, depending on the systems, mounted on the wingtips, on the fins and/or on the LERXs. Improved ECR measures were also mounted on some machines, typically in conformal fairings on the flanks of the legs/engine pods.

 

The VF-1 was without doubt the most recognizable variable fighter of Space War I and was seen as a vibrant symbol of the U.N. Spacy even into the first year of the New Era 0001 in 2013. At the end of 2015 the final rollout of the VF-1 was celebrated at a special ceremony, commemorating this most famous of variable fighters. The VF-1 Valkryie was built from 2006 to 2013 with a total production of 5,459 VF-1 variable fighters with several variants (VF-1A = 5,093, VF-1D = 85, VF-1J = 49, VF-1S = 30, VF-1G = 12, VE-1 = 122, VT-1 = 68).

 

However, the fighter was frequently updated, leading to several “re-built” variants, and 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!

 

This VF-1A was assigned to SVF-51 “Yellow Jackets”, and based onboard the UES Constellation platform in Lower Earth Orbit (LEO). The Constellation was tasked during the First Space War with the close defense of Moon Base Apollo, but also undertook atmospheric missions.

This particular fighter sported the squadron’s typical striped high visibility markings over a standard gloss light gray base on wings and legs, but unlike normal machines of this unit, with deep yellow and black markings, was, together with two sister ships, assigned to the unit’s staff flight. Each of these VF-1’s carried the unit markings and additional flight leader decoration on the noses in non-regular colors: turquoise on “001”, violet on “002” and pink on “003” – giving them one of the most distinctive and attractive paint schemes during the Space War.

 

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:

1x 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-spaceship 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 and other guided and unguided ordnance

  

The kit and its assembly:

It has been a while that I tackled one of these vintage ARII kits, and this time the build became a relief project from Corona cabin fever and a major conversion project. This garish Valkyrie is fictional but was heavily based on a profile drawing published in the Macross source book “Variable Fighter Master File VF-1 Valkyrie” of SVF-51 (originally with deep yellow accents)

 

The kit is a VF-1J, but the head unit was replaced with an “A” variant from the spares box. It was basically built OOB, with the landing gear down. The only mods are some standard blade antennae, an IRST fairing under the nose and the fins’ tops were slightly modified, too. The pylons were modified to take the new ordnance – optically guided glide bombs à la AGM-62 “Walleye”, scratched from obscure AAMs from a Kangnam MiG-29 and painted in the style of early USAF GBUs.

 

The gun pod was also modified to accept a scratched wire display in its tail and holds the Valkyrie in flight. The pilot figure was just a guest for the in-flight photo sessions, later the canopy was glued to a mount in open position.

  

Painting and markings:

I had wanted to apply this spectacular scheme onto a model for a while, but could not get myself to use yellow, because I already have a similar VF-1 in USN high-viz livery and with yellow and black decorations. I considered other tones, and eventually settled for pink – as an unusual choice, but there are canonical VF-1s with such an exotic tone in their liveries.

 

The rest was straightforwardly adapted from the profile, even though the creation of the trim lines without masking was a challenge. I used various stripes of generic decal material in black and white to create shapes and demarcation lines, filling up larger areas with paint. The overall basic tone is Humbrol 40 (glossy FS 36440), plus Humbrol 200 (Pink), 22 (Gloss Black) and Revell 301 (Semi-matt White) for the flaps’ upper surfaces and the landing gear. The cockpit became medium grey with a black seat and brown cushions. The ventral gun pod became aluminum.

 

After basic painting, the model received an overall washing with thinned black ink to emphasize the engraved panel lines. A little post-shading was done, too, for a more graphic look, and then the decals (including most trim lines, e. g. in black on the wings and the nose, in white on the fins) were applied. The following basic markings came from various 1:100 VF-1 sheets, the tail code letters came from an RAF SEAC Spitfire from WWII. The modex codes consist of single digit decals (2mm size, TL Modellbau).

Finally, after some detail painting and highlights with clear paint had been added, the VF-1 was sealed with a semi-gloss acrylic varnish.

  

A small and quick interim project, realized in just a few days – most time passed while waiting for the gloss Humbrol enamels to cure properly… There are certainly better VF-1 models than the vintage ARII kits, but I just love them because they are small, simple and easy to modify. Staying close to the benchmark profile was quite a challenge but worked out fine, even though I had hoped that the pink would stand out a little more. But the plan to change the unit’s ID color for a staff flight aircraft turned out well, even though some compromises had to be made.

 

+++ DISCLAIMER +++

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

  

Some background:

The Douglas A-4 Skyhawk is a single-seat subsonic carrier-capable light attack aircraft developed for the United States Navy and United States Marine Corps in the early 1950s. The delta-winged, single turbojet-engine Skyhawk was designed and produced by Douglas Aircraft Company, and later by McDonnell Douglas. The Skyhawk was a relatively light aircraft, with a maximum takeoff weight of 24,500 pounds (11,100 kg) and had a top speed of 670 miles per hour (1,080 km/h). The aircraft's five hardpoints supported a variety of missiles, bombs, and other munitions, including nuclear bombs, with a bomb load equivalent to that of a World War II–era Boeing B-17 bomber.

 

Since its introduction, the Skyhawk had been adopted by countries beyond the United States and saw a very long career, with many baseline variants and local adaptations. Israel was, starting in 1966, the largest export customer for Skyhawks, and a total of 217 A-4s were eventually procured, plus another 46 that were transferred from U.S. units in Operation Nickel Grass to compensate for large losses during the Yom Kippur War.

The Skyhawk was the first U.S. warplane to be offered to the Israeli Air Force, marking the point where the U.S. took over from France as Israel's chief military supplier. A special version of the A-4 was developed for the IAF, the A-4H. This was an A-4E with improved avionics and an uprated J52-P-8A engine with more thrust from the A-4F that had replaced the Wright J65 in earlier Skyhawk variants. Armament consisted of twin DEFA 30 mm cannon in place of the rather unreliable Colt Mk.12 20 mm cannons. Later modifications included the avionics hump and an extended tailpipe, implemented in Israel by IAI to provide greater protection against heat-seeking surface-to-air missiles.

 

Deliveries began after the Six-Day War, and A-4s soon formed the backbone of the IAF's ground-attack force. In Heyl Ha'avir (Israels Air Force/IAF) service, the A-4 Skyhawk was named as the Ayit (Hebrew: עיט, for Eagle). A total of 90 A-4Hs were delivered and became the IAF’s primary attack plane in the War of Attrition between 1968 and 1970. They cost only a quarter of a Phantom II and carried half of its payload, making them highly efficient attack aircraft, even though losses were high and a number of A-4Es were imported to fill the gaps.

In early 1973, the improved A-4N Skyhawk for Israel entered service, based on the A-4M models used by the U.S. Marine Corps, and it gradually replaced the simpler and less capable A-4Hs, which were still operated in 2nd line duties. Many of the A-4Hs and A-4Es were subsequently stored in reserve in flying condition, for modernization or for sale, and two countries made purchases from this overstock: Indonesia and Uruguay.

 

Due to the declining relationship between Indonesia and the Soviet Union, there was a lack of spare parts for military hardware supplied by the Communist Bloc. Soon, most of them were scrapped. The Indonesian Air Force (TNI-AU) acquired ex-Israeli A-4Es to replace its Il-28 Beagles and Tu-16 Badgers in a covert operation with Israel, since both countries did not maintain diplomatic relationships. A total of thirty-two A-4s served the Indonesian Air Force from 1982 until 2003.

 

Uruguay was the other IDF customer, even though a smaller one. The Uruguayan Air Force was originally created as part of the National Army of Uruguay but was established as a separate branch on December 4, 1953, becoming the youngest, and also the smallest branch of the Armed Forces of Uruguay.

 

Since the end of the 1960s and the beginning of the 1970s, the Air Force was involved in the fight against the guerrilla activity that was present in the country, focusing against the MLN-T (Movimiento de Liberación Nacional – Tupamaros or Tupamaros – National Liberation Movement), that later triggered a participation in the country's politics.

On February 8, 1973, President Juan María Bordaberry tried to assert his authority over the Armed Forces by returning them to their normal duties and appointing a retired Army general, Antonio Francese, as the new Minister of National Defense. Initially, the Navy of Uruguay supported the appointment, but the National Army and Uruguayan Air Force commanders rejected it outright. On February 9 and 10, the Army and Air Force issued public proclamations and demanded his dismissal and changes in the country's political and economic system. Bordaberry then gave up to the pressure, and on February 12, at the Cap. Juan Manuel Boiso Lanza Air Base, Headquarters of the General Command of the Air Force, the National Security Council (Consejo de Seguridad Nacional) was created. The Commander-in-Chief of the Air Force was one of its permanent members, and the Armed Forces of Uruguay from now on were effectively in control of the country, with Bordaberry just participating in a self-coup.

 

During this period of time, the Air Force took control of the country's airdromes, some aircraft that were seized from the subversion, appointed some of its general officers to led the flag carrier PLUNA, reinforced the combat fleet with Cessna A-37B Dragonfly and FMA IA-58A Pucará attack aircraft in 1976 and 1981, modernized the transport aircraft with the purchase of five Embraer C-95 Bandeirante in 1975 and five CASA C-212 Aviocar and one Gates Learjet 35A in 1981, introduced to service two brand new Bell 212 helicopters, and achieved another milestone, with the first landing of a Uruguayan aircraft in Antarctica, on January 28, 1984, with a Fairchild-Hiller FH-227D.

 

Since the end of the military government, the Air Force returned to its normal tasks, and always acting under the command of the President and in agreement with the Minister of National Defense, without having entered the country's politics again, whose participation, in addition, has been forbidden in almost all activities for the Armed Forces. Towards the late Eighties, the Uruguayan Air Force underwent a fundamental modernization program: Between 1989 and 1999 a total number of 48 aircraft were acquired, including twelve Skyhawks (ten single seaters and two trainers), followed by three Lockheed C-130B Hercules in 1992, to carry out long-range strategic missions, six Pilatus PC-7U Turbo Trainers, also acquired in 1992 for advanced training (replacing the aging fleet of Beechcraft T-34 Mentors in Santa Bernardina, Durazno, that had been in service with the Air Force since 1977), two Beechcraft Baron 58 and ten Cessna U-206H Stationair in 1998 (with Uruguay becoming the first operator of this variant, used for transport, training and surveillance). Two Eurocopter AS365N2 Dauphin for search and rescue and transport followed, also in 1998, and 13 Aermacchi SF-260 in 1999, to fully replace the aging fleet of T-34 training aircraft and become the new basic trainer of the Uruguayan Air Force within the Military School of Aeronautics (Escuela Militar de Aeronáutica) in Pando, Canelones. Furthermore, on April 27, 1994, through Decree No. 177/994 of the Executive Power, a new Air Force Organization was approved, and the Tactical Regiments and Aviation Groups disappeared to become Air Squadrons, leading to the current structure of the Uruguayan Air Force.

 

The Skyhawks were procured as more capable complement and partial replacement for the FAU’s Cessna A-37B Dragonfly and FMA IA-58A Pucará attack aircraft fleet. Being fast jets, however, they would also be tasked with limited airspace defense duties and supposed to escort and provide aerial cover for the other attack types in the FAU’s inventory. The Skyhawks were all former IDF A-4H/TA-4Hs. They retained their characteristic tail pipe extensions against IR-guided missiles (primarily MANPADS) as well as the retrofitted avionics hump, but there were many less visible changes, too.

 

After several years in storage, a full refurbishment had taken place at Israel Aircraft Industries (IAI). The single seaters’ original Stewart-Warner AN/APG-53A navigation and fire control radar was retained, but some critical avionics were removed before export, e. g. the ability to carry and deploy AGM-45 Shrike anti-radar-missiles or the rather unreliable AGM-12 Bullpup, as well as the Skyhawk’s LABS (toss-bombing capability) that made it a potential nuclear bomber. On the other side avionics and wirings to carry AIM-9B Sidewinder AAMs on the outer pair of underwing pylons were added, so that the FAU Skyhawks could engage into aerial combat with more than just their onboard guns.

The A-4Hs’ 30 mm DEFA cannons were removed before delivery, too, even though their characteristic gondola fairings were retained. In Uruguay they were replaced with 20 mm Hispano-Suiza HS.804 autocannons, to create communality with the FAU’s Pucará COIN/attack aircraft and simplify logistics. MER and TER units (Multiple/Triple Ejector Racks), leased from Argentina, boosted the Skyhawks’ ordnance delivery capabilities. A Marconi ARL18223 360° radar warning receiver and a Litton LTN-211 GPS navigation system were introduced, too. Despite these many modifications the FAU’s A-4Hs retained their designation and, unofficially, the former Israeli “Eagles” were aptly nicknamed “Águila” by their new crews and later by the public, too.

 

Upon introduction into service the machines received a disruptive NATO-style grey/green camouflage with off-white undersides, which they should retain for the rest of their lives – except for a single machine (648), which was painted in an experimental all-grey scheme. However, like the FAU Pucarás, which received grim looking but distinctive nose art during their career, the Skyhawks soon received similar decorations, representing the local ‘Jabalí’ (wild boars).

 

During the Nineties, the Uruguayan Skyhawks were frequently deployed together with Pucarás along the Brazilian border: Brazilian nationals were detected removing cattle from Uruguayan territory! Dissuasive missions were flown by the Pucarás departing from Rivera to Chuy in eastern Uruguay, covering a span of more than 200 nm (368 km) along the Uruguay/Brazil border, relaying the location of the offending persons to Uruguay’s Army armored units on the ground to take dissuading action. The Skyhawks flew high altitude escorts and prevented intrusion of the Uruguayan airspace from Brazil, and they were frequently called in to identify and repel intruders with low-level flypasts.

 

The Skyhawks furthermore frequently showed up around the Uruguayan city Masoller as a visible show of force in a longstanding border and territory dispute with Brazil, although this had not harmed close diplomatic and economic relations between the two countries. The disputed area is called Rincón de Artigas (Portuguese: Rincão de Artigas), and the dispute arose from the fact that the treaty that delimited the Brazil-Uruguay border in 1861 determined that the border in that area would be a creek called Arroyo de la Invernada (Portuguese: Arroio da Invernada), but the two countries disagree on which actual stream is the so-named one. Another disputed territory is a Brazilian island at the confluence of the Quaraí River and the Uruguay River. None of these involvements led to armed conflict, though.

 

The Uruguayan Skyhawk fired in anger only over their homeland during drugbusting raids and for interception of low performance, drug trafficking aircraft which were increasingly operating in the region. However, the slower IA 58 Pucará turned out to be the better-suited platform for this task, even though the Skyhawks more than once scared suspicious aircraft away or forced them to land, sometimes with the use of gunfire. At least one such drug transport aircraft was reputedly shot down over Uruguayan territory as its pilot did not reply or react and tried to escape over the border into safe airspace.

 

These duties lasted well into the Nineties, but Uruguay’s small Skyhawk fleet was relatively expensive to operate so that maintenance and their operations, too, were dramatically cut back after 2000. The airframes’ age also showed with dramatic effect: two A-4Hs were lost independently in 2001 and 2002 due to structural fatigue. Active duties were more and more cut back and relegated back to the A-37s and IA 58s. In October 2008, it was decided that the Uruguayan A-4 Skyhawk fleet would be withdrawn and replaced by more modern aircraft, able to perform equally well in the training role and, if required, close support and interdiction missions on the battlefield. The last flight of an FAU A-4 took place in September 2009.

 

This replacement program did not yield any fruits, though. In May 2013 eighteen refurbished Sukhoi Su-30 MKI multirole air superiority fighters were offered by the Russian Federation and Sukhoi in remarkably favorable condition that included credit facilities and an agreement branch for maintenance. These conditions were also offered for the Yak-130 Mitten. By December 2013 Uruguayan personnel had test flown this plane in Russia. In the meantime, a number of A-37B Dragonfly were purchased from the Ecuadorian Air Force in January 2014 to fill the FAU’s operational gaps. Also, the Uruguayan and Swiss governments discussed a possible agreement for the purchase of ten Swiss Air Force Northrop F-5Es plus engines, spare parts and training, but no actual progress was made. The Uruguayan Air Force also used to show interest on the IA-58D Pucará Delta modernization program offered by Fábrica Argentina de Aviones, but more recently, among some of the possible aircraft that the Air Force was considering, there were the Hongdu JL-10 or the Alenia Aermacchi M-346 Master. But despite of how necessary a new attack aircraft is for the FAU, no procurements have been achieved yet.

  

General characteristics:

Crew: 1

Length: 40 ft 1.5 in (12.230 m)

Wingspan: 27 ft 6 in (8.38 m)

Height: 15 ft 2 in (4.62 m)

Wing area: 260 sq ft (24 m²)

Airfoil: root: NACA 0008-1.1-25; tip: NACA 0005-.825-50

Empty weight: 9,853 lb (4,469 kg)

Gross weight: 16,216 lb (7,355 kg)

Max takeoff weight: 24,500 lb (11,113 kg)

 

Powerplant:

1× Pratt & Whitney J52-P-8A turbojet engine, 9,300 lbf (41 kN) thrust

 

Performance:

Maximum speed: 585 kn (673 mph, 1,083 km/h) at sea level

Range: 1,008 nmi (1,160 mi, 1,867 km)

Ferry range: 2,194 nmi (2,525 mi, 4,063 km)

g limits: +8/-3

Rate of climb: 5,750 ft/min (29.2 m/s)

Wing loading: 62.4 lb/sq ft (305 kg/m²)

Thrust/weight: 0.526

 

Armament:

2× 20 mm (0.79 in) Hispano-Suiza HS.804 autocannon with 100 RPG

5× hardpoints with a total capacity of 8,500 lb (3,900 kg)

  

The kit and its assembly:

The third build in my recent “Uruguayan What-if Trip”, and a rather spontaneous idea. When I searched for decals for my Uruguayan Sherman tank, I came across a decal sheet from an Airfix IA 58 Pucará (2008 re-boxing), which included, beyond Argentinian markings, a Uruguayan machine, too. This made me wonder about a jet-powered successor, and the omnipresent Skyhawk appeared like a natural choice for a light attack aircraft – even though I also considered an IAI Kfir but found its Mach 2 capability a bit overdone.

Checking history I found a suitable time frame during the Nineties for a potential introduction of the A-4 into Uruguayan service, and this was also the time when Indonesia indirectly bought 2nd hand A-4E/Hs from Israel. This was a good match and defined both the background story as well as the model and its details.

 

The model kit is an Italeri A-4E/F (Revell re-boxing), built mostly OOB with a short/early fin tip (the kit comes with an optional part for it, but it is too short and I used the alternative A-4M fin tip from the kit and re-shaped its leading edge) and the bent refueling probe because of the radar in the nose (the original straight boom interfered with it). I just implanted an extended resin tailpipe (from Aires, see below), used the OOB optional brake parachute fairing and scratched fairings for the A-4H’s former DEFA guns (which were placed, due to their size, in a lower position than the original 20 mm guns and had an odd shape) from styrene rods.

 

I also modified the ordnance: the OOB ventral drop tank was taken over but the kit’s original LAU-19 pods molded onto the inner wing pylons were cut off and moved to the outer stations. The inner pylons then received MERs with five Mk. 82 500 lb iron bombs each (left over from a Hasegawa Skyhawk kit) – typically for the Skyhawk, the inner front stations on the MERs (and on TERs, too) were left empty, because anything bigger than a 250 lb Mk. 81 bomb interfered with the landing gear covers.

 

Building posed no real problems; some PSR was necessary on many seams, though, but that’s standard for the Italeri Skyhawk kit. Just the extended tailpipe caused unexpected trouble: the very nice and detailed Aires resin insert turned out to be a whole 2mm(!) wider than the Skyhawk’s tail section, even though its height and shape was fine. I solved this pragmatically and, after several trials, glued the extended pipe between the fuselage halves, closed them with some force and filled the resulting wedge-shaped ventral gap that extended forward almost up to the wings’ trailing edge with putty. Under the paint this stunt is not obvious, and I suspect that the Italeri Skyhawk’s tail is simply too narrow?

 

Different/additional blade antennae were added under the front fuselage and behind the canopy as well as a tiny pitot in front of the windscreen (piece of thin wire) and fairings for the radar warning receivers were integrated into the fin’s leading edge and above the extended tail pipe, scratched from styrene sheet material. And, finally, a thin rod (made from heated styrene) was added for the Skyhawk’s steerable front wheel mechanism.

 

A good thing about the Italeri Skyhawk is that its clear part encompasses the whole canopy, including its frame. It comes as a single piece, though, but can be easily cut in two parts to allow an open cockpit display. The alternative Hasegawa A-4E/F has the flaw that the clear part is molded without the canopy frame, which has a rather complex shape, so that modding it into open position is a very complicated task.

  

Painting and markings:

Basically very simple: I relied upon FAU Pucarás as benchmark, which carry a rather unremarkable NATO-style livery in dark grey and dark green over very light grey, almost white undersides. This does not sound interesting, but it’s not a color combo typically seen on a Skyhawk, so that this already offers a subtle whiffy touch – and it suits the Skyhawk IMHO well.

 

To make the simple scheme more interesting, though, I decided to apply the camouflage in a more disruptive, higher resolution pattern, using the Kuwaiti A-4KU pattern as benchmark, just with replaced colors. On real-life pictures, the Uruguayan Pucarás as well as some early A-37s show a good contrast between the green and the grey, so that I chose Tamiya XF-62 (U.S. WWII Olive Drab) and Humbrol 156 (RAF Dark Camouflage Grey) as basic tones; the undersides were painted in Humbrol 147 (FS 36495), leaving a brightness margin for post-shading with an even lighter tone.

 

The landing gear as well as the air intakes’ interior were painted in white, the landing gear covers’ edges received a thin red edge. The cockpit interior became standard Dark Gull Grey.

For good contrast with the light undersides, the rocket launchers became light grey (Humbrol 127) drab. The MERs became classic white and the ten 250 lb bombs were painted in olive drab.

 

As usual, the kit received an overall light black ink washing and some post-panel shading, which also acts as a weathering measure. Esp. the Pucarás’ grey appears very bleached on many photos.

 

Roundels, fin flash and FAU taglines came from the aforementioned Airfix Pucará sheet, even though they turned out to be rather thick and not printed sharply. Most stencils were taken from an Airfix A-4Q Skyhawk, one of the new mold kits, which also came with Argentinian markings and stencils in Spanish. The respective sheet also provided a decal for the black anti-glare panel, even though it had to be cut in two halves to fit in front of the wider A-4E windshield, and the resulting gap was painted out with black. The tactical codes once belonged to a Kawasaki T-4 (Hasegawa). The soot-hiding squares above the gun muzzles are generic black decals. The only decal that was taken over from the Skyhawk’s OOB decal sheet were the rings around the arrester hook.

 

Overall, the FAU Skyhawk still looked rather dry. To add some excitement, I gave the aircraft a wild boar “face”, similar to the FAU Pucarás. The decoration originally belongs to an USAF A-10 and came from a HiDecal sheet. Unfortunately, this boar face was carried by a rather special A-10 with an experimental desert paint scheme consisting of Brown (FS 20140), Tan Special (FS 20400) and Sand (FS 20266) that was applied before deployment to Saudi Arabia in November 1990. This scheme did not catch on, though, and most A-10s retained their murky Europe One/Lizard scheme. Therefore, the artwork consists primarily of black and sand – white would have been better, stylistically. But I took what I could get and, as a kind of compensation, the sand color does not make the boar snout stand out too much. To my surprise, the four decals that create the wraparound hog face fitted quite well in size and around the Skyhawk’s rather pointed nose. I just left the nostrils away because they’d look odd together with the small black radome and a small ventral gap between the mouth halves had to be bridged with black paint and another piece of decal sheet that simulates a di-electric cover.

 

Finally, the model was sealed with matt acrylic varnish and ordnance as well as landing gear were mounted.

  

The third and for now the last build in my recent ‘Uruguayan whif’ model series. I like the grey-green Skyhawk a lot – it’s not spectacular and looks very down-to-earth (except for the nose art, maybe), but it’s very believable. The NATO style livery is rather unusual for the A-4, it was AFAIK not carried by any real in-service Skyhawk, but it suits the aircraft well.

Some background:

The need for a specialized self-propelled anti-aircraft gun, capable of keeping up with the armored 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 turretless 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.

 

The first proposal for the Kugelblitz envisioned mounting a modified anti-aircraft turret, which had originally been developed for U-boats, on the Panzer IV chassis. It was armed with dual 30 mm MK 303 Brunn guns. However, this was eventually abandoned, since development of this gun had not yet been completed, and, in any case, the entire production run of this weapon turret would have been reserved for Germany's Kriegsmarine. However, enough firepower that enabled the Flakpanzer to cope with armoured attack aircraft, namely the Soviet Ilyushin Il-2, which was a major threat to German tanks, was direly needed.

 

As the best readily available alternative, the Kugelblitz eventually used the 30 mm MK 103 cannon in a Zwillingsflak ("twin flak") 103/38 arrangement, and it combined the chassis and basic superstructure of the existing Panzer IV medium battle tank with a newly designed turret. This vehicle received the official designation SdKfz. 161/7 Leichter Flakpanzer IV 3 cm „Kugelblitz”.

 

The turret’s construction was unique, because its spherical body, which was protected with 20 mm steel shells in front and back, was hanging in a ring mount from the Tiger I, suspended by two spigots – it was effectively an independent capsule that only slightly protruded from the tank’s upper side and kept the vehicle’s profile very low, unlike its predecessors. Elevation of the weapons (as well as of the crew sitting inside of the turret!) was from -5° to +80°, turning speed was 60°/sec. The turret was fully enclosed, with full overhead protection, 360° traverse and (rather limited) space for the crew of three plus weapons and ammunition. Driver and radio operator were located in the front of the hull, as with all German tanks. The commander/gunner, who had a small observation cupola on top of the turret, was positioned in the middle, behind the main guns. The two gunner assistants were placed on the left and right side in front of him, in a slightly lower position. The assistant situated left of the guns was responsible for the turret’s movements, the one on the right side was responsible for loading the guns. The spare ammunition was located on the right side. Each of these three crew members had separate hatch doors, which they could use to enter or exit the vehicle. The gunner assistants’ hatch doors each had a small round shaped extra hatch, which were used for mounting sighting devices, and there were plans to outfit the turret with a stereoscopic range finder for the commander.

 

The tank’s MK 103 was a powerful weapon that had formerly been fitted in single mounts to such planes as the Henschel Hs 129 or Bf 1110 in a ventral gun pod against tanks, and it was also fitted to the twin-engine Dornier Do 335 heavy fighter and other interceptors against Allied bombers. When used by the army, it received the designation “3 cm Flak 38”. It had a weight of only 141 kg (311 lb) and a length of 235 cm (93 in) with muzzle brake. Barrel length was 134 cm (53 in), resulting in Kaliber L/44.7 (44.7 caliber). The weapon’s muzzle velocity was around 900 m/s (3,000 ft/s), allowing an armour penetration for APCR 42–52 mm (1.7–2.0 in)/60°/300 m (980 ft) or 75–95 mm (3.0–3.7 in)/ 90°/ 300 m (980 ft), with an effective maximum firing range of around 5.700 m (18.670 ft).

 

The MK 103 was gas-operated, fully automatic and belt-fed (an innovative feature at that time for AA guns). In the Kugelblitz turret the weapons could be fired singly or simultaneously and their theoretical rate of fire was 450 rounds a minute, even though 250 rpm in short bursts was more practical. The total ammunition load for both weapons was 1,200 rounds and the discharged cases fell into canvas bags placed under the guns. Due to the fact that the MK 103 cannons produced a lot of powder smoke when operated, fume extractors were added, which was another novelty.

 

A production rate of 30 per month by December 1944 was planned, but never achieved, because tank production had become seriously hampered and production of the Panzer IV was about to be terminated in favor of the new E-series tank family, anyway. Therefore, almost all Flakpanzer IV with the Kugelblitz turret were conversions of existing hulls, mostly coming from repair shops. In parallel, work was under way to adapt the Kugelblitz turret to the Jagdpanzer 38(t) Hetzer hull, which was still in production in the former Czechoslovakian Skoda works, and to the new, light E-10 and E-25 tank chassis. Due to this transitional and slightly chaotic situation, production numbers of the Panzer IV-based Kugelblitz remained limited.

 

By early 1945, only around 50 operational vehicles had been built and production of the SdKfz. 161/7 already ceased in May. The first five produced vehicles were given to the newly formed “Panzerflak Ersatz- und Ausbildungsabteilung” (armored Flak training and replacement battalion) located near the city of Ohrdruf (Freistaat Thüringen region in central Germany). One company was divided into three platoons equipped with a mix of different Flakpanzers vehicles. The first platoon was equipped with the Wirbelwind, the second with Ostwind, and the third platoon was equipped with experimental vehicles, such as the Kugelblitz or the “Zerstörer 45”, which was basically a Wirbelwind with a 3-cm-Flak-Vierling 103/38 (armed with four MK 103s).

 

During the unit’s initial trials and deployments, the 3 cm Flak 38 turned out to be a troublesome design, largely because of the strong vibration when firing, and gun smoke frequently filled the turret with hazardous effects on the crews. The vibrations made the target aiming difficult and could even cause damage on the mounting itself – but due to the dire war situation, production was kept up. However, during the running production of the Kugelblitz turret, reinforcements to the mount structure were gradually added, as well as improved sighting systems. None of the operational SdKfz. 161/7s received these upgrades, though, since it was only regarded as a transitional model that filled the most urgent defense gaps. Later production Panzer IV Kugelblitz vehicles were almost exclusively sent to units that defended Berlin, where they fought against the Soviet assault on the German capital.

  

Specifications:

Crew: Five (commander/gunner, 2 assistants, driver, radio operator)

Weight: 23 tons

Length: 5.92 m (19 ft 5 in)

Width: 2.88 m (9 ft 5 ¼ in)

Height: 2.3 m (7 ft 6 ½ in)

Suspension: Leaf spring

Fuel capacity: 470 l (120 US gal)

 

Armour:

10 – 50 mm (0.39 – 1.96 in)

 

Performance:

Maximum road speed: 40 km/h (25 mph)

Sustained road speed: 34 km/h (21.1 mph)

Off-road speed: 24 km/h (15 mph)

Operational range: 210 km (125 mi); 130 km (80 mi) off-road

Power/weight: 13 PS/t

 

Engine:

Maybach HL 120 TRM V12 petrol engine with 300 PS (296 hp, 221 kW)

 

Transmission:

ZF Synchromesh SSG 77 gear with 6 forward and 1 reverse ratios

 

Armament:

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

1× 7.92 mm Maschinengewehr 34 with 1,250 rounds in bow mount

  

The kit and its assembly:

This is a model of a tank that actually existed, but only in marginal numbers – not more than five Panzer IV with the revolutionary Kugelblitz turret are known to have existed or even seen service. However, it fits well into the ranks of fictional/projected Heer ’46 tanks, and I have been wanting to build or create one for along time.

 

There are some 1:72 kits available, e. g. from Mako, but they are rare and/or expensive. So I rather went for an improvisation approach, and it turned out to be very successful. The complete turret comes from one of the Modelcollect “Vierfüssler” mecha kits – these carry such an installation under the belly(!), what makes absolutely NO sense to me. I especially wonder how the crew is supposed to enter and operate the turret in its upside down position? Not to mention a totally confined field of fire…

 

However, the Modelcollect Kugelblitz tower comes complete with its bearing and the armored collar. It was simply mated with the hull from a late Hasegawa Panzer IV – in my case even a Wirbelwind, which also came with some suitable additional details like stowing boxes for gun barrels. The attachment ring for the turret had just to be widened far enough to accept the Kugelblitz installation – and it worked well! Very simple, but highly effective.

  

Painting and markings:

Well, this did not work 100% as intended. I wanted to emphasize the fact that the tanks would have been built from revamped hulls, so I gave all parts an initial overall coat with RAL 3009, Oxydrot. These were then overpainted with a three-tone Hinterhalt scheme in Dunkelgelb (RAL 7028), Olivgrün (RAL 6003) and Rotbraun (RAL 8012). The pattern was adapted from a Wirbelwind, which I had found in literature, consisting of narrow stripes across the hull with additional spots of Dunkelgelb on top of the darker tones. In order to emphasize the idea of a converted tank with the turret coming from another source, I gave the latter a uniform Dunkelgelb livery.

 

The colors used were Humbrol enamels, this time a different selection of tones, namely 167 (RAF Hemp), 159 (Khaki Drab) and a mix of 160 and 10 (German Rotbraun and Chocolate Brown, for a darker hue). However, I wanted the Oxydrot to shine through the camouflage, but despite efforts with thinned paint and sparse use of the enamels the effect is not as visible as expected. I left it that way, though, here and there the red primer is visible, but a lot of the livery became obscured through the following wash with dark red brown, highly thinned acrylic paint and a final coat of pigment dust on the model’s lower areas.

 

The original black vinyl track was treated with a cloudy mix of grey, red brown and iron acrylic paint, and finally dusted with pigments, too.

 

The decals were gathered from several sources – the tactical code was puzzled together with Roman and Arabic numbers in red (seen on some vehicles from assault gun units), the emblem on the turret shows Berlin’s mascot, the bear, taken from a Modelcollect Heer ’46 kit’s sheet.

 

Some dry-brushing with light grey was done to simulate dust and worn edges, but not too much since the vehicle was to be presented in a more or less new state. And then the model was sealed with acrylic matt varnish.

  

A relatively simple build, since only the turret was exchanged/transplanted. The result looks better than expected, though, and the Kugelblitz turret fit into the Panzer IV hull like the hand into a tight glove. Very convincing. And I might add another Kugelblitz variant, this time either on a Hetzer hull (which was a real alternative to the Panzer IV) or on an E-25, it seems as if an 1:72 kit becomes soon available from Modelcollect.

 

The Muli is extreme capable off-road, due to its new suspension/steering system.

Originally developed by Kuka, the Muli features four Robotic arms, actuated by new mechanical artificial muscles to move across the terrain. This greatly increases the vehicles reliability and maintenance-cycles.

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 (sometimes referred to as VF-X1) was strictly a conventional/non-transformable jet aircraft, even though it incorporated many structural components and several key technologies that were vital for the transformable VF-1’s successful development that ran in parallel. Therefore, the VF-X was never intended as an air superiority fighter, but rather a flight-capable analogue test bed and proof of concept for the VF-1’s basic layout and major components. In this role, however, the VF-X made vital contributions to systems’ development that were later incorporated into the VF-1’s serial production and sped the program up considerably.

 

VF-X production started in early 2006, with four airframes built. The flight tests began in February 2007. The first prototype (“01”) was piloted and evaluated by ace pilot Roy Fokker, in order to explore the aircraft’s flight envelope, general handling and for external stores carriage tests. The three other VF-Xs successively joined the test program, each with a different focus. “02” was primarily tasked with the flight control and pilot interface program, “03” was allocated to the engine, vectoring thrust and steering systems development, and “04” was primarily involved in structural and fatigue tests.

 

In November 2007, the successful VF-X tests and the flights of the VF-X-1 (the first fully transformable VF-1 prototype, which had been under construction in parallel to the VF-X program) led to formal adoption of the “Valkyrie” variable fighter by the United Nations Government.

The space-capable VF-1's combat debut was on February 7, 2009, during the Battle of South Ataria Island - the first battle of Space War I - and remained the mainstay fighter of the U.N. Spacy for the entire conflict.

 

Introduced in 2008, the VF-1 proved to be an extremely capable craft, successfully combating a variety of Zentraedi mecha, even in most sorties which saw UN Spacy forces significantly outnumbered. The versatility of the Valkyrie design enabled the variable fighter to act as both large-scale infantry and as air/space superiority fighter. The signature skills of U.N. Spacy ace pilot Maximilian Jenius exemplified the effectiveness of the variable systems as he near-constantly transformed the Valkyrie in battle to seize advantages of each mode as combat conditions changed from moment to moment.

 

The basic VF-1 was deployed in four sub-variants (designated A, D, J, and S) and its success was increased by continued development of various enhancements. These included the GBP-1S "Armored Valkyrie” external armor and infantry weapons pack, so-called FAST Packs for "Super Valkyries” for orbital use, and the additional RÖ-X2 heavy cannon pack weapon system for the VF-1S “Strike Valkyrie” with additional firepower.

 

After the end of Space War I, the VF-1 continued to be manufactured both in the Sol system and throughout the UNG space colonies. Although the VF-1 would eventually be replaced as the primary Variable Fighter of the U.N. Spacy by the more capable, but also much bigger, VF-4 Lightning III in 2020, a long service record and continued production after the war proved the lasting worth of the design.

 

The VF-1 was without doubt the most recognizable variable fighter of Space War I and was seen as a vibrant symbol of the U.N. Spacy even into the first year of the New Era 0001 in 2013. At the end of 2015 the final rollout of the VF-1 was celebrated at a special ceremony, commemorating this most famous of variable fighters. The VF-1 Valkryie was built from 2006 to 2013 with a total production of 5,459 VF-1 variable fighters with several variants (VF-1A = 5,093, VF-1D = 85, VF-1J = 49, VF-1S = 30, VF-1G = 12, VE-1 = 122, VT-1 = 68), and several upgrade programs were introduced.

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:

Accommodation: One pilot in a Marty & Beck Mk-7 zero/zero ejection seat

Length 14.23 meters

Wingspan 14.78 meters (at 20° minimum sweep)

Height 3.84 meters

Empty weight: 13.25 metric tons

Standard T-O mass: 18.5 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)

4 x 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);

 

Performance:

Top speed: Mach 2.71 at 10,000 m; Mach 3.87 at 30,000+ m

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

 

Armament:

None installed, but the VF-X had 4x underwing hard points for a wide variety of ordnance, plus a ventral hardpoint for a Howard GU-11 55 mm three-barrel Gatling gun pod with 200 RPG, fired at 1,200 rds/min or other stores like test instruments

  

The model and its assembly:

Another submission to the “Prototypes” group build at whatifmodelers.com in July 2020. Being a VF-1 fan (and have built maybe twenty o these simple Arii kits), adding a VF-X was, more or less, a must – even more so because I had a suitable Valkyrie Fighter kit at hand for the conversion. As a side note, I have actually built something quite similar from a VF-1D many years ago: a fictional, non-transformable advanced trainer, without knowing about the VF-X at all.

 

Thanks to the “Macross - Perfect Memory” source book, the differences between the transformable VF-1 and its early testbed were easy to identify:

- Fixed legs with faired ducts from the intakes on (thighs)

- Ankle recesses disappeared

- Less and slightly different panel lines on the back and on the nose

- ventral head unit deleted and a respective fairing installed instead

- Levelled underside (shoulder fairings of the folded arms were cut down)

- Leg attachment points on the nose deleted

- No small, circular vernier thrusters all around the hull

- Some new/different venting grills (created mostly with 0.5mm black decal stripes)

 

Beyond the changes, the VF-1A was basically built OOB. Thankfully, the VF-X already features the later VF-1’s vectored thrust nozzles/feet, so that no changes had to be made in this respect. A pilot figure was added to the cockpit for the beauty pics, and after the flight scenes had been shot, the canopy remained open on a swing arm for static display. For the same reason, the model was built with the landing gear extended.

 

As a test aircraft, the underwing pylons and their AMM-1 ordnance were left away and the attachment points hidden with putty. I also omitted the ventral gun pod and left the aircraft clean. However, for the flight scene pictures, I implanted an adapter for a display holder made from wire.

 

In order to emphasize the test vehicle character of the VF-X, I gave the model a scratched spin recovery parachute installation between the fins, using a real world F-22 testbed as benchmark. It consists of styrene profiles, quite a delicate construction. For the same reason I gave the VF-X a long sensor boom on the nose, which changes the Valkyrie’s look, too. Finally, some small blade antennae were added to the nose and to the spine behind the cockpit.

  

Painting and markings:

To be honest, I have no idea if there was only a single VF-X prototype in the Macross universe, or more. Just one appears in the TV series in episode #33, and lack of suitable information and my personal lack of Japanese language proficiency prevents any deeper research. However, this would not keep me from inventing a personal interpretation of the canonical VF-X, especially because I do not really like the original livery from the TV series: an overall light grey with some simple black trim and “TEST” written on the (fixed) legs. Yamato did an 1:60 scale toy of the VF-X, but it was/is just a VF-1 with a ventral fairing; they added some shading to the basic grey – but this does not make the aircraft more attractive, IMHO.

 

When I looked at the original conceptual drawing of the VF-X in the “Macross - Perfect Memory” source book, however, I was immediately reminded of the F-15 prototypes from the Seventies (and this program used a total of twelve machines!). These featured originally a light grey (FS 36375?) overall base, to which bright dayglo orange markings on wings, fins and fuselage were soon added – in a very similar pattern to the VF-X. I think the VF-X livery was actually inspired by this, the time frame matches well with the production of the Macross TV series, too, and that’s what I adapted for my model.

In order to come close to the F-15 prototype livery, I gave “my” VF-X an overall basic coat of RAL 7047 “Telegrau 4”, one of German Telekom’s corporate colors and a very pale grey that can easily be mistaken for white when you do not have a contrast reference.

 

The cockpit received a medium grey finish, the ejection seat became black with brown cushions; the pilot figure is a 1:100 seated passenger from an architecture supplies, painted like an early VF-1 pilot in a white/blue suit. The jet nozzles/feet were painted with Revell 91 (Iron) and later treated with grinded graphite for a more metallic finish. The landing gear became classic white (I used Revell 301, which is a very pure tone, as contrast to the RAL 7047 on the hull), the air intake ducts and the internal sections of the VG wings were painted with dark grey (Revell 77).

 

For some diversity I took inspiration from the Yamato VF-X toy and added slightly darker (Humbrol 166, RAF Light Aircraft Grey) areas to the hull and the legs. Next, the panel lines were emphasized through a thinned black ink wash, but I did no panel post shading so that the VF-X would not look too dirty or worn.

 

Onto this basis I applied the orange dayglo markings. On the wings and fins, these were painted – they were applied with spray paint from a rattle can, involving lots of masking. The leading edges on wings and fins were created with grey decal sheet material, too. At this stage, some surface details and more fake panel lines were added with a soft pencil.

The orange cheatline under the cockpit is a personal addition; I found that some more orange had to be added to the nose for visual balance, and I eventually went for the simple, trimmed stripe (TL Modellbau material) instead of trying to apply decal sheet material around the jagged air intakes (F-15 prototype style). The black “TEST”, “VFX” and “U.N. Spacy” markings were designed at the computer and printed on clear inkjet decal paper. Even though the “real” VF-X does not feature the UNS “kite” insignia, I decided to add them to the model. These come from the OOB sheet, which also provided most (slightly yellowed) stencils.

Finally, the model was sealed with a coat of matt acrylic varnish (Italeri).

  

A rather different VF-1 project (and it is – to my astonishment – #28 in my 1:100 VF-1 Fighter mode collection!!!), with more changes to the basic model kit than one might expect at first sight. VF-X and VF-1 differ considerably from each other, despite identical outlines! However, I like the outcome, and I think that going a different route from the canonical grey/black livery paid out, the bright orange markings really make this VF-X stand out, and it looks IMHO more like a testbed than the “real” aircraft from the TV series.

The VL- 650 Partisan is a light military, single-engine, low-wing single-seat aircraft capable of performing fighter, close air support, and counter insurgency (COIN) missions.

 

Please watch this and many other fantastic creations here: www.flickr.com/photos/einon/

 

The pilot is accommodated in an enclosed, heated and ventilated cockpit with adjustable seats. The cockpit canopy slides backwards to open. The landing gear retracts backwards under the wings. Rubber dampers provide shock absorption, and hydraulic brakes are used for wheel braking.

 

The aircraft was specially designed for low-altitude missions against day and night visible ground targets in a broad area. Its readily available to be loaded with weapons and supplied through a flexible system of auxiliary airfields that required no special preparations, especially in mountainous regions. Therefore, the Partisan can also take-off from short unprepared runways, even ones covered in deep snow when fitted with skis. The aircraft is also slightly armoured, being capable to survive shell impacts up to 20mm.

The Partisan was intended for close ground force support, and it can also be used for training of pilots in visual day/night flights, aiming, missile firing and bombing of ground targets.

Permanent armament comprises two wing-mounted 20mm cannons and one 37mm anti-tank engine mounted cannon. It can also use rockets, guided and unguided bombs, external guns and air to air missiles.

 

General characteristics

Crew: 1

Length: 8.03 m

Wingspan: 10.54 m

Height: 3.10 m

Wing area: 21.0 m²

Empty weight: 1030 kg

Max. takeoff weight: 4224 kg

Powerplant: 1 × V-435 Turboprop; (2 000hp)

Performance

Maximum speed: 695 km/h at 1,500 m (5,000 ft)

Cruise speed: 310 km/h

Stall speed: 40 km/h

Range: 800 km

Armament

Guns: One 37mm cannon engine mounted; Two 20mm guns on the wings.

Guns: 2 externals pods with two 12,7mm (0´50) machine guns.

Rockets: 2 FS-1000 rocket pods with 18 90mm rockets each or 2 rocket pods with 4 152mm rockets each or 4 simple 152mm anti-tank guided rockets.

Missiles: 2 defensive air to air AA-2020 Valkyria missiles;

Bombs: Maximum – 2 500kg guided or unguided bombs.

 

Hope you like it!

Please watch this and many other fantastic creations here: www.flickr.com/photos/einon/

Please fav or comment!

 

Eínon

Chassis no. 130944

Engine no. 130944

Body no. 200355

 

115/180 hp, 5,401 cc supercharged overhead valve inline eight-cylinder engine, four-speed manual transmission, four-wheel hydraulic drum brakes, independent coil spring front and rear suspension. Wheelbase: 129.5"

 

- Offered from the Lyon Family Collection

- Single-family ownership for two decades

- The 1936 Paris Salon car

- Complete with copy of original build sheet; delivered new to Jean-Claude Solvay of Belgium

- Inspected in person by experts from Mercedes-Benz Classic Germany

- Matching-numbers

- One of a limited few 540 Ks with coupe coachwork

 

The abundant power, stiff, rugged frame and supple fully-independent suspension made Mercedes-Benz’s supercharged 540 K suitable for a vast array of coachwork. Sindelfingen was more than capable of building anything and doing so in the finest materials and to the highest standards of fit, finish, function and luxury in the world.

 

Yet despite Sindelfingen’s designers’ demonstrated ability to create exceptionally beautiful closed cars, the vast majority of Mercedes-Benz 540 Ks were fitted with open bodies in one of the several styles of Cabriolets. Most of those were four-seat Cabriolet Bs with blind rear quarters. Surprisingly, only a precious few 540 Ks – just 42 in four years’ production – received closed coachwork.

 

Only about seven of those were coupes, making them exceptionally rare examples of Sindelfingen’s creativity and style. One of the foremost examples is this 1935 Mercedes-Benz 540 K, the car Mercedes-Benz chose for its 1935 display at the important Paris Salon to show the quality and beauty of its premier product.

 

Sindelfingen

 

Daimler-Benz concentrated automobile coachwork production at Sindelfingen, a massive facility that had developed a combination of medium volume production methods for high quality coachwork and a select group of designers and craftsmen who conceived, created and built low volume, nearly custom, bodies for the finest chassis in the Mercedes-Benz line and crafted a few highly specialized bodies for the most demanding clients.

 

Sindelfingen had been constructed during the First World War to build aircraft. The Treaty of Versailles ending the war prohibited aircraft construction in Germany on the industrial scale for which Sindelfingen had been constructed and equipped, so Hanns Klemm, the factory’s manager, eventually reorganized the factory to build automobile, truck and bus bodies. Sindelfingen continued to employ classic coachwork construction techniques with wood frameworks and sheet metal panels throughout its history, but Mercedes-Benz also added high capacity steel presses of 750- and even 1,000-tons to stamp out large, complex panels, particularly fenders.

 

Sindelfingen’s aircraft-building history manifested itself in a facility-wide devotion to quality that remained central to its operation throughout the Thirties. Specialized tools, fixtures and machines were designed and built in its own shops. Processes were meticulously planned and documented. A strict quality-control system inspected every body, whether it was for a modest 170 H or an elegant “Großer Mercedes” 770 Pullman-Limousine.

 

Klemm was succeeded by Josef Bildstein, who later took over Daimler-Benz’s Mannheim factory and turned over management of Sindelfingen to Wilhelm Haspel under whose leadership the factory became a major success for Daimler-Benz. It was a complicated undertaking in which every aspect of coachbuilding was integrated, from selecting and drying the beech and ash used for framing through stamping and forming metal panels to final assembly and painting. And Sindelfingen did every kind of bodywork, from one-off and low-production bodies for the 500 K, 540 K and Großer Mercedes to volume production of Mannheim’s 170H and V, truck cabs, specialized truck bodies, buses and even contract work in volume for BMW and Wanderer. Haspel’s success at coordinating this diverse facility was evident in his later promotion to Daimler-Benz managing director in 1942.

 

In September 1932 Hermann Ahrens joined Mercedes-Benz from Horch to head the Sonderwagen (special vehicles) section, designing and building limited production coachwork for the top Mercedes-Benz models. Ahrens would design and oversee construction of all limited-production Mercedes-Benz coachwork for nearly 40 years, including the great sports roadsters and coupes on the eight-cylinder supercharged chassis. It is his artistry that created the magnificent sweeping partially-skirted fenders, integrated running boards and deftly-shaped passenger compartments and doors that so effectively complemented the imposing long hoods and exterior exhaust pipes of the supercharged 500 K and 540 K.

 

Mercedes-Benz produced almost all the coachwork for even the most expensive and luxurious of its automobiles. According to the research of Jan Melin, just 89 of the 928 380, 500 K and 540 K chassis built were supplied to outside coachbuilders. That is just 9.6%, a tiny portion of the total production and largely unprecedented among luxury automobile manufacturers in the Thirties.

 

The combination of superb engineering, high quality materials, meticulous quality control and inspired design of the supercharged eight-cylinder Mercedes-Benzes with the limited-production coachwork of Sindelfingen brought into existence some of the finest and most respected automobiles of all time.

 

Enthusiast magazines of the time were unremitting in their praise. One described the 500 K with these words: “[T]his is a master car for the very few. The sheer insolence of its great power affords an experience on its own. The design and construction throughout are typically thorough and well-executed.” Of the 540 K another said: “As a piece of engineering, it stands unsurpassed. It is amongst the most luxurious, as well as the fastest, touring cars in the world.”

 

S/n 130944

 

With so few of the 540 Ks bodied as coupes, the selection of this car to represent Mercedes-Benz at the important Paris Auto Salon in October 1936 was unusual. Yet, upon consideration, it is completely appropriate and even sensible. Indeed, according to the Mercedes-Benz archives’ delivery papers and internal documents, the car is referred to as a “Spezial Coupe.”

 

Paris was then the center of art, design, literature, style and society in Europe. The aerodynamic revolution in automobile design was then at its inception and was practiced eloquently by French coachbuilders, whose combination of Machine Design principles, Art Deco embellishment and aerodynamic refinement was the center of attention. The 1936 Paris Auto Show brought some of the most imaginative designs, like Marcel Letourneur’s Aerosport coupe on the Delage D8 120 chassis and Jean Bugatti’s Type 57 Atalante, to the public’s eye. This Mercedes-Benz 540 K Coupe was more than competitive with the French salon’s best.

 

Prior Mercedes-Benz coupes had included one for the Mercedes-Benz “Silver Arrows” team driver Rudi Caracciola, an eminently practical automobile for a driver who needed to criss-cross Europe in all weather conditions to race the W 25 model GP car. In 1934 Wilhelm Haspel had suggested the Autobahn-Kurier, a fastback five-window design with teardrop fenders of which two were built on each of the 500 K and 540 K chassis. Hermann Ahrens’ Sonderwagen facility completed the first Autobahn-Kurier in only ten weeks in order to make its auto show debut, an example of the shop’s ability to create a completely new and dramatically different design on an abbreviated schedule.

The Paris show coupe is another example of the creativity and masterful execution of which Sindelfingen was capable. Its sweeping front fenders merge into small running boards, then curve upwards into teardrop-flared rear fenders. The rear wheels are skirted, with a chrome emblem repeating the look of the front wheel’s centerlock hub. A tasteful chrome beltline molding accents the break of the hood side and extends back across the door to end near the top of the rear fender where its termination parallels the curve of the fender top. The roofline is rounded at the rear but merges nicely with the tapering rear deck, which contains a stacked pair of spare wheels and tires set nearly flush with the deck surface.

 

An attractive styling feature is the swage line which accents the sides of the fenders. It parallels the fender tops from the front valence the full length of the car, curving up and around the rear wheel skirts then down across the full width of the rear valence. The effect draws attention, visually reducing the fenders’ tall profiles.

 

Bosch headlights in chrome nacelles nestle between the fenders and the gently raked vee radiator. A single small fog light is directly in front of the radiator, and a pair of long chrome horn trumpets also sit between the fenders above a split chrome bumper which is repeated at the rear.

 

The interior is invitingly upholstered in tan leather with a plain white instrument panel in the highly finished wood dashboard. The steering wheel is leather covered. A transverse rear seat accommodates one passenger, in addition to the two in the front, or makes room for luggage.

 

After being displayed in Paris, the 540 K Coupe was first returned to Sindelfingen and then in December delivered to Jean-Claude Solvay of the Belgian chemical company dynasty in Belgium. Subsequently it became part of the collection of American Connie Bouchard in the 1960s, who undertook its restoration before selling it to John Mozart. It then was acquired by the Imperial Palace Collection from whom the Lyon family acquired it in the late 1990s. Since then, it has remained in the Lyon Collection, always treated to professional maintenance and climate-controlled storage.

 

Inspection

 

In preparation for the car’s offering in Monterey this August, this car was inspected in person by two veteran experts from Mercedes-Benz Classic Germany. Their findings were very positive. In their expert opinion, they concluded that although the car had been restored, it retained a great deal of originality in its components. The engine is matching numbers (130944) and retains its original number plate. In fact, they believe the body has never been off the car and the rear axle itself never removed – testament to the car’s originality. The transmission is original to the car, and it was determined that the steering is of the correct series. Minor modern improvements were made, including modern telescopic shocks, but the workmanship was professional and well done in their estimation. Again, the overall impression imparted on these Mercedes experts was very favorable.

 

Its deep red livery dramatically accents the sweeping lines of Hermann Ahrens’ dramatic coupe coachwork. One of only about seven coupes built on the Mercedes-Benz 540 K chassis, its effect today is, if anything, even more dramatic than it was at the Paris Salon of 1936.

 

It is the perfect complement to Ahrens’ high door, long tail Spezial Roadster, a vivid example of Mercedes-Benz’s mastery of power, speed, handling, comfort and design at the height of the golden age of classic automobiles.

 

[Text from RM Auctions]

 

www.rmauctions.com/lots/lot.cfm?lot_id=1057377

 

This Lego miniland-scale Mercedes-Benz 540K Spezial Coupe (1936 - Sindelfingen), has been created for Flickr LUGNuts' 89th Build Challenge, - "Over a Million, Under a Thousand", - a challenge to build vehicles valued over one million (US) dollars, or under one thousand (US) dollars.

 

This particular vehicle was auctioned by the RM Auction house on Saturday, August 20, 2011, where is sold for $3,080,000.

 

Citroen's charming 2CV had established itself as a supremely capable car for the masses, offering affordable transportation to farmers and city-dwellers alike. Over rutted fields, muddy roads or cobblestone streets, the "Deux Chevaux" was nearly unstoppable, but there were still places even an experienced 2CV driver feared to tread. Enter the Citroen 2CV 4x4 Sahara, the world's first dual-engine 4x4 vehicle; just 694 were built, and less than 30 survive today.

Though suitable for use anywhere the pavement ended, the Sahara was designed and constructed to tackle its namesake desert, an environment where redundancy wasn’t just a good idea, but potentially the difference between life and death. French mining and oil exploration companies had a strong presence in North Africa, and the need for a lightweight and relatively inexpensive vehicle capable of traversing sand dunes or mountains was apparent. The 2CV Sahara was designed and built for these customers, though it also proved popular with the Spanish Guardia Civil and the Israeli National Park Authority.

 

1:43rd Scale model by Vitesse.

The Blackburn Buccaneer is a British carrier-capable attack aircraft designed in the 1950s for the Royal Navy (RN). Designed and initially produced by Blackburn Aircraft at Brough, it was later officially known as the Hawker Siddeley Buccaneer when Blackburn became a part of the Hawker Siddeley Group, but this name is rarely used.

 

The Buccaneer was originally designed in response to the Soviet Union's Sverdlov-class cruiser construction programme. Instead of building a new fleet of its own, the Royal Navy could use the Buccaneer to attack these ships by approaching at low altitudes below the ship's radar horizon. The Buccaneer could attack using a nuclear bomb, or conventional weapons. It was later intended to carry short-range anti-shipping missiles to improve its survivability against more modern ship-based anti-aircraft weapons.

 

The Buccaneer entered Royal Navy service in 1962. The initial production aircraft suffered a series of accidents due to insufficient engine power, which was quickly addressed in the Buccaneer S.2, equipped with more powerful Rolls-Royce Spey jet engines. The Buccaneer was also offered as a possible solution for the Royal Air Force (RAF) requirement for a supersonic interdictor carrying nuclear weapons. It was rejected as not meeting the specification in favour of the much more advanced supersonic BAC TSR-2, but the cost of the TSR-2 programme led to its cancellation, only to be followed by the cancellation of its selected replacement, the General Dynamics F-111K. The RAF purchased Buccaneers and American Phantom IIs as TSR-2 substitutes, the Buccaneer entering service in 1969.

 

The Royal Navy retired the last of its large aircraft carriers in 1978, moving their strike role to the British Aerospace Sea Harrier, and passing their Buccaneers to the RAF. After a crash in 1980 revealed metal fatigue problems, the RAF fleet was reduced to 60 aircraft, while the rest were scrapped. The ending of the Cold War led to a reduction in strength of the RAF, and the accelerated retirement of the remaining fleet, with the last Buccaneers in RAF service being retired in 1994 in favour of the Panavia Tornado. The South African Air Force (SAAF) also procured the type. Buccaneers saw combat action in the first Gulf War of 1991, and the South African Border War.

 

XN974 was first built and flew as and S.1, but was later converted to a S.2 - she was the first S.2 off the production line making her first flight as an S.2 on the 5th June 1964. This was the only Buccaneer that flew both as an S.1 and S.2.

 

The airframe on to the Royal Aeronautical Establishment in Bedford for work trials and from there to HMS Eagle for sea trials. On her return flight from the USA after hot weather testing, she achieved a record from Goose Bay to Lossiemouth by becoming the first Fleet Air Arm aircraft to fly the transatlantic route non-stop without the support of re-fuelling.

This pair of extremely capable parent brought up not 1 not 2 not 3 but 4 little ones in a tiny little nest. Not all fledged at the same time. The parents never leave any of their chick behind. They continue to feed the last remaining one until he was ready to leave the nest 2 days later than its siblings. .

@jurong eco gardens, sg

PACIFIC OCEAN (July 15, 2018) The guided-missile cruiser USS Lake Champlain (CG 57) fires one of its Mark 45 5-inch guns during a live-fire exercise during Rim of the Pacific (RIMPAC) exercise, July 15. Twenty-five nations, 46 ships and 5 submarines, and about 200 aircraft and 25,000 personnel are participating RIMPAC from June 27 to Aug. 2 in and around the Hawaiian Islands and Southern California. The world’s largest international maritime exercise, RIMPAC provides a unique training opportunity while fostering and sustaining cooperative relationships among participants critical to ensuring the safety of sea lanes and security of the world’s oceans. RIMPAC 2018 is the 26th exercise in the series that began in 1971. (U.S. Navy photo by Mass Communication Specialist 2nd Class Craig Z. Rodarte/Released)

+++ 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 Waffenträger (Weapon Carrier) VTS3 “Diana” was a prototype for a wheeled tank destroyer. It was developed by Thyssen-Henschel (later Rheinmetall) in Kassel, Germany, in the late Seventies, in response to a German Army requirement for a highly mobile tank destroyer with the firepower of the Leopard 1 main battle tank then in service and about to be replaced with the more capable Leopard 2 MBT, but less complex and costly. The main mission of the Diana was light to medium territorial defense, protection of infantry units and other, lighter, elements of the cavalry as well as tactical reconnaissance. Instead of heavy armor it would rather use its good power-to-weight ratio, excellent range and cross-country ability (despite the wheeled design) for defense and a computerized fire control system to accomplish this mission.

 

In order to save development cost and time, the vehicle was heavily based on the Spähpanzer Luchs (Lynx), a new German 8x8 amphibious reconnaissance armored fighting vehicle that had just entered Bundeswehr service in 1975. The all-wheel drive Luchs made was well armored against light weapons, had a full NBC protection system and was characterized by its extremely low-noise running. The eight large low-pressure tires had run-flat properties, and, at speeds up to about 50 km/h, all four axles could be steered, giving the relatively large vehicle a surprising agility and very good off-road performance. As a special feature, the vehicle was equipped with a rear-facing driver with his own driving position (normally the radio operator), so that the vehicle could be driven at full speed into both directions – a heritage from German WWII designs, and a tactical advantage when the vehicle had to quickly retreat from tactical position after having been detected. The original Luchs weighed less than 20 tons, was fully amphibious and could surmount water obstacles quickly and independently using propellers at the rear and the fold back trim vane at the front. Its armament was relatively light, though, a 20 mm Rheinmetall MK 20 Rh 202 gun in the turret that was effective against both ground and air targets.

 

The Waffenträger “Diana” used the Luchs’ hull and dynamic components as basis, and Thyssen-Henschel solved the challenge to mount a large and heavy 105 mm L7 gun with its mount on the light chassis through a minimalistic, unmanned mount and an autoloader. Avoiding a traditional manned and heavy, armored turret, a lot of weight and internal volume that had to be protected could be saved, and crew safety was indirectly improved, too. This concept had concurrently been tested in the form of the VTS1 (“Versuchsträger Scheitellafette #1) experimental tank in 1976 for the Kampfpanzer 3 development, which eventually led to the Leopard 2 MBT (which retained a traditional turret, though).

 

For the “Diana” test vehicle, Thyssen-Henschel developed a new low-profile turret with a very small frontal area. Two crew members, the commander (on the right side) and the gunner (to the left), were seated in/under the gun mount, completely inside of the vehicle’s hull. The turret was a very innovative construction for its time, fully stabilized and mounted the proven 105mm L7 rifled cannon with a smoke discharger. Its autoloader contained 8 rounds in a carousel magazine. 16 more rounds could be carried in the hull, but they had to be manually re-loaded into the magazine, which was only externally accessible. A light, co-axial 7,62mm machine gun against soft targets was available, too, as well as eight defensive smoke grenade mortars.

 

The automated L7 had a rate of fire of ten rounds per minute and could fire four types of ammunition: a kinetic energy penetrator to destroy armored vehicles; a high explosive anti-tank round to destroy thin-skinned vehicles and provide anti-personnel fragmentation; a high explosive plastic round to destroy bunkers, machine gun and sniper positions, and create openings in walls for infantry to access; and a canister shot for use against dismounted infantry in the open or for smoke charges. The rounds to be fired could be pre-selected, so that the gun was able to automatically fire a certain ammunition sequence, but manual round selection was possible at any time, too.

 

In order to take the new turret, the Luchs hull had to be modified. Early calculations had revealed that a simple replacement of the Luchs’ turret with the new L7 mount would have unfavorably shifted the vehicle’s center of gravity up- and forward, making it very nose-heavy and hard to handle in rough terrain or at high speed, and the long barrel would have markedly overhung the front end, impairing handling further. It was also clear that the additional weight and the rise of the CoG made amphibious operations impossible - a fate that met the upgraded Luchs recce tanks in the Eighties, too, after several accidents with overturned vehicles during wading and drowned crews. With this insight the decision was made to omit the vehicle’s amphibious capability, save weight and complexity, and to modify the vehicle’s layout considerably to optimize the weight distribution.

 

Taking advantage of the fact that the Luchs already had two complete driver stations at both ends, a pair of late-production hulls were set aside in 1977 and their internal layout reversed. The engine bay was now in the vehicle’s front, the secured ammunition storage was placed next to it, behind the separate driver compartment, and the combat section with the turret mechanism was located behind it. Since the VTS3s were only prototypes, only minimal adaptations were made. This meant that the driver was now located on the right side of the vehicle, while and the now-rear-facing secondary driver/radio operator station ended up on the left side – much like a RHD vehicle – but this was easily accepted in the light of cost and time savings. As a result, the gun and its long, heavy barrel were now located above the vehicle’s hull, so that the overall weight distribution was almost neutral and overall dimensions remained compact.

 

Both test vehicles were completed in early 1978 and field trials immediately started. While the overall mobility was on par with the Luchs and the Diana’s high speed and low noise profile was highly appreciated, the armament was and remained a source of constant concern. Shooting in motion from the Diana turned out to be very problematic, and even firing from a standstill was troublesome. The gun mount and the vehicle’s complex suspension were able to "hold" the recoil of the full-fledged 105-mm tank gun, which had always been famous for its rather large muzzle energy. But when fired, even in the longitudinal plane, the vehicle body fell heavily towards the stern, so that the target was frequently lost and aiming had to be resumed – effectively negating the benefit from the autoloader’s high rate of fire and exposing the vehicle to potential target retaliation. Firing to the side was even worse. Several attempts were made to mend this flaw, but neither the addition of a muzzle brake, stronger shock absorbers and even hydro-pneumatic suspension elements did not solve the problem. In addition, the high muzzle flames and the resulting significant shockwave required the infantry to stay away from the vehicle intended to support them. The Bundeswehr also criticized the too small ammunition load, as well as the fact that the autoloader magazine could not be re-filled under armor protection, so that the vehicle had to retreat to safe areas to re-arm and/or to adapt to a new mission profile. This inherent flaw not only put the crew under the hazards of enemy fire, it also negated the vehicle’s NBC protection – a serious issue and likely Cold War scenario. Another weak point was the Diana’s weight: even though the net gain of weight compared with the Luchs was less than 3 tons after the conversion, this became another serious problem that led to the Diana’s demise: during trials the Bundeswehr considered the possibility to airlift the Diana, but its weight (even that of the Luchs, BTW) was too much for the Luftwaffe’s biggest own transport aircraft, the C-160 Transall. Even aircraft from other NATO members, e.g. the common C-130 Hercules, could hardly carry the vehicle. In theory, equipment had to be removed, including the cannon and parts of its mount.

 

Since the tactical value of the vehicle was doubtful and other light anti-tank weapons in the form of the HOT anti-tank missile had reached operational status, so that very light vehicles and even small infantry groups could now effectively fight against full-fledged enemy battle tanks from a safe distance, the Diana’s development was stopped in 1988. Both VTS3 prototypes were mothballed, stored at the Bundeswehr Munster Training Area camp and are still waiting to be revamped as historic exhibits alongside other prototypes like the Kampfpanzer 70 in the German Tank Museum located there, too.

  

Specifications:

Crew: 4 (commander, driver, gunner, radio operator/second driver)

Weight: 22.6 t

Length: 7.74 m (25 ft 4 ¼ in)

Width: 2.98 m ( 9 ft 9 in)

Height: XXX

Ground clearance: 440 mm (1 ft 4 in)

Suspension: hydraulic all-wheel drive and steering

 

Armor:

Unknown, but sufficient to withstand 14.5 mm AP rounds

 

Performance:

Speed: 90 km/h (56 mph) on roads

Operational range: 720 km (445 mi)

Power/weight: 13,3 hp/ton with petrol, 17,3 hp/ton with diesel

 

Engine:

1× Daimler Benz OM 403A turbocharged 10-cylinder 4-stroke multi-fuel engine,

delivering 300 hp with petrol, 390 hp with diesel

 

Armament:

1× 105 mm L7 rifled gun with autoloader (8 rounds ready, plus 16 in reserve)

1× co-axial 7.92 mm M3 machine gun with 2.000 rounds

Two groups of four Wegmann 76 mm smoke mortars

  

The kit and its assembly:

I have been a big Luchs fan since I witnessed one in action during a public Bundeswehr demo day when I was around 10 years old: a huge, boxy and futuristic vehicle with strange proportions, gigantic wheels, water propellers, a mind-boggling mobility and all of this utterly silent. Today you’d assume that this vehicle had an electric engine – spooky! So I always had a soft spot for it, and now it was time and a neat occasion to build a what-if model around it.

 

This fictional wheeled tank prototype model was spawned by a leftover Revell 1:72 Luchs kit, which I had bought some time ago primarily for the turret, used in a fictional post-WWII SdKfz. 234 “Puma” conversion. With just the chassis left I wondered what other use or equipment it might take, and, after several weeks with the idea in the back of my mind, I stumbled at Silesian Models over an M1128 resin conversion set for the Trumpeter M1126 “Stryker” 8x8 APC model. From this set as potential donor for a conversion the prototype idea with an unmanned turret was born.

 

Originally I just planned to mount the new turret onto the OOB hull, but when playing with the parts I found the look with an overhanging gun barrel and the bigger turret placed well forward on the hull goofy and unbalanced. I was about to shelf the idea again, until I recognized that the Luchs’ hull is almost symmetrical – the upper hull half could be easily reversed on the chassis tub (at least on the kit…), and this would allow much better proportions. From this conceptual change the build went straightforward, reversing the upper hull only took some minor PSR. The resin turret was taken mostly OOB, it only needed a scratched adapter to fit into the respective hull opening. I just added a co-axial machine gun fairing, antenna bases (from the Luchs kit, since they could, due to the long gun barrel, not be attached to the hull anymore) and smoke grenade mortars (also taken from the Luchs).

 

An unnerving challenge became the Luchs kit’s suspension and drive train – it took two days to assemble the vehicle’s underside alone! While this area is very accurate and delicate, the fact that almost EVERY lever and stabilizer is a separate piece on four(!) axles made the assembly a very slow process. Just for reference: the kit comes with three and a half sprues. A full one for the wheels (each consists of three parts, and more than another one for suspension and drivetrain!

Furthermore, the many hull surface details like tools or handles – these are more than a dozen bits and pieces – are separate, very fragile and small (tiny!), too. Cutting all these wee parts out and cleaning them was a tedious affair, too, plus painting them separately.

Otherwise the model went together well, but it’s certainly not good for quick builders and those with big fingers and/or poor sight.

  

Painting and markings:

The paint scheme was a conservative choice; it is a faithful adaptation of the Bundeswehr’s NATO standard camouflage for the European theatre of operations that was introduced in the Eighties. It was adopted by many armies to confuse potential aggressors from the East, so that observers could not easily identify a vehicle and its nationality. It consists of a green base with red-brown and black blotches, in Germany it was executed with RAL tones, namely 6031 (Bronze Green), 8027 (Leather Brown) and 9021 (Tar Black). The pattern was standardized for each vehicle type and I stuck to the official Luchs pattern, trying to adapt it to the new/bigger turret. I used Revell acrylic paints, since the authentic RAL tones are readily available in this product range (namely the tones 06, 65 and 84). The big tires were painted with Revell 09 (Anthracite).

 

Next the model was treated with a highly thinned washing with black and red-brown acrylic paint, before decals were applied, taken from the OOB sheet and without unit markings, since the Diana would represent a test vehicle. After sealing them with a thin coat of clear varnish the model was furthermore treated with lightly dry-brushed Revell 45 and 75 to emphasize edges and surface details, and the separately painted hull equipment was mounted. The following step was a cloudy treatment with watercolors (from a typical school paintbox, it’s great stuff for weathering!), simulating dust residue all over the hull. After a final protective coat with matt acrylic varnish I finally added some mineral artist pigments to the lower hull areas and created mud crusts on the wheels through light wet varnish traces into which pigments were “dusted”.

  

Basically a simple project, but the complex Luchs kit with its zillion of wee bits and pieces took time and cost some nerves. However, the result looks pretty good, and the Stryker turret blends well into the overall package. Not certain how realistic the swap of the Luchs’ internal layout would have been, but I think that the turret moved to the rear makes more sense than the original forward position? After all, the model is supposed to be a prototype, so there’s certainly room for creative freedom. And in classic Bundeswehr colors, the whole thing even looks pretty convincing.

 

+++ DISCLAIMER +++

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

 

The English Electric Lightning was a supersonic jet fighter aircraft of the Cold War era, noted for its great speed. It was the only all-British Mach 2 fighter aircraft and the first aircraft in the world capable of supercruise. The Lightning was renowned for its capabilities as an interceptor; pilots commonly described it as "being saddled to a skyrocket". Following English Electric's integration into the unified British Aircraft Corporation, the aircraft was marketed as the BAC Lightning.

 

The Lightning was prominently used by the Royal Air Force, but also by Saudi Arabia, Kuwait and Singapore. The first aircraft to enter service with the RAF, three pre-production P.1Bs, arrived at RAF Coltishall in Norfolk on 23 December 1959, and from there the aircraft was permanently developed further.

 

The F.6 was the ultimate Lightning version to see British service. Originally, it was nearly identical to the former F.3A (which introduced a large ventral tank and new cambered wings), with the exception that it had provisions to carry 260 gal (1,180 l) ferry tanks on pylons over the wings. These tanks were jettisonable in an emergency, and gave the F.6 a substantially improved deployment capability. The Ferranti A.I.23B radar supported autonomous search, automatic target tracking, and ranging for all weapons, while the pilot attack sight provided gyroscopically derived lead angle and backup stadiametric ranging for gun firing. The radar and gunsight were collectively designated the AIRPASS: Airborne Interception Radar and Pilot Attack Sight System. Combined with the Red Top missile, the system offered a limited forward hemisphere attack capability.

 

There remained one glaring shortcoming of the late Lightning versions, though: the lack of cannon. This was finally rectified in the form of a modified ventral tank with two ADEN cannon mounted in the front. The addition of the cannon and their ammunition decreased the tank's fuel capacity from 610 gal to 535 gal (2,430 l), but the cannon made the F.6 a 'real fighter' again.

 

Singapore's Lightnings came as a bargain, as they had been taken over directly from RAF stocks. In 1967 No. 74 'Tiger' Squadron was moved to RAF Tengah in Singapore to take over the air defense role from the Gloster Javelin equipped 64 Squadron. When 74 Squadron was disbanded in September 1971, following the withdrawal of British forces from Singapore (in the course of the "East of Suez" campaign, which already started in 1968), Tengah Air Base and many other RAF sites like Seletar, Sembawang and Changi as well as the RAF air defense radar station and Bloodhound II surface-to-air missiles were handed over to the SADC, Singapore’s Air Defense Command, which was suddenly entrusted with a huge responsibility and resources.

 

Anyway, in order to fulfill its aerial defense role, Singapore's air force lacked a potent interceptor, and so it was agreed with the RAF that 74 Squadron would leave fourteen Lightnings (twelve F.6 fighters and two T.5 trainers behind, while the rest was transferred to Akrotiri, Cyprus, where the RAF aircraft were integrated into 56 Squadron.

 

The ex-RAF Lightnings, however, immediately formed the small country's quick alert interceptor backbone and were grouped into the newly established 139th Squadron, “Swifts”. The small squadron kept its base at Tengah, as a sister unit to 140th Squadron which operated the Hawker Hunter FGA.74 in the fighter role since 1971.

 

Singapore's Lightnings differed slightly from the RAF F.6: In order to minimize the maintenance costs of this specialized aircraft, the SADC decided to drop the Red Top missile armament. The Red Top gave all-weather capability, but operating this standalone system for just a dozen of aircraft was deemed cost-inefficient. Keeping the high-performance Lightnings airworthy was already costly and demanding enough.

 

As a cost-effective measure, all SADC Lightnings were modified to carry four AIM-9B and later E Sidewinder AAMs on special, Y-shaped pylons, not unlike those used on the US Navy's F-8 Crusader. In order to enhance all-weather capability, an AAS-15 IRST sensor was added, located in a fairing in front of the wind shield. Its electronics used the space of the omitted, fuselage-mounted cannons of the F.6 variant.

 

Long range and loitering time were only of secondary relevance, so that the Singaporean Lightnings typically carried two 30 mm ADEN cannons with 120 RPG in the lower fuselage, which reduced the internal fuel capacity slightly but made the Lightning a true close combat fighter with high agility, speed and rate of climb. Since the RSAF interceptors would only engage in combat after direct visual contact and target identification, the Sidewinders' short range was no operational problem - and because that missile type was also in use with RSAF's Hawker Hunters, this solution was very cost-efficient.

 

The F.6's ability to carry the overwing ferry tanks (the so-called 'Overburgers') was retained, though, as well as the refueling probe and, and with its modified/updated avionics the RSAF Lightnings received the local designations of F.6S and T.5S. They were exclusively used in the interceptor role and retained their natural metal finish all though their service career.

 

In 1975, the SADC was eventually renamed into ‘Republic of Singapore Air Force’ (RSAF), and the aircraft received appropriate markings.

 

The RSAF Lightnings saw an uneventful career. One aircraft was lost due to hydraulic failure in August 1979 (the pilot ejected safely), and when in 1983 RSAF's F-5S fighters took over the duties of airborne interception from the Royal Australian Air Force's Mirage IIIOs detachment stationed at Tengah, all remaining RSAF Lightnings were retired and phased out of service in March 1984 and scrapped. The type's global career did not last much longer: the last RAF Lightnings were retired in 1988 and replaced by the Panavia Tornado ADV.

  

BAE Lightning F.6S general characteristics

Crew: 1

Length: 55 ft 3 in (16.8 m)

Wingspan: 34 ft 10 in (10.6 m)

Height: 19 ft 7 in (5.97 m)

Wing area: 474.5 ft² (44.08 m²)

Empty weight: 31,068 lb (14.092 kg)

Max. take-off weight: 45,750 lb (20.752 kg)

 

Powerplant:

2× Rolls-Royce Avon 301R afterburning turbojets with 12,530 lbf (55.74 kN) dry thrust each and 16,000 lbf (71.17 kN) with afterburner

 

Performance:

Maximum speed: Mach 2.0 (1.300 mph/2.100 km/h) at 36.000 ft.

Range: 850 mi (1.370 km) Supersonic intercept radius: 155 mi (250 km)

Ferry range: 920 mi (800 NM/ 1.660 km) 1,270 mi (1.100 NM/ 2.040 km) with ferry tanks

Service ceiling: 54.000 ft (16.000 m); zoom ceiling >70.000 ft

Rate of climb: 20.000 ft/min (100 m/s)

Wing loading: 76 lb/ft² (370 kg/m²)

Thrust/weight: 0.78

 

Armament:

2× under-fuselage hardpoints for mounting air-to-air missiles (2 or 4 AIM-9 Sidewinder)

Optional, but typically fitted: 2× 30 mm (1.18 in) ADEN cannons with 120 RPG in the lower fuselage, reducing the ventral tank's fuel capacity from 610 gal to 535 gal (2,430 l)

2× overwing pylon stations for 260 gal ferry tanks

    

The kit and its assembly

The inspiration to this whiffy Lightning came through fellow user Nick at whatifmodelers.com (credits go to him), who brought up the idea of EE/BAC Lightnings in Singapore use: such a small country would be the ideal user of this fast interceptor with its limited range. I found the idea very convincing and plausible, and since I like the Lightning and its unique design very much, I (too) had to make one for the 2013 group build "Asiarama" - even if a respective model would potentially be built twice. But it's always fun to see how the same theme is interpreted by different modelers, I am looking forward to my creation's sister ship.

 

The kit is the Matchbox Lightning F.2A/F.6 (PK-114) from 1976, and only little was changed. Fit is O.K., building the model poses no real problems. But the kit needs some putty work at the fuselage seams, and the many raised panel lines (esp. at the belly tank) and other relatively fine and many details for a Matchbox kit make sanding rather hazardous. Nevertheless, it's a solid kit. A bit toy-like, yes, but good value for the relatively little money. What's saved might be well invested into an extra decal sheet (see below).

 

Internal mods include some added details inside of the cockpit and the landing gear wells, but these were just enhancements to the original parts. The Avons' afterburners were simulated with implanted sprocket wheels from a 1:72 Panzer IV - not intended to be realistic at all, but IMO better than the kit's original, plain end caps!

 

Externally…

· the flaps were lowered

· some antennae and a finer pitot added

· about a dozen small air intakes/outlets were added (cut from styrene) or drilled open

· the IRST sensor fairing added, sculpted from a simple piece of sprue

· a pair of 30mm barrels mounted in the lower fuselage (hollow steel needles)

· the scratch-built quadruple Sidewinder rails are worth mentioning

 

The AIM-9E missiles come from the scrap heap, I was lucky to find a matching set of four. The optional overwing fuel tanks were not fitted, as this was supposed to become a "standard RSAF aircraft". I also did not opt for (popular) weapons mounted above the wings, since this would have called for modifications of the F.6 which did not appear worthwhile to me in context with the envisaged RSAF use. Switching to four Sidewinders on the fuselage hardpoints was IMHO enough.

  

Painting and markings

More effort went into this project part. The end of RAF's 74 Squadron at Tengah and the return of the Lightnings to Europe opened a nice historical window for my whif. Since the Tiger Squadron's aircraft sported a natural metal finish, partly with black fins (accidentally, the Matchbox kit offers just the correct decal/painting option), I decided that the RSAF would keep their aircraft this way: without camouflage, just RSAF markings, with some bold and highly visible colors added.

A SEA scheme (as on the RSAF Hunters, Strikemasters of Skyhawks) would have been another serious option and certainly look weird on a Lightning, as well as a three-tone gray wraparound low-viz scheme as used on the F-5E/S fighters, plausible in the 80ies onwards.

 

Testors Aluminum Metallizer was used as basic color, but several other shades including Steel and Titanium Metallizer, Testors normal Aluminum enamel paint, Humbrol 11 and 56 as well as Revell Aqua Color Aluminum were used for selected surface portions or panels all around the hull.

 

The spine including the cockpit frame was painted black. Using RSAF's 140 Squadron's colors as a benchmark, the fin received a checkered decoration in black and red, reminiscent of RAF 56 Squadron Lightnings. This was created through a black, painted base, onto which decals - every red field was cut from a red surface sheet from TL Modellbau - were transferred. Sounds horrible, but it was easier and more exact than expected. A very convenient solution with sharp edges and good contrast. A red trim line, 1mm wide, was added as a decal along the spine in a similar fashion.

 

The squadron emblem on the Lightning's nose was created through the same scratch method: from colored 1.5mm wide stripes, 3mm pieces were cut and applied one by one to form the checkered bar. The swift emblem comes from a 1:48 sheet for French WWI aircraft, made by Peddinghaus Decals from Germany. The overall look was supposed to be similar to the (real) 140 Squadron badge.

 

As a consequence, this created a logical problem: where to put the national roundel? Lightnings usually wore them on the nose, but unlike RAF style (where a bar was added around the roundel), I used RSAF Hunters as benchmark.

The RSAF roundels were a challenge. In order not to cramp the nose section too much I decided to place the roundels behind the wings. Not the must prominent position, but plausible. I originally wanted to use decals from the current 1:72 Airfix BAC Strikemaster kit, but they turned out to be too small.

After long search I was happy to find a 1:48 aftermarket decal sheet from Morgan Decals for an A-4S, with full color yin-yang roundels - in Canada! It took three weeks to wait for these parts, though, even though work had to wait for this final but vital detail !

 

As a side not, AFAIK any RSAF aircraft only carried and carries these roundels on the fuselage sides, not on the wings' upper or lower surfaces? It leaves the model a bit naked, so I decided to add 'RSAF' letters and the tactical code '237' to the wings' upper and lower sides. But the fin is surely bold enough to compensate ;)

 

The cockpit interior was painted in Medium Sea Gray (Humbrol 27), the landing gear and the wells in a mix of Humbrol 56 and 34, for a light gray with a metallic shimmer.

 

Other details include the white area behind the cockpit, which contained an AVPIN/isopropyl nitrate tank for the Lightning's start engine. Hazardous stuff - the light color was to prevent excessive heating in the sun, a common detail for Lightnings used in Cyprus. Another piece that took some effort was the shaggy nose cone, which was painted in a mix of Humbrol 56 and 86 and received some serious dry painting in light gray and ochre.

 

Stencils etc. were taken from an extensive aftermarket sheet for Lightnings from Xtradecal (X72096). The Matchbox decal sheet of PK-114 just offers the ejection seat warning triangles - that's all! The later T.55 kit is much better in this regard, but still far from being complete.

 

After decal application and to enhance the metallic look, the kit received a careful rubbing with finely grinded graphite, which, as a side effect, also emphasized the raised panel lines. A little dry painting was done around some exhaust openings, but nothing to make the aircraft look really old. This is supposed to be a bright and well-maintained interceptor!

 

Finally, the kit received a thin coat with glossy acrylic varnish, the spine and fin received a semi-matt coat and the black glare shield in front of the cockpit became matt.

   

A pretty straightforward build for the Asiarama group build, and with best regards and credits to Nick who came up with the original idea. Most work went into the decals and the NMF finish. I like the bold colors, and despite being flamboyant, they do not make the Lightning look too far out of place?

 

As a final note: XR773 never ended up in Singapore service, just like any BAC Lightning. In real life, the aircraft (first flight was in February 1966 with Roly Beamont at the controls) was transferred from 74 Squadron at RAF Tengah to Akrotiri in late 1971 and had a pretty long life, further serving with 56, 5 and 11 Squadrons as well as the Lightning Training Flight. And even then it’s life was far from over: XR773 is one of the Lightning survivors; in South Africa it flew in private hands as ZU-BEW until 2010, when it was grounded and the airframe put up to sale.

How can God create a creature so capable of perfect unconditional love and loyalty and then give it such a short life span? Today our hearts are broken as we say goodbye to Maya. She is the best.

 

She was instinctively a herding dog and her favorite thing to herd is me. Almost every day she were gently take my hand into her mouth and lead me to the kitchen pantry which just happens to be where we keep the treats. And then she would point at the door just in case I didn't remember where they were kept. And then she would just stare at me with those big brown eyes until I caved and gave her a biscuit. How could I ever refuse?

+++ 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 Focke Wulf Ta 338 originated as a response of request by the RLM in mid 1943 for an aircraft capable of vertical takeoff and landing (VTOL), optimized for the interceptor and point defense role and without a hazardous liquid rocket engine as means of propulsion. In the course of the year, several German manufacturers responded with a multitude of highly innovative if not unusual design, including Heinkel with the ducted fan project "Lerche", Rheinmetall-Borsig with a jet-powered tailsitter, and Focke Wulf. This company’s engineering teams submitted two designs: the revolutionary "Triebflügel" concept and the more conservative, yet still futuristic "P.03.10338" tail sitter proposal, conceived by Focke Wulf’s leading engineer Kurt Tank and Walter Kappus from BMW, responsible for the engine development.

 

The P.03.10338 was based on the proven Fw 190 fighter, but the similarities were only superficial. Only the wings and a part of the fuselage structure around the cockpit would be used, but Tank assumed that using existing parts and tools would appreciably reduce development and production time.

A great part of the fuselage structure had to be re-designed to accommodate a powerful BMW 803 engine and its integral gearbox for an eight-bladed contraprop.

 

The BMW 803 was BMW's attempt to build a high-output aircraft engine, primarily for heavy bombers, by basically "coupling" two BMW 801 engines back-to-back into a single and very compact power unit. The result was a 28-cylinder, four-row radial engine, each comprising a multiple-bank in-line engine with two cylinders in each bank, which, due to cooling concerns, were liquid cooled.

 

This arrangement was from the start intended to drive independent contra-rotating propellers, in order to avoid stiffness problems with the whole engine driving just a single crankshaft and also to simply convert the raw power of this unit into propulsion. The front half of the engine drove the front propeller directly, while the rear engine drove a number of smaller shafts that passed between the cylinders of the front engine before being geared back together to drive the rear prop. This complex layout resulted in a rather large and heavy gearbox on the front of the engine, and the front engine needing an extended shaft to "clear" that gearbox. The four-row 803 engine weighed 2,950 kg (6,490 lb) dry and 4,130 kg (9,086 lb) fully loaded, and initial versions delivered 3,900 PS (3,847 hp; 2,868 kW).

 

While the engine was heavy and there were alternatives with a better weight/output ratio (e. g. the Jumo 222), the BMW 803 was favored for this project because it was the most powerful engine available, and it was relatively compact so that it could be fitted into a fighter's airframe. On the P.03.10338 it drove an all-metal, eight-blade contraprop with a diameter of 4,25 m (13 ft 11 in).

 

In order to accept this massive engine, the P.03.10338’s structure had to be stiffened and the load-bearing structures re-arranged. The aircraft kept the Fw 190's wing structure and surface, but the attachment points at the fuselage had to be moved for the new engine mount, so that they ended up in mid position. The original space for the Fw 190's landing gear was used for a pair of radiator baths in the wings' inner leading edge, the port radiator catering to the front engine half while the radiator on starboard was connected with the rear half. An additional annular oil and sodium cooler for the gearbox and the valve train, respectively, was mounted in the fuselage nose.

 

The tail section was completely re-designed. Instead of the Fw 190's standard tail with fin and stabilizers the P.03.10338’s tail surfaces were a reflected cruciform v-tail (forming an x) that extended above and below the fuselage. On the four fin tips, aerodynamic bodies carried landing pads while the fuselage end contained an extendable landing damper. The pilot sat in a standard Fw 190 cockpit, and the aircraft was supposed to start and land vertically from a mobile launch pad. In the case of an emergency landing, the lower stabilizers could be jettisoned. Nor internal armament was carried, instead any weaponry was to be mounted under the outer wings or the fuselage, in the form of various “Rüstsätze” packages.

 

Among the many exotic proposals to the VTOL fighter request, Kurt Tank's design appeared as one of the most simple options, and the type received the official RLM designation Ta 338. In a rush of urgency (and maybe blinded by clever Wunderwaffen marketing from Focke Wulf’s side), a series of pre-production aircraft was ordered instead of a dedicated prototype, which was to equip an Erprobungskommando (test unit, abbreviated “EK”) that would evaluate the type and develop tactics and procedures for the new fighter.

 

Fueled by a growing number of bomber raids over Germany, the “EK338” was formed as a part of JG300 in August 1944 in Schönwalde near Berlin, but it took until November 1944 that the first Ta 338 A-0 machines were delivered and made operational. These initial eight machines immediately revealed several flaws and operational problems, even though the VTOL concept basically worked and the aircraft flew well – once it was in the air and cruising at speeds exceeding 300 km/h (186 mph).

 

Beyond the many difficulties concerning the aircraft’s handling (esp. the landing was hazardous), the lack of a landing gear hampered ground mobility and servicing. Output of the BMW 803 was sufficient, even though the aircraft had clear limits concerning the take-off weight, so that ordnance was limited to only 500 kg (1.100 lb). Furthermore, the noise and the dust kicked up by starting or landing aircraft was immense, and servicing the engine or the weapons was more complicated than expected through the high position of many vital and frequently tended parts.

 

After three Ta 338 A-0 were lost in accidents until December 1944, a modified version was ordered for a second group of the EK 338. This led to the Ta 338 A-1, which now had shorter but more sharply swept tail fins that carried single wheels and an improved suspension under enlarged aerodynamic bodies.

This machine was now driven by an improved BMW 803 A-2 that delivered more power and was, with an MW-50 injection system, able to produce a temporary emergency output of 4.500 hp (3.308 kW).

 

Vertical start was further assisted by optional RATO units, mounted in racks at the rear fuselage flanks: either four Schmidding SG 34 solid fuel booster rockets, 4.9 kN (1,100 lbf) thrust each, or two larger 9.8 kN (2,203 lbf) solid fuel booster rockets, could be used. These improvements now allowed a wider range of weapons and equipment to be mounted, including underwing pods with unguided rockets against bomber pulks and also a conformal pod with two cameras for tactical reconnaissance.

 

The hazardous handling and the complicated maintenance remained the Ta 338’s Achilles heel, and the tactical benefit of VTOL operations could not outbalance these flaws. Furthermore, the Ta 338’s range remained very limited, as well as the potential firepower. Four 20mm or two 30mm cannons were deemed unsatisfactory for an interceptor of this class and power. And while bundles of unguided missiles proved to be very effective against large groups of bombers, it was more efficient to bring these weapons with simple and cheap vehicles like the Bachem Ba 349 Natter VTOL rocket fighter into target range, since these were effectively “one-shot” weapons. Once the Ta 338 fired its weapons it had to retreat unarmed.

 

In mid 1945, in the advent of defeat, further tests of the Ta 338 were stopped. I./EK338 was disbanded in March 1945 and all machines retreated from the Eastern front, while II./EK338 kept defending the Ruhrgebiet industrial complex until the Allied invasion in April 1945. Being circled by Allied forces, it was not possible to evacuate or destroy all remaining Ta 338s, so that at least two more or less intact airframes were captured by the U.S. Army and later brought to the United States for further studies.

  

General characteristics:

Crew: 1

Length/height on the ground: 10.40 m (34 ft 2 in)

Wingspan: 10.50 m (34 ft 5 in)

Fin span: 4:07 m (13 ft 4 in)

Wing area: 18.30 m² (196.99 ft²)

Empty weight: 11,599 lb (5,261 kg)

Loaded weight: 16,221 lb (7,358 kg)

Max. takeoff weight: 16,221 lb (7,358 kg)

 

Powerplant:

1× BMW 803 A-2 28-cylinder, liquid-cooled four-row radial engine,

rated at 4.100 hp (2.950 kW) and at 4.500 hp (3.308 kW) with emergency boost.

4x Schmidding SG 34 solid fuel booster rockets, 4.9 kN (1,100 lbf) thrust each, or

2x 9.8 kN (2,203 lbf) solid fuel booster rockets

 

Performance:

Maximum speed: 860 km/h (534 mph)

Cruise speed: 650 km/h (403 mph)

Range: 750 km (465 ml)

Service ceiling: 43,300 ft (13,100 m)

Rate of climb: 10,820 ft/min (3,300 m/min)

Wing loading: 65.9 lb/ft² (322 kg/m²)

 

Armament:

No internal armament, any weapons were to be mounted on three hardpoints (one under the fuselage for up to 1.000 kg (2.200 lb) and two under the outer wings, 500 kg (1.100 lb) each. Total ordnance was limited to 1.000 kg (2.200 lb).

 

Various armament and equipment sets (Rüstsätze) were tested:

R1 with 4× 20 mm (.79 in) MG 151/20 cannons

R2 with 2x 30 mm (1.18 in) MK 213C cannons

R3 with 48x 73 mm (2.874 in) Henschel Hs 297 Föhn rocket shells

R4 with 66x 55 mm (2.165 in) R4M rocket shells

R5 with a single 1.000 kg (2.200 lb) bomb under the fuselage

R6 with an underfuselage pod with one Rb 20/20 and one Rb 75/30 topographic camera

  

The kit and its assembly:

This purely fictional kitbashing is a hardware tribute to a highly inspiring line drawing of a Fw 190 VTOL tailsitter – actually an idea for an operational RC model! I found the idea, that reminded a lot of the Lockheed XFV-1 ‘Salmon’ prototype, just with Fw 190 components and some adaptations, very sexy, and so I decided on short notice to follow the urge and build a 1:72 version of the so far unnamed concept.

 

What looks simple (“Heh, it’s just a Fw 190 with a different tail, isn’t it?”) turned out to become a major kitbashing. The basis was a simple Hobby Boss Fw 190 D-9, chose because of the longer tail section, and the engine would be changed, anyway. Lots of work followed, though.

 

The wings were sliced off and moved upwards on the flanks. The original tail was cut off, and the cruciform fins are two pairs of MiG-21F stabilizers (from an Academy and Hasegawa kit), outfitted with reversed Mk. 84 bombs as aerodynamic fairings that carry four small wheels (from an 1:144 T-22M bomber) on scratched struts (made from wire).

 

The cockpit was taken OOB, only a pilot figure was cramped into the seat in order to conceal the poor interior detail. The engine is a bash from a Ju 188’s BMW 801 cowling and the original Fw 190 D-9’s annular radiator as well as a part of its Jumo 213 cowling. BMW 801 exhaust stubs were inserted, too, and the propeller comes from a 1:100 VEB Plasticart Tu-20/95 bomber.

 

Since the BMW 803 had liquid cooling, radiators had to go somewhere. The annular radiator would certainly not have been enough, so I used the space in the wings that became available through the deleted Fw 190 landing gear (the wells were closed) for additional radiators in the wings’ leading edges. Again, these were scratched with styrene profiles, putty and some very fine styrene mesh.

 

As ordnance I settled for a pair of gun pods – in this case these are slipper tanks from a Hobby Boss MiG-15, blended into the wings and outfitted with hollow steel needles as barrels.

  

Painting and markings:

Several design options were possible: all NMF with some colorful markings or an overall RLM76 finish with added camouflage. But I definitively went for a semi-finished look, inspired by late WWII Fw 190 fighters.

 

For instance, the wings’ undersides were partly left in bare metal, but the rudders painted in RLM76 while the leading edges became RLM75. This color was also taken on the wings’ upper sides, with RLM82 thinly painted over. The fuselage is standard RLM76, with RLM82 and 83 on the upper side and speckles on the flanks. The engine cowling became NMF, but with a flashy ‘Hartmann Tulpe’ decoration.

 

Further highlights are the red fuselage band (from JG300 in early 1945) and the propeller spinner, which received a red tip and segments in black and white on both moving propeller parts. Large red “X”s were used as individual aircraft code – an unusual Luftwaffe practice but taken over from some Me 262s.

 

After a light black ink wash some panel shading and light weathering (e.g. exhaust soot, leaked oil, leading edges) was done, and the kit sealed under matt acrylic varnish.

  

Building this “thing” on the basis of a line drawing was real fun, even though challenging and more work than expected. I tried to stay close to the drawing, the biggest difference is the tail – the MiG-21 stabilizers were the best option (and what I had at hand as donation parts), maybe four fins from a Hawker Harrier or an LTV A-7 had been “better”, but now the aircraft looks even faster. ;)

Besides, the Ta 338 is so utterly Luft ’46 – I am curious how many people might take this for real or as a Hydra prop from a contemporary Captain America movie…

who says men aren't capable?

This is a manipulated image for the Down Under Challenge

 

Click the image for the Lightbox close up

 

The original image is in the first Comment box, you may have to click it open to see it Flickr

Inside Cell 3,

 

This cell was capable of testing supersonic engines and is almost completely underground.

 

Entry was 'interesting'!

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).

 

The space-capable VF-1's combat debut was on February 7, 2009, during the Battle of South Ataria Island - the first battle of Space War I - and remained the mainstay fighter of the U.N. Spacy for the entire conflict. Introduced in 2008, the VF-1 would be out of frontline service just five years later, though.

 

The VF-1 proved to be an extremely capable craft, successfully combating a variety of Zentraedi mecha even in most sorties, which saw UN Spacy forces significantly outnumbered. The versatility of the Valkyrie design enabled the variable fighter to act as both large-scale infantry and as air/space superiority fighter.

 

The basic VF-1 fighter was deployed in four minor variants (designated A, D, J, and S) and its success was increased by continued development of various enhancements including the GBP-1S "Armored" Valkyrie, FAST Pack "Super" Valkyrie and the additional RÖ-X2 heavy cannon pack weapon system for the VF-1S for additional firepower.

 

From the basic fighter variant and the standard VF-1 airframe, several sub-versions were produced for specialized tasks, one of these being two dedicated reconnaissance variants of the Valkyrie. The respective VR-1A, the first variant to be fielded, was a one-man all-weather electronic warfare and reconnaissance version, more or less a direct conversion of the Standard VF-1A fighter with a defensive electronics suite and the capability to carry reconnaissance equipment in a ventral pod (instead of the GU-11 gun pod). The soon following VR-1D was based on the trainer two-seater, and a much more sophisticated design. Its biggest operational benefit was a dedicated systems operator on the back seat so that the pilot could focus on the task of reaching mission targets, mostly in low-level high speed flight, using terrain contours for a stealthy approach. As a consequence, the VR-1A was only manufactured in small numbers by Northrop during 2009 and 2010, while the more prolific, versatile and efficient VR-1D was manufactured by Rockwell Bell from early 2010 onwards until 2014.

 

In addition to the standard electronic warfare suit carried by all VF-1 Valkyrie fighters both reconnaissance types carried two multi-frequency radar warning receivers on the vertical stabilizers, making this detail the most obvious difference to the fighters. Many VR-1s carried, instead of the fighter's intercept radar, specialized sensor equipment in their noses, including cameras in different configurations, mapping radars or radiation and atmospheric sampling and analysis equipment. Despite the different nose and equipment configurations, the VR-1s normally did not receive a special designation, the crew number and the airframe ancestry being the only nomination factor.

 

Furthermore, a wide range of special equipment could be carried, the most common ordnance being a pair of optional conformal radar jamming pod pallets that could be mounted onto the leg/engine nacelles’ flanks.

 

The VR-1s operated, except for the integral lasers in the standard A or D head units and IR-guided AMM-1 missiles for self-defense, generally unarmed and, if possible, in clean configuration, for maximum low level speed and agility. Instead of the fighter's standard GU-11 gun pod (which could be carried, though), both VR types typically carried various Tactical Aerial Camera System (TACS) and Synthetic Aperture Radar (SAR) pods under the fuselage. Furthermore, they could also carry a wide range of special ordnance like ECM and chaff/flare pods under the wings, as well as a pair of drop tanks to increase range and loiter time.

 

In order to retain some limited offensive combat capabilities against aerial and ground targets alike, many reconnaissance Valkyries received during their career and the standard fighters’ MLU program (see below) an infrared search and track (IRST) system, mounted in front of the cockpit. Sometimes an infrared jamming system was added in a fairing to the bottom of the nose, too, when applicable. Alternatively, the same system could be carried externally as a pod on one of the outer pylons.

 

After the end of Space War I, the VF-1 continued to be manufactured both in the Sol system and throughout the UNG space colonies. Although the VF-1 would be replaced in 2020 as the primary Variable Fighter of the U.N. Spacy by the more capable, but also much bigger, VF-4 Lightning III, a long service record and continued production after the war proved the lasting worth of the design.

 

The versatile aircraft also underwent constant upgrade programs, leading to improved versions like the VF-1N and P. For instance, about a third of all VF-1 Valkyries were upgraded with Infrared Search and Track (IRST) systems from 2016 onwards. Many Valkyries also received improved ECM and radar warning systems, with emitters/receivers, depending on the systems, mounted on the wing-tips, on the fins and/or on the LERXs.

 

The VF-1 was without doubt the most recognizable variable fighter of Space War I and was seen as a vibrant symbol of the U.N. Spacy even into the first year of the New Era 0001 in 2013. At the end of 2015 the final rollout of the VF-1 was celebrated at a special ceremony, commemorating this most famous of variable fighters. The VF-1 Valkryie was built from 2006 to 2013 with a total production of 5,459 VF-1 variable fighters in its multitude of variants.

 

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. Spacy Marines

 

Accommodation:

Single pilot in Marty & Beck Mk-7 zero/zero ejection seat

 

Dimensions:

Fighter Mode:

Length 14.23 meters

Wingspan 14.78 meters (at 20° minimum sweep)/8.30 meters (at 70° maximum 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

 

Powerplant:

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 (1x counter reverse vernier thruster nozzle mounted on the side of each leg nacelle/air intake, 1x 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 build was inspired by a Macross source book find, but the build did not go without a personal twist, and therefore it is not 100% canonical. The VR-1D two seater recce Valkyrie as such is “real”, though, and the basis for the build was a standard 1:100 VF-1D Arii kit. Beyond the standard improvements with extra blade antennae and two pilot figures for in-flight display, I did some other changes in order to get away from the standard VF-1D look.

 

One of these are the radar sensors on top of the fins - carved from 1.5mm styrene sheet and replacing the original fin tips. On the nose flanks I added flat SLAR antennae, which I extended downwards so that the familiar VF-1 nose would appear quite different (inspired by the Grumman F9F-8P’s outlines). The panels are 0.5mm styrene sheet and blended into the fuselage with putty. In front of the cockpit an IRST sensor was added, actually a simple piece of sprue.

 

The conformal ECM fairings on the legs were originally drop tank halves (from a Matchbox Saab 29), reduced in depth so far that only shallow bulges remained.

 

Instead of the GU-11 gun pod under the fuselage I used a camera pod from an 1:72 Luftwaffe Tornado. This is a little massive for the slender 1:100 Valkyrie, but the camera ports and the overall shape and length were just too promising. I cut away the original attachment pylon, reversed the pod, cut off its rounded rear section and added an spherical, clear “eye ball” at the front end (which is actually a ball joint from a vintage Matchbox aircraft display :D).

A vertical styrene tube was used to mount the pod under the Valkyrie, and it is at the same time an adapter for my standard wire display, so that the VR-1D can be presented in flight, with the landing gear tucked up.

  

Painting and markings:

The paint scheme is based on the rather unique (if not surreal, but effective!) low-level camouflage carried by some of the JASDF's RF-4EJs, operated by the 501st Hikotai (beyond a maritime and a Europe One scheme), as well as the F-1. As far as I could find out, the upper tones are FS 34097, 34108 and 30372, and white from below, while the pattern itself is identical to the Phantom II’s USAF SEA scheme.

 

The tones I used are Humbrol 168 (Hemp), a mix of 101 (Mid Green) and a little 76 Uniform Green, for a more bluish hue, and a mix of 108 (WWI Green) with some 252 (RLM 82). Instead of white, I rather used a very light grey (Humbrol 147, FS 36495) for the undersides.

Later, after a black ink washing, these basic colors were lightened through panel post-shading with slightly more pale mixes of these tones.

 

The cockpit was painted in canonical colors, with a medium grey interior, black ejection seats and red brown cushions. The air intakes became dark grey (Revell 77). Since the Valkyrie would be displayed in flight, with the thick and distorting canopy closed, only basic painting was done inside, including the two figures - they just received a basic Macross pilot suit look, but, as a personal twist, the crew received different jumpsuits in red and blue.

 

The markings were mostly taken from the OOB sheet (with full color kite roundels, making this aircraft look even more JASDF-ish, plus some typical stencils), extras are the 501 Hikotai's famous woodpecker emblem from a Hasegawa 1:72 Phantom II kit and the USN style modex. The dielectric fairings on the nose were created with ivory decal sheet, other antenna covers were painted with Humbrol 7. The exhausts/feet were painted with Modelmaster Titanium Metallizer.

Finally, the kit received an overall coat with matt acrylic varnish (Italeri).

  

Another VF-1 for the collection, this time a kind of JASDF tribute build – and a mix between canonical and personal elements. However, an interesting result - the "real" JASDF paint scheme looks a little odd, but somehow the camouflage suits the VF-1 well?

 

SCENE ONE, Oscorp Building

~~~~~~~~~~~~~~~~~~~~~~~~~

Adrian Tombs is a scientist at Oscorp. Right now, is angrily walking towards his boss, Norman Osborn. You see, Tombs made something he called "Tech Flight". Which, is a pair of metal wings, capable of flight, which would be sent off to the military for battle. Adrian worked years on this project, and he was very proud when he finally created them. Unfortunately, Norman didn't end up selling them. He ended up selling something he called the "Tech Flight Glider", a device capable of being stood on, and flying. Adrian was furious that Norman wouldn't sell his project, and even steal it's name. That is why he's angry.

 

Adrian: Mr. Osborn, I'd like a word with you.

 

Norman: Ah yes, Professor Tombs. What's wrong?

 

Adrian: ...Are you serious?! I am speaking about what you did to my project, stealing the name?! I'm astounded you have the nerve to do such a thing.

 

Norman walks over to Tombs, looking down on him...

 

Norman: Listen, buzzard. I run a company.

 

Norman moves his hand, showing off his enormous building.

 

Norman: And this company owns you. So think before you speak up, because you're one strike away from being on the street.

 

Adrian: Y-Yes... Sir!

 

Adrian walks off, worried, but deep in his brain he wasn't scared of Norman... He was just angry... And he wanted revenge.

 

SCENE TWO, Midtown High

~~~~~~~~~~~~~~~~~~~~~~~~~

It's lunch time at Midtown High, after getting some food, Peter sits down at a table with Gwen Stacy, Harry Osborn, and Ned Leeds.

 

Peter: Hey, guys.

 

Gwen: Hi!

 

Ned: Pssst..! Peter. Heads up..!

 

Peter's brain: What is he talking about-...

 

Peter's spider-sense tingled, as he turned around to see Mary Jane walking over to sit down.

 

Peter: Oh-...

 

Peter's brain: Fu-

 

Mary Jane sits down...

 

Harry: Hello.

 

Gwen: Everyone, this is my friend, MJ.

 

Mary Jane looks over at Peter...

 

MJ: Hey... Are you that guy who said I was pretty?

 

Peter: I don't know what you're talking about...

 

Suddenly, Peter's sense tingled again... He looked out the window, the nearby Oscorp building was falling!!!

 

Harry: Holy crap! My dad's in there!!!

 

Student "Flash Thompson" gets up from his seat...

 

Flash: Everybody!

 

He points at the falling building...

 

Flash: Run for your lives!!!

 

All the students started running in different directions, screaming... Teachers tried to settle them, but to no use...

 

Peter's brain: Distraction..! Perfect...

 

Peter ran into a locker room, changed into his costume, and swung out a window to save the day!

 

SCENE THREE, Exploding Oscorp Building

~~~~~~~~~~~~~~~~~~~~~~~~~

A man in a green suit with wings flew in front of the window of Oscorp, as Norman Osborn noticed him...

 

Norman: W-who are you?!!

 

He took off his mask...

 

Winged Man: You knew me as Tombs, Osborn... But I go by a new title...

 

He smashed the window, and grabbed Norman by the throat, pulling him into the air!

 

Winged Man: I... Am the Vulture.

 

Tombs drops Norman 50 feet in the air!!!!

 

Norman: Aghhh!!!

 

Suddenly, Spider-Man swings in and creates a large padding of webs in the air to save Norman!!!

 

Norman: *uff*...

 

Spider-Man: Sup, winged... guy!

 

Vulture: Spider-Man!!!

 

Vulture flies down, grabs Norman, and flies away!

 

Spider-Man: Shoot...

 

Spider-Man swings after Vulture!

 

Norman: Agh! W-..Why are you doing this, Adrian?!

 

Vulture: My name's the Vulture!!!

 

Spider-Man: Ah, that's what I call you!

 

Vulture grabbed his blaster, turned around, and fired it as Spider-Man!

 

Spider-Man: Hey! Lemme get to know you first!

 

Spider-Man dodged every shot, then grabbed Norman, placed him on the ground, and swung towards the building!

 

Spider-Man: Okay, time for the next difficult thing!

 

Spider-Man swung through different windows, saving every single person in the building!

 

Civilian: Thank you, Spider-Man!

 

Spider-Man placed everyone he saved on the ground, as the building fell to the ground!

 

Norman: My enterprise...

 

Norman fell on his knees...

 

Vulture: That's not good enough!!!

 

Vulture tried to grab Norman again, but Spider-Man swung and kicked him in the chest, knocking him down! Spidey then used his webs to stick him to a street light!

 

Vulture: Damn it, damn it, damn it!!!

 

Spider-Man: Welp, that's enough of that!

 

Spidey looked over at the civilians...

 

Spider-Man: If the cops come, tell them to put that guy in prison!

 

He pointed at Vulture...

 

Civilian: Okay!

 

Spidey wall runs on a building, and begins swinging...

 

Peter's brain: Welp, that was a good day. Hopefully the destruction distracts MJ from remembering what I said to her...

 

Spider-Man: Woo hoo! I am Spider-Man!

 

~Madam Web

  

The hippopotamus, hippopotamuses or hippopotami, also shortened to hippo, hippos or Hippopotamus amphibius, further qualified as the common hippopotamus, Nile hippopotamus, or river hippopotamus, is a large semiaquatic mammal native to sub-Saharan Africa. It is one of only two extant species in the family Hippopotamidae, the other being the pygmy hippopotamus (Choeropsis liberiensis or Hexaprotodon liberiensis). Its name comes from the ancient Greek for "river horse" (ἱπποπόταμος).

 

After elephants and rhinoceros, the hippopotamus is the next largest land mammal. It is also the largest extant land artiodactyl. Despite their physical resemblance to pigs and other terrestrial even-toed ungulates, the closest living relatives of the hippopotamids are cetaceans (whales, dolphins, porpoises, etc.), from which they diverged about 55 million years ago. Hippos are recognisable for their barrel-shaped torsos, wide-opening mouths with large canine tusks, nearly hairless bodies, pillar-like legs, and large size: adults average 1,500 kg (3,300 lb) for bulls (males) and 1,300 kg (2,900 lb) for cows (females). Despite its stocky shape and short legs, it is capable of running 30 km/h (19 mph) over short distances.

 

Hippos inhabit rivers, lakes, and mangrove swamps. Territorial bulls each preside over a stretch of water and a group of five to thirty cows and calves. Mating and birth both occur in the water. During the day, hippos remain cool by staying in water or mud, emerging at dusk to graze on grasses. While hippos rest near each other in the water, grazing is a solitary activity and hippos typically do not display territorial behaviour on land. Hippos are among the most dangerous animals in the world due to their aggressive and unpredictable nature. They are threatened by habitat loss and poaching for their meat and ivory (canine teeth).

 

Etymology

The Latin word hippopotamus is derived from the ancient Greek ἱπποπόταμος (hippopótamos), from ἵππος (híppos) 'horse' and ποταμός (potamós) 'river', together meaning 'horse of the river'. In English, the plural is "hippopotamuses", but "hippopotami" is also used.

 

Taxonomy and origins

Classification

The modern hippopotamus and the pygmy hippopotamus are the only living members of the family Hippopotamidae. Some taxonomists place hippos and anthracotheres in the superfamily Anthracotheroidea. Hippopotamidae are classified along with other even-toed ungulates in the order Artiodactyla.

  

Detail of the head

Five subspecies of hippos have been described based on morphological differences in their skulls as well as differences in geographical range:

 

H. a. amphibius – (the nominate subspecies) ranges from Gambia east to Ethiopia and then south to Mozambique and historically ranged as far north as Egypt; its skull is distinguished by a moderately reduced preorbital region, a bulging dorsal surface, elongated mandibular symphysis and larger chewing teeth.

H. a. kiboko – found in Kenya and Somalia; was noted to be smaller and more lightly coloured than other hippos with wider nostrils, somewhat longer snout and more rounded and relatively raised orbits with the space between them being incurved.

H. a. capensis – found in Zambia and South Africa; distinguished by wider orbits.

H. a. tschadensis – ranges between Chad and Niger; featured a slightly shorter but broader face, and pronounced, forward-facing orbits.

H. a. constrictus – ranged from the southern Democratic Republic of Congo to Angola and Namibia; skull characterised by a thicker preorbital region, shorter snout, flatter dorsal surface, reduced mandibular symphysis and smaller chewing teeth.

The suggested subspecies above were never widely used or validated by field biologists; the described morphological differences were small enough that they could have resulted from simple variation in nonrepresentative samples. A study examining mitochondrial DNA from skin biopsies taken from 13 sampling locations found "low, but significant, genetic differentiation" among H. a. amphibius, H. a. capensis, and H. a. kiboko. Neither H. a. tschadensis nor H. a. constrictus have been tested.

 

Evolution

Until 1909, naturalists classified hippos together with pigs based on molar patterns. Several lines of evidence, first from blood proteins, then from molecular systematics and DNA and the fossil record, show their closest living relatives are cetaceans (whales, dolphins, and porpoises). The common ancestor of hippos and whales branched off from Ruminantia and the rest of the even-toed ungulates; the cetacean and hippo lineages split soon afterwards.

 

Artiodactyla

Tylopoda

Artiofabula

Suina

Cetruminantia

Ruminantia

Whippomorpha

Hippopotamidae

Cetacea

  

Anthracotherium magnum from the Oligocene of Europe

The most recent theory of the origins of Hippopotamidae suggests hippos and whales shared a common semiaquatic ancestor that branched off from other artiodactyls around 60 million years ago. This hypothesised ancestral group likely split into two branches again around 54 million years ago.

 

One branch would evolve into cetaceans, possibly beginning about 52 million years ago, with the protowhale Pakicetus and other early whale ancestors collectively known as Archaeoceti. This group eventually underwent aquatic adaptation into the completely aquatic cetaceans. The other branch became the anthracotheres, a large family of four-legged beasts, the earliest of which in the late Eocene would have resembled skinny hippos with comparatively smaller, narrower heads. All branches of the anthracotheres, except that which evolved into Hippopotamidae, became extinct during the Pliocene, leaving no descendants.

 

A rough evolutionary lineage of the hippo can thus be traced from Eocene and Oligocene species: from Anthracotherium and Elomeryx to the Miocene species Merycopotamus and Libycosaurus and finally the very latest anthracotheres in the Pliocene. These groups lived across Eurasia and Africa. The discovery of Epirigenys in East Africa, which was likely a descent of Asian anthracotheres and a sister taxon to Hippopotamidae, suggests that hippo ancestors entered Africa from Asia around 35 million years ago. An early hippopotamid is the genus Kenyapotamus, which lived in Africa from 15 to 9 million years ago. Hippopotamid species would spread across Africa and Eurasia, including the modern pygmy hippo. From 7.5 to 1.8 million years ago, a possible ancestor to the modern hippo, Archaeopotamus, lived in Africa and the Middle East. The oldest records of the genus Hippopotamus date to the Pliocene (5.3-2.6 million years ago). The oldest unambiguous records of the modern H. amphibius date to the Middle Pleistocene, though there are possible Early Pleistocene records.

 

Extinct species

Three species of Malagasy hippopotamus became extinct during the Holocene on Madagascar, the last of them within the past 1,000 years. The Malagasy hippos were smaller than the modern hippo, a likely result of the process of insular dwarfism. Fossil evidence indicates many Malagasy hippos were hunted by humans, a factor in their eventual extinction. Isolated individual Malagasy hippos may have survived in remote pockets; in 1976, villagers described a living animal called the kilopilopitsofy, which may have been a Malagasy hippo.

 

Hippopotamus gorgops from the Early Pleistocene-early Middle Pleistocene of Africa and West Asia grew considerably larger than the living hippopotamus, with an estimated body mass of over 4,000 kilograms (8,800 lb). Hippopotamus antiquus ranged throughout Europe, extending as far north as Britain during the Early and Middle Pleistocene epochs, before being replaced by the modern H. amphibius in Europe during the latter part of the Middle Pleistocene. The Pleistocene also saw a number of dwarf species evolve on several Mediterranean islands, including Crete (Hippopotamus creutzburgi), Cyprus (the Cyprus dwarf hippopotamus, Hippopotamus minor), Malta (Hippopotamus melitensis), and Sicily (Hippopotamus pentlandi). Of these, the Cyprus dwarf hippo survived until the end of the Pleistocene or early Holocene. Evidence from the archaeological site Aetokremnos continues to cause debate on whether or not the species was driven to extinction, or even encountered, by man.

 

Characteristics

The hippopotamus is a megaherbivore and is exceeded in size among land animals only by elephants and some rhinoceros species. The mean adult weight is around 1,480 kg (3,260 lb) for bulls and 1,365 kg (3,009 lb) for cows. Exceptionally large males have been recorded reaching 2,660 kg (5,860 lb). Male hippos appear to continue growing throughout their lives, while females reach maximum weight at around age 25. Hippos measure 2.90 to 5.05 m (9.5 to 16.6 ft) long, including a tail of about 35 to 56 cm (1.15 to 1.84 ft) in length and 1.30 to 1.65 m (4.3 to 5.4 ft) tall at the shoulder, with males and females ranging 1.40 to 1.65 m (4.6 to 5.4 ft) and 1.30 to 1.45 m (4.3 to 4.8 ft) tall at the shoulder respectively. The species has a typical head-body length of 3.3–3.45 m (10.8–11.3 ft) and an average standing height of 1.4 m (4.6 ft) at the shoulder.

 

Hippos have barrel-shaped bodies with short tails and legs, and an hourglass-shaped skull with a long snout.  Their skeletal structures are graviportal, adapted to carrying their enormous weight, and their dense bones and low centre of gravity allows them to sink and move along the bottom of the water. Hippopotamuses have small legs (relative to other megafauna) because the water in which they live reduces the weight burden. The toes are webbed and the pelvis rests at an angle of 45 degrees.  Though chubby-looking, hippos have little fat.  The eyes, ears, and nostrils of hippos are placed high on the roof of their skulls. This allows these organs to remain above the surface while the rest of the body is submerged.  The nostrils and ears can close when underwater while nictitating membranes cover the eyes.  The vocal folds of the hippo are more horizontally positioned, much like cetaceans. Underneath are throat tissues, where vibrations are transmitted to produce underwater calls.

  

Characteristic "yawn" of a hippo

The hippo's jaw is powered by huge masseter and digastric muscles which give them large, droopy cheeks. The jaw hinge allows the animal to open its mouth at almost 180°.  A folded orbicularis oris muscle allows the hippo to attain an extreme gape without tearing any tissue. On the lower jaw, the incisors and canines grow continuously, the former reaching 40 cm (1 ft 4 in), while the latter can grow to up to 50 cm (1 ft 8 in). The lower canines are sharpened through contact with the smaller upper canines. The canines and incisors are used mainly for combat instead of feeding. Hippos rely on their flattened, horny lips to grasp and pull grasses which are then ground by the molars.  The hippo is considered to be a pseudoruminant; it has a complex three-chambered stomach, but does not "chew cud".

  

Completely submerged hippo (San Diego Zoo)

Hippo skin is 6 cm (2 in) thick across much of its body with little hair.  The animal is mostly purplish-grey or blue-black, but brownish-pink on the underside and around the eyes and ears. Their skin secretes a natural, red-coloured sunscreen substance that is sometimes referred to as "blood sweat" but is neither blood nor sweat. This secretion is initially colourless and turns red-orange within minutes, eventually becoming brown. Two highly acidic pigments have been identified in the secretions; one red (hipposudoric acid) and one orange (norhipposudoric acid), which inhibit the growth of disease-causing bacteria and their light-absorption profile peaks in the ultraviolet range, creating a sunscreen effect. Regardless of diet, all hippos secrete these pigments so food does not appear to be their source; rather, they may be synthesised from precursors such as the amino acid tyrosine. This natural sunscreen cannot prevent the animal's skin from cracking if it stays out of water too long.

 

The testes of the males do not fully descend and a scrotum is not present. In addition, the penis retracts into the body when not erect. The genitals of the female hippos are unusual in that the vagina is ridged and the vulval vestibule has two large, protruding diverticula. Both of these have an unknown function. 

 

A hippo's lifespan is typically 40 to 50 years.  Donna the Hippo was one of the oldest living hippos in captivity. She lived at the Mesker Park Zoo in Evansville, Indiana, in the US until her death in 2012 at the age of 61. The oldest hippo ever recorded was called Bertha; she had lived in the Manila Zoo in the Philippines since it first opened in 1959. When she died in 2017, her age was estimated to be 65.

 

Distribution and status

During the Middle Pleistocene to the early Late Pleistocene (~500,000–80,000 years ago) Hippopotamus amphibius was present in Europe, extending as far north as England during the Eemian (130–115,000 years ago), with fossils also known from Portugal, Spain, Italy, and Greece. The species first entered Europe between 560,000 and 460,000 years ago, while the last H. amphibius remains in Europe are dated to about 30,000 years ago. Archaeological evidence exists of its presence in the Levant, dating to less than 3,000 years ago. The species was common in Egypt's Nile region during antiquity, but it has since been driven out. According to Pliny the Elder, in his time, the best location in Egypt for capturing this animal was in the Saite nome; the animal could still be found along the Damietta branch of the Nile after the Arab Conquest in 639. Reports of the slaughter of the last hippo in Natal Province were made at the end of the 19th century. Hippos are still found in the rivers and lakes of the northern Democratic Republic of the Congo, Uganda, Tanzania, and Kenya, north through to Ethiopia, Somalia, and Sudan, west to The Gambia, and south to South Africa.

 

Genetic evidence suggests common hippos in Africa experienced a marked population expansion during or after the Pleistocene, attributed to an increase in water bodies at the end of the era. These findings have important conservation implications, as hippo populations across the continent are currently threatened by loss of access to fresh water. Hippos are also subject to unregulated hunting and poaching. The species is included in Appendix II of the Convention on International Trade in Endangered Species (CITES) meaning international export/import (including in parts and derivatives) requires CITES documentation to be obtained and presented to border authorities.

 

As of 2017, the IUCN Red List drawn up by the International Union for Conservation of Nature (IUCN) lists the species as vulnerable, with a stable population estimated between 115,000 and 130,000 animals. The hippo population has declined most dramatically in the Democratic Republic of the Congo. By 2005, the population in Virunga National Park had dropped to 800 or 900 from around 29,000 in the mid-1970s. This decline is attributed to the disruptions caused by the Second Congo War. The poachers are believed to be Mai-Mai rebels, underpaid Congolese soldiers, and local militia groups. Reasons for poaching include the belief hippos are harmful to society, as well as financial gain. As of 2016, the Virunga hippo population appears to have increased again, possibly due to better protection from park rangers, who have worked with local fishermen. The sale of hippo meat is illegal, but black-market sales are difficult for Virunga National Park officers to track. Hippo meat is highly valued in some areas of central Africa and the teeth may be used as a replacement for elephant ivory.

 

A population of hippos exists in Colombia, descended from captive individuals that escaped from Pablo Escobar's estate after his death in 1993. Their numbers grew to 100 by the 2020s and ecologists believe the population should be eradicated, as they are breeding rapidly and are an increasing menace to humans and the environment. Attempts to control them include sterilisation and culling.

 

Behaviour and ecology

Hippos are semiaquatic and require enough water to immerse in, while being close to grass. Like most herbivores, hippos will consume a variety of plants if presented with them in captivity, but their diet in nature consists almost entirely of grass, with only minimal consumption of aquatic plants. They prefer relatively still waters with gently sloping shores, though male hippos may also be found in very small numbers in more rapid waters with rocky slopes.  Hippos mostly live in freshwater habitat, but can be found in estuaries. Despite being semiaquatic, an adult hippo is not a particularly good swimmer, nor can it float. It rarely enters deep water; when it does, the animal moves by bouncing off the bottom. An adult hippo surfaces every four to six minutes, while young need to breathe every two to three minutes.

 

Hippos spend most the day in water to stay cool and hydrated. Just before night begins, they leave the water to forage on land. Hippos usually trot to move quickly on land and can gallop at 30 km/h (19 mph) when needed. They are incapable of jumping but can walk up steep banks. A hippo will travel 3–5 km (1.9–3.1 mi) per night, eating around 40 kg (88 lb) of grass. By dawn, they are back in the water. The hippopotamus sleeps with both hemispheres of the brain resting, as in all land mammals, and usually sleeps on land or in water with the nostrils exposed. Despite this, it may be capable of sleeping while submerged, intermittently surfacing to breathe without waking. They appear to transition between different phases of sleep more quickly than other mammals.

 

Because of their size and their habit of taking the same paths to feed, hippos can have a significant impact on the land across which they walk, keeping the land clear of vegetation and depressing the ground. Over prolonged periods, hippos can divert the paths of swamps and channels. By defecating in the water, the animals also appear to pass on microbes from their gut, affecting the biogeochemical cycle. On occasion, hippos have been filmed eating carrion, usually near the water. There are other reports of meat-eating and even cannibalism and predation. Hippos' stomach anatomy lacks adaptions to carnivory and meat-eating is likely caused by lack of nutrients or just an abnormal behaviour.

 

Social life

It is challenging to study the interaction of bulls and cows because hippos are not sexually dimorphic, so cows and young bulls are almost indistinguishable in the field. Hippo pods fluctuate but can contain over 100 hippos. Although they lie close together, adults develop almost no social bonds. Males establish territories in water but not land, and these may range 250–500 m (270–550 yd) in lakes and 50–100 m (55–109 yd) in rivers. Territories are abandoned when the water dries up. The bull has breeding access to all the cows in his territory. Younger bachelors are allowed to stay as long as they defer to him. A younger male may challenge the old bull for control of the territory. Within the pods, the hippos tend to segregate by sex and status. Bachelor males lounge near other bachelors, females with other females, and the territorial male is on his own. When hippos emerge from the water to graze, they do so individually.

  

Male hippos fighting

Hippos engage in "muck-spreading" which involves defecating while spinning their tails to distribute the faeces over a greater area. Muck-spreading occurs both on land and in water and its function is not well understood. It is unlikely to serve a territorial function, as the animals only establish territories in the water. They may be used as trails between the water and grazing areas.  "Yawning" serves as a threat display. When fighting, bulls use their incisors to block each other's attacks and their large canines as offensive weapons.  When hippos become over-populated or a habitat shrinks, bulls sometimes attempt infanticide, but this behaviour is not common under normal conditions.

 

The most common hippo vocalisation is the "wheeze honk", which can travel over long distances in air. This call starts as a high-pitched squeal followed by a deeper, resonant call.  The animals can recognise the calls of other individuals. Hippos are more likely to react to the wheeze honks of strangers than to those they are more familiar with. When threatened or alarmed, they produce exhalations, and fighting bulls will bellow loudly. Hippos are recorded to produce clicks underwater which may have echolocative properties. They have the unique ability to hold their heads partially above the water and send out a cry that travels through both water and air; individuals respond both above and below water.

 

Reproduction

Cows reach sexual maturity at five to six years of age and have a gestation period of eight months. A study of endocrine systems revealed cows may begin puberty at as early as three or four years. Males reach maturity at around 7.5 years. Both conceptions and births are highest during the wet season. Male hippo always have mobile spermatozoa and can breed year-round.  After becoming pregnant, a female hippo will typically not begin ovulation again for 17 months.

  

Preserved hippopotamus fetus

Hippos mate in the water, with the cow remaining under the surface,  her head emerging periodically to draw breath. Cows give birth in seclusion and return within 10 to 14 days. Calves are born on land or shallow water weighing on average 50 kg (110 lb) and at an average length of around 127 cm (4.17 ft). The female lies on her side when nursing, which can occur underwater or on land. The young are carried on their mothers' backs in deep water. 

 

Mother hippos are very protective of their young, not allowing others to get too close. One cow was recorded protecting a calf's carcass after it had died. Calves may be temporarily kept in nurseries, guarded by one or more adults, and will play amongst themselves. Like many other large mammals, hippos are described as K-strategists, in this case typically producing just one large, well-developed infant every couple of years (rather than many small, poorly developed young several times per year, as is common among small mammals such as rodents). Calves no longer need to suckle when they are a year old. 

 

Interspecies interactions

Hippos coexist alongside a variety of large predators in their habitats. Nile crocodiles, lions, and spotted hyenas are known to prey on young hippos. Beyond these, adult hippos are not usually preyed upon by other animals due to their aggression and size. Cases where large lion prides have successfully preyed on adult hippos have been reported, but it is generally rare. Lions occasionally prey on adults at Gorongosa National Park and calves are sometimes taken at Virunga. Crocodiles are frequent targets of hippo aggression, probably because they often inhabit the same riparian habitats; crocodiles may be either aggressively displaced or killed by hippos. In turn, very large Nile crocodiles have been observed preying occasionally on calves, "half-grown" hippos, and possibly also adult female hippos. Groups of crocodiles have also been observed finishing off still-living male hippos that were previously injured in mating battles with other males.

 

Hippos occasionally visit cleaning stations in order to be cleaned of parasites by certain species of fishes. They signal their readiness for this service by opening their mouths wide. This is an example of mutualism, in which the hippo benefits from the cleaning while the fish receive food. Hippo defecation creates allochthonous deposits of organic matter along the river beds. These deposits have an unclear ecological function. A 2015 study concluded hippo dung provides nutrients from terrestrial material for fish and aquatic invertebrates, while a 2018 study found that their dung can be toxic to aquatic life in large quantities, due to absorption of dissolved oxygen in water bodies.

 

The parasitic monogenean flatworm Oculotrema hippopotami infests hippopotamus eyes, mainly the nictitating membrane. It is the only monogenean species (which normally live on fish) documented to live on a mammal.

 

Hippos and humans

The earliest evidence of human interaction with hippos comes from butchery cut marks on hippo bones found at the Bouri Formation and dated to around 160,000 years ago. 4,000–5,000 year art showing hippos being hunted have been found in the Tassili n'Ajjer Mountains of the central Sahara near Djanet. The ancient Egyptians recognised the hippo as a ferocious denizen of the Nile and representations on the tombs of nobles show the animals were hunted by humans.

 

The hippo was also known to the Greeks and Romans. The Greek historian Herodotus described the hippo in The Histories (written circa 440 BC) and the Roman naturalist Pliny the Elder wrote about the hippo in his encyclopedia Naturalis Historia (written circa 77 AD). The Yoruba people called the hippo erinmi, which means "elephant of the water". Some individual hippos have achieved international fame. Huberta became a celebrity during the Great Depression for trekking a great distance across South Africa. 

 

Attacks on humans

The hippo is considered to be extremely aggressive and has frequently been reported charging and attacking boats. Small boats can easily be capsized by hippos and passengers can be injured or killed by the animals, or drown in the water. In one 2014 case in Niger, a boat was capsized by a hippo and 13 people were killed. Hippos will often raid farm crops if the opportunity arises, and humans may come into conflict with them on these occasions. These encounters can be fatal to either humans or hippos.

 

According to the Ptolemaic historian Manetho, the pharaoh Menes was carried off and then killed by a hippopotamus.

 

In zoos

Hippos have long been popular zoo animals. The first record of hippos taken into captivity for display is dated to 3500 BC in Hierakonpolis, Egypt. The first zoo hippo in modern history was Obaysch, who arrived at the London Zoo on 25 May 1850, where he attracted up to 10,000 visitors a day and inspired a popular song, the "Hippopotamus Polka".

 

Hippos generally breed well in captivity; birth rates are lower than in the wild, but this can be attributed to zoos' desire to limit births, since hippos are relatively expensive to maintain. Starting in 2015, the Cincinnati Zoo built a US$73 million exhibit to house three adult hippos, featuring a 250,000 L (66,000 US gal) tank. Modern hippo enclosures also have a complex filtration system for the animal's waste, an underwater viewing area for the visitors, and glass that may be up to 9 cm (3.5 in) thick and capable of holding water under pressures of 31 kPa (4.5 psi).  In 1987, the Toledo Zoo saw the first underwater birth by a captive hippo. The exhibit was so popular, the logo of the Toledo Zoo was updated to feature the hippos.

 

Cultural significance

In Egyptian mythology, the god Set takes the form of a red hippopotamus and fights Horus for control of the land, but is defeated. The goddess Tawaret is depicted as a pregnant woman with a hippo head, representing fierce maternal love. The Ijaw people of the Niger Delta wore masks of aquatic animals like the hippo when practising their water spirit cults, and hippo ivory was used in the divination rituals of the Yoruba. Hippo masks were also used in Nyau funerary rituals of the Chewa of Southern Africa.[97]: 120  According to Robert Baden-Powell, Zulu warriors referred to hippos in war chants. The Behemoth from the Book of Job, is thought to be based on the hippo.

 

Hippos have been the subjects of various African folktales. According to a San story, when the Creator assigned each animal its place in nature, the hippos wanted to live in the water, but were refused out of fear they might eat all the fish. After begging and pleading, the hippos were finally allowed to live in the water on the condition they would eat grass instead of fish, and fling their dung so it can be inspected for fish bones. In a Ndebele tale, the hippo originally had long, beautiful hair, but it was set on fire by a jealous hare and the hippo had to jump into a nearby pool. The hippo lost most of his hair and was too embarrassed to leave the water.

  

The "Hippopotamus Polka"

Hippopotamuses were rarely depicted in European art during the Renaissance and Baroque periods, due to less access to specimens by Europeans. One notable exception is Peter Paul Rubens' The Hippopotamus and Crocodile Hunt (1615–1616).  Ever since Obaysch inspired the "Hippopotamus Polka", hippos have been popular animals in Western culture for their rotund appearance, which many consider comical. The Disney film Fantasia featured a ballerina hippo dancing to the opera La Gioconda. The film Hugo the Hippo is set in Tanzania and involves the title character trying to escape being slaughtered with the help of local children. The Madagascar films feature a hippo named Gloria.  Hippos even inspired a popular board game, Hungry Hungry Hippos.

 

Among the most famous poems about the hippo is "The Hippopotamus" by T. S. Eliot, where he uses the animal to represent the Catholic Church. Hippos are mentioned in the novelty Christmas song "I Want a Hippopotamus for Christmas" that became a hit for child star Gayla Peevey in 1953. They also featured in the popular "The Hippopotamous Song" by Flanders and Swann. 

 

A popular internet myth reports that hippos have pink milk. Biologist David Wynick states, "I think this is an Internet legend that is oft repeated but without any evidence for it that I can find... Like all mammals, hippos produce white or off-white milk for their young.

"This four-storey gatehouse is the tallest and most elaborate of the four, and was built in the early 14th century. It was intended as a self-contained fort, and each floor is capable of being defended separately. The current gatehouse was built to replace a 12th-century gate known as Munecagate, which stood 100 yards (91 m) to the north-west, on the site of the Roman gate porta decumana – that location is indicated by a slight dip in the earth rampart. Today, Monk Bar houses a museum called the Richard III Experience at Monk Bar and retains its portcullis in working order.

 

York has, since Roman times, been defended by walls of one form or another. To this day, substantial portions of the walls remain, and York has more miles of intact wall than any other city in England. They are known variously as York City Walls, the Bar Walls and the Roman walls (though this last is a misnomer as very little of the extant stonework is of Roman origin, and the course of the wall has been substantially altered since Roman times). The walls are generally 13 feet (4m) high and 6 feet (1.8m) wide.

 

York is a cathedral city and unitary authority area in North Yorkshire, England. The population of the council area which includes nearby villages was 208,200 as of 2017 and the population of the urban area was 153,717 at the 2011 census. Located at the confluence of the Rivers Ouse and Foss, it is the county town of the historic county of Yorkshire. The city is known for its famous historical landmarks such as York Minster and the city walls, as well as a variety of cultural and sporting activities, which makes it a popular tourist destination in England. The local authority is the City of York Council, a single tier governing body responsible for providing all local services and facilities throughout the city. The City of York local government district includes rural areas beyond the old city boundaries. It is about 25 miles north-east of Leeds and 34 miles north-west of Kingston upon Hull. York is the largest settlement in the ceremonial county of North Yorkshire.

 

The city was founded by the Romans as Eboracum in 71 AD. It became the capital of the Roman province of Britannia Inferior, and later of the kingdoms of Deira, Northumbria and Jórvík. In the Middle Ages, York grew as a major wool trading centre and became the capital of the northern ecclesiastical province of the Church of England, a role it has retained. In the 19th century, York became a major hub of the railway network and a confectionery manufacturing centre, a status it maintained well into the 20th century. During the Second World War, York was bombed as part of the Baedeker Blitz. Although less affected by bombing than other northern cities, several historic buildings were gutted and restoration efforts continued into the 1960s.

 

The economy of York is dominated by services. The University of York and National Health Service are major employers, whilst tourism has become an important element of the local economy. In 2016, York became sister cities with the Chinese city of Nanjing, as per an agreement signed by the Lord Mayor of York, focusing on building links in tourism, education, science, technology and culture. Today, the city is a popular tourist attraction, especially for international visitors from America, Germany, France and China. In 2017, York became UK's first human rights city, which formalised the city's aim to use human rights in decision making." - info from Wikipedia.

 

Summer 2019 I did a solo cycling tour across Europe through 12 countries over the course of 3 months. I began my adventure in Edinburgh, Scotland and finished in Florence, Italy cycling 8,816 km. During my trip I took 47,000 photos.

 

Now on Instagram.

 

Become a patron to my photography on Patreon.

Capable of 120 km/h!

  

SS United States at her Berth Pier 82 in Philadelphia, PA on August-14th-2021.A Crowley Container is nearby.

SS United States is a retired ocean liner built in 1950–51 for the United States Lines at a cost of US$79.4 million (equivalent to $829 million in 2021). The ship is the largest ocean liner constructed entirely in the United States and the fastest ocean liner to cross the Atlantic in either direction, retaining the Blue Riband for the highest average speed since her maiden voyage in 1952. She was designed by American naval architect William Francis Gibbs and could be converted into a troopship if required by the Navy in time of war. United States maintained an uninterrupted schedule of transatlantic passenger service until 1969 and was never used as a troopship.

 

The ship has been sold several times since the 1970s, with each new owner trying unsuccessfully to make the liner profitable. Eventually, the ship's fittings were sold at auction, and hazardous wastes, including asbestos panels throughout the ship, were removed, leaving her almost completely stripped by 1994. Two years later, she was towed to Pier 82 on the Delaware River, in Philadelphia, where she remains today.

 

Since 2009, a preservation group called the SS United States Conservancy has been raising funds to save the ship. The group purchased her in 2011 and has drawn up several unrealized plans to restore the ship, one of which included turning the ship into a multi-purpose waterfront complex. In 2015, as its funds dwindled, the group began accepting bids to scrap the ship; however, sufficient donations came in via extended fundraising. Large donations have kept the ship berthed at her Philadelphia dock while the group continues to further investigate restoration plans

 

Inspired by the service of the British liners Queen Mary and Queen Elizabeth, which transported hundreds of thousands of US troops to Europe during World War II, the US government sponsored the construction of a large and fast merchant vessel that would be capable of transporting large numbers of soldiers. Designed by American naval architect and marine engineer William Francis Gibbs (1886–1967), the liner's construction was a joint effort by the United States Navy and United States Lines. The US government underwrote $50 million of the $78 million construction cost, with the ship's prospective operators, United States Lines, contributing the remaining $28 million. In exchange, the ship was designed to be easily converted in times of war to a troopship. The ship has a capacity of 15,000 troops, and could also be converted to a hospital ship.

 

The vessel was constructed from 1950 to 1952 at the Newport News Shipbuilding and Drydock Company in Newport News, Virginia. The hull was constructed in a dry dock. United States was built to exacting Navy specifications, which required that the ship be heavily compartmentalized, and have separate engine rooms to optimize wartime survival.A large part of the construction was prefabricated. The ship's hull comprised 183,000 pieces.

 

The construction of the ship's superstructure involved the most extensive use of aluminum in any construction project up to that time, which posed a galvanic corrosion challenge to the builders in joining the aluminum superstructure to the steel decks below. However, the extensive use of aluminum meant significant weight savings, as well.[self-published source] United States had the most powerful steam turbines of any merchant marine vessel at the time, with a total power of 240,000 shp (180 MW) delivered to four 18 ft (5.5 m)-diameter manganese-bronze propellers. The ship was capable of steaming astern at over 20 kn (37 km/h; 23 mph), and could carry enough fuel and stores to steam non-stop for over 10,000 nmi (19,000 km; 12,000 mi) at a cruising speed of 35 kn (65 km/h; 40 mph).[

 

Interior design

The interiors were designed by Dorothy Marckwald & Anne Urquhart, the same designers that did the interiors for SS America. The goal was to "create a modern fresh contemporary look that emphasized simplicity over palatial, restrained elegance over glitz and glitter".They would also hire artists to produce American themed artwork for the public spaces,[ including Hildreth Meière, Louis Ross, Peter Ostuni, Charles Lin Tissot, William King, Charles Gilbert, Raymond Wendell, Nathaniel Choate, muralist Austin M. Purves, Jr., and sculptor Gwen Lux.[21] Interior décor also included a children's playroom designed by Edward Meshekoff.[22] Markwald and Urquhart were also tasked with the challenge of creating interiors that were completely fireproof.

 

Fire safety

As a result of a various maritime disasters involving fire, including SS Morro Castle and SS Normandie, designer William Francis Gibbs specified that the ship incorporate the most rigid fire safety standards.

 

To minimize the risk of fire, the designers of United States prescribed using no wood in the ship's framing, accessories, decorations, or interior surfaces, although the galley did feature a wooden butcher's block. Fittings, including all furniture and fabrics, were custom made in glass, metal, and spun-glass fiber, to ensure compliance with fireproofing guidelines set by the US Navy. Asbestos-laden paneling was used extensively in interior structures. The clothes hangers in the luxury cabins were aluminum. The ballroom's grand piano was originally designed to be aluminum, but was made from mahogany and accepted only after a demonstration in which gasoline was poured upon the wood and ignited, without the wood itself ever catching fire.[26]

 

Deck plans

First Class Deck Plan

Cabin Class Deck Plan

Tourist Class Deck Plan

1954 Deck Plans

History

Commercial service (1952–1969)

 

United States photographed from Portsmouth during her return maiden voyage to New York, summer 1952

On her maiden voyage—July 3–7, 1952—United States broke the eastbound transatlantic speed record (held by RMS Queen Mary for the previous 14 years) by more than 10 hours, making the maiden crossing from the Ambrose lightship at New York Harbor to Bishop Rock off Cornwall, UK in 3 days, 10 hours, 40 minutes at an average speed of 35.59 kn (65.91 km/h; 40.96 mph). and winning the coveted Blue Riband. On her return voyage United States also broke the westbound transatlantic speed record, also held by Queen Mary, by returning to America in 3 days 12 hours and 12 minutes at an average speed of 34.51 kn (63.91 km/h; 39.71 mph). In New York her owners were awarded the Hales Trophy, the tangible expression of the Blue Riband competition.

 

The maximum speed attained by United States is disputed, as it was once held as a military secret.[30] The issue stems from an alleged speed of 43 kn (80 km/h; 49 mph) that was leaked to reporters by engineers after the first speed trial. In a 1991 issue of Popular Mechanics, author Mark G. Carbonaro wrote that while she could do 43 kn (80 km/h; 49 mph), that speed was never actually attained.[31] Other sources, including a paper by John J. McMullen & Associates, place the ship's highest possible sustained top speed at 35 kn (65 km/h; 40 mph).[32]

 

During the 1950s and early 1960s the United States was popular for transatlantic travel. She attracted frequent repeat celebrity passengers, such as the Duke and Duchess of Windsor, along with celebrities like Marilyn Monroe, Judy Garland, Cary Grant, Salvador Dalí, Duke Ellington, and Walt Disney, who featured the ship in the 1962 film Bon Voyage!.[citation needed]

 

By the mid-to-late 1960s, with the advent of jet-powered airliners, the market for transatlantic travel by ship had dwindled. America was sold in 1964, Queen Mary was retired in 1967, and Queen Elizabeth in 1968. United States was no longer profitable. Unbeknownst to her passengers, crew, or the public, United States completed her last voyage (Number 400) on November 7, 1969, when she arrived in New York.[citation needed]

 

In late 1969 before the decision was made to retire the SS United States. United States Lines announced a 55-day Grand Pacific Cruise which was to set sail on January 21, 1970, however, this was canceled in December 1969

 

Layup in Virginia and visit to Europe (1969–1996)

After this voyage, the liner sailed to Newport News for her scheduled annual overhaul. While there, the United States Lines announced its decision to withdraw her from service. The decision was due to the skyrocketing expenses of operating the ship and the U.S. government's discontinuation of its operating subsidies. The announcement halted all work on the ship, leaving various tasks incomplete, like the repainting of the funnels; the partially finished paint coating on the funnels can still be faintly seen today. The ship was sealed up, with all furniture, fittings, and crew uniforms left in place.[23]

 

In June 1970, the ship was relocated across the James River, to the Norfolk International Terminal, in Norfolk, Virginia. In 1973, the United States Lines officially transferred ownership of the vessel to the United States Maritime Administration. In 1976, Norwegian Caribbean Cruise Line (NCL) was reported to be interested in purchasing the ship and converting her into a Caribbean cruise ship, but the U.S. Maritime Administration refused the sale due to the classified naval design elements of the ship and NCL purchased the former SS France instead. The Navy finally declassified the ship's design features in 1977.That same year, a group headed by Harry Katz sought to purchase the ship and dock her in Atlantic City, New Jersey, where she would be used as a hotel and casino. However, nothing came of the plan. United States was briefly considered by the US Navy to be converted into a troopship or a hospital ship, to be called USS United States. This plan never materialized, being dropped in favor of converting two San Clemente class supertankers. The liner was seen as obsolete for Naval use by 1978, and was put up for sale by the U.S. Maritime Administration.

 

In 1980, the vessel was sold for $5 million to a group headed by Seattle developer Richard H. Hadley, who hoped to revitalize the liner in a time share cruise ship format.[citation needed]

 

In 1984, to pay creditors, the ship's fittings and furniture, which had been left in place since the ship was sealed in 1969, were sold at auction in Norfolk, Virginia. After a week-long auction from October 8–14, 1984, about 3,000 bidders paid $1.65 million for objects from the ship. Some of the artwork and furniture went to various museums including the Mariners' Museum of Newport News, while the largest collection was installed at the now defunct Windmill Point Restaurant in Nags Head, North Carolina.[citation needed]

 

On March 4, 1989, the vessel was relocated, towed across Hampton Roads to the CSX coal pier in Newport News.

Richard Hadley's plan of a time-share style cruise ship eventually failed financially, and the ship, which had been seized by US marshals, was put up for auction by the U.S. Maritime Administration on April 27, 1992. At auction, Marmara Marine Inc.—which was headed by Edward Cantor and Fred Mayer, but with Julide Sadıkoğlu, of the Turkish shipping family, as majority owner—purchased the ship for $2.6 million.

 

The ship was towed to Turkey, departing the US on June 4, 1992 and reaching the Sea of Marmara on July 9. She was then towed to Ukraine, where, in Sevastopol Shipyard, she underwent asbestos removal which lasted from 1993 to 1994.] The interior of the ship was almost completely stripped down to the bulkheads during this time. Her open lifeboats which would not meet new SOLAS requirements if the ship were to sail again were also removed and scrapped along with their davits.

 

In the U.S., no plans could be finalized for repurposing the vessel, and in June 1996, she was towed back across the Atlantic, to South Philadelphia.

 

Layup in Philadelphia (1996–present)

In November 1997, Edward Cantor purchased the ship for $6 million.[42] Two years later, the SS United States Foundation and the SS United States Conservancy (then known as the SS United States Preservation Society, Inc.) succeeded in having the ship placed on the National Register of Historic Places on June 3, 1999.

 

In 2003, Norwegian Cruise Line (NCL) purchased the ship at auction from Cantor's estate, after his death. NCL's intent was to fully restore the ship to a service role in their newly announced American-flagged Hawaiian passenger service called NCL America. United States was one of the few ships eligible to enter such service because of the Passenger Service Act, which requires that any vessel engaged in domestic commerce be built and flagged in the U.S. and operated by a predominantly American crew. NCL began an extensive technical review in late 2003, after which they stated that the ship was in sound condition. The cruise line cataloged over 100 boxes of the ship's blueprints.In August 2004, NCL commenced feasibility studies regarding a new build-out of the vessel; and in May 2006, Tan Sri Lim Kok Thay, chairman of Malaysia-based Star Cruises (the owner of NCL), stated that United States would be coming back as the fourth ship for NCL after refurbishment. Meanwhile, the Windmill Point restaurant, which had contained some of the original furniture from the ship, closed in 2007. The furniture was donated to the Mariners' Museum and Christopher Newport University, both in Newport News, Virginia.

 

When NCL America first began operation in Hawaii, it used the ships Pride of America, Pride of Aloha, and Pride of Hawaii, rather than United States. NCL America later withdrew Pride of Aloha and Pride of Hawaii from its Hawaiian service. In February 2009, it was reported that United States would "soon be listed for sale".

 

Founding of the SS United States Conservancy and threat of scrapping

The SS United States Conservancy was then created that year as a group trying to save United States by raising funds to purchase her. On July 30, 2009, H. F. Lenfest, a Philadelphia media entrepreneur and philanthropist, pledged a matching grant of $300,000 to help the United States Conservancy purchase the vessel from Star Cruises.[50] A noteworthy supporter, former US president Bill Clinton, has also endorsed rescue efforts to save the ship, having sailed on her himself in 1968.

 

In March 2010, it was reported that bids for the ship, to be sold for scrap, were being accepted. Norwegian Cruise Lines, in a press release, noted that there were large costs associated with keeping United States afloat in her current state—around $800,000 a year—and that, as the SS United States Conservancy was not able to tender an offer for the ship, the company was actively seeking a "suitable buyer".By May 7, 2010, over $50,000 was raised by the SS United States Conservancy.

  

An artist's rendering of the planned "multi-purpose waterfront complex"

In November 2010, the Conservancy announced a plan to develop a "multi-purpose waterfront complex" with hotels, restaurants, and a casino along the Delaware River in South Philadelphia at the proposed location of the stalled Foxwoods Casino project. The results of a detailed study of the site were revealed in late November 2010, in advance of Pennsylvania's December 10, 2010, deadline for a deal aimed at Harrah's Entertainment taking over the casino project. However, the Conservancy's deal soon collapsed, when on December 16, 2010, the Gaming Control Board voted to revoke the casino's license.

 

Saved by the SS United States Conservancy

The Conservancy eventually bought United States from NCL in February 2011 for a reported $3 million with the help of money donated by philanthropist H.F. Lenfest. The group had funds to last 20 months (from July 1, 2010) that were to go to supporting a development plan to clean the ship of toxins and make the ship financially self-supporting, possibly as a hotel or other development project. SS United States Conservancy executive director Dan McSweeney stated that he planned on placing the ship at possible locations that include Philadelphia, New York City, and Miami.

  

The SS United States Conservancy assumed ownership of United States on February 1, 2011Talks about possibly locating the ship in Philadelphia, New York City, or Miami continued into March. In New York City, negotiations with a developer were underway for the ship to become part of Vision 2020, a waterfront redevelopment plan costing $3.3 billion. In Miami, Ocean Group, in Coral Gables, was interested in putting the ship in a slip on the north side of American Airlines Arena. With an additional $5.8 million donation from H. F. Lenfest, the conservancy had about 18 months from March 2011 to make the ship a public attraction. On August 5, 2011, the SS United States Conservancy announced that after conducting two studies focused on placing the ship in Philadelphia, she was "not likely to work there for a variety of reasons". However, discussions to locate the ship at her original home port of New York, as a stationary attraction, were reported to be ongoing. The Conservancy's grant specifies that the refit and restoration must be done in the Philadelphia Naval Shipyard for the benefit of the Philadelphia economy, regardless of her eventual mooring site.

 

On February 7, 2012, preliminary work began on the restoration project to prepare the ship for her eventual rebuild, although a contract had not yet been signed. In April 2012, a Request for Qualifications (RFQ) was released as the start of an aggressive search for a developer for the ship. A Request for Proposals (RFP) was issued in May.[63] In July 2012, the SS United States Conservancy launched a new online campaign called "Save the United States", a blend of social networking and micro-fundraising that allowed donors to sponsor square inches of a virtual ship for redevelopment, while allowing them to upload photos and stories about their experience with the ship. The Conservancy announced that donors to the virtual ship would be featured in an interactive "Wall of Honor" aboard the future SS United States museum.

 

By the end of 2012, a developer was to be chosen, who would put the ship in a selected city by summer 2013. In November 2013, it was reported that the ship was undergoing a "below-the-deck" makeover, which lasted into 2014, in order to make the ship more appealing to developers as a dockside attraction. The SS United States Conservancy was warned that if its plans were not realized quickly, there might be no choice but to sell the ship for scrapIn January 2014, obsolete pieces of the ship were sold to keep up with the $80,000-a-month maintenance costs. Enough money was raised to keep the ship going for another six months, with the hope of finding someone committed to the project, New York City still being the likeliest location.

 

In August 2014, the ship was still moored in Philadelphia and costs for the ship's rent amounted to $60,000 a month. It was estimated that it would take $1 billion to return United States to service on the high seas, although a 2016 estimate for restoration as a luxury cruise ship was said to be, "as much as $700 million". On September 4, 2014, a final push was made to have the ship bound for New York City. A developer interested in re-purposing the ship as a major waterfront destination made an announcement regarding the move. The Conservancy had only weeks to decide if the ship needed to be sold for scrap.[On December 15, 2014, preliminary agreements in support of the redevelopment of United States were announced. The agreements included providing for three months of carrying costs, with a timeline and more details to be released sometime in 2015. In February 2015, another $250,000 was received by the Conservancy from an anonymous donor which went towards planning an onboard museum.

 

In October 2015, the SS United States Conservancy began exploring potential bids for scrapping the ship. The group was running out of money to cover the $60,000-per-month cost to dock and maintain the ship. Attempts to re-purpose the ship continued. Ideas included using the ship for hotels, restaurants, or office space. One idea was to install computer servers in the lower decks and link them to software development businesses in office space on the upper decks. However, no firm plans were announced. The conservancy said that if no progress was made by October 31, 2015, they would have no choice but to sell the ship to a "responsible recycler". As the deadline passed it was announced that $100,000 had been raised in October 2015, sparing the ship from immediate danger. By November 23, 2015, it was reported that over $600,000 in donations had been received for care and upkeep, buying time well into the coming year for the SS United States Conservancy to press ahead with a plan to redevelop the vessel.

 

Crystal Cruises purchase option

On February 4, 2016, Crystal Cruises announced that it had signed a purchase option for United States. Crystal would cover docking costs, in Philadelphia, for nine months while conducting a feasibility study on returning the ship to service as a cruise ship based in New York City. On April 9, 2016, it was announced that 600 artifacts from United States would be returned to the ship from the Mariners' Museum and other donors.

 

On August 5, 2016, the plan was formally dropped, with Crystal Cruises citing the presence of too many technical and commercial challenges. The cruise line then made a donation of $350,000 to help with preservation through the end of the year.The SS United States Conservancy continued to receive donations, which included one for $150,000 by cruise industry executive Jim Pollin.In January 2018, the conservancy made an appeal to US president Donald Trump to take action regarding "America's Flagship".[83] If the group runs out of money, alternative plans for the ship include sinking her as an artificial reef rather than scrapping her.

  

On September 20, 2018, the conservancy consulted with Damen Ship Repair & Conversion about redevelopment of United States. Damen had converted the former ocean liner and cruise ship SS Rotterdam into a hotel and mixed-use development.

 

RXR Realty redevelopment plans

On December 10, 2018, the conservancy announced an agreement with the commercial real estate firm RXR Realty, of New York City, to explore options for restoring and redeveloping the ocean liner. In 2015, RXR had expressed interest in developing an out-of-commission ocean liner as a hotel and event venue at Pier 57 in New York. The conservancy requires that any redevelopment plan preserve the ship's profile and exterior design, and include approximately 25,000 sq ft (2,323 m2) for an onboard museum.RXR's press release about United States stated that multiple locations would be considered, depending on the viability of restoration plans.

 

In March 2020, RXR Realty announced its plans to repurpose the ocean liner as a permanently-moored 600,000 sq ft (55,740 m2) hospitality and cultural space, requesting expressions of interest from a number of major US waterfront cities including Boston, New York, Philadelphia, Miami, Seattle, San Francisco, Los Angeles, and San Diego.

 

Artifacts

Artwork

The Mariners' Museum of Newport News, Virginia, holds many objects from United States, including the ''Expressions of Freedom'' by Gwen Lux, the aluminum sculpture from the main dining room, purchased during the 1984 auction.

 

Artwork designed by Charles Gilbert that included glass panels etched with sea creatures and plants from the first class ballroom, were purchased by Celebrity Cruises and had initially been incorporated onboard the Infinity in her SS United States themed specialty restaurant.

 

At the National Museum of American History, “The Currents” mural by Raymond John Wendell is on display. Hildreth Meière cabin class lounge mural Mississippi, Father of Waters had also been relocated to the museum, but is not currently on display.

  

The ship used four 60,000 lb (27,000 kg) manganese bronze propellers, two four-bladed screws outboard, and two inboard five-bladed. One of the four-bladed propellers is mounted at the entrance to the Intrepid Sea, Air & Space Museum in New York City, while the other is mounted outside the American Merchant Marine Museum on the grounds of the United States Merchant Marine Academy in Kings Point, New York. The starboard-side five-bladed propeller is mounted near the waterfront at SUNY Maritime College in Fort Schuyler, New York, while the other is at the entrance of the Mariner's Museum in Newport News, Virginia, mounted on an original 63 ft (19 m) long drive shaft.[90]

 

The ship's bell is kept in the clock tower on the campus of Christopher Newport University in Newport News, Virginia. It is used to celebrate special events, including being rung by incoming freshman and by outgoing graduates.[91]

 

One of the ship's horns stood on display for decades above the Rent-A-Tool building in Revere, Massachusetts, and has since been sold to a private collector in Texas for $8,000 in 2017.

 

The large collection of dining room furniture and other memorabilia that had been purchased during the 1984 auction, and incorporated at the Windmill Point Restaurant in Nags Head, North Carolina, was donated to the Mariners' Museum and Christopher Newport University in Newport News after the restaurant shut down in 2007.The chairs from the tourist class dining room are used in the Mariners' Museum cafe.

 

Speed records

With both the eastbound and westbound speed records, SS United States obtained the Blue Riband which marked the first time a US-flagged ship had held the record since SS Baltic claimed the prize 100 years earlier. United States maintained a 30 kn (56 km/h; 35 mph) crossing speed on the North Atlantic in a service career that lasted 17 years. The ship remained unchallenged for the Blue Riband throughout her career. During this period the fast trans-Atlantic passenger trade moved to air travel, and many regard the story of the Blue Riband as having ended with United States. Her east-bound record has since been broken several times (first, in 1986, by Virgin Atlantic Challenger II), and her west-bound record was broken in 1990 by Destriero, but these vessels were not passenger-carrying ocean liners. The Hales Trophy itself was lost in 1990 to Hoverspeed Great Britain, setting a new eastbound speed record for a commercial vessel.

   

From l to r: The Dag, Toast the Knowing, Cheedo the Fragile, The Splendid Angharad, and Capable.

Satisfying the inspector that i was capable of leaving cleaning to take up fireing, (The common form of progression many years ago), I took up banking duties for 18 months or so, Pushing heavy loads of passenger or usually goods/Ballast and such up St Davids bank! (A tough bank), Then a step up to branchline work (Passenger). The M7 was ok, But the Standard 82 and the Ivatt 2MT were a definate improvment! The 82 was good, and had a good stride, The Riddles 8000 was too cumbersom for branchwork i thought, A nice engine though!! No it was the Henry Ivatts 41 that took my fancy, As Oliver Bulleid was his apprentice and married Henry Ivatts daughter i bet there was some interesting conversation over the sunday lunch? Be that as it may! The 2MT was a lovely economical swift machine. I would drag coal from the docks and wagons of Fyffes bananas or hundreds of VW vans for transformation into sleek colourful camper vans, Quite the thing back then!. Besides getting hundreds to work every morning and returning them home after a good night out of course, With 41306, 307, 308, 318, 209, 321, etc, With many 82 standards 3MTs like 82010, 11, 13, 17, 18, 19, 22, 23, 24, or 82025.Or 8000 Riddles 4Mts 80037, 80041, 80064, And of course 41318, Where it should be now, With me again! Shame ive not got the rest of it though.?? I later moved onto Bulleid and Mausell, And later again Austerity and such of Bristol Barrow road, But thats another story....Miss my Ivatt.!! Dont know what to do with the flamecut, Its hung on the floor at the moment!!? Very heavy!.

The aircraft tractor was developed from a similar version that was used for agriculture. Powered by a 4 cylinder diesel engine the gearbox had three forward and one reverse, high and low gears, capable of of towing 30 tons.

 

This tractor was used by the RAF in Malta up until the 50's when it scrapped. Two tractors and parts were recovered from a scrapyard which allowed one of then to be refurbished to full working condition.

 

This exhibit is used when required in its original role as an aircraft tractor.

 

Malta Aviation Museum,

Ta' Qali, Malta

 

For my video youtu.be/DvmbeFdVNfY

 

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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Photographer: Fg Off Tony Durrant

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Santa Catalina Mountains as backdrop

 

DSC_0421 Anx2 V2 Q90 0.5k-2k

ABSALOM SYFOT, a reinstated officer serving under MOFF PYERCE, is dispatched to the Outer Rim world of MUSTAFAR with new orders. There, he seeks a CULTIST, a creature that possesses ancient knowledge valuable to the EMPIRE.

 

Only months ago had Absalom Syfot been rescued from the back of beyond, told of the death of the Emperor, and offered by his rescuers a position in Moff Pyerce’s new order. They had offered him the rank of Lieutenant.

He immediately considered killing his rescuers for this affront. He had been a captain in the Imperial Navy before his disappearance, and they presented him the rank of Lieutenant, as if it was some sort of honor? What an outrageous insult. In that moment, unbeknownst to them, he was capable of murder. Oh, how he had wanted to unleash a torrent of blows, to choke the life from their throats, catharsis for that and all the other indignities he had been forced to endure on Imynusoph.

But he restrained his hate.

Civilization had come to bring him back. He had to prove he had not become a savage while marooned on that savage world, that he still had the conduct and bearing becoming of an officer in the navy. Precision, control. Ruthlessness, when it was required. For instance, when he had the chance to see his ‘superiors’ gunned down in a horrible accident. It was a good thing to have plans for the future.

He had been surprised by how his time away had him forget the comforts of the Imperial Navy. A sleek, orderly bridge. Command personnel at his beck and call. Trained, disciplined soldiers following his orders with efficiency and pride.

The only thing that soured his mood were his orders. Moff Pyerce’s defeat at Fondor, among others, was the death knell of his power. When he had heard of it, Lt. Syfot knew it wouldn’t be long until the Moff was usurped and replaced; that was simply the way of things. It could not happen soon enough: Pyerce’s most recent orders were those of a lunatic obsessed with sorcery and dark alchemy, secret things which most of the fleet seemed to feel were best left alone. What good had Lord Vader’s sorcery done for the Empire while he lived? They would be better off pursuing military action, not this foolishness.

All fleet resources were dedicated to this hunt for ‘holocrons’. The spy networks no longer reported on New Republic movements or potential uprisings, but on rumors of lore and ancient relics. All of it was hearsay and smoke. The most recent news from Targonn was the possibility of a holocron held in a vault of royal keepsakes. The possibility! It was ludicrous. In the days of the Emperor, Imperial spies provided intelligence one could act upon, not hopes and dreams. They had sent several spies to Targonn, but the first was an incompetent failure, and the girl…the girl’s information was muddled. Some of it correct, some of it contained errors. They could simply be mistakes, other, inferior men might see it as such. But Syfot possessed a strong intellect and a sharp sense of intuition, and he had another theory. Despite her background, there was the possibility her loyalties had become…tepid. Should it be necessary, such a thing would require swift punishment. Something striking, to better dissuade a cooling in the passions of others.

Two spies dead in the Outer Rim territories, the Lothal and Targonn systems. Only a momentary setback, naturally, and for the moment, unimportant. Lt. Syfot had been given a special assignment to the Atravis Sector, to the planet Mustafar. Pyerce’s expert on the arcane said there was someone there with valuable knowledge. While Lt. Syfot believed the mind behind his orders to be insane, he was a professional. He would carry out the command with utmost excellence. Consistent excellence would gain him influence. One day, he would have enough influence to organize that accident for those idiots who had offered him the rank of Lieutenant.

Not only was it a chance to gain power, but missions like this were a pleasure for Absalom Syfot. They provided an opportunity to play.

He and his squad would descend into this hellhole, and either through negotiation or force, make the being serve their ends. There was no question of his success, not with Imperial strength at his command. He smiled, felt the thrill of power surge in his chest, a feeling sorely missed for so many months. Once again he directed the might of the Empire, and with such might, the enemy’s submission was a certainty.

  

"Treasure is one thing, but Pyerce is out of his damn mind."

 

"Er, pardon me, Lieutenant?"

 

Syfot turned an alarmed, angry eye on the ensign to his left. "...Nothing, ensign. I was speaking to myself."

 

The ensign fled. Even before their mission, rumors had spread on the ILC Rigorous about the Lieutenant's sanity after his return from exile on Imynusoph. But Pyerce was in no position to reject Imperial officers, even once-demoted, possibly-mad ones like Absalom Syfot.

 

Mustafar was their mission. Darkness and magma, death. Insects for locals. A dead system. How could anything here be of any use to the galaxy's righteous regime?

 

Syfot wondered if he wasn't better off stranded in the jungle. He had traded one insane superior for another.

 

A clean white shuttle landed on the planet's cracked, blazing surface. Syfot descended its ramp, accompanied by stormtroopers. For once, Syfot envied his men and their anonymous helmets, protecting them from the stink of sulfur. It was only a short walk to a space near the edge of a cliff, a ceremonial ground.

 

Worshippers lay before them. Ten dark creatures, wide hats and ashen cloaks pulled up around their bright yellow eyes, nasty and small. He could not see their faces. Their priest was distinct: a tall, masked thing draped in robes as black as the rock under its bare feet. It stood by the cliff's edge, its fingers outstretched as it led the followers in a low chant.

 

Syfot clasped his gloved hands behind his back, the picture of Imperial sophistication, a stark contrast to the dirty locals. This is what power looked like. Oh, how he had missed this.

 

"State your name!" He called. His voice was strong, ringing out over the bubbling and hissing of the magma.

 

The worshippers stopped chanting. The robed, masked figure stood still, watching the distant, ruddy sky. When it finally spoke, what emerged was a voice burdened neither by cares nor fears. Inhuman.

 

“You have come to a dead place, a world once bright, brought to darkness, that now wakes again, thanks be to the blood of Corvax.”

 

The cultists around it broke into chant, repeating the words. The creature did not react, its gaze at the sky unbroken. “What purpose brings you here?”

 

“We are representatives of the Empire of Moff Pyerce. You are addressing Lt. Absalom Syfot, of the Rigorous. Now, you will tell me your name!”

 

"A name says nothing," it said. "You wish to know this one, you must know what This is. Its nature. Its reason for being. This is an acolyte, an adherent to the truth of the universe, a servant of Bogan, a slave to power. You are honored in this one’s presence, as this one is honored in yours."

 

Syfot watched the thing carefully. He signaled for his troopers to stay calm. "I see. What would you like me to call you, then?"

 

"Know this one as the Vu'othh."

 

"That will do," Syfot nodded. His voice remained clipped and steady, determinedly in charge. "Do you know why we've come?"

 

"You...have come to the Dark Lord's cradle. To the Vu'othh's circle of believers. There are none who come here. You seek what only Bogan offers."

 

"Yes, quite. Moff Pyerce, like yourself, has an appreciation for...obscure power. I'm sure you've heard of Moff Pyerce. A man of influence and vision. We want what you know. We want the secrets of the past, secrets with which I suspect a thing like yourself has experience.

Moff Pyerce has a rather specific item of interest. My commission refers to it as 'Balaam's Heart'. What do you know about this, Vu'othh? Or was coming to this ball of coal a waste of my time?"

 

The Vu'othh craned its neck. "You want what this one knows of the Balaam's Heart. A powerful channel of Bogan is this object. Yes, this one knows the beginnings of this object's path. There lies a hovel in the ashlands where the servant Balaam dwelled in cycles past. Keeper of the Heart, was he. Markings and records he left behind...but incomplete. Take this one to follow Balaam's trail. Listen to this one, submit to this one's knowledge...You shall, at the end, have the Heart."

 

Syfot sneered. This thin, tall monster would get nothing but what was necessary to secure its trust. When its usefulness had dried up, it would of course be thrown aside. "Moff Pyerce thanks you for your service. What is the point of all this, then? What's this 'Balaam's Heart' for?"

 

The creature turned towards him, and spoke as if to a child. Patiently, kindly, from a place high above in knowledge and understanding. "Oh, Absalom..." it said, in a voice that slithered. "Immortality, Absalom. Immortality.”

 

Immortality indeed. This planet was death incarnate, what would a thing like this know of immortality? Syfot doubted it had much more of a life expectancy than one of the huge, disgusting fleas these creatures rode. He composed himself, holding his head high. "Quite. Naturally, Moff Pyerce is not an ungenerous ruler. What would you like from Moff Pyerce, in exchange for your help?"

 

The thing tilted its head, as if inspecting a piece of meat. Its mask revealed nothing, the exposed skin beneath was a pallid brown.

 

"...A price? Truth is price's paid, rewards given. Every desire met. Every passion fulfilled. This one lives for no other purpose."

 

A bead of sweat slid down the Officer's face. Uncertain, he looked at the stormtrooper to his right, before returning his attention to the Vu'othh. "I...I see. We'll do our best to handle that, then. So...we can count on your partnership?"

 

"Please the Vu'othh! Feed the Vu'othh. Submit to the Vu'othh, and you will enjoy the Vu'othh's submission in return. Betray, and be betrayed."

 

"Insanity..." muttered Syfot. What a disgusting creature. Why couldn't it speak straight? There was nothing to gain from...

 

The stormtrooper to his right started to panic.

 

"It will die," said the Vu'othh matter-of-factly.

 

The trooper grabbed at his own helmet as if trying to peel a Vinsothian Orange. He wailed behind the facemask, a scream transmitted to the rest of his squad, who clutched in alarm at their weapons. But there was nothing they could do.

 

"Trooper! Compose yourself! What is wrong with...Trooper!"

 

The man had flung himself from the rocks into the magma. His screams mingled with the sounds of his armor blistering and snapping in the heat.

 

"Did you do this?" Syfot demanded of the Vu'othh, who had not moved.

 

It stared at him. He felt as though he was being given a second chance.

 

Syfot cleared his throat, which felt suddenly very dry.

 

"What...what happened?" He said.

 

"All is as Bogan wills it. Do not ask 'what', Absalom. Be content with knowing 'why'."

 

Syfot stared at the trooper's smoldering corpse. The rest of the squad exchanged looks.

 

The Vu'othh stepped forward, stared at him, and unwrapped its fingers in a gesture of submission. "Absalom," it whispered. "This one goes at your command."

 

+++ 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.

 

The Gripen is a multirole fighter aircraft, intended as a lightweight and agile aerial platform with advanced, highly adaptable avionics. It has canard control surfaces that contribute a positive lift force at all speeds, while the generous lift from the delta wing compensates for the rear stabilizer producing negative lift at high speeds, increasing induced drag. It is capable of flying at a 70–80 degrees angle of attack.

Being intentionally unstable and employing digital fly-by-wire flight controls to maintain stability removes many flight restrictions, improves manoeuvrability and reduces drag. The Gripen also has good short takeoff performance, being able to maintain a high sink rate and strengthened to withstand the stresses of short landings. A pair of air brakes are located on the sides of the rear fuselage; the canards also angle downward to act as air brakes and decrease landing distance

 

To enable the Gripen to have a long service life, roughly 50 years, Saab designed it to have low maintenance requirements. Major systems such as the RM12 engine and PS-05/A radar are modular to reduce operating cost and increase reliability. The Gripen’s systems were designed to be flexible, so that newly developed sensors, computers and armaments could be easily integrated as technology advances. The aircraft was estimated to be roughly 67% sourced from Swedish or European suppliers and 33% from the US.

To market the aircraft internationally, Saab formed partnerships and collaborative efforts with overseas aerospace companies. One example of such efforts was Gripen International, a joint partnership between Saab and BAE Systems formed in 2001. Gripen International was responsible for marketing the aircraft, and was heavily involved in the successful export of the type to South Africa; the organisation was later dissolved amidst allegations of bribery being employed to secure foreign interest and sales. On the export market, the Gripen has achieved moderate success in sales to nations in Central Europe, South Africa and Southeast Asia.

 

The Swedish Air Force placed a total order for 204 Gripens in three batches. The first delivery of the JAS 39A/B (single seat and two seat variants) occurred on 8 June 1993, when aircraft “39102” was handed over to the Flygvapnet during a ceremony at Linköping. The final Batch three 1st generation aircraft was delivered to FMV on 26 November 2008, but in the meantime an upgraded Gripen variant, the JAS 39C/D already rolled off of the production lines and made the initial versions obsolete. The JAS C/D gradually replaced the A/B versions in the frontline units until 2012, which were then offered for export, mothballed or used for spares for the updated Swedish Gripen fleet.

 

A late European export customer became the nascent Republic of Scotland. According to a White Paper published by the Scottish National Party (SNP) in 2013, an independent Scotland would have an air force equipped with up to 16 air defense aircraft, six tactical transports, utility rotorcraft and maritime patrol aircraft, and be capable of “contributing excellent conventional capabilities” to NATO. Outlining its ambition to establish an air force with an eventual 2,000 uniformed personnel and 300 reservists, the SNP stated that the organization would initially be equipped with “a minimum of 12 interceptors in the Eurofighter/Typhoon class, based at Lossiemouth, a tactical air transport squadron, including around six Lockheed Martin C-130J Hercules, and a helicopter squadron for transport and SAR duties”.

 

According to the document, “Key elements of air forces in place at independence, equipped initially from a negotiated share of current UK assets, will secure core tasks, principally the ability to police Scotland’s airspace, within NATO.” An in-country air command and control capability would be established within five years of a decision in favor of independence, it continued, with staff also to be “embedded within NATO structures”.

This plan was immediately set into action with the foundation of the Poblachd na h-Alba Adhair an Airm (Republic of Scotland Air Corps/RoScAC) after the country's independence from Great Britain in late 2017. For the fighter role, Scotland was offered refurbished F-16C and Ds from the USA, but this was declined, as the type was considered too costly and complex. An offer from Austria to buy the country’s small Eurofighter fleet (even at a symbolic price) was rejected for the same reason.

Eventually, and in order to build a certain aura of neutrality, Scotland’s young and small air arm initially received twelve refurbished, NATO-compatible Saab JAS 39 Gripen (ten single-seater and two two-seaters) as well as Sk 90 trainers from Swedish overstock. These second hand machines were just the initial step in the mid-term procurement plan, though.

 

Even though all Scottish Gripens (locally called “Grìbhean”, designated F.1 for the JAS 39A single seaters and F.2 for the fully combat-capable JAS 39B two-seaters, respectively) were multi-role aircraft and capable of strike missions, its primary roles were interception/air defense and, to a lesser degree, reconnaissance. Due to severe budget restrictions and time pressure, these aircraft were almost identical to the Flygvapnet’s JAS 39A/B aircraft. They used the PS-05/A pulse-Doppler X band multi-mode radar, developed by Ericsson and GEC-Marconi, which was based on the latter's advanced Blue Vixen radar for the Sea Harrier that also served as the basis for the Eurofighter's CAPTOR radar. This all-weather radar is capable of locating and identifying targets 120 km (74 mi) away and automatically tracking multiple targets in the upper and lower spheres, on the ground and sea or in the air. It can guide several beyond visual range air-to-air missiles to multiple targets simultaneously. Therefore, RoScAC also procured AIM-9 Sidewinder and AIM-120 AMRAAM as primary armament for its Grìbhean fleet, plus AGM-65 Maverick air-to-ground missiles.

 

The twelve Grìbhean F.1 and F.2s formed the RoScAC’s 1st fighter (Sabaid) squadron, based at former RAF base Lossiemouth. Upon delivery and during their first months of service, the machines retained the former Swedish grey paint scheme, just with new tactical markings. In 2018, the RoScAC fighter fleet was supplemented with brand new KAI/Lockheed Martin TA-50 ‘Golden Eagle’ armed trainers from South Korea, which could also take over interceptor and air patrol duties. This expansion of resources allowed the RoScAC to initiate an update program for the JAS 39 fleet. It started in 2019 and included in-flight refueling through a fixed but detachable probe, a EuroFIRST PIRATE IRST, enhanced avionics with elements from the Swedish JAS 39C/D, and a tactical datalink.

With these updates, the machines could now also be externally fitted with Rafael's Sky Shield or LIG Nex1's ALQ-200K ECM pods, Sniper or LITENING targeting pods, and Condor 2 reconnaissance pods to further improve the machine’s electronic warfare, reconnaissance, and targeting capabilities.

The aircraft’s designations did not change, though, the only visible external change were the additional IRST fairing under the nose, and the machines received a new tactical camouflage with dark green and dark grey upper surfaces, originally introduced with the RoScAC’s TA-50s. However, all Grìbhean F.1 single seaters received individual fin designs instead of the grey camouflage, comprising simple red and yellow fins, the Scottish flag (instead of the standard fin flash) and even a large pink thistle on a white background and a white unicorn on a black background.

 

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.

capable of starting fire

I'm convinced that she just isn't capable of relaxing...

Meleagris gallopavo Linnaeus, 1758 - wild turkey in South Dakota, USA. (August 2010)

 

Birds are small to large, warm-blooded, egg-laying, feathered, bipedal vertebrates capable of powered flight (although some are secondarily flightless). Many scientists characterize birds as dinosaurs, but this is consequence of the physical structure of evolutionary diagrams. Birds aren’t dinosaurs. They’re birds. The logic & rationale that some use to justify statements such as “birds are dinosaurs” is the same logic & rationale that results in saying “vertebrates are echinoderms”. Well, no one says the latter. No one should say the former, either.

 

However, birds are evolutionarily derived from theropod dinosaurs. Birds first appeared in the Triassic or Jurassic, depending on which avian paleontologist you ask. They inhabit a wide variety of terrestrial and surface marine environments, and exhibit considerable variation in behaviors and diets.

 

The wild turkey is the most massive species in its entire order of birds. Two species of turkey are currently extant - others are known as fossils. Both modern turkey species are native to the New World. Domesticated turkeys, used as a source of food by humans, are derived from the wild turkey. Considerable sexual dimorphism is present - males are larger with more colorful plumage, and moderately long tail feathers. Females are smaller with more subdued plumage coloration, and shorter tail feathers.

 

Classification: Animalia, Chordata, Vertebrata, Aves, Galliformes, Phasianidae

 

Locality: Wind Cave National Park, southern Black Hills, southwestern South Dakota, USA

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

Info. at:

en.wikipedia.org/wiki/Wild_turkey

and

en.wikipedia.org/wiki/Turkey_(bird)

 

Port closeup view of the hangar showing Hurricane class heavy shuttles and fighter/bomber.

 

Name: S.S. Bessemer

 

Registration Number: KCC-1894 (Kolter Construction Contract Number 1,894)

  

Affiliation: Kolter Mining, Refining, and Fuel.

 

Class Name: Bessemer class

  

Type: Deep Space Mining Operations Flagship

 

Commissioned: Circa late 2500’s, post recent major conflict

 

Specifications:

  

Length: 1,844 meters (184.4 studs, 58.1 inches, 4.83 feet, 147.5 cm model)

  

Width: 503 meters (50.3 studs, 15.8 inches, 40.2 cm model)

  

Height: 484 meters, 398 meters without dorsal comms array, (48.4 studs, 15.2 inches, 38.7 cm model)

  

Crew: 2,950 standard complement + capacity for crew families, as well as smaller guest quarters for up to 2,000 additional personnel to be moved to/from mining operations.

 

Armament: 1 super-heavy coaxial particle beam cannon, (primarily for asteroid mining, but also more than capable of defensive action,) 4 dual-mounted heavy particle cannon turrets, 8 dual-mounted medium particle cannon turrets, 2 coaxial fore medium particle cannons, 80 quad-mounted 80mm anti-fighter flak railgun turrets.

 

Defensive systems:

Hull: Super-heavy steel alloy hull with carbon nanotube/buckypaper composite layers as spall lining.

Armor plating: steel, titanium alloy, tungsten, ceramic, and carbon nanotube composite armor layers against asteroids/other space debris, kinetic weapons, kinetic spalling, particle, laser, and plasma fire. Thick composite armor provides excellent survivability, but with very high mass. Some battleships are less armored than this ship.

Bulkheads: Extensive titanium bulkhead support network.

Structural integrity field: High power system designed for significant cargo mass placing stress on the frame, or to withstand asteroid impacts to the hull.

Shielding: Internally housed high power adaptive particle field repulsing shielding system capable of surviving significant punishment. Some older battleships have less robust shielding.

 

Powerplant: 1 primary matter-antimatter reactor with extensive fuel reserves, 2 secondary fusion reactors with extensive fuel reserves. Multiple massive power capacitors. Extensive heatinks.

 

Propulsion: 1 massive primary fusion engine for sub-lightspeed travel, 1 internal FTL core capable of moderate FTL speed, long range travel, and 32 large reaction control thrusters for slow but dependable below light speed maneuvering.

 

Computer systems: Single supercomputer core with onboard Virtual Intelligence system.

  

Comms and Sensors: Local and FTL comms arrays. Radar, LIDAR, infrared, multi-spectral, and additional other local area sensors systems, along with extensive FTL sensors.

 

Additional Systems: High power artificial singularity for both artificial gravity generation and inertial dampening, allowing for 1G gravity even when hauling an entire cargo hold full of heavy-metal. 6 massive blast furnaces for refining metal ore, an enormous central cargo hold system, 4 fuel refining tanks, 4 massive fuel storage tanks, and an internal rail system for moving ore and personnel.

 

Embarked Craft: 2 Thunderbird class super-heavy cargo/personnel shuttles, 2 Hurricane class heavy cargo/personnel shuttles, 20 heavy mining drones, 24 medium mining drones, 2 gunships of variable class, 2 heavy fighter/bombers of variable class, potential for multiple additional light shuttles and fighters.

 

Background: After seeing both the devastation to outlying areas of space caused by the recent Great War, and the corruption within the Federal Defense Navy (working title) Admiralty, Captain David Courtland retired honorably from military service and went to helm his family’s generations old mining company, Kolter Mining, Refining, and Fuel; one of the largest mining companies in United Earth Federation space. (Working title.)

 

He wanted to take the company, already a reputable and successful business, in a new direction. That direction was the disputed, war-torn, no-man’s-waste-land of space known as The Divide, (working title) situated between the major powers of the galaxy. Life in The Divide was desperate, with little hope for the many people stranded in the ruins, poverty, and crime infested land. None of the major powers could intervene without starting another territorial war, and as such, pirates, gangs, and unscrupulous mega-corporations ruled supreme.

 

Courtland wanted to make a difference to this sorrowful place, and with trillions of credits and a Fortunes 1,000 company at his control, he had the means to at least begin; although even he lacked the ability to single-handedly remedy the myriad of woes The Divide faced.

 

David’s plan was simple, to move significant mining operations to The Divide, thus:

1: Creating new, safe, well-paying, good jobs for both an area and an industry that seldom offered such things.

2: Allowing for the placement of company security forces to deter pirate activity around major settlements.

3: Providing tax-free revenue to fund new schools, hospitals, food, water, shetler, and other charitable activities in The Divide.

  

But to do it, he required a new kind of mining vessel, as well as additional security forces. Thus he contacted Nelson Heavy Industries, who in turn partnered with AxonTech Interstellar Systems for some components, to place an order for a line of custom massive deep space mining operation flagships with enhanced combat capabilities and capable of operating in the remotest reaches of space for months or even years at a time. And so the Bessemer class was born.

 

The Bessemer class is unlike any mining vessel ever produced before it. Certainly significantly larger mining ships existed, but these were typically little more than unarmed, slow moving things with small engines; closer to a semi-mobile starbase than a combination frontier battleship/mining vessel. But Courtland required something unique. Something that could move faster, survive more punishment, and something that had teeth; not a fragile, barely moving thing that would only sit in safe areas of space. Courtland needed a mighty sheepdog in a world of sheep and wolves.

 

Bessemer class vessels are 1,844 meters long, and possess more armor, firepower, and shielding than many pre Great War battleship designs. Almost any pirate or local gang would be terrified of the sight of over a mile of steel and particle cannons; clad in Kolter white, green, and yellow.

 

But the Bessemer, and others of her class, are not merely warships masquerading as civilian craft. They are heavy mining machines that live up to their name; a steel producing process that revolutionized the industry of Earth some seven hundred years earlier. The Bessemer and her sister ships are capable of blasting metal-rich asteroids to bits with their coaxial mining particle beam cannon, and then having swarms of automated mining drones devour any valuable deposits within before unloading the materials into the Bessemer’s ore hold for the internal rail system to run any raw ore through her six corvette sized forges, and then having the refined metal shunted to her cavernous lower hold, while any waste material from the refining process is vented directly into space.

 

Ships of this class are outfitted with a sizable hangar, advanced sensor suite, extensive internal cargo bays, and large cargo pod clamps that allow it to act in the capacity of miner, defensive ship, operations command center, and even freighter and personnel carrier should usual shipping to outlying mining sites be disrupted.

 

But capable as they are, these are not the spartan mining vessels with unlivable working conditions that some shady companies have been known to operate. These space-faring cities of steel feature robust safety systems, spacious and comfortable crew quarters, multiple restaurants, multiple mess-halls, multiple shops for clothing, food, electronics, and other items, an arcade, multiple gyms with weights, various weight and cardio machines, martial arts areas, gymnastics equipment, along with a walking track, a small bowling alley, an olympic sized swimming pool, a multi-sport stadium, a greenhouse, hydroponics bays, a small stage/concert area, several computer labs, a library, a small movie theater, crew lounges and break areas, a salon/spa, a bar/club, chapels, classroom/daycare areas, office areas, as well as repair stations, enough dry and frozen storage to keep everyone fed for extended missions, advanced workshops, astrotography, laboratories, guest bunk-rooms, and a starbase grade medical center.

 

Not everyone is happy about Kolter Mining’s efforts, however. While Courtland founded the Kolter Foundation to aid those in need, he also lobbied for what came to be known as the Kolter Bill to be passed. Mining employees out in the colonies loved the added protections this afforded them. But the executives of Kolter’s rival mining companies operating out of Earth’s colony worlds quickly found themselves facing laws that favored the profits of Kolter and their already developed safety systems and excellent treatment of employees. What’s more, the Federal Defense Navy Admiralty have been continually frustrated that rather than helping to line their pockets as part of the military industrial complex, Courtland has been working tirelessly to reveal their corruption and hidden support of crime in outlying areas of space.

 

What’s more, there are even rumors that Courtland is now working with, and possibly even helping to fund, a mercenary vigilante unit out in The Divide known as the Phoenix Command Group, founded by Jonathan Scarlett, another former Federal Defense Navy Captain who ran afoul of the Admiralty.

 

The wealthy and corrupt among the Admiralty, military industrial complex, crime syndicates, and corrupt businesses running shady operations out in The Divide are deeply troubled by these rumors. But those who are now citizens of no nation, and who have known nothing but hopelessness and need for years, have a slight spark of hope rising like a Phoenix.

   

IRL info: This digital SHIP was made in Bricklink’s Studio software from September 11th to September 30th, 2021. I did not originally plan to participate in SHIPtember, but I couldn’t resist. It is 184 studs (58.1 inches) long, 50 studs wide, and 48 studs high. It is comprised of 23,470 pieces, which I believe makes it my highest piece-count SHIP to date, and means that the model itself has a mass of 973.502 ounces, or 60.843 pounds, or 27.597 kilograms, which most likely makes it my heaviest SHIP as well as my most piece intensive. (I really need to learn to build a little more hollow.) Note that it uses all real pieces/colors that are available for sale on Bricklink. (Albeit at a price that makes attempting to build it in physical bricks highly impractical.) It is 100% connected, and should be at least somewhat stable in real life. I would want to reinforce the fore-end with more Technic, and switch out the longest Lego Technic axle holding the engine for an aftermarket stainless steel version. I cannot guarantee that various sections built out from the main SNOT and Technic frame would be totally stable without slight redesign of a few bits. It would also require a hefty display stand of some kind.

 

The current pictures are WIP to show the completed status of the build itself. Better renders done by importing the Studio build into Mecabricks, replacing any pieces that fail to load or change position, and then exporting to Blender for higher quality rendering, and finally hopefully doing some cool backgrounds with GIMP, will hopefully follow before whatever October picture deadline is decided on. Please do not use these early pictures in the poster if time remains, as I hope to provide better ones. Thank you for reading this lengthy description. Have a cookie.

 

If this ship had a theme song, this magnificent piece by Clamavi De Profundis would be it: youtu.be/Xm96Cqu4Ils

+++ DISCLAIMER +++

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

  

The KAI T-50 Golden Eagle (골든이글) is a family of South Korean supersonic advanced trainers and light combat aircraft, developed by Korea Aerospace Industries (KAI) with Lockheed Martin. The T-50 is South Korea's first indigenous supersonic aircraft and one of the world's few supersonic trainers.

 

The T-50 program started in the late Nineties and was originally intended to develop an indigenous trainer aircraft capable of supersonic flight, to train and prepare pilots for the KF-16 and F-15K, replacing trainers such as T-38 and A-37 that were then in service with the ROKAF. Prior South Korean aircraft programs include the turboprop KT-1 basic trainer produced by Daewoo Aerospace (now part of KAI), and license-manufactured KF-16.

 

The mother program, code-named KTX-2, began in 1992, but the Ministry of Finance and Economy suspended the original project in 1995 due to financial constraints. The basic design of the aircraft was set by 1999, and eventually the development of the aircraft was funded 70% by the South Korean government, 17% by KAI, and 13% by Lockheed Martin.

 

In general, the T-50 series of aircraft closely resembles the KF-16 in configuration, but it actually is a completely new design: the T-50 is 11% smaller and 23% lighter than an F-16, and in order to create enough space for the two-seat cockpit, the air intake was bifurcated and placed under the wing gloves, resembling the F/A-18's layout.

 

The aircraft was formally designated as the T-50 'Golden Eagle' in February 2000, the T-50A designation had been reserved by the U.S. military to prevent it from being inadvertently assigned to another aircraft model. Final assembly of the first T-50 took place between 15 January and 14 September 2001. The first flight of the T-50 took place in August 2002, and initial operational assessment from 28 July to 14 August 2003.

 

The trainer has a cockpit for two pilots in a tandem arrangement, both crew members sitting in "normal" election seats, not in the F-16's reclined position. The high-mounted canopy is applied with stretched acrylic, providing the pilots with good visibility, and has been tested to offer the canopy with ballistic protection against 4-lb objects impacting at 400 knots.

 

The ROKAF, as original development driver, placed an initial production contract for 25 T-50s in December 2003, with aircraft scheduled to be delivered between 2005 and 2009. Original T-50 aircraft were equipped with the AN/APG-67(v)4 radar from Lockheed Martin. The T-50 trainer is powered by a GE F404 engine built under license by Samsung Techwin. Under the terms of the T-50/F404-102 co-production agreement, GE provides engine kits directly to Samsung Techwin who produces designated parts as well as performing final engine assembly and testing.

 

The T-50 program quickly expanded beyond a pure trainer concept to include the TA-50 armed trainer aircraft, as well as the FA-50 light attack aircraft, which has already similar capabilities as the multirole KF-16. Reconnaissance and electronic warfare variants were also being developed, designated as RA-50 and EA-50.

 

The TA-50 variant is a more heavily armed version of the T-50 trainer, intended for lead-in fighter training and light attack roles. It is equipped with an Elta EL/M-2032 fire control radar and designed to operate as a full-fledged combat platform. This variant mounts a lightweight three-barrel cannon version of the M61 Vulcan internally behind the cockpit, which fires linkless 20 mm ammunition. Wingtip rails can accommodate the AIM-9 Sidewinder missile, a variety of additional weapons can be mounted to underwing hardpoints, including precision-guided weapons, air-to-air missiles, and air-to-ground missiles. The TA-50 can also mount additional utility pods for reconnaissance, targeting assistance, and electronic warfare. Compatible air-to-surface weapons include the AGM-65 Maverick missile, Hydra 70 and LOGIR rocket launchers, CBU-58 and Mk-20 cluster bombs, and Mk-82, -83, and -84 general purpose bombs.

 

Among the operators of the TA-50 are the Philippines, Thailand and the ROKAF, and the type has attracted a global interest, also in Europe. The young Republic of Scotland Air Corps (locally known as Poblachd na h-Alba Adhair an Airm) chose, soon after the country's independence from the United Kingdom, after its departure from the European Union in 2017, the TA-50 as a complement to its initial procurements and add more flexibility to its small and young air arm.

 

According to a White Paper published by the Scottish National Party (SNP) in 2013, an independent Scotland would have an air force equipped with up to 16 air defense aircraft, six tactical transports, utility rotorcraft and maritime patrol aircraft, and be capable of “contributing excellent conventional capabilities” to NATO. Outlining its ambition to establish an air force with an eventual 2,000 uniformed personnel and 300 reservists, the SNP stated the organization would initially be equipped with “a minimum of 12 interceptors in the Eurofighter/Typhoon class, based at Lossiemouth, a tactical air transport squadron, including around six [Lockheed Martin] C-130J Hercules, and a helicopter squadron”.

 

According to the document, “Key elements of air forces in place at independence, equipped initially from a negotiated share of current UK assets, will secure core tasks, principally the ability to police Scotland’s airspace, within NATO.” An in-country air command and control capability would be established within five years of a decision in favor of independence, it continues, with staff also to be “embedded within NATO structures”.

This plan was immediately set into action after the country's independence in late 2017 with the purchase of twelve refurbished Saab JAS 39A Gripen interceptors for Quick Reaction Alert duties and upgraded, former Swedish Air Force Sk 90 trainers for the RoScAC. But these second hand machines were just the initial step in the mid-term procurement plan.

 

The twelve KAI TA-50 aircraft procured as a second step were to fulfill the complex requirement for a light and cost-effective multi-purpose aircraft that could be used in a wide variety of tasks: primarily as an advanced trainer for supersonic flight and as a trainer for the fighter role (since all Scottish Gripens were single seaters and dedicated to the interceptor/air defense role), but also as a light attack and point defense aircraft.

 

Scotland was offered refurbished F-16C and Ds, but this was declined as the type was deemed to be too costly and complex. Beyond the KAI T-50, the Alenia Aermacchi M-346 Master and the BAe Hawk were considered, too, but, eventually, a modified TA-50 that was tailored to the RoScAC’s procurement plans was chosen by the Scottish government.

 

In order to fulfill the complex duty profile, the Scottish TA-50s were upgraded with elements from the FA-50 attack aircraft. They possess more internal fuel capacity, enhanced avionics, a longer radome and a tactical datalink. Its EL/M-2032 pulse-Doppler radar has been modified so that it offers now a range two-thirds greater than the TA-50's standard radar. It enables the aircraft to operate in any weather, detect surface targets and deploy AIM-120 AAMs for BVR interceptions. The machines can also be externally fitted with Rafael's Sky Shield or LIG Nex1's ALQ-200K ECM pods, Sniper or LITENING targeting pods, and Condor 2 reconnaissance pods to further improve the machine’s electronic warfare, reconnaissance, and targeting capabilities.

 

Another unique feature of the Scottish Golden Eagle is its powerplant: even though the machines are originally powered by a single General Electric F404 afterburning turbofan and designed around this engine, the RoScAC TF-50s are powered by a Volvo RM12 low-bypass afterburning turbofan. These are procured and serviced through Saab in Sweden, as a part of the long-term collaboration contract for the RoScAC’s Saab Gripen fleet. This decision was taken in order to decrease overall fleet costs through a unified engine.

 

The RM12 is a derivative of the General Electric F404-400. Changes from the standard F404 includes greater reliability for single-engine operations (including more stringent birdstrike protection) and slightly increased thrust. Several subsystems and components were also re-designed to reduce maintenance demands, and the F404's analogue Engine Control Unit was replaced with the Digital Engine Control – jointly developed by Volvo and GE – which communicates with the cockpit through the digital data buses and, as redundancy, mechanical calculators controlled by a single wire will regulate the fuel-flow into the engine.

 

Another modification of the RoScAC’s TA-50 is the exchange of the original General Dynamics A-50 3-barrel rotary cannon for a single barrel Mauser BK-27 27mm revolver cannon. Being slightly heavier and having a lower cadence, the BK-27 featured a much higher kinetic energy, accuracy and range. Furthermore, the BK-27 is the standard weapon of the other, Sweden-built aircraft in RoScAC service, so that further synergies and cost reductions were expected.

 

The Scottish Department of National Defense announced the selection of the TA-50 in August 2018, after having procured refurbished Saab Sk 90 and JAS 39 Gripen from Sweden as initial outfit of the country's small air arm with No. 1 Squadron based at Lossiemouth AB.

 

Funding for the twelve aircraft was approved by Congress on September 2018 and worth € 420 mio., making the Golden Eagle the young country’s first brand new military aircraft. Deliveries of the Golden Hawk TF.1, how the type was officially designated in Scottish service, began in November 2019, lasting until December 2020.

The first four Scottish Golden Hawk TF.1 aircraft were allocated to the newly established RoScAC No. 2 Squadron, based at Leuchars, where the RoScAC took control from the British Army. The latter had just taken over the former air base from the RAF in 2015, losing its “RAF air base” status and was consequentially re-designated “Leuchars Station”, primarily catering to the Royal Scots Dragoon Guards who have, in the meantime, become part of Scotland’s Army Corps. The brand new machines were publically displayed on the shared army and air corps facility in the RoScAC’s new paint scheme on 1st of December 2019 for the first time, and immediately took up service.

 

General characteristics:

Crew: 2

Length: 13.14 m (43.1 ft)

Wingspan (with wingtip missiles): 9.45 m (31 ft)

Height: 4.94 m (16.2 ft)

Wing area: 23.69 m² (255 ft²)

Empty weight: 6,470 kg (14,285 lb)

Max. takeoff weight: 12,300 kg (27,300 lb)

 

Powerplant:

1× Volvo RM12 afterburning turbofan, rated at 54 kN (12,100 lbf) dry thrust

and 80.5 kN (18,100 lbf) with afterburner

 

Performance:

Maximum speed: Mach 1.5 (1,640 km/h, 1,020 mph at 9,144 m or 30,000 ft)

Range: 1,851 km (1,150 mi)

Service ceiling: 14,630 m (48,000 ft)

Rate of climb: 198 m/s (39,000 ft/min)

Thrust/weight: 0.96

Max g limit: -3 g / +8 g

 

Armament:

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

A total of 7 hardpoints (4 underwing, 2 wingtip and one under fuselage)

for up to 3,740 kg (8,250 lb) of payload

  

The kit and its assembly:

A rare thing concerning my builds: an alternative reality whif. A fictional air force of an independent Scotland crept into my mind after the hysterical “Brexit” events in 2016 and the former (failed) public vote concerning the independence of Scotland from the UK. What would happen to the military, if the independence would take place, nevertheless, and British forces left the country?

 

The aforementioned Scottish National Party (SNP) paper from 2013 is real, and I took it as a benchmark. Primary focus would certainly be set on air space defense, and the Gripen appears as a good and not too expensive choice. The Sk 90 is a personal invention, but would fulfill a good complementary role.

Nevertheless, another multi-role aircraft would make sense as an addition, and both M-346 and T-50 caught my eye (Russian options were ruled out due to the tense political relations), and I gave the TA-50 the “Go” because of its engine and its proximity to the Gripen.

 

The T-50 really looks like the juvenile offspring from a date between an F-16 and an F-18. There’s even a kit available, from Academy – but it’s a Snap-Fit offering without a landing gear but, as an alternative, a clear display that can be attached to the engine nozzle. It also comes with stickers instead of waterslide decals. This sounds crappy and toy-like, but, after taking a close look at kit reviews, I gave it a try.

 

And I am positively surprised. While the kit consists of only few parts, moulded in the colors of a ROCAF trainer as expected, the surfaces have minute, engraved detail. Fit is very good, too, and there’s even a decent cockpit that’s actually better than the offering of some “normal” model kits. The interior comes with multi-part seats, side consoles and dashboards that feature correctly shaped instrument details (no decals). The air intakes are great, too: seamless, with relatively thin walls, nice!

 

So far, so good. But not enough. I could have built the kit OOB with the landing gear tucked up, but I went for the more complicated route and trans-/implanted the complete landing gear from an Intech F-16, which is available for less than EUR 5,- (and not much worth, to be honest). AFAIK, there’s white metal landing gear for the T-50 available from Scale Aircraft Conversions, but it’s 1:48 and for this set’s price I could have bought three Intech F-16s…

 

But back to the conversion. This landing gear transplantation stunt sounds more complicated as it actually turned out to be. For the front wheel well I simply cut a long opening into the fuselage and added inside a styrene sheet as a well roof, attached under the cockpit floor.

For the main landing gear I just opened the flush covers on the T-50 fuselage, cut out the interior from the Intech F-16, tailored it a little and glued it into its new place.

 

This was made easy by the fact that the T-50 is a bit smaller than the F-16, so that the transplants are by tendency a little too large and offer enough “flesh” for adaptations. Once in place, the F-16 struts were mounted (also slightly tailored to fit well) and covers added. The front wheel cover was created with 0.5 mm styrene sheet, for the main covers I used the parts from the Intech F-16 kit because they were thinner than the leftover T-50 fuselage parts and feature some surface detail on the inside. They had to be adapted in size, though. But the operation worked like a charm, highly recommended!

 

Around the hull, some small details like missing air scoops, some pitots and antennae were added. In a bout of boredom (while waiting for ordered parts…) I also added static dischargers on the aerodynamic surfaces’ trailing edges – the kit comes with obvious attachment points, and they are a small detail that improves the modern look of the T-50 even more.

 

Since the Academy kit comes clean with only a ventral drop tank as ordnance, underwing pylons from a SEPECAT Jaguar (resin aftermarket parts from Pavla) and a pair of AGM-65 from the Italeri NATO Weapons set plus launch rails were added, plus a pair of Sidewinders (from a Hasegawa AAM set, painted as blue training rounds) on the wing tip launch rails.

Since the T-50 trainer comes unarmed, a gun nozzle had to be added – its position is very similar to the gun on board of the F-16, on the upper side of the port side LERX. Another addition are conformal chaff/flare dispensers at the fin’s base, adding some beef to the sleek aircraft.

  

Painting and markings:

I did not want a grey-in-grey livery, yet something “different” and rather typical or familiar for the British isles. My approach is actually a compromise, with classic RAF colors and design features inspired by camouflage experiments of the German Luftwaffe on F-4F Phantoms and Alpha Jets in the early Eighties.

 

For the upper sides I went for a classic British scheme, in Dark Green and Dark Sea Grey (Humbrol 163 and 164), colors I deem very appropriate for the Scottish landscape and for potential naval operations. These were combined with elements from late RAF interceptors: Barley Grey (Humbrol 167) for the flanks including the pylons, plus Light Aircraft Grey (Humbrol 166) for the undersides, with a relatively high waterline and a grey fin, so that a side or lower view would rather blend with the sky than the ground below.

 

Another creative field were the national markings: how could fictional Scottish roundels look like, and how to create them so that they are easy to make and replicate (for a full set for this kit, as well as for potential future builds…)? Designing and printing marking decals myself was an option, but I eventually settled for a composite solution which somewhat influenced the roundels’ design, too.

My Scottish roundel interpretation consists of a blue disk with a white cross – it’s simple, different from any other contemporary national marking, esp. the UK roundel, and easy to create from single decal parts. In fact, the blue roundels were die-punched from blue decal sheet, and the cross consists of two thin white decal strips, cut into the correct length with the same stencil, using generic sheet material from TL Modellbau.

 

Another issue was the potential tactical code, and a small fleet only needs a simple system. Going back to a WWII system with letter codes for squadrons and individual aircraft was one option, but, IMHO, too complicated. I adopted the British single letter aircraft code, though, since this system is very traditional, but since the RoScAC would certainly not operate too many squadrons, I rather adapted a system similar to the Swedish or Spanish format with a single number representing the squadron. The result is a simple 2-digit code, and I adapted the German system of placing the tactical code on the fuselage, separated by the roundel. Keeping British traditions up I repeated the individual aircraft code letter on the fin, where a Scottish flag, a small, self-printed Fife coat-or-arms and a serial number were added, too.

 

The kit saw only light weathering and shading, and the kit was finally sealed with matt acrylic varnish (Italeri).

  

Creating this whif, based on an alternative historic timeline with a near future perspective, was fun – and it might spawn more models that circle around the story. A Scottish Sk 90 and a Gripen are certain options (and for both I have kits in the stash…), but there might also be an entry level trainer, some helicopters for the army and SAR duties, as well as a transport aircraft. The foundation has been laid out, now it’s time to fill Scotland’s history to come with detail and proof. ;-)

 

Besides, despite being a snap-fit kit, Academy’s T-50 is a nice basis, reminding me of some Hobby Boss kits but with less flaws (e .g. most of the interiors), except for the complete lack of a landing gear. But with the F-16 and Jaguar transplants the simple kit developed into something more convincing.

Some background:

Simple, efficient and reliable, the Regult (リガード, Rigādo) was the standard mass production mecha of the Zentraedi forces. Produced by Esbeliben at the 4.432.369th Zentraedi Fully Automated Weaponry Development and Production Factory Satellite in staggering numbers to fill the need for an all-purpose mecha, this battle pod accommodated a single Zentraedi soldier in a compact cockpit and was capable of operating in space or on a planet's surface. The Regult saw much use during Space War I in repeated engagements against the forces of the SDF-1 Macross and the U.N. Spacy, but its lack of versatility against superior mecha often resulted in average effectiveness and heavy losses. The vehicle was regarded as expendable and was therefore cheap, simple, but also very effective when fielded in large numbers. Possessing minimal defensive features, the Regult was a simple weapon that performed best in large numbers and when supported by other mecha such as Gnerl Fighter Pods. Total production is said to have exceeded 300 million in total.

 

The cockpit could be accesses through a hatch on the back of the Regult’s body, which was, however, extremely cramped, with poor habitability and means of survival. The giant Zentraedi that operated it often found themselves crouching, with some complaining that "It would have been easier had they just walked on their own feet". Many parts of the craft relied on being operated on manually, which increased the fatigue of the pilot. On the other hand, the overall structure was extremely simple, with relatively few failures, making operational rate high.

 

In space, the Regult made use of two booster engines and numerous vernier thrusters to propel itself at very high speeds, capable of engaging and maintaining pace with the U.N. Spacy's VF-1 Valkyrie variable fighter. Within an atmosphere, the Regult was largely limited to ground combat but retained high speed and maneuverability. On land, the Regult was surprisingly fast and agile, too, capable of closing with the VF-1 variable fighter in GERWALK flight (though likely unable to maintain pace at full GERWALK velocity). The Regult was not confined to land operations, though, it was also capable of operating underwater for extended periods of time. Thanks to its boosters, the Regult was capable of high leaping that allowed the pod to cover long distances, surprise enemies and even engage low-flying aircraft.

 

Armed with a variety of direct-fire energy weapons and anti-personnel/anti-aircraft guns, the Regult offered considerable firepower and was capable of engaging both air and ground units. It was also able to deliver powerful kicks. The armor of the body shell wasn't very strong, though, and could easily be penetrated by a Valkyrie's 55 mm Gatling gun pod. Even bare fist attacks of a VF-1 could crack the Regult’s cockpit or immobilize it. The U.N. Spacy’s MBR-07 Destroid Spartan was, after initial battel experience with the Regult, specifically designed to engage the Zentraedi forces’ primary infantry weapon in close-combat.

 

The Regult was, despite general shortcomings, a highly successful design and it became the basis for a wide range of specialized versions, including advanced battle pods for commanders, heavy infantry weapon carriers and reconnaissance/command vehicles. The latter included the Regult Tactical Scout (リガード偵察型). manufactured by electronics specialist Ectromelia. The Tactical Scout variant was a deadly addition to the Zentraedi Regult mecha troops. Removing all weaponry, the Tactical Scout was equipped with many additional sensor clusters and long-range detection equipment. Always found operating among other Regult mecha or supporting Glaug command pods, the Scout was capable of early warning enemy detection as well as ECM/ECCM roles (Electronic Countermeasures/Electronic Counter-Countermeasures). In Space War I, the Tactical Scout was utilized to devastating effect, often providing radar jamming, communication relay and superior tactical positioning for the many Zentraedi mecha forces.

 

At the end of Space War I in January 2012, production of the Regult for potential Earth defensive combat continued when the seizure operation of the Factory Satellite was executed. After the war, Regults were used by both U.N. Spacy and Zentraedi insurgents. Many surviving units were incorporated into the New U.N. Forces and given new model numbers. The normal Regult became the “Zentraedi Battle Pod” ZBP-104 (often just called “Type 104”) and was, for example, used by Al-Shahal's New U.N. Army's Zentraedi garrison. The related ZBP-106 was a modernized version for Zentraedi commanders, with built-in boosters, additional Queadluun-Rhea arms and extra armaments. These primarily replaced the Glaug battle pod, of which only a handful had survived. By 2067, Regult pods of all variants were still in operation among mixed human/Zentraedi units.

  

General characteristics:

Accommodation: pilot only, in standard cockpit in main body

Overall Height: 18.2 meters

Overall Length: 7.6 meters

Overall Width: 12.6 meters

Max Weight: 39.8 metric tons

 

Powerplant & propulsion:

1x 1.3 GGV class Ectromelia thermonuclear reaction furnace,

driving 2x main booster Thrusters and 12x vernier thrusters

 

Performance:

unknown

 

Armament:

None

 

Special Equipment and Features:

Standard all-frequency radar antenna

Standard laser long-range sensor

Ectromelia infrared, visible light and ultraviolet frequency sensor cluster

ECM/ECCM suite

  

The kit and its assembly:

I had this kit stashed away for a couple of years, together with a bunch of other 1:100 Zentraedi pods of all kinds and the plan to build a full platoon one day – but this has naturally not happened so far and the kits were and are still waiting. The “Reconnaissance & Surveillance” group build at whatifmodellers.com in August 2021 was a good occasion and motivation to tackle the Tactical Scout model from the pile, though, as it perfectly fits the GB’s theme and also adds an exotic science fiction/anime twist to the submissions.

 

The kit is an original ARII boxing from 1983, AFAIK the only edition of this model. One might expect this kit to be a variation of the 1982 standard Regult (sometimes spelled “Reguld”) kit with extra parts, but that’s not the case – it is a new mold with different parts and technical solutions, and it offers optional parts for the standard Regult pod as well as the two missile carrier versions that were published at the same time, too. The Tactical Scout uses the same basis, but it comes with parts exclusive for this variant (hull and a sprue with the many antennae and sensors).

 

I remembered from a former ARII Regult build in the late Eighties that the legs were a wobbly affair. Careful sprue inspection revealed, however, that this second generation comes with some sensible detail changes, e. g. the feet, which originally consisted of separate toe and heel sections (and these were hollow from behind/below!). To my biggest surprise the knees – a notorious weak spot of the 1st generation Regult kit – were not only held by small and flimsy vinyl caps anymore: These were replaced with much bigger vinyl rings, fitted into sturdy single-piece enclosures made from a tough styrene which can even be tuned with small metal screws(!), which are included in the kit. Interesting!

 

But the joy is still limited: even though the mold is newer, fit is mediocre at best, PSR is necessary on every seam. However, the good news is that the kit does not fight with you. The whole thing was mostly built OOB, because at 1:100 there's little that makes sense to add to the surface, and the kit comes with anything you'd expect on a Regult Scout pod. I just added some lenses and small stuff behind the large "eye", which is (also to my surprise) a clear part. The stuff might only appear in schemes on the finished model, but that's better than leaving the area blank.

 

Otherwise, the model was built in sub-sections for easier painting and handling, to be assembled in a final step – made possible by the kit’s design which avoids the early mecha kit’s “onion layer” construction, except for the feet. This is the only area that requires some extra effort, and which is also a bit tricky to assemble.

 

However, while the knees appear to be a robust construction, the kit showed some material weakness: while handling the leg assembly, one leg suddenly came off under the knees - turned out that the locator that holds the knee joint above (which I expected to be the weak point) completely broke off of the lower leg! Weird damage. I tried to glue the leg into place, but this did not work, and so I inserted a replacement for the broken. This eventually worked.

  

Painting and markings:

Colorful, but pretty standard and with the attempt to be authentic. However, information concerning the Regults’ paint scheme is somewhat inconsistent. I decided to use a more complex interpretation of the standard blue/grey Regult scheme, with a lighter “face shield” and some other details that make the mecha look more interesting. I used the box art and some screenshots from the Macross TV series as reference; the Tactical Scout pod already appears in episode #2 for the first time, and there are some good views at it, even though the anime version is highly simplified.

 

Humbrol enamels were used, including 48 (Mediterranean Blue), 196 (RAL 7035, instead of pure white), 40 (Pale Grey) and 27 (Sea Grey). The many optics were created with clear acrylics over a silver base, and the large frontal “eye” is a piece of clear plastic with a coat of clear turquoise paint, too.

 

The model received a black ink washing to emphasize details, engraved panel lines and recesses, as well as some light post-shading through dry-brushing. Some surface details were created with decal stripes, e. g. on the upper legs, or with a black fineliner, and some color highlights were distributed all over the hull, e. g. the yellowish-beige tips of the wide antenna or the bright blue panels on the upper legs.

 

The decals were taken OOB, and thanks to a translation chart I was able to decipher some of the markings which I’d interpret as a serial number and a unit code – but who knows?

 

Finally, the kit received an overall coat of matt acrylic varnish and some weathering/dust traces around the feet with simple watercolors – more would IMHO look out of place, due to the mecha’s sheer size in real life and the fact that the Regult has to be considered a disposable item. Either it’s brand new and shiny, or busted, there’s probably little in between that justifies serious weathering which better suits the tank-like Destroids.

  

A “normal” build, even though the model and the topic are exotic enough. This 2nd generation Regult kit went together easier than expected, even though it has its weak points, too. However, material ageing turned out to be the biggest challenge (after all, the kit is almost 40 years old!), but all problems could be overcome and the resulting model looks decent – and it has this certain Eighties flavor! :D

 

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. The space-capable VF-1's combat debut was on February 7, 2009, during the Battle of South Ataria Island - the first battle of Space War I - and remained the mainstay fighter of the U.N. Spacy for the entire conflict. Introduced in 2008, the VF-1 would be out of frontline service just five years later, though.

 

The VF-1 proved to be an extremely capable craft, successfully combating a variety of Zentraedi mecha even in most sorties which saw UN Spacy forces significantly outnumbered. The versatility of the Valkyrie design enabled the variable fighter to act as both large-scale infantry and as air/space superiority fighter. The basic VF-1 was built and deployed in four minor variants (designated A, J, and S single-seater and the D two-seater/trainer) and its success was increased by continued development of various enhancements including the GBP-1S "Armored" Valkyrie exoskeleton with enhanced protection and integrated missile launchers, the so-called FAST (“Fuel And Sensor Tray”) packs that created the fully space-capable "Super" Valkyries and the additional RÖ-X2 heavy cannon pack weapon system for the VF-1S “Super Valkyrie”.

 

After the end of Space War I, the VF-1 continued to be manufactured both in the Sol system and throughout the UNG space colonies. At the end of 2015 the final rollout of the VF-1 was celebrated at a special ceremony, commemorating this most famous of variable fighters. The VF-1 Valkryie was built from 2006 to 2013 with a total production of 5,459 VF-1 variable fighters with several original variants (VF-1A = 5,093, VF-1D = 85, VF-1J = 49, VF-1S = 30, VF-1G = 12, VE-1 = 122, VT-1 = 68), even though these machines were frequently updated and modified during their career, leading to a wide range of sub-variants and different standards.

 

Although the VF-1 would be replaced in 2020 as the primary Variable Fighter of the U.N. Spacy, a long service record and continued production after the war proved the lasting worth of the design. One of these post-war designs became the VF-1EX, a replica variant of the VF-1J with up-to-date avionics and instrumentation. It was only built in small numbers in the late 2040s and was a dedicated variant for advanced training with dissimilar mock aerial and ground fighting.

 

The only operator of this type was Xaos (sometimes spelled as Chaos), a private and independent military and civilian contractor. Xaos was originally a fold navigation business that began venturing into fold wave communication and information, expanding rapidly during the 2050s and entering new business fields like flight tests and providing aggressor aircraft for military training. They were almost entirely independent from the New United Nations Spacy (NUNS) and was led by the mysterious Lady M. During the Vár Syndrome outbreak, Echo Squadron and Delta Flight and the tactical sound unit Thrones and Walküre were formed to counteract its effects in the Brísingr Globular Cluster.

 

The VF-1EX was restricted to its primary objective and never saw real combat. The replica unit retained the overall basic performance of the original VF-1 Valkyrie, the specifications being more than sufficient for training and mock combat. The only difference was the addition of the contemporary military EG-01M/MP EX-Gear system for the pilot as an emergency standard, an exoskeleton unit with personal inner-wear, two variable geometry wings, two hybrid jet/rocket engines, mechanical hardware for the head, torso, arms and legs. This feature gave the VF-1EX its new designation.

Furthermore, the VF-1EX was also outfitted with other electronic contingency functions like AI-assisted flight and remote override controls. Some of these features could be disabled according to necessity or pilot preferences. The gun pod unit was retained but was usually only loaded with paintball rounds for mock combat. For the same purpose, one of the original Mauler RÖV-20 anti-aircraft laser cannon in the "head unit" was replaced by a long-range laser target designator. AMM-1 missiles with dummy warheads or other training ordnance could be added to the wing hardpoints, but the VF-1EX was never seen being equipped this way - it remained an agile dogfighter.

  

General characteristics:

All-environment variable fighter and tactical combat Battroid. 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; EG-01M/MP EX-Gear system; option of GBP-1S system, atmospheric-escape booster, or FAST Pack system.

 

Accommodation:

Single pilot in Marty & Beck Mk-7 zero/zero ejection seat

 

Dimensions:

Battroid Mode:

Height 12.68 meters

Width 7.3 meters

Length 4.0 meters

Fighter Mode:

Length 14.23 meters

Wingspan 14.78 meters (at 20° minimum sweep)

Height 3.84 meters

 

Empty weight: 13.25 metric tons

Standard take-off 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 TOW 2.49; maximum TOW 1.24

 

Transformation:

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

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

 

Armament:

1x Mauler RÖV-20 anti-aircraft laser cannon in the "head" unit, firing 6,000 pulses per minute

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

4x underwing hardpoints for a wide variety of ordnance

  

The kit and its assembly:

The VF-1EX Valkyrie is a Variable Fighter introduced in the Macross Δ television series, and it's, as described above, a replica training variant that resembles outwardly the VF-1J. There's even a Hasegawa 1:72 kit from 2016 of this obscure variant.

However, what I tried to recreate is a virtual (and purely fictional/non-canonical) VF-1EX, re-skinned by someone called David L. on the basis of a virtual VF-1S 3D model with a 2 m wing span (sounds like ~1:8 scale) for the Phoenix R/C simulator software. Check this for reference: www.supermotoxl.com/projects-articles/ready-to-drive-fly-...). How bizarre can things be/become? And how sick is a hardware model of it, though...?

 

I found the complex livery very attractive and had the plan to build a 1:100 model for some years now. But it took this long to gather enough mojo to tackle this project, due to the tricolor paint scheme's complex nature...

The "canvas" for this stunt is a vintage Arii 1:100 VF-1 kit, built OOB except for some standard mods. The kit was actually a VF-1A, but I had a spare VF-1J head unit in store as a suitable replacement. Externally, some dorsal blade aerials and vanes on the nose were added, the attachment points under the wings for the pylons were PSRed away. A pilot figure was added to the cockpit because this model would be displayed in flight. As a consequence, the ventral gun pod received an adapter at its tail and I added one of my home-brew wire displays, created on the basis of the kit's OOB plastic base.

  

Painting and markings:

As mentioned above, this VF-1 is based on a re-skinned virtual R/C model, and its creator apparently took inspiration from a canonical VF fighter, namely a VF-31C "Siegfried", and specifically the "Mirage Farina Jenius Custom" version from the Macross Δ series that plays around 2051. Screenshots from the demo flight video under the link above provided various perspectives as painting reference, but the actual implementation on the tiny model caused serious headaches.

The VF-1's shapes are rather round and curvy, the model's jagged surface and small size prohibited masking. The kit is IMHO also best built and painted in single sub-assemblies, but upon closer inspection the screenshots revealed some marking inconsistencies (apparently edited from various videos?), and certain areas were left uncertain, e .g. the inside of the legs or the whole belly area. Therefore, this model is just a personal interpretation of the design, and as such I also deviated in the markings.

 

The paints became Humbrol 20 (Crimson) and 58 (Magenta), plus Revell 301 (Semi-gloss White), and they were applied with brushes. To replicate the edgy and rather fragmented pattern I initially laid down the two reds in a rather rough and thin fashion and painted the white dorsal and ventral areas. Once thoroughly dry, the white edges were quasi-masked with white decal material, either with stripes of various widths or tailored from sheet material, e. g. for the "wedges" on the wings and fins and the dorsal "swallow tail". This went more smoothly than expected, with a very convincing and clean result that i'd never had achieved with brushes alone, even with masking attempts, which would probably have led to chaos and too much paint on the model.

 

Other details like the grey leading edges or the air intakes were created with grey and black decal material, too.

No weathering was done, since the aircraft would be clean and in pristine condition, but I used a soft pencil to emphasize the engraved panel lines, esp. on white background. The gun pod became grey and the exhausts, painted in Revell 91 (Iron), were treated with graphite for a darker shade and a more metallic look.

 

Stencils came from the kit's OOB sheet, but only a few, since there was already a lot "going on" on the VF-1's hull. The flash-shaped Xaos insignia and the NUNS markings on legs and wings were printed at home - as well as the small black vernier thrusters all around the hull, for a uniform look. The USN style Modex and the small letter code on the fins came from an Colorado Decals F-5 sheet, for an aggressor aircraft.

 

Finally, the kit was sealed overall with semi-gloss acrlyic varnish (which turned out glossier than expected...) and position lights etc. added with translucent paint on top of a silver base.

  

Well, while the VF-1 was built OOB with no major mods and just some cosmetical upgrades, the paint scheme and its finish were more demanding - and I am happy that the "decal masking" trick worked so fine. The paint scheme surely is attractive, even though it IMHO does not really takes the VF-1's lines into account. Nevertheless, I am certain that there are not many models that are actually based on a virtual 1:8 scale 3D model of an iconic SF fighter, so that this VF-1EX might be unique.

 

Capable of firing between a thirty- and seventy-degree angle, this gun typically found itself in an indirect fire role but could be direct-fired at a shallow angle if direly necessary. Unlike the Anti-Armor Field Gun, it fires a large projectile at relatively low velocity and is better suited against infantry, light vehicles, and fortifications than armored targets.

 

(wheel adjusts mortar elevation when spun)

 

Port/ventral view showing forges and heavy drones.

 

Name: S.S. Bessemer

 

Registration Number: KCC-1894 (Kolter Construction Contract Number 1,894)

  

Affiliation: Kolter Mining, Refining, and Fuel.

 

Class Name: Bessemer class

  

Type: Deep Space Mining Operations Flagship

 

Commissioned: Circa late 2500’s, post recent major conflict

 

Specifications:

  

Length: 1,844 meters (184.4 studs, 58.1 inches, 4.83 feet, 147.5 cm model)

  

Width: 503 meters (50.3 studs, 15.8 inches, 40.2 cm model)

  

Height: 484 meters, 398 meters without dorsal comms array, (48.4 studs, 15.2 inches, 38.7 cm model)

  

Crew: 2,950 standard complement + capacity for crew families, as well as smaller guest quarters for up to 2,000 additional personnel to be moved to/from mining operations.

 

Armament: 1 super-heavy coaxial particle beam cannon, (primarily for asteroid mining, but also more than capable of defensive action,) 4 dual-mounted heavy particle cannon turrets, 8 dual-mounted medium particle cannon turrets, 2 coaxial fore medium particle cannons, 80 quad-mounted 80mm anti-fighter flak railgun turrets.

 

Defensive systems:

Hull: Super-heavy steel alloy hull with carbon nanotube/buckypaper composite layers as spall lining.

Armor plating: steel, titanium alloy, tungsten, ceramic, and carbon nanotube composite armor layers against asteroids/other space debris, kinetic weapons, kinetic spalling, particle, laser, and plasma fire. Thick composite armor provides excellent survivability, but with very high mass. Some battleships are less armored than this ship.

Bulkheads: Extensive titanium bulkhead support network.

Structural integrity field: High power system designed for significant cargo mass placing stress on the frame, or to withstand asteroid impacts to the hull.

Shielding: Internally housed high power adaptive particle field repulsing shielding system capable of surviving significant punishment. Some older battleships have less robust shielding.

 

Powerplant: 1 primary matter-antimatter reactor with extensive fuel reserves, 2 secondary fusion reactors with extensive fuel reserves. Multiple massive power capacitors. Extensive heatinks.

 

Propulsion: 1 massive primary fusion engine for sub-lightspeed travel, 1 internal FTL core capable of moderate FTL speed, long range travel, and 32 large reaction control thrusters for slow but dependable below light speed maneuvering.

 

Computer systems: Single supercomputer core with onboard Virtual Intelligence system.

  

Comms and Sensors: Local and FTL comms arrays. Radar, LIDAR, infrared, multi-spectral, and additional other local area sensors systems, along with extensive FTL sensors.

 

Additional Systems: High power artificial singularity for both artificial gravity generation and inertial dampening, allowing for 1G gravity even when hauling an entire cargo hold full of heavy-metal. 6 massive blast furnaces for refining metal ore, an enormous central cargo hold system, 4 fuel refining tanks, 4 massive fuel storage tanks, and an internal rail system for moving ore and personnel.

 

Embarked Craft: 2 Thunderbird class super-heavy cargo/personnel shuttles, 2 Hurricane class heavy cargo/personnel shuttles, 20 heavy mining drones, 24 medium mining drones, 2 gunships of variable class, 2 heavy fighter/bombers of variable class, potential for multiple additional light shuttles and fighters.

 

Background: After seeing both the devastation to outlying areas of space caused by the recent Great War, and the corruption within the Federal Defense Navy (working title) Admiralty, Captain David Courtland retired honorably from military service and went to helm his family’s generations old mining company, Kolter Mining, Refining, and Fuel; one of the largest mining companies in United Earth Federation space. (Working title.)

 

He wanted to take the company, already a reputable and successful business, in a new direction. That direction was the disputed, war-torn, no-man’s-waste-land of space known as The Divide, (working title) situated between the major powers of the galaxy. Life in The Divide was desperate, with little hope for the many people stranded in the ruins, poverty, and crime infested land. None of the major powers could intervene without starting another territorial war, and as such, pirates, gangs, and unscrupulous mega-corporations ruled supreme.

 

Courtland wanted to make a difference to this sorrowful place, and with trillions of credits and a Fortunes 1,000 company at his control, he had the means to at least begin; although even he lacked the ability to single-handedly remedy the myriad of woes The Divide faced.

 

David’s plan was simple, to move significant mining operations to The Divide, thus:

1: Creating new, safe, well-paying, good jobs for both an area and an industry that seldom offered such things.

2: Allowing for the placement of company security forces to deter pirate activity around major settlements.

3: Providing tax-free revenue to fund new schools, hospitals, food, water, shetler, and other charitable activities in The Divide.

  

But to do it, he required a new kind of mining vessel, as well as additional security forces. Thus he contacted Nelson Heavy Industries, who in turn partnered with AxonTech Interstellar Systems for some components, to place an order for a line of custom massive deep space mining operation flagships with enhanced combat capabilities and capable of operating in the remotest reaches of space for months or even years at a time. And so the Bessemer class was born.

 

The Bessemer class is unlike any mining vessel ever produced before it. Certainly significantly larger mining ships existed, but these were typically little more than unarmed, slow moving things with small engines; closer to a semi-mobile starbase than a combination frontier battleship/mining vessel. But Courtland required something unique. Something that could move faster, survive more punishment, and something that had teeth; not a fragile, barely moving thing that would only sit in safe areas of space. Courtland needed a mighty sheepdog in a world of sheep and wolves.

 

Bessemer class vessels are 1,844 meters long, and possess more armor, firepower, and shielding than many pre Great War battleship designs. Almost any pirate or local gang would be terrified of the sight of over a mile of steel and particle cannons; clad in Kolter white, green, and yellow.

 

But the Bessemer, and others of her class, are not merely warships masquerading as civilian craft. They are heavy mining machines that live up to their name; a steel producing process that revolutionized the industry of Earth some seven hundred years earlier. The Bessemer and her sister ships are capable of blasting metal-rich asteroids to bits with their coaxial mining particle beam cannon, and then having swarms of automated mining drones devour any valuable deposits within before unloading the materials into the Bessemer’s ore hold for the internal rail system to run any raw ore through her six corvette sized forges, and then having the refined metal shunted to her cavernous lower hold, while any waste material from the refining process is vented directly into space.

 

Ships of this class are outfitted with a sizable hangar, advanced sensor suite, extensive internal cargo bays, and large cargo pod clamps that allow it to act in the capacity of miner, defensive ship, operations command center, and even freighter and personnel carrier should usual shipping to outlying mining sites be disrupted.

 

But capable as they are, these are not the spartan mining vessels with unlivable working conditions that some shady companies have been known to operate. These space-faring cities of steel feature robust safety systems, spacious and comfortable crew quarters, multiple restaurants, multiple mess-halls, multiple shops for clothing, food, electronics, and other items, an arcade, multiple gyms with weights, various weight and cardio machines, martial arts areas, gymnastics equipment, along with a walking track, a small bowling alley, an olympic sized swimming pool, a multi-sport stadium, a greenhouse, hydroponics bays, a small stage/concert area, several computer labs, a library, a small movie theater, crew lounges and break areas, a salon/spa, a bar/club, chapels, classroom/daycare areas, office areas, as well as repair stations, enough dry and frozen storage to keep everyone fed for extended missions, advanced workshops, astrotography, laboratories, guest bunk-rooms, and a starbase grade medical center.

 

Not everyone is happy about Kolter Mining’s efforts, however. While Courtland founded the Kolter Foundation to aid those in need, he also lobbied for what came to be known as the Kolter Bill to be passed. Mining employees out in the colonies loved the added protections this afforded them. But the executives of Kolter’s rival mining companies operating out of Earth’s colony worlds quickly found themselves facing laws that favored the profits of Kolter and their already developed safety systems and excellent treatment of employees. What’s more, the Federal Defense Navy Admiralty have been continually frustrated that rather than helping to line their pockets as part of the military industrial complex, Courtland has been working tirelessly to reveal their corruption and hidden support of crime in outlying areas of space.

 

What’s more, there are even rumors that Courtland is now working with, and possibly even helping to fund, a mercenary vigilante unit out in The Divide known as the Phoenix Command Group, founded by Jonathan Scarlett, another former Federal Defense Navy Captain who ran afoul of the Admiralty.

 

The wealthy and corrupt among the Admiralty, military industrial complex, crime syndicates, and corrupt businesses running shady operations out in The Divide are deeply troubled by these rumors. But those who are now citizens of no nation, and who have known nothing but hopelessness and need for years, have a slight spark of hope rising like a Phoenix.

   

IRL info: This digital SHIP was made in Bricklink’s Studio software from September 11th to September 30th, 2021. I did not originally plan to participate in SHIPtember, but I couldn’t resist. It is 184 studs (58.1 inches) long, 50 studs wide, and 48 studs high. It is comprised of 23,470 pieces, which I believe makes it my highest piece-count SHIP to date, and means that the model itself has a mass of 973.502 ounces, or 60.843 pounds, or 27.597 kilograms, which most likely makes it my heaviest SHIP as well as my most piece intensive. (I really need to learn to build a little more hollow.) Note that it uses all real pieces/colors that are available for sale on Bricklink. (Albeit at a price that makes attempting to build it in physical bricks highly impractical.) It is 100% connected, and should be at least somewhat stable in real life. I would want to reinforce the fore-end with more Technic, and switch out the longest Lego Technic axle holding the engine for an aftermarket stainless steel version. I cannot guarantee that various sections built out from the main SNOT and Technic frame would be totally stable without slight redesign of a few bits. It would also require a hefty display stand of some kind.

 

The current pictures are WIP to show the completed status of the build itself. Better renders done by importing the Studio build into Mecabricks, replacing any pieces that fail to load or change position, and then exporting to Blender for higher quality rendering, and finally hopefully doing some cool backgrounds with GIMP, will hopefully follow before whatever October picture deadline is decided on. Please do not use these early pictures in the poster if time remains, as I hope to provide better ones. Thank you for reading this lengthy description. Have a cookie.

 

If this ship had a theme song, this magnificent piece by Clamavi De Profundis would be it: youtu.be/Xm96Cqu4Ils

Flying squirrels are not capable of flight like birds or bats; instead, they glide between trees. They are capable of obtaining lift within the course of these flights, with flights recorded to 90 meters (295 ft). The direction and speed of the animal in midair are varied by changing the positions of its limbs, largely controlled by small cartilaginous wrist bones. The wrist is connected to the styliform cartilage, which forms a wing tip used during gliding. After being extended, the wing tip may adjust to various angles, controlling aerodynamic movements. The wrist also changes the tautness of the patagium, a furry parachute-like membrane that stretches from wrist to ankle. It has a fluffy tail that stabilizes in flight. The tail acts as an adjunct airfoil, working as an air brake before landing on a tree trunk.

 

The colugos, Petauridae, and Anomaluridae are gliding mammals which are similar to flying squirrels because of convergent evolution. These mammals can glide through the trees, but they do not actually fly (like birds and bats). They have a membrane of skin on either side of their body.

 

Prior to the 21st century, the evolutionary history of the flying squirrel was frequently debated. This debate was clarified greatly as a result of two molecular studies. These studies found support that flying squirrels originated 18–20 million years ago, are monophyletic, and have a sister relationship with tree squirrels. Due to their close ancestry, the morphological differences between flying squirrels and tree squirrels reveal insight into the formation of the gliding mechanism. Compared to squirrels of similar size, flying squirrels, northern and southern flying squirrels show lengthening in bones of the lumbar vertebrae and forearm, whereas bones of the feet, hands, and distal vertebrae are reduced in length. Such differences in body proportions reveal the flying squirrels’ adaptation to minimize wing loading and to increase more maneuverability while gliding.

 

Several hypotheses have attempted to explain the evolution of gliding in flying squirrels. One possible explanation is related to energy efficiency and foraging. Gliding is an energetically efficient way to progress from one tree to another while foraging, as opposed to climbing down trees and maneuvering on the ground floor or executing dangerous leaps in the air. By gliding at high speeds, flying squirrels can rummage through a greater area of forest more quickly than tree squirrels. Flying squirrels can glide long distances by increasing their aerial speed and increasing their lift.Other hypotheses state that the mechanism evolved to avoid nearby predators and prevent injuries. If a dangerous situation arises on a specific tree, flying squirrels can glide to another, and thereby typically escape the previous danger. Furthermore, take-off and landing procedures during leaps, implemented for safety purposes, may explain the gliding mechanism. While leaps at high speeds are important to escape danger, the high-force impact of landing on a new tree could be detrimental to a squirrel’s health. Yet the gliding mechanism of flying squirrels involves structures and techniques during flight that allow for great stability and control. If a leap is miscalculated, a flying squirrel may easily steer back onto the original course by using its gliding ability. A flying squirrel also creates a large glide angle when approaching its target tree, decreasing its velocity due to an increase in air resistance and allowing all four limbs to absorb the impact of the target.

The Corsair is widely considered the most capable of all carrier-based fighter aircraft of World War Two. Designed and originally built by Chance Vought, it was also manufactured under license by Goodyear at the height of production during the Second World War. Its distinctive "bent" wings were designed to keep the landing gear short and robust for carrier landings and give clearance for the enormous 13' 4" diameter propeller required to pull her to over 400 MPH - the first American fighter to do so. It was considered the performance equal to many other fighters like the Mustang but its short range kept it either carrier-based or land-based in the South Pacific war close to the action. The Corsair continued to be operated by the USN and the Marines after the war and saw considerable action during the Korean War.

 

Corsairs were first operated from carriers by the Fleet Air Arm of the Royal Navy. Trained in the US, RNFAA pilots including Canadian Lt. Robert Hampton Gray were deployed on carriers such as HMS Formidable and Victorious and carried out daring fighter escort and attack operations in the North Atlantic. This included the famous raids against the holed-up German battleship Tirpitz. HMS Formidable also fought in the Pacific theatre later in the war where Lt. Gray won the Victoria Cross. The Vintage Wings of Canada Corsair, presently in standard U.S. “shipyard blue” markings, will be painted in markings to honour Hampton Gray.

 

"Love alone is Capable of uniting living beings in such a way as to complete and fulfil them,

for it alone takes them and joins them by what is deepest in themselves"

(Pirre Teilhard de Chardin 1881-1953)

 

taken in St Stephens Green in Dublin...

Love getting images that show how we are living today....just sitting around and enjoying the company of people we love....

 

1/52

Thanks for stopping by and having a look...love to hear what you think....

The Lockheed F-117A was developed in response to an Air Force request for an aircraft capable of attacking high value targets without being detected by enemy radar. By the 1970s, new materials and techniques allowed engineers to design an aircraft with radar-evading or "stealth" qualities. The result was the F-117A, the world's first operational stealth aircraft.

 

The first F-117A flew on June 18, 1981, and the first F-117A unit, the 4450th Tactical Group (renamed the 37th Tactical Fighter Wing in October 1989), achieved initial operating capability in October 1983. The F-117A first saw combat during Operation Just Cause on Dec. 19, 1989, when two F-117As from the 37th TFW attacked military targets in Panama.

 

The F-117A again went into action during Operation Desert Shield/Storm in 1990-1991 when the 415th and the 416th squadrons of the 37th TFW moved to a base in Saudi Arabia. During Operation Desert Storm, the F-117As flew 1,271 sorties, achieving an 80 percent mission success rate, and suffered no losses or battle damage. A total of 59 F-117As were built between 1981 and 1990.

 

The aircraft on display is the second F-117A built and was specially modified for systems testing. The Air Force retired it to the museum in 1991 after its test program was completed. It is marked as it appeared during tests conducted for the Air Force Systems Command between 1981 and 1991.

 

National Museum of the US Air Force

Wright-Patterson AFB

Dayton, OH

Yuri: *sighs* “I am just as troubled over it as you are, Kumi, but I do not know what you wish me to do. I am normally capable of vanquishing any problem that presents itself, but this is beyond even my remarkable abilities. Even if we had a dress flown in directly, we still would not have the time to accouter it properly, and you and I both know that fit is as important as the garment itself!”

 

Kumi: *props her chin on her hand, brow furrowed* “There has to be a way. Magpie is a gown girl down to the tips of her pale pink toes. You know she doesn’t play concerts because she loves the violin, right? She does it for the wardrobe. The gowns...*slaps her hand over her heart, voice dripping with emotion* she does it for the gowns, Ri-Ri.”

 

Yuri: *I know! I know she does! *runs her fingers through her bangs, distraught* I am also aware that on the most important day of her life to date, she should be in the most elaborate gown of them all, but there is simply nothing to be done about it!”

 

Yuri & Kumi: *exchange unhappy looks*

 

Magpie: *skips into the room, grabs an apple out of the basket, boosts herself onto the counter and greets the twins in a singsong voice* “Huuullo! What’s the bubble, double, double toil and trouble?”

 

Yuri & Kumi: *faces grave* “Magpie.”

 

Magpie: *stops with the apple midway to her mouth, perplexed by the twins’ gloomy demeanors* “Uh-oh, what’s wrong?”

 

Emma: *enters behind Magpie* “Have any o’ you lot seen Z? I canna…*stops short at the sight of the twins’ despondent expressions* Uh-oh, whit’s wrong?”

 

Fashion Credits

**Any doll enhancements (i.e. freckles, piercings, eye color changes) were done by me unless otherwise stated.**

 

Yuri

Shorts: Randal Craig RTW – Lilli Style Redeux

Top: Momoko – Lacy Modernist (FYI: Does not fit the NF body without some ‘help’ in the back.)

Shoes: IT – Fashion Royalty – High Tide Vanessa

Brooch/Pin: BFMC – Equestrian Fashion

Bracelet: me

 

Dolls is a Nu.Fantasy Little Red Riding Hood Yuri transplanted to a NuFace body.

 

Kumi

Skirt: Clear lan

Top: IT – NuFace – Lady in Red Erin

Shoes: IT – Fashion Royalty – Paparazzi Bait Adele

Necklace: Origin Unknown

Aqua Bracelet: IT – NuFace – Lady in Red Erin

Gold Bracelet: me

 

Dolls is a Nu.Fantasy Wild Wolf Kumi transplanted to a NuFace body.

 

Magpie

Dress: Mattel – Playline – Fashion Fever Doll

Jacket: Sakurana

Shoes: Randall Craig RTW – Summertime

Brooch/Pin: BFMC

Earrings: me

 

Doll is a Wild at Heart Lilith re-rooted by the brilliant valmaxi(!!!).

 

Emma

Dress & Shorties: shortcut/Patty

Sandals: Mattel – Barbie Collector – Trina Turk Malibu Barbie

Necklace & Bracelets: me

 

Doll is a Style Mantra Eden.

 

Land Rover has a long history of delivering capable and premium offroad vehicles. The Range Rover has set the benchmark for premium offroad (now known as SUV) vehicle types. And, the original Land Rover (recently known as 'Defender') has set the benchmark for capable offroad attributes since its inception in 1948.

 

One thing the Defender isn't is comfortable, stylish, safe or pretty much anything you would use to describe a newly engineered car. Problem is, Land Rover has not been able to identify and produce a replacement vehicle design.

 

A few years ago Land Rover produced a series of concepts, under the title DC 100 (Defender Concept 100) looking at a modern interpretation of the core Land Rover values: offroad capability & robustness.

 

The version shown here was a followup concept, based on the three door DC 100 design.

 

The production version of this vehicle had been due in 2016/17, but at this stage there is no confirmation regarding the vehicle or the production date.

 

What we are left with are some interesting concepts glimpsing the thoughts of one of the original offroad capable product companies.

 

More info can be found at the following wikipedia link:

 

en.wikipedia.org/wiki/Land_Rover_DC100

 

This Lego miniland-scale Land Rover DC 100 Concept - has been created for Flickr LUGNuts' 105th Build Challenge, titled - 'The Great Outdoors!' - a challenge for any vehicle designed for outdoor adventuring.

  

Beverly Sills (May 25, 1929 – July 2, 2007) was an American operatic soprano whose peak career was between the 1950s and 1970s.

 

Although she sang a repertoire from Handel and Mozart to Puccini, Massenet and Verdi, she was especially renowned for her performances in coloratura soprano roles in live opera and recordings. Sills was largely associated with the operas of Donizetti, of which she performed and recorded many roles. Her signature roles include the title role in Donizetti's Lucia di Lammermoor, the title role in Massenet's Manon, Marie in Donizetti's La fille du régiment, the three heroines in Offenbach's Les contes d'Hoffmann, Rosina in Rossini's The Barber of Seville, Violetta in Verdi's La traviata, and most notably Elisabetta in Donizetti's Roberto Devereux.

 

The New York Times noted,

 

In her prime her technique was exemplary. She could dispatch coloratura roulades and embellishments, capped by radiant high Ds and E-flats, with seemingly effortless agility. She sang with scrupulous musicianship, rhythmic incisiveness and a vivid sense of text.[1]

 

NPR said her voice was "Capable of spinning a seemingly endless legato line, or bursting with crystalline perfection into waves of dazzling fioriture and thrilling high notes."[2]

 

After retiring from singing in 1980, she became the general manager of the New York City Opera. In 1994, she became the chairwoman of Lincoln Center and then, in 2002, of the Metropolitan Opera, stepping down in 2005. Sills lent her celebrity to further her charity work for the prevention and treatment of birth defects.

 

Biography

 

Sills was born Belle Miriam Silverman in Crown Heights, Brooklyn, New York City, to Shirley Bahn (née Sonia Markovna), a musician, and Morris Silverman, an insurance broker.[1][3] Her parents were Jewish immigrants from Odesa, Ukraine, (then part of Russia) and Bucharest, Romania. She was raised in Brooklyn, where she was known, among friends, as "Bubbles" Silverman. As a child, she spoke Yiddish, Russian, Romanian, French, and English.[1] She attended Erasmus Hall High School in Brooklyn, as well as Manhattan's Professional Children's School.[1]

 

At the age of three, Sills won a "Miss Beautiful Baby" contest, in which she sang "The Wedding of Jack and Jill". Beginning at age four, she performed professionally on the Saturday morning radio program, "Rainbow House", as "Bubbles" Silverman. Sills began taking singing lessons with Estelle Liebling at the age of seven and a year later sang in the short film Uncle Sol Solves It (filmed August 1937, released June 1938 by Educational Pictures), by which time she had adopted her stage name, Beverly Sills. Liebling encouraged her to audition for CBS Radio's Major Bowes' Amateur Hour, and on October 26, 1939, at the age of 10, Sills was the winner of that week's program. Bowes then asked her to appear on his Capitol Family Hour, a weekly variety show. Her first appearance was on November 19, 1939, the 17th anniversary of the show, and she appeared frequently on the program thereafter.[4]

 

In 1945, Sills made her professional stage debut with a Gilbert and Sullivan touring company produced by Jacob J. Shubert, playing twelve cities in the US and Canada, in seven different Gilbert and Sullivan operas. In her 1987 autobiography, she credits that tour with helping to develop the comic timing she soon became famous for: "I played the title role in Patience, and I absolutely loved the character, because Patience is a very funny, flaky girl. ... I played her as a dumb Dora all the way through and really had fun with the role. ... My Patience grew clumsier and clumsier with each performance, and audiences seemed to like her. ... I found that I had a gift for slapstick humor, and it was fun to exercise it onstage."[5] Sills sang in light operas for several more years.

 

On July 9, 1946, Sills appeared as a contestant on the radio show Arthur Godfrey's Talent Scouts. She sang under the pseudonym of "Vicki Lynn", as she was under contract to Shubert. Shubert did not want Godfrey to be able to say he had discovered "Beverly Sills" if she won the contest (although she did not ultimately win). Sills sang "Romany Life" from Victor Herbert's The Fortune Teller.

 

In 1947, she made her operatic stage debut as the Spanish gypsy Frasquita in Bizet's Carmen with the Philadelphia Civic Grand Opera Company. She toured North America with the Charles Wagner Opera Company, in the fall of 1951 singing Violetta in La traviata and, in the fall of 1952, singing Micaëla in Carmen. On September 15, 1953, she made her debut with the San Francisco Opera as Helen of Troy in Boito's Mefistofele and also sang Donna Elvira in Don Giovanni the same season. In a step outside of the repertoire she is commonly associated with, Sills gave four performances of the title role of Aida in July 1954 in Salt Lake City. On October 29, 1955, she first appeared with the New York City Opera as Rosalinde in Johann Strauss II's Die Fledermaus, which received critical praise. As early as 1956 she performed before an audience of over 13,000 at the Lewisohn Stadium with the noted operatic conductor Alfredo Antonini in an aria from Bellini's I puritani.[6] Her reputation expanded with her performance of the title role in the New York premiere of Douglas Moore's The Ballad of Baby Doe in 1958.

 

On November 17, 1956, Sills married journalist Peter Greenough, of the Cleveland, Ohio, newspaper The Plain Dealer and moved to Cleveland. She had two children with Greenough, Meredith ("Muffy") in 1959 and Peter, Jr. ("Bucky") in 1961. Muffy (died July 3, 2016) was profoundly deaf and had multiple sclerosis; Peter, Jr. is severely mentally disabled. Sills restricted her performing schedule to care for her children.

 

In 1960, Sills and her family moved to Milton, Massachusetts, near Boston. In 1962, Sills sang the title role in Massenet's Manon with the Opera Company of Boston, the first of many roles for opera director Sarah Caldwell. Manon continued to be one of Sills' signature roles throughout most of her career. In January 1964, she sang her first Queen of the Night in Mozart's The Magic Flute for Caldwell. Although Sills drew critical praise for her coloratura technique and for her performance, she was not fond of the latter role; she observed that she often passed the time between the two arias and the finale addressing holiday cards.[7]

 

Peak singing years

 

In 1966, the New York City Opera revived Handel's then virtually unknown opera seria Giulio Cesare (with Norman Treigle as Caesar), and Sills' performance as Cleopatra made her an international opera star. Sills also made her "unofficial" Met debut at a Lewisohn Stadium summer concert performance as Donna Anna in Don Giovanni, though nothing further came of this other than offers from Rudolf Bing for roles such as Flotow's Martha. In subsequent seasons at the NYCO, Sills had great successes in the roles of the Queen of Shemakha in Rimsky-Korsakov's The Golden Cockerel, the title role in Manon, Donizetti's Lucia di Lammermoor, and the three female leads Suor Angelica, Giorgetta, and Lauretta in Puccini's trilogy Il trittico.

 

In 1969, Sills sang Zerbinetta in the American premiere (in a concert version) of the 1912 version of Richard Strauss's Ariadne auf Naxos with the Boston Symphony. Her performance of the role, especially Zerbinetta's aria, "Großmächtige Prinzessin", which she sang in the original higher key, won her acclaim. Home video-taped copies circulated among collectors for years afterwards, often commanding large sums on Internet auction sites (the performance was released commercially in 2006, garnering high praise). The second major event of the year was her debut as Pamira in Rossini's The Siege of Corinth at La Scala, a success that put her on the cover of Newsweek.

 

Sills's now high-profile career landed her on the cover of Time in 1971, where she was described as "America's Queen of Opera".[8] The title was appropriate because Sills had purposely limited her overseas engagements because of her family. Her major overseas appearances include London's Covent Garden, Milan's La Scala, La Fenice in Venice, the Vienna State Opera, the Théâtre de Beaulieu in Lausanne, Switzerland, and concerts in Paris. In South America, she sang in the opera houses of Buenos Aires and Santiago, a concert in Lima, Peru, and appeared in several productions in Mexico City, including Lucia di Lammermoor with Luciano Pavarotti. On November 9, 1971, her performance in the New York City Opera's production of The Golden Cockerel was telecast live to cable TV subscribers.

 

During this period, she made her first television appearance as a talk-show personality in May 1968 on Virginia Graham's Girl Talk, a weekday series syndicated by ABC Films. An opera fan who was Talent Coordinator for the series persuaded the producer to put her on the air and she was a huge hit. Throughout the rest of her career she shone as a talk show guest, sometimes also functioning as a guest host. Sills underwent successful surgery for ovarian cancer in late October 1974 (sometimes misreported as breast cancer). Her recovery was so rapid and complete that she opened in The Daughter of the Regiment at the San Francisco Opera a month later.[9]

 

Following Sir Rudolf Bing's departure as director, Sills finally made her debut at the Metropolitan Opera on April 7, 1975 in The Siege of Corinth, receiving an eighteen-minute ovation at her curtain call. Other operas she sang at the Met include La Traviata,[10] Lucia di Lammermoor, Thaïs, and Don Pasquale (directed by John Dexter). In an interview after his retirement, Bing stated that his refusal to use Sills – as well as his preference for engaging, almost exclusively, Italian stars such as Renata Tebaldi due to his notion that American audiences expected to see Italian stars – was the single biggest mistake of his career.[citation needed] Sills attempted to downplay her animosity towards Bing while she was still singing, and even in her two autobiographies. But in a 1997 interview, Sills spoke her mind plainly, "Oh, Mr. Bing is an ass. [W]hile everybody said what a great administrator he was and a great this, Mr. Bing was just an improbable, impossible General Manager of the Metropolitan Opera.... The arrogance of that man."[11]

 

Sills was a recitalist, especially in the final decade of her career. She sang in mid-size cities and on college concert series, bringing her art to many who might never see her on stage in a fully staged opera. She also sang concerts with a number of symphony orchestras. Sills continued to perform for New York City Opera, her home opera house, essaying new roles right up to her retirement, including the leading roles in Rossini's Il Turco in Italia, Franz Lehár's The Merry Widow and Gian Carlo Menotti's La Loca, an opera commissioned in honor of her 50th birthday. La Loca was the first work written expressly as a vehicle for Sills and was her last new role, as she retired the following year.[12] Her farewell performance was at San Diego Opera in 1980, where she shared the stage with Joan Sutherland in a production of Die Fledermaus.[13]

 

Although Sills' voice type was characterized as a "lyric coloratura", she took a number of heavier spinto and dramatic coloratura roles more associated with heavier voices as she grew older, including Bellini's Norma, Donizetti's Lucrezia Borgia (with Susanne Marsee as Orsini) and the latter composer's "Three Queens", Anna Bolena, Maria Stuarda and Elisabetta in Roberto Devereux (opposite Plácido Domingo in the title part). She was admired in those roles for transcending the lightness of her voice with dramatic interpretation, although it may have come at a cost: Sills later commented that Roberto Devereux shortened her career by at least four years.

 

Sills popularized opera through her talk show appearances, including Johnny Carson, Dick Cavett, David Frost, Mike Douglas, Merv Griffin, and Dinah Shore. Sills hosted her own talk show, Lifestyles with Beverly Sills, which ran on Sunday mornings on NBC for two years in the late 1970s; it won an Emmy Award.[14] In 1979 she appeared on The Muppet Show, where she famously went into a "high-note contest" with Miss Piggy. Down-to-earth and approachable, Sills helped dispel the traditional image of the temperamental opera diva.

 

Later years and death

 

In 1978, Sills announced she would retire on October 27, 1980, in a farewell gala at the New York City Opera. In the spring of 1979, she began acting as co-director of NYCO, and became its sole general director as of the fall season of that year, a post she held until 1989, although she remained on the NYCO board until 1991. During her time as general director, Sills helped turn what was then a financially struggling opera company into a viable enterprise. She also devoted herself to various arts causes and such charities as March of Dimes and was sought after for speaking engagements on college campuses and for fund raisers.

 

From 1994 to 2002, Sills was chairwoman of Lincoln Center. In October 2002, she agreed to serve as chairwoman of the Metropolitan Opera, for which she had been a board member since 1991. She resigned as Met chairwoman in January 2005, citing family as the main reason (she had to place her husband, whom she had cared for over eight years, in a nursing home). She stayed long enough to supervise the appointment of Peter Gelb, formerly head of Sony Classical Records, as the Met's general manager, to succeed Joseph Volpe in August 2006.

  

The tombstone of Beverly Sills in Kensico Cemetery

Peter Greenough, Sills's husband, died on September 6, 2006, at the age of 89,[15] shortly before what would have been their 50th wedding anniversary on November 17, 2006.

 

She co-hosted The View for Best Friends Week on November 9, 2006, as Barbara Walters' best friend. She said she did not sing anymore, even in the shower, to preserve the memory of her voice.

 

She appeared on screen in movie theaters during HD transmissions live from the Met, interviewed during intermissions by the host Margaret Juntwait on January 6, 2007 (I puritani simulcast), as a backstage interviewer on February 24, 2007 (Eugene Onegin simulcast), and then, briefly, on April 28, 2007 (Il trittico simulcast).

 

On June 28, 2007, the Associated Press and CNN reported that Sills was hospitalized as "gravely ill", from lung cancer. With her daughter at her bedside, Beverly Sills succumbed to cancer on July 2, 2007, at the age of 78.[16] She is buried in Sharon Gardens, the Jewish division of Kensico Cemetery in Valhalla, New York. She was survived by her two children and three step-children from Peter Greenough's first marriage. Her daughter Meredith ("Muffy") Greenough died on July 3, 2016, in New York City.