In 1938 Czechoslovakia mobilized against the German threats of war, but hat to give in to the Munich Agreement and withdraw from the border fortifications, even if the army was fully capable to stand against the Wehrmacht. After this not only Germany, but also Poland and Hungary ripped pieces of land from the country, and there were also extensive fights with insurgents, which cost lives of many Czechoslovak soldiers and gendarmes. Today it´s a tradition to reenact how the situation could be, when we would have defended ourselfs. It´s a fact that Hitler was affraid of the Czechoslovak military, which at that time had better tanks, more heavy guns, and a very effective fortification system. Of course we win in the reenactments :-)

The Shipley Art Gallery is an art gallery in Gateshead, Tyne and Wear, England, located at the south end of Prince Consort Road. It has a Designated Collection of national importance.

 

Origins

The Shipley Art Gallery opened to the public in 1917. This was made possible by a bequest from wealthy local solicitor and art collector, Joseph Ainsley Davidson Shipley (1822–1909).

 

Shipley was a rather enigmatic person about whom little is known. He was born in Gateshead, near High Street. He was a solicitor in the Newcastle firm of Hoyle, Shipley and Hoyle. From 1884 until his death, he leased Saltwell Park House, now known as Saltwell Towers. Shipley's main passion was art and collecting paintings. He bought his first painting when he was sixteen and by the time he died he had amassed a collection of some 2,500 paintings.

 

On his death, Shipley left £30,000 and all his pictures to the City of Newcastle, which was to build a new gallery to house the collection. This was to be known as "The Shipley Bequest". Current belief within local history circles is that Shipley’s will expressly banned Newcastle’s art gallery as a recipient of the bequest, but this assertion must be dismissed: since the foundation stone of the Laing Art Gallery was laid only in August 1901 and the gallery opened in October 1904, the institution did not yet exist in 1900, when Shipley’s will was compiled. Shipley’s will did, in fact, declare that ‘the Art Gallery to be erected in Higham Place will not be and shall not be regarded as an Art Gallery within this trust’, owing to its being ‘too small’, but he conceded that if it ‘shall be capable of being enlarged so as to render it capable of holding all, then I direct my Trustees to raise the sum of £30,000 out of my residuary estate and pay the same to the treasurer of the gallery to be applied in or toward such enlargement as aforesaid’. It was only following a lengthy process that Gateshead Municipal Council was offered the collection. As it was impossible to house all of the paintings, 359 of the pictures recommended by the executors of Shipley's will were selected. A further group was then added by the Gateshead Committee, bringing the total to 504.

 

In 1914, after the sale of the remaining paintings, work began on the new art gallery. The building, which was designed by Arthur Stockwell, M.S.A. of Newcastle, opened on 29 November 1917. The stone entrance portico is distyle in antis – four Corinthian-style stone columns flanked by solid pilasters. These are surmounted by two sculptured figures, one representing the Arts and the other Industry and Learning, by W. Birnie Rhind, RSA. of Edinburgh.

 

Pevsner described the art gallery as a "bold arrangement of a brick central block and lower wings containing galleries". The building was designated as Grade II listed in 1982.

 

Present gallery

The original 504 paintings represented all the main European schools from the sixteenth to the nineteenth centuries. Since 1917, the collection has been added to, and now comprises some 10,000 items.

 

The gallery holds a strong collection of 16th and 17th century Dutch and Flemish paintings, as well as 19th century British works, watercolours, prints, drawings and sculpture. Also featured are items of local interest, which include the popular painting by William C. Irving ((1866–1943) of "Blaydon Races" (1903) and a 1970 street scene of Redheugh Crossroads by Gateshead-born Charlie Rogers.

 

Since 1977 the gallery has become established as a national centre for contemporary craftwork. It has built up one of the best collections outside London, which includes ceramics, wood, metal, glass, textiles and furniture. The Shipley is home to the Henry Rothschild collection of studio ceramics. In 2008, the Shipley opened its Designs for Life gallery which showcases the gallery's collections of contemporary craft and design. The Gallery also hosts a varied programme of temporary exhibitions and has a strong partnership with the V&A Museum in London.

 

The Shipley Art Gallery is managed by Tyne & Wear Archives & Museums on behalf of Gateshead Council.

 

Gateshead is a town in the Gateshead Metropolitan Borough of Tyne and Wear, England. It is on the River Tyne's southern bank. The town's attractions include the twenty metre tall Angel of the North sculpture on the town's southern outskirts, The Glasshouse International Centre for Music and the Baltic Centre for Contemporary Art. The town shares the Millennium Bridge, Tyne Bridge and multiple other bridges with Newcastle upon Tyne.

 

Historically part of County Durham, under the Local Government Act 1888 the town was made a county borough, meaning it was administered independently of the county council.

 

In the 2011 Census, the town had a population of 120,046 while the wider borough had 200,214.

 

History

Gateshead is first mentioned in Latin translation in Bede's Ecclesiastical History of the English People as ad caput caprae ("at the goat's head"). This interpretation is consistent with the later English attestations of the name, among them Gatesheued (c. 1190), literally "goat's head" but in the context of a place-name meaning 'headland or hill frequented by (wild) goats'. Although other derivations have been mooted, it is this that is given by the standard authorities.

 

A Brittonic predecessor, named with the element *gabro-, 'goat' (c.f. Welsh gafr), may underlie the name. Gateshead might have been the Roman-British fort of Gabrosentum.

 

Early

There has been a settlement on the Gateshead side of the River Tyne, around the old river crossing where the Swing Bridge now stands, since Roman times.

 

The first recorded mention of Gateshead is in the writings of the Venerable Bede who referred to an Abbot of Gateshead called Utta in 623. In 1068 William the Conqueror defeated the forces of Edgar the Ætheling and Malcolm king of Scotland (Shakespeare's Malcolm) on Gateshead Fell (now Low Fell and Sheriff Hill).

 

During medieval times Gateshead was under the jurisdiction of the Bishop of Durham. At this time the area was largely forest with some agricultural land. The forest was the subject of Gateshead's first charter, granted in the 12th century by Hugh du Puiset, Bishop of Durham. An alternative spelling may be "Gatishevede", as seen in a legal record, dated 1430.

 

Industrial revolution

Throughout the Industrial Revolution the population of Gateshead expanded rapidly; between 1801 and 1901 the increase was over 100,000. This expansion resulted in the spread southwards of the town.

 

In 1854, a catastrophic explosion on the quayside destroyed most of Gateshead's medieval heritage, and caused widespread damage on the Newcastle side of the river.

 

Sir Joseph Swan lived at Underhill, Low Fell, Gateshead from 1869 to 1883, where his experiments led to the invention of the electric light bulb. The house was the first in the world to be wired for domestic electric light.

 

In the 1889 one of the largest employers (Hawks, Crawshay and Company) closed down and unemployment has since been a burden. Up to the Second World War there were repeated newspaper reports of the unemployed sending deputations to the council to provide work. The depression years of the 1920s and 1930s created even more joblessness and the Team Valley Trading Estate was built in the mid-1930s to alleviate the situation.

 

Regeneration

In the late noughties, Gateshead Council started to regenerate the town, with the long-term aim of making Gateshead a city. The most extensive transformation occurred in the Quayside, with almost all the structures there being constructed or refurbished in this time.

 

In the early 2010s, regeneration refocused on the town centre. The £150 million Trinity Square development opened in May 2013, it incorporates student accommodation, a cinema, health centre and shops. It was nominated for the Carbuncle Cup in September 2014. The cup was however awarded to another development which involved Tesco, Woolwich Central.

 

Governance

In 1835, Gateshead was established as a municipal borough and in 1889 it was made a county borough, independent from Durham County Council.

 

In 1870, the Old Town Hall was built, designed by John Johnstone who also designed the previously built Newcastle Town Hall. The ornamental clock in front of the old town hall was presented to Gateshead in 1892 by the mayor, Walter de Lancey Willson, on the occasion of him being elected for a third time. He was also one of the founders of Walter Willson's, a chain of grocers in the North East and Cumbria. The old town hall also served as a magistrate's court and one of Gateshead's police stations.

 

Current

In 1974, following the Local Government Act 1972, the County Borough of Gateshead was merged with the urban districts of Felling, Whickham, Blaydon and Ryton and part of the rural district of Chester-le-Street to create the much larger Metropolitan Borough of Gateshead.

 

Geography

The town of Gateshead is in the North East of England in the ceremonial county of Tyne and Wear, and within the historic boundaries of County Durham. It is located on the southern bank of the River Tyne at a latitude of 54.57° N and a longitude of 1.35° W. Gateshead experiences a temperate climate which is considerably warmer than some other locations at similar latitudes as a result of the warming influence of the Gulf Stream (via the North Atlantic drift). It is located in the rain shadow of the North Pennines and is therefore in one of the driest regions of the United Kingdom.

 

One of the most distinguishing features of Gateshead is its topography. The land rises 230 feet from Gateshead Quays to the town centre and continues rising to a height of 525 feet at Queen Elizabeth Hospital in Sheriff Hill. This is in contrast to the flat and low lying Team Valley located on the western edges of town. The high elevations allow for impressive views over the Tyne valley into Newcastle and across Tyneside to Sunderland and the North Sea from lookouts in Windmill Hills and Windy Nook respectively.

 

The Office for National Statistics defines the town as an urban sub-division. The latest (2011) ONS urban sub-division of Gateshead contains the historical County Borough together with areas that the town has absorbed, including Dunston, Felling, Heworth, Pelaw and Bill Quay.

 

Given the proximity of Gateshead to Newcastle, just south of the River Tyne from the city centre, it is sometimes incorrectly referred to as being a part of Newcastle. Gateshead Council and Newcastle City Council teamed up in 2000 to create a unified marketing brand name, NewcastleGateshead, to better promote the whole of the Tyneside conurbation.

 

Economy

Gateshead is home to the MetroCentre, the largest shopping mall in the UK until 2008; and the Team Valley Trading Estate, once the largest and still one of the larger purpose-built commercial estates in the UK.

 

Arts

The Baltic Centre for Contemporary Art has been established in a converted flour mill. The Glasshouse International Centre for Music, previously The Sage, a Norman Foster-designed venue for music and the performing arts opened on 17 December 2004. Gateshead also hosted the Gateshead Garden Festival in 1990, rejuvenating 200 acres (0.81 km2) of derelict land (now mostly replaced with housing). The Angel of the North, a famous sculpture in nearby Lamesley, is visible from the A1 to the south of Gateshead, as well as from the East Coast Main Line. Other public art include works by Richard Deacon, Colin Rose, Sally Matthews, Andy Goldsworthy, Gordon Young and Michael Winstone.

 

Traditional and former

The earliest recorded coal mining in the Gateshead area is dated to 1344. As trade on the Tyne prospered there were several attempts by the burghers of Newcastle to annex Gateshead. In 1576 a small group of Newcastle merchants acquired the 'Grand Lease' of the manors of Gateshead and Whickham. In the hundred years from 1574 coal shipments from Newcastle increased elevenfold while the population of Gateshead doubled to approximately 5,500. However, the lease and the abundant coal supplies ended in 1680. The pits were shallow as problems of ventilation and flooding defeated attempts to mine coal from the deeper seams.

 

'William Cotesworth (1668-1726) was a prominent merchant based in Gateshead, where he was a leader in coal and international trade. Cotesworth began as the son of a yeoman and apprentice to a tallow - candler. He ended as an esquire, having been mayor, Justice of the Peace and sheriff of Northumberland. He collected tallow from all over England and sold it across the globe. He imported dyes from the Indies, as well as flax, wine, and grain. He sold tea, sugar, chocolate, and tobacco. He operated the largest coal mines in the area, and was a leading salt producer. As the government's principal agent in the North country, he was in contact with leading ministers.

 

William Hawks originally a blacksmith, started business in Gateshead in 1747, working with the iron brought to the Tyne as ballast by the Tyne colliers. Hawks and Co. eventually became one of the biggest iron businesses in the North, producing anchors, chains and so on to meet a growing demand. There was keen contemporary rivalry between 'Hawks' Blacks' and 'Crowley's Crew'. The famous 'Hawks' men' including Ned White, went on to be celebrated in Geordie song and story.

 

In 1831 a locomotive works was established by the Newcastle and Darlington Railway, later part of the York, Newcastle and Berwick Railway. In 1854 the works moved to the Greenesfield site and became the manufacturing headquarters of North Eastern Railway. In 1909, locomotive construction was moved to Darlington and the rest of the works were closed in 1932.

 

Robert Stirling Newall took out a patent on the manufacture of wire ropes in 1840 and in partnership with Messrs. Liddell and Gordon, set up his headquarters at Gateshead. A worldwide industry of wire-drawing resulted. The submarine telegraph cable received its definitive form through Newall's initiative, involving the use of gutta-percha surrounded by strong wires. The first successful Dover–Calais cable on 25 September 1851, was made in Newall's works. In 1853, he invented the brake-drum and cone for laying cable in deep seas. Half of the first Atlantic cable was manufactured in Gateshead. Newall was interested in astronomy, and his giant 25-inch (640 mm) telescope was set up in the garden at Ferndene, his Gateshead residence, in 1871.

 

Architecture

JB Priestley, writing of Gateshead in his 1934 travelogue English Journey, said that "no true civilisation could have produced such a town", adding that it appeared to have been designed "by an enemy of the human race".

 

Victorian

William Wailes the celebrated stained-glass maker, lived at South Dene from 1853 to 1860. In 1860, he designed Saltwell Towers as a fairy-tale palace for himself. It is an imposing Victorian mansion in its own park with a romantic skyline of turrets and battlements. It was originally furnished sumptuously by Gerrard Robinson. Some of the panelling installed by Robinson was later moved to the Shipley Art gallery. Wailes sold Saltwell Towers to the corporation in 1876 for use as a public park, provided he could use the house for the rest of his life. For many years the structure was essentially an empty shell but following a restoration programme it was reopened to the public in 2004.

 

Post millennium

The council sponsored the development of a Gateshead Quays cultural quarter. The development includes the Gateshead Millennium Bridge, erected in 2001, which won the prestigious Stirling Prize for Architecture in 2002.

 

Former brutalism

The brutalist Trinity Centre Car Park, which was designed by Owen Luder, dominated the town centre for many years until its demolition in 2010. A product of attempts to regenerate the area in the 1960s, the car park gained an iconic status due to its appearance in the 1971 film Get Carter, starring Michael Caine. An unsuccessful campaign to have the structure listed was backed by Sylvester Stallone, who played the main role in the 2000 remake of the film. The car park was scheduled for demolition in 2009, but this was delayed as a result of a disagreement between Tesco, who re-developed the site, and Gateshead Council. The council had not been given firm assurances that Tesco would build the previously envisioned town centre development which was to include a Tesco mega-store as well as shops, restaurants, cafes, bars, offices and student accommodation. The council effectively used the car park as a bargaining tool to ensure that the company adhered to the original proposals and blocked its demolition until they submitted a suitable planning application. Demolition finally took place in July–August 2010.

 

The Derwent Tower, another well known example of brutalist architecture, was also designed by Owen Luder and stood in the neighbourhood of Dunston. Like the Trinity Car Park it also failed in its bid to become a listed building and was demolished in 2012. Also located in this area are the Grade II listed Dunston Staithes which were built in 1890. Following the award of a Heritage Lottery Fund grant of almost £420,000 restoration of the structure is expected to begin in April 2014.

 

Sport

Gateshead International Stadium regularly holds international athletics meetings over the summer months, and is home of the Gateshead Harriers athletics club. It is also host to rugby league fixtures, and the home ground of Gateshead Football Club. Gateshead Thunder Rugby League Football Club played at Gateshead International Stadium until its purchase by Newcastle Rugby Limited and the subsequent rebranding as Newcastle Thunder. Both clubs have had their problems: Gateshead A.F.C. were controversially voted out of the Football League in 1960 in favour of Peterborough United, whilst Gateshead Thunder lost their place in Super League as a result of a takeover (officially termed a merger) by Hull F.C. Both Gateshead clubs continue to ply their trade at lower levels in their respective sports, thanks mainly to the efforts of their supporters. The Gateshead Senators American Football team also use the International Stadium, as well as this it was used in the 2006 Northern Conference champions in the British American Football League.

 

Gateshead Leisure Centre is home to the Gateshead Phoenix Basketball Team. The team currently plays in EBL League Division 4. Home games are usually on a Sunday afternoon during the season, which runs from September to March. The team was formed in 2013 and ended their initial season well placed to progress after defeating local rivals Newcastle Eagles II and promotion chasing Kingston Panthers.

 

In Low Fell there is a cricket club and a rugby club adjacent to each other on Eastwood Gardens. These are Gateshead Fell Cricket Club and Gateshead Rugby Club. Gateshead Rugby Club was formed in 1998 following the merger of Gateshead Fell Rugby Club and North Durham Rugby Club.

 

Transport

Gateshead is served by the following rail transport stations with some being operated by National Rail and some being Tyne & Wear Metro stations: Dunston, Felling, Gateshead Interchange, Gateshead Stadium, Heworth Interchange, MetroCentre and Pelaw.

 

Tyne & Wear Metro stations at Gateshead Interchange and Gateshead Stadium provide direct light-rail access to Newcastle Central, Newcastle Airport , Sunderland, Tynemouth and South Shields Interchange.

 

National Rail services are provided by Northern at Dunston and MetroCentre stations. The East Coast Main Line, which runs from London Kings Cross to Edinburgh Waverley, cuts directly through the town on its way between Newcastle Central and Chester-le-Street stations. There are presently no stations on this line within Gateshead, as Low Fell, Bensham and Gateshead West stations were closed in 1952, 1954 and 1965 respectively.

 

Road

Several major road links pass through Gateshead, including the A1 which links London to Edinburgh and the A184 which connects the town to Sunderland.

 

Gateshead Interchange is the busiest bus station in Tyne & Wear and was used by 3.9 million bus passengers in 2008.

 

Cycle routes

Various bicycle trails traverse the town; most notably is the recreational Keelmans Way (National Cycle Route 14), which is located on the south bank of the Tyne and takes riders along the entire Gateshead foreshore. Other prominent routes include the East Gateshead Cycleway, which connects to Felling, the West Gateshead Cycleway, which links the town centre to Dunston and the MetroCentre, and routes along both the old and new Durham roads, which take cyclists to Birtley, Wrekenton and the Angel of the North.

 

Religion

Christianity has been present in the town since at least the 7th century, when Bede mentioned a monastery in Gateshead. A church in the town was burned down in 1080 with the Bishop of Durham inside.[citation needed] St Mary's Church was built near to the site of that building, and was the only church in the town until the 1820s. Undoubtedly the oldest building on the Quayside, St Mary's has now re-opened to the public as the town's first heritage centre.

 

Many of the Anglican churches in the town date from the 19th century, when the population of the town grew dramatically and expanded into new areas. The town presently has a number of notable and large churches of many denominations.

 

Judaism

The Bensham district is home to a community of hundreds of Jewish families and used to be known as "Little Jerusalem". Within the community is the Gateshead Yeshiva, founded in 1929, and other Jewish educational institutions with international enrolments. These include two seminaries: Beis Medrash L'Morot and Beis Chaya Rochel seminary, colloquially known together as Gateshead "old" and "new" seminaries.

 

Many yeshivot and kollels also are active. Yeshivat Beer Hatorah, Sunderland Yeshiva, Nesivos Hatorah, Nezer Hatorah and Yeshiva Ketana make up some of the list.

 

Islam

Islam is practised by a large community of people in Gateshead and there are 2 mosques located in the Bensham area (in Ely Street and Villa Place).

 

Twinning

Gateshead is twinned with the town of Saint-Étienne-du-Rouvray near Rouen in France, and the city of Komatsu in Japan.

 

Notable people

Eliezer Adler – founder of Jewish Community

Marcus Bentley – narrator of Big Brother

Catherine Booth – wife of William Booth, known as the Mother of The Salvation Army

William Booth – founder of the Salvation Army

Mary Bowes – the Unhappy Countess, author and celebrity

Ian Branfoot – footballer and manager (Sheffield Wednesday and Southampton)

Andy Carroll – footballer (Newcastle United, Liverpool and West Ham United)

Frank Clark – footballer and manager (Newcastle United and Nottingham Forest)

David Clelland – Labour politician and MP

Derek Conway – former Conservative politician and MP

Joseph Cowen – Radical politician

Steve Cram – athlete (middle-distance runner)

Emily Davies – educational reformer and feminist, founder of Girton College, Cambridge

Daniel Defoe – writer and government agent

Ruth Dodds – politician, writer and co-founder of the Little Theatre

Jonathan Edwards – athlete (triple jumper) and television presenter

Sammy Johnson – actor (Spender)

George Elliot – industrialist and MP

Paul Gascoigne – footballer (Newcastle United, Tottenham Hotspur, Lazio, Rangers and Middlesbrough)

Alex Glasgow – singer/songwriter

Avrohom Gurwicz – rabbi, Dean of Gateshead Yeshiva

Leib Gurwicz – rabbi, Dean of Gateshead Yeshiva

Jill Halfpenny – actress (Coronation Street and EastEnders)

Chelsea Halfpenny – actress (Emmerdale)

David Hodgson – footballer and manager (Middlesbrough, Liverpool and Sunderland)

Sharon Hodgson – Labour politician and MP

Norman Hunter – footballer (Leeds United and member of 1966 World Cup-winning England squad)

Don Hutchison – footballer (Liverpool, West Ham United, Everton and Sunderland)

Brian Johnson – AC/DC frontman

Tommy Johnson – footballer (Aston Villa and Celtic)

Riley Jones - actor

Howard Kendall – footballer and manager (Preston North End and Everton)

J. Thomas Looney – Shakespeare scholar

Gary Madine – footballer (Sheffield Wednesday)

Justin McDonald – actor (Distant Shores)

Lawrie McMenemy – football manager (Southampton and Northern Ireland) and pundit

Thomas Mein – professional cyclist (Canyon DHB p/b Soreen)

Robert Stirling Newall – industrialist

Bezalel Rakow – communal rabbi

John William Rayner – flying ace and war hero

James Renforth – oarsman

Mariam Rezaei – musician and artist

Sir Tom Shakespeare - baronet, sociologist and disability rights campaigner

William Shield – Master of the King's Musick

Christina Stead – Australian novelist

John Steel – drummer (The Animals)

Henry Spencer Stephenson – chaplain to King George VI and Queen Elizabeth II

Steve Stone – footballer (Nottingham Forest, Aston Villa and Portsmouth)

Chris Swailes – footballer (Ipswich Town)

Sir Joseph Swan – inventor of the incandescent light bulb

Nicholas Trainor – cricketer (Gloucestershire)

Chris Waddle – footballer (Newcastle United, Tottenham Hotspur and Sheffield Wednesday)

William Wailes – stained glass maker

Taylor Wane – adult entertainer

Robert Spence Watson – public benefactor

Sylvia Waugh – author of The Mennyms series for children

Chris Wilkie – guitarist (Dubstar)

John Wilson - orchestral conductor

Peter Wilson – footballer (Gateshead, captain of Australia)

Thomas Wilson – poet/school founder

Robert Wood – Australian politician

Colosseum

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Exterior

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

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

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

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

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

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

Interior

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

 

Coliseu (Colosseo)

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

 

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

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

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

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

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

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

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

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

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

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

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

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

 

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

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

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

POHAKULOA TRAINING AREA, Hawaii (July 12, 2018) A Republic of Korea marine clears a building during a noncombatant evacuation operation (NEO) training event as part of Rim of the Pacific (RIMPAC) exercise at Pohakuloa Training Area, Hawaii, July 12, 2018. A NEO is conducted to evacuate citizens whose lives are in danger. RIMPAC provides high-value training for task-organized, highly capable Marine Air-Ground Task Force and enhances the critical crisis response capability of U.S. Marines in the Pacific. Twenty-five nations, 46 ships, five submarines, about 200 aircraft and 25,000 personnel are participating in RIMPAC from June 27 to Aug. 2 in and around the Hawaiian Islands and Southern California. (U.S. Marine Corps photo by Lance Cpl. Adam Montera)

March Field Air Museum

 

Created during the height of the Cold War, the Lockheed D-21 Strategic Reconnaissance Drone is a high-speed, high-altitude unmanned aircraft using many technical innovations derived from the SR-71 Blackbird. The D-21 powered by the RJ43-MA20S-4 ramjet was designed to carry a single high-resolution camera capable of taking critically important detailed photographs from altitudes exceeding 90,000 feet over hostile territory and return without endangering human aircrews.

 

In the heated political atmosphere following the 1960 Soviet destruction of a CIA U-2 spy plane piloted by Francis Gary Powers, the United States searched for an alternative to manned reconnaissance flights over its technologically advanced competitors. By 1962, aviation genius Kelly Johnson the designer of the SR-71 and his famous Lockheed “Skunk Works” believed the solution lay in the D-21. Capable of speeds of Mach 3.5 the D-21, (initially designated Q-21) used cutting-edge design to reduce its radar cross-section making it virtually invisible to eastern bloc surveillance networks. Launched from an upper surface pylon of a modified high-speed CIA reconnaissance version of the SR-71 the A-12, the D-21 could penetrate foreign airspace along a pre-set flight path before returning to a secure area and ejecting an electronics module containing the camera, photographs and navigational systems. Following completion of its mission the D-21 was programed to self-destruct.

 

In late December 1964, under the codename "Tagboard" the D-21 and the modified two-seat version of the A-12, the M-21 (D indicated "daughter" and M "mother") combination flew with the D-21 mounted piggyback on the M-21’s upper surface. It would be more than a year before the first successful in-flight launch in March of 1966. Two more launches took place in 1966 however, hydraulic failure caused the loss of the drone on the second mission and the electronics module failed to release on the third. Heartened by what seemed to be minor deficiencies, the tests continued despite designer Kelly Johnson’s expressed concern over the complex and risky M-21/D-21 combination launch procedures. July30, 1966 disaster struck over the Pacific test range when on the fourth test the D-21 engine failed immediately after separation causing the drone to veer into the right wing of the mother ship. At over Mach 3, the M-21 pitched-up sharply, breaking-off the forward fuselage containing the crew. Both the pilot Bill Park and Launch Control Operator ejected however, LCO Ray Torick was severely injured in the bailout and drowned before recovery vessels could reach him.

 

Seeking a safer launch, the D-21 was modified into the D-21B by adding solid rocket booster underneath the drone to propel it above Mach 2 for initial engine start, the dorsal mounting attachments for connecting to the under wing pylons of two specially modified B-52H bombers. Much safer, the “Senior Bowl” program was still plagued by difficulties. In total, four operational missions were flown; all over the People’s Republic of China between 1969 and 1971. The first resulted in a D-21 guidance system malfunction causing the drone to fly on past China into the Soviet Union where it crashed, only to be recovered by the KGB. The second flight performed flawlessly until the electronics module recovery system was damaged during ejection and the module plunged to the bottom of the sea. After a perfect third flight, the US Navy ship sent to scoop-up the module inadvertently rammed the floating unit causing it to sink. During the fourth and final D-21B flight, a malfunction caused the drone to wander off course; it disappeared into the vastness of communist China’s Gobi desert. President Nixon cancelled the program later that year.

 

On loan from the NMUSAF, the museum’s D-21B was delivered to the museum on July 19, 2007.

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?

 

That day we had alot of fun things in the desert. That is one of our result. hope u will like it .:-)

I like to think of myself as something of a feminist. Not a "women are fairer and more interesting than men" sorta feminist, but in an "I'm capable of forming my own opinions and don't try to tell me what I can and can't do" kinda way. So why is it that my musical tastes have almost always been led and shaped by men?

 

Started with my dad, on those long car trips from Connecticut to see the family in Indiana. My mom loved pop music- well she was only in her early 20s- and my dad loved country western and Frank Sinatra. Frank my mom could deal with, but the only time he was allowed to listen to the twang and the dobro was when we were on those long drives. She said it made him drive better. ??? In any event... maybe because it was sort of forbidden in the house, I came to love those long drives with Gene Autry and Johnny Cash and Loretta Lynn standin' by her man. Those songs were like audio soap operas and as an impressionable drama queen-in-the-making, I ate 'em up. Didn't hurt either that they had singable choruses that we all joined in on, even my disapproving mom with her beautiful and strong alto-bass drowning out my dad's off-key barritone.

 

Maybe it was the love of singing choruses that led me to join the Folk Club in high school, but I have a vague remembrance it had to do with a tall dark-haired boy a couple of years ahead of me. Can't recall his name now, but I still know the words to "If I Had A Hammer", and can pick some harmony out of the air when I need to. All of my peers at the time were, of course jumping up and down and squealing over John, Paul, George & Ringo, but I wouldn't really come to appreciate their writing and pop genius until I was well into my 30s and a then beau took it upon himself to educate me about them.

 

My folk club morphed into being on the Coffeehouse Committee in early college, lured by a couple of wacko guy friends who ran it, and who had memorable after-parties in the dorm room they shared with a 5 foot boa constrictor. To this day, I think the most sensuous experience I've ever had was the time Bongo slithered up one sleeve, across my back, and out the other sleeve on his way back into his cage. Because of those boys I got to see Leonard Cohen, Judy Collins, Joni Mitchell, Ravi Shankar, and dozens of great musicians I still listen to today.

 

Wish I could remember the name of my first boyfriend freshman year. I was still uninitiated in the ways of sex- and at the time hell-bent on staying that way 'till marriage (that attitude didn't last all that much later), but spent weekends in his room sleeping in the same bed, deflecting his advances. Ikes! Knowing what I know now I don't see why he put up with that more than once, but we lasted a semester, and before it was through he's introduced me to The Who! ... Janis Joplin! ... Jimi Hendrix! ... Led Zeppelin! ... and a slew of rock bands I still love.

 

I didn't become a student senator freshman year because of tall red-headed funny Alan Emerthal, but he's a lot of the reason I stayed with it for years. We were friends, then inseparable buddies, and then just on the verge of being sweethearts. We'd decided the night before a big UConn basketball game being played in NYC at Madison Square Garden that it was time to morph into couplehood, but since he had to be up at dawn to drive down to the game with a buddy, we would wait to officially celebrate until the night after the game. I can still remember the kiss as he said goodnight to me at the door of my dorm. The next night he was killed by a drunk driver as he was changing a tire on the side of I-91 near New Haven on their way back from the game. I was inconsolable.

 

Recovery from that experience took an odd form. All our fellow student senators were buddies, and knowing how things had been between Alan and me, they decided the best way to pull me out of my depression was to take me out- a LOT- to the bars off campus where the blues were played loud, and sweet, and sultry. Hard to feel sorry for yourself too long when you're listening to the blues.

 

The music at those places was a real draw, but truth be told it was the places themselves that captivated me. The Shaboo Inn in Willimantic, Connecticut was the closest to a college hang-out that they took me to, but there were far more older folks than contemporaries there, and that was a big part of its allure for me. I loved college, but there was something surreal and wrong-feeling to me about being in a place where everyone is your own age. Still feels wrong to me today on the occasions when it occurs. But I digress.

 

At "Shaboo" I got to see the likes of Leon Russell, Vassar Clements, the James Montgomery Blues Band, and dozens more groups who turned me onto how much a "nice" girl could love a down-low and sultry sound. And how much fun it could be to dance in that free and uninhibeted way you really only do when you're young.

 

The other taste those kind and wild friends cultivated in me was then one I still have for dives. All the bars near the campus were the kind of place you wouldn't mind bringing mom and dad, if they were just a teeny bit tolerant of grunge (still then an adjective instead of a movement). And they were boring. The places we went instead were the ones on the back roads and in towns farther away which were frequented by workers of the other major local employer besides the university, the American Thread factory. These places had cheap beer, colorful characters, fabulous jukeboxes, and on weekends local blues or honky tonk rock 'n' roll bands. Some of whom were amazing good, and others of which made up for talent with enthusiasm, and were none the less entertaining for that. The bartenders were gruff but kindly, and the waitresses were like that classic movie character... world-weary, slightly tarty, and with a heart of gold. Or maybe I just imagined that. Whatever... I loved those places and still do.

 

But it was the early 70s, so that's not at all the end of the musical journey. I may have been late to the pop/rock party, but I did arrive eventually, and all because I was "the good girl".

 

For all my love of dives, I was the daughter of an alcoholic- a lovable one, but an alcoholic nonetheless. Thnkfully I was one of the lucky ones who was afraid of it rather than following dad's footsteps. And for the same reason I wasn't much into drugs like most of my buddies, so whenever we headed out for a night it was likely I'd be the driver. So when the student government sponsored a huge outdoor concert on campus my junior year, as the only "mostly straight person" and the responsible type in the group, it was just a given that- clueless as I was about who we'd hired to play- I'd be the one to pick them up at the airport, and take care of hospitality for them while they were on campus.

 

Which is how I ended up in a car one fine spring weekend with the likes of Bruce Springsteen, and Fairport Convention, with the then young Sandy Denny and Richard Thompson. They just seemed like nice people to me. Interesting conversationalists who seemed genuinely interested in the landscape we were driving through, asking questions about the school we were approaching, and conversing with me about the musicians I DID know something about (I remember I got brownie points fro having seen Tom Rush and Joni Mitchell live). They seemed inordinately appreciative I'd made them homemade food and healthy salads instead of ordering in pizza like a lot of other college sponsors. To be honest, they seemed a lot like all the B and C level musicians we hung out with in the dives.

 

Then they got up on stage and I was completely blown away. Folk music I'd loved for a decade. Rock was newer to me, and I liked it, though it seemed remote and too complex for me to understand. But here was a blending of folk and rock that kept the emphasis on words and ideas that drew me to the former, and adding in the energy that I was coming to love in the latter. And it opened up a whole new genre of FolkRock musicians to me. The Bothy Band. Pentangle. The Battlefield Band. Crosby Stills Nash & Young. The Byrds. Folks who could really rock out, but whose lyrics were as prominent as the guitar pyrotechnics. It's still the form I love best.

 

Of course college brought a lot of disparate musical experiences. An old classmate George who'd graduated hired me part time as an in-house roadie- for lack of a better title for someone who works tech for shows touring in- at the Bushnell Memorial Hall in Hartford where I got to run follow spot on the likes of Ike & Tina Turner (she was mesmerizing, he was rude, the music was breathtaking) and Barry Manilow (nice guy but not my musical cup of tea). I went out dancing with my gay guy friends a lot of Friday nights, and to this day my feet will start moving if I hear "I Will Survive" or "Lady Marmalade". And the musical theatre work I did while in grad school gave me a real appreciation for the likes of Cole Porter and Stephen Sondheim, and the way they could move a story along.

 

There were musical disadvantages to my grad school years- and the insanely busy years right afterward when I was working in theatre- in that I seldom had time to listen to the radio or go out clubs... so I was clueless about popular musical in the late 70s and early 80's. Hmmmmm... those were also the years when I wasn't dating so much. Coincidence? I think perhaps not. :-)

 

In 1984 I met John, who would eventually be my sweetheart for almost 15 years, and with whom I still share a house. Before I met John I was under the false impression that I was knowledgeable about folk music. Hah! I knew a bit about a tiny segment of popular folk music, but John, who had been intimately involved with the venerable Folk Song Society of Greater Boston for years at that point, is pretty encyclopedic about the history and roots of folk music, and had heard more folk musicians perform in the year before we met than I knew even existed. I could write a book on the amount I've learned and the concerts I've enjoyed because of John, so I won't go into detail, but I will say that a huge number of my closest friends are people I've met through that community. The folk world- both traditional and contemporary- is a small one, and Boston is one of the most folk-rich areas of my country, so our close friends include folklore professors, public radio folk djs (like my photography and cooking buddy Dave), folk journalists, record producers, a number of people who book clubs, and a huge number of amazing musicians. Stellar performers like Martin Wyndham Reed have sung in our living room, I've fed folk like Jean Ritchie, and so many young singer-songwriters have crashed at our place while gigging in town that we joke about running an inn.

 

John and I let go of the romantic part of our friendship early in 2000, and by summer I found myself entangled with Eli, the psychedelic rock dj. Met him at a Holy Modal Rounders gig I accidentally found myself at when I stopped in Johnny D's Uptown Lounge to say a quick hello to my buddy Dana who does the booking there. It would be pretty hard to find two people more utterly mismatched from the start than Eli and me. I wasn't that we fought or anything- far from it- but our tastes and backgrounds were completely at odds, and about a year and a half later we finally bowed to the inevitable.

 

Before that, though, Eli helped me recapture a huge missing chunk of my missed musical life by submerging me in the entire ouvre of The Grateful Dead and psychedelic rock in general. I already, of course, knew the classic Dead hits, but knew little about the breadth of their catalogue, or anything about the enduring culture of "deadheads". Since he was as encyclopedic about the era of Jerry Garcia and the boys, and everything psychedelic and related that had come since then, as John was about folk, and since as a dj he got us free tickets to everything even vaguely related in New England, I saw and learned about a LOT of music during that year and a half. And I got to do my hippie-chick imitation camping at weekend long jam band festivals with thousands and thousands of his nearest and dearest. Some of whom were astoundingly interesting people. And many of whom were still mourning the end of the world which they thought had occurred when Jerry died. That latter bunch really creeped me out.

 

Probably my favorite musical benefit from hanging out with Eli- and there really were many- was getting to see Bob Dylan perform live several times. Like anyone who came of age in the 70s I knew and loved the classic songs, and I was aware enough of his career to have heard the rumors of dreadful shows and lackluster recordings in the 90's. But with the exception of his famous "return" to the Newport Folk Festival a few years ago which baffled me in its lack of energy, I found his concerts to be extraordinary, enlightening, thrilling experiences. If I was forced to name one songwriter as THE most important and influential one of my times, I think it would have to be Mr. Dylan.

 

Now Eli may have been knowledgeable about Dylan, but the guy who's my latest and- in some ways most profound- musical influence, is more passionate about him. And about music in general too. My sweetheart Matt, who many of you have read about before, has been a musician pretty much all his life. And he's a few years younger than I, so the music he "grew up with" is just a bit later than what I did.

 

From what I glean, Matt's earliest musical influence was his grandpa who sang what we'd consider "old timey" music when Matt was a kid. Matt obviously loved it because he included at least one of his grandpas songs on his first major CD, but like most kids, when he was a bit older he was interested in more "progressive" music. He was just about the perfect age to catch the beginnings of punk, and that music really appealed to the smart, observant, political, rebellious teenager that he was.

 

Not content to just listen, it wasn't long before he left behind trombone in the high school band (or was it clarinet... I forget) for the bass in a punk band. And then in a few more. And then the rock 'n' roll cover band. Then the rock band. Or was that before the punk bands? The chronology is a little fuzzy for me because there were so many different bands he belonged to... a few lasting only a gig or two in the way of bands made up of young people with big egos who are playing at clubs owned by older people with even bigger egos. I do know that one of the bands he belonged to was called The Marshmallow Overcoat because I met one of the other bandmates- Tim- in Tucson when we travelled through the southwest a couple of years ago, but the names of the rest elude me at the moment.

 

Sometime in the late 80's when Matt moved from the southwest to Boston, it was a new girlfriend of his that drew him at least partially into the world of folk music. There was something about the straight-forward honesty of it that recalled for him the essential purity of the songs his grandfather had sung, and the thoughtful and poetic, yet often raw lyrics he was writing lent themselves to the form. So for most of the last decade and a half he's been a "songer-singwriter" on the scene hereabouts.

 

One of the things I love best about my man, though, is that he doesn't fit easily into any one small box. In any part of his life. Listen carefully to the music he plays in clubs and you might hear a bit of country, a little punk sensibility, more than a bit of political saavy, end some catchy pop hooks. Listen to some of his experimental compositions and you'll catch glimmers of electronica, krautrock, the Byrds, psychedelic, some old Carter Family, ... maybe a little Jandek thrown in. Ever heard punk autoharp? I'm not even coming close to giving a sense of how many influences touch his music. That's because since he was a kid, he's paid attention to everything. He's not just interested in music of all sorts, he listens really really carefully, is extremely observant, studies it, reads about it, remembers it, and understands it in a way that very few do.

 

So it's no wonder that, because of him, I hear a lot of music that's new to me... a good deal of it being all the great music I missed out on during my "popular music black hole" from the late 70's through the late 90s. The Ramones and Frank Zappa and Captain Beefheart and The Replacements and ZZ Top and Tom Petty and The Meat Puppets. The more obscure tracks and albums by Mr. Dylan. Then there are the county influenced, like Lucinda Williams, James McMurtry, Slaid Cleves, Steve Earl, The Dixie Chicks, Gillian Welch. And newer, less categorizable artists like Four Tet, Barbara Morgensterm, Lemon Jelly, Bjork. When I head over to his house I have no idea whatsoever what the soundtrack of our weekend will be. I just leave it in his hands and know it'll be interesting. In fact, one of my favorite evenings is a Saturday night when musician friends come over for dinner and I listen to them "talk music" in the kitchen while I make supper. And going out to a club or music festival with him is a real treat, whether it's arena rock, camping at a bluegrass festival, or electronica in a tiny club.

 

The only downside to all the music he exposes me to is that there are way way too many artists for me to buy cds- or even mp3s- from all of them. So my pathetic little cd collection- a portion of which is depicted here- hasn't grown much over the past few years. Ironically, the influences of all those previous guys are in album covers and jewel cases all over my studio, but there's very little by the extraordinary number of artists Matt's exposed me to.

 

Ah well. Small price to pay for the huge musical world he's opened for me. And besides... now I have all HIS recordings. Seems like a good trade-off to me.

  

These two young bucks are capable of breeding if it weren't for the bigger ones keeping them from it. They are forced to the periphery of the posturing by the big bucks for breeding rights. Out of frustration they battle each other with no prize waiting for the winner.

 

Our beautiful world, pass it on.

+++ DISCLAIMER +++

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

  

Some background:

The Austrian Air Force in its current form was created in May 1955 by the victorious Allied powers, subject to restrictions on its use of guided missiles. The Austrian State Treaty of 1955 committed Austria to permanent neutrality. Pilot training started out with a four Yak-11 Moose and four Yak-18 Max aircraft donated by the Soviet Union, and Austria purchased further light trainer types under the Military Assistance Program. Until 1960 Austria purchased training and support aircraft under the MAP, but no modern fighter aircraft; the role of a fighter was rather inadequately filled by thirty already outdated Saab 29 Tunnan, bought second-hand from the Swedish Air Force in the early 1960s which equipped two fighter bomber squadrons.

 

To expand its capabilities and modernize the fleet, Austria purchased from 1970 on a total of 40 Saab 105 lightweight multi-role aircraft from Sweden with the intention to deploy them in trainer, reconnaissance, ground attack and even interception roles. As it became clear in the 1980s that the light sub-sonic aircraft were inadequate for air combat and airspace interdiction, Austria started looking for a more capable aircraft. In 1984, Austria had devised a two-phase solution to its problem: buying 30 interim aircrafts cheaply as a stopgap and then trading them back for a new generation aircraft in the early or mid-Nineties.

 

International response was quick and manifold: Bristol Aerospace offered initially ex RAF Jaguars to be replaced by Tornado F.3 or even Eurofighters; Saab-Scania offered between 24 and 30 former Royal Swedish Air Force J 35D Draken, followed by Saab J 39 Gripen as future substitutes; General-Electric suggested downgraded F-16/79 or F-16A for phase one and an option for the same aircraft in a more modern variant for phase two; Northrop’s numberF-5E was another alternative for phase one. Dassault was also present with refurbished Mirage III initially, followed by Mirage 2000.

 

Finding the most suitable option in this mass was not easy, and eventually a surprising deal materialized: In 1985 the contract for the sale of twenty-four Lightning F.56 fighters plus four T.55 trainers was signed by the SPÖ/FPÖ government under Fred Sinowatz. The background: Saudi Arabia had been operating thirty-four F.53 single-seaters and six T.55 trainers since 1967 and was about to retire its fleet, which was still in very good condition and with a reasonable number of flying hours left on many airframes. The aircraft would be refurbished directly at BAe in Great Britain with the option to switch to the Tornado ADV or its successor, the Eurofighter Typhoon, later.

 

The Lightning F.53 was an export version of the RAF’s F.6, but with a multi-role mission profile in mind that included, beyond the primary interceptor mission with guided missiles or internal guns, the capability to carry out interdiction/ground attacks and reconnaissance missions. To carry a suitable ordnance load, the F.53 featured additional underwing pylons for bombs or unguided rocket pods. Instead of the standard Firestreak/Red Top AAM missile station in the lower front fuselage, two retractable panniers with a total of forty-four unguided 50 mm rockets, which were effective against both ground and aerial targets, could be installed, or, alternatively, two camera packs (one with five cameras and another with a rotating camera mount) was available for tactical photo reconnaissance missions. Overwing hardpoints, adapted from the Lightning F.6, allowed to carry auxiliary fuel tanks to increase range/endurance, additional rocket pods or even retarded bombs.

The Lightning T.55 was also an export variant, a two-seat side-by-side training aircraft, and virtually identical to the T.5, which itself was based on the older F.3 fighter variant, and fully combat-capable.

 

The Saudi Arabian multi-role F.53s had served in the ground-attack and reconnaissance roles as well as an air defense fighter, with Lightnings of No. 6 Squadron RSAF carrying out ground-attack missions using rockets and bombs during a border dispute with South Yemen between December 1969 and May 1970. Saudi Arabia received Northrop F-5E fighters from 1971, which resulted in the Lightnings relinquishing the ground-attack mission, concentrating on air defense, and to a lesser extent, reconnaissance. Until 1982, Saudi Arabia's Lightnings were mainly operated by 2 and 6 Squadron RSAF (although a few were also used by 13 Squadron RSAF), but when 6 Squadron re-equipped with the F-15 Eagle from 1978 on, all the remaining aircraft were concentrated and operated by 2 Squadron at Tabuk. In 1985, as part of the agreement to sell the Panavia Tornado (both IDS and ADV versions) to the RSAF, the Lightnings were traded in to British Aerospace, returned to Warton for refurbishment and re-sold to Austria.

 

While the Saudi Arabian Lightnings’ hardware was in very good shape, the Austrian Bundesluftwaffe requested some modifications, including a different missile armament: instead of the maintenance-heavy British Firestreak/Red Top AAMs, the Lightnings were to be armed with simpler, lighter and more economical IR-guided AIM-9 Sidewinder AAMs which were already in the Austrian Air Force’s inventory. Two of these missiles were carried on single launch rails on the lower forward fuselage; an additional pair of Sidewinders could also be carried on the outer underwing stations, for a total of four. The F.53s’ optional retractable unguided rocket panniers were dropped altogether in favor of a permanent avionics bay for the Sidewinders in its place. However, to carry out tactical reconnaissance tasks (formerly executed by J 29Fs with a removable camera pod instead of the portside gun bay), four Austrian Lightnings frequently had one of the optional camera compartments installed, thereby losing the capability to deploy Sidewinders, though.

 

Among other things, the machines were furthermore upgraded with new bird strike-proof cockpit glazing, avionics were modernized, and several other minor customer requests were adopted, like a 0.6-megacandela night identification light. This spotlight is mounted in the former portside gun bay in front of the cockpit, and an anti-glare panel was added under the windscreen.

The fixed in-flight refueling probe was deleted, as this was not deemed necessary anymore since the Lightnings would exclusively operate within neutral Austria’s borders. The probes could, however, be re-installed, even though the Austrian pilots would not receive on-flight refueling training. The Lightnings' optional 260 imp gal overwing tanks were retained since they were considered to be sufficient for extended subsonic air patrols or eventual ferry flights.

 

The refurbished Lightnings were re-designated F.56 and delivered in batches of four between 1987 and 1989 to the Austrian Air Force’s 1st and then 2nd Fighter Squadrons, carrying a grey air superiority paint scheme. At that time, the airframes had between 1,550 and 2,800 flight hours and all had a general overhaul behind them. In 1991, the Lightings were joined by eighteen German ex-NVA-LSK MiG-23s, which were transferred to Austrian Air Force's ‘Fliegerwerft B’ at Nittner Air Base, where they'd be overhauled and updated with NATO-compatible equipment. As MiG-23Ö they were exclusively used as interceptors, too.

 

Shortly after their introduction, the Austrian Lightnings saw their first major use in airspace interdiction starting 1991 during the Yugoslav Wars, when Yugoslav MiG-21 fighters frequently crossed the Austrian border without permission. In one incident on 28 June a MiG-21 penetrated as far as Graz, causing widespread demands for action. Following repeated border crossings by armed aircraft of the Yugoslav People's Army, changes were suggested to the standing orders for aircraft armament.

 

With more and more practice and frequent interceptions one of the Lightning's basic flaws became apparent: its low range. Even though the Lightning had a phenomenal acceleration and rate of climb, this was only achieved in a relatively clean configuration - intercepting intruders was one thing but escorting them back to the Austrian border or an assigned airfield, as well as standing air patrols, were a different thing. With more tactical experience, the overwing tanks were taken back into service, even though they were so draggy that their range benefit was ultimately zero when the aircraft would use its afterburners during a typical interception mission. Therefore, the Austrian QRA Lightnings were typically operated in pairs: one clean and only lightly armed (typically with the guns and a pair of AIM-9s), to make a quick approach for visual intruder identification and contact, while a second aircraft with extra fuel would follow at high subsonic speed and eventually take over and escort the intruder. Airspace patrol was primarily executed with the MiG-23Ö, because it had a much better endurance, thanks to its VG wings, even though the Floggers had a poor service record, and their maintenance became ever more complicated.

 

After more experience, the Austrian Lightnings received in 1992 new ALR-45 radar detectors in a fairing on the fin top as well as chaff and flare dispenser systems, and the communication systems were upgraded, too. In 2004 the installation of Garmin 295 moving map navigation devices followed, even though this turned out to be a negligible update: on December 22, 2005, the active service life and thus military use of the Lightnings in general ended, and Austria was the last country to decommission the type, more than 50 years after the first flight of the prototype on August 4, 1954.

The Austrian Lightnings’ planned service period of 10 years was almost doubled, though, due to massive delays with the Eurofighter’s development: In 2002, Austria had already selected the Typhoon as its new “Phase II” air defense aircraft, having beaten the F-16 and the Saab Gripen in competition, and its introduction had been expected to occur from early 2005 on, so that the Lightnings could be gradually phased out. The purchase of 18 Typhoons was agreed on 1 July 2003, but it would take until 12 July 2007 that the first Typhoon would eventually be delivered to Zeltweg Air Base and formally enter service with the Austrian Air Force. This operational gap had to be bridged with twelve F-5E leased from Switzerland for EUR 75 mio., so that Quick Reaction Alert (QRA) duties for the Austrian airspace could be continued.

  

General characteristics:

Crew: 1

Length: 55 ft 3 in (16.84 m)

Wingspan: 34 ft 10 in (10.62 m)

Height: 19 ft 7 in (5.97 m)

Wing area: 474.5 sq ft (44.08 m²)

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

Gross weight: 41,076 lb (18,632 kg) with two AIM-9B, cannon, ammunition, and internal fuel

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

 

Powerplant:

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

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

 

Performance:

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

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

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

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

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

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

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

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

Zoom climb: 50,000 ft/min

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

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

Thrust/weight: 0.78 (1.03 empty)

 

Armament:

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

2× forward fuselage hardpoints for a single AIM-9 Sidewinder AAM each

2× underwing hardpoints for 1.000 lb (454 kg) each

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

typically occupied with 260 imp gal (310 US gal; 1,200 l) ferry tanks

  

The kit and its assembly:

This was another submission to the “Hunter, Lightning and Canberra” group build at whatifmodellers.com in 2022 and intended as a rather simple build since it was based on an alternate reality plot: the weird story that Austria was offered a revamped fleet of ex-Saudi Arabian Lightnings is true(!), but the decision eventually fell in favor of revamped Saab J 35Ds from Sweden. For this what-if build I used the real historic timeline, replaced the aircraft, and built both story and model around this – and the result became the BAC Lightning F.56 in Austrian Air Force service.

 

Initially I wanted to use an Airfix BAC Lightning in The Stash™, a really nice model kit and a relatively new mold, but it turned out to be the kit’s F.2A variant. While very similar to the F.6, changing it into a F.53 analogue with the OOB parts turned out to be too complex for my taste. For instance, the F.2A kit lacks the ventral gun bay (it just comes with the auxiliary tank option since the guns are already located in front of the cockpit) and the cable conduits on the lower flanks. Procuring a suitable and priceworthy Airfix F.6 turned out to be impossible, but then I remembered a Hasegawa Lightning F.6 in The Stash™ that I had shot at ev!lbay many moons ago for a laughable price and without a concrete plan. However, this kit is pretty old: it has raised (yet quite fine, less robust than the Matchbox kit) panel lines and even comes with a pilot figure, but also many weak spots like the air intake and the jet exhausts that end in flat walls after some millimeters depth and a very basic cockpit. But for this rather simple what-if project the kit appeared to be a suitable basis, and it would eventually find a good use.

 

The Hasegawa Lightning was basically built OOB, even though I made some cosmetic amendments like a better seat for the pilot, hydraulic fluid lines on the landing gear made from wire or opening the flat walls inside of the air intake opening and the jet nozzles. Behind the radome, a simple splitter plate was added as well as a recessed bulkhead in front of an implanted Me 262 cockpit tub (the Hasegawa kit just offers a bare floor panel, nothing else!), the afterburners were extended inwards with parts from a Matchbox A.W. Meteor night fighter.

 

The Red Top AAMs and the in-flight refueling probe were omitted. Instead, I added extra F.53-style forward-swept pylons under the outer wings, scratched from 1.5 mm styrene sheet due to their odd, raked shape, and I added Sidewinder launch rails plus suitable missiles from a Hasegawa air-to-air weapons set to all four stations. After long consideration I also retained the ‘overburger’ tanks, partly because of the unique layout on the Lightning, and also because of operational considerations.

Chaff dispensers were scratched from styrene profiles and placed at the fin’s base. A fairing for the retrofitted radar warning sensor was added to the fin tip, created from 1.5 mm styrene sheet.

  

Painting and markings:

To reflect the “alternate reality” role of the Lightning I gave the model a livery similar to the Saab J 35Ö that were actually procured: an adaptation of the USAF “Egypt One” scheme, carried primarily by the USAF F-16s. Adapting this simple three-tone camouflage from the flat F-16 to the Draken was easy and straightforward, but applying it to a Lightning with its many vertical surfaces turned out to be a tough challenge. I eventually came up with a paint scheme that reminds of the late RAF low-viz Lightning liveries, which existed in a wide range of patterns and graduations of grey.

 

The colors were authentic, FS 36118, 36270 and 36375 (using Humbrol 125, 126 and 127), and I decided to emphasize the camouflage of the flanks against the horizon, so that the vertical surfaces and the fin became FS 36270. The undersides of wings, stabilizers and fuselage became FS 36375. The dark FS 36118 was only applied to the upper sides of the wings and the stabilizer, and to a high dorsal section, starting at the wing roots. As a small contrast, the tank area on the spine was painted in light grey, simulating unpainted fiber glass. The radome was painted with a streaky mix of Humbrol 155 and 56.

 

As usual, the model received a light black ink washing, some post-panel-shading in lighter tones, and, due to the raised panel lines, was very lightly rubbed with graphite. The cockpit interior was painted in medium grey (Revell 47) with an olive drab fabric fairing behind the black pilot seat, which received ejection handles made from thin wire as eye candy. The landing gear and the respective wells were painted in Humbrol 56 (Aluminum Dope).

 

The decals are a wild mix: The fuselage roundels are actually wing markings from a Hasegawa J 35OE, as well as the huge orange "06" on the wings (I could not resist; they will later be partly obscured by the overwing tanks, but the heck with it!). The roundels on the wings come from a generic TL Modellbau sheet - I found that I needed larger markings than those on the Draken.

Both unit and individual aircraft identifiers are single black DIN font digits, also from TL Modellbau. The unit badges on the fin are authentic, even though from an earlier era: they came from an Austrian J 29 of Fliegerregiment 2 from a PrintScale sheet, and all stencils were taken from the OOB low-viz RAF markings sheet, plus four small warning triangles for the underwing pylons.

  

A ‘what-if’ model in the purest sense, since this model depicts what could really have been: ex Saudi-Arabian export BAC Lightnings over the Austrian Alps! However, refurbished Saab J 35D Draken made the race (and later followed by the Eurofighter Typhoon at ‘Stage 2’), so that this Lightning remains fictional. It does not look bad in the ‘Egypt One’ paint scheme, though, better than expected!

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 conversion or the presented background story might be based historical facts. BEWARE!

  

Some background:

The Ling-Temco-Vought A-7 Corsair II was a carrier-capable subsonic light attack aircraft introduced to replace the Douglas A-4 Skyhawk. The A-7 airframe design was based on the successful supersonic Vought F-8 Crusader, although it was somewhat smaller and rounded off. The Corsair II initially entered service with the United States Navy during the Vietnam War. It was later adopted by the United States Air Force, including the Air National Guard, to replace the Douglas A-1 Skyraider and North American F-100 Super Sabre. The aircraft was also exported to several foreign countries, including Greece, Portugal, Thailand and New Zealand.

 

For the latter operator, the Corsair II was part of a major modernization campaign in the early 1970s. For instance, in 1970 14 McDonnell Douglas A-4 Skyhawks were purchased to replace the Vampire FB5's, which had been the primary light attack aircraft for the RNZAF for years, but the type was hopelessly outdated.

Furthermore New Zealand was also looking for a replacement of its similarly ageing Canberra fleet. These 31 aircraft were also phased out of service in mid 1970, and the A-7 chosen as the RNZAFs new fighter bomber because of its proven all-weather strike capability and advances avionics.

 

The RNZAF bought and operated 22 LTV A-7 Corsair II aircraft primarily in the coastal defense/anti-ship and sea patrol roles, air interdiction and air defense roles being secondary duties. The RNZAF Corsair II was very similar to the US Navy’s A-7E, even though the machines would only be operated form land bases. Designated A-7N, the machines featured an AN/APN-190 navigational radar with a Doppler groundspeed and drift detector plus an AN/APQ-128 terrain following radar. For the deployment of smart weapons, the machines were outfitted with a Pave Penny laser target acquisition system under the air intake lip, similar to the USAF’s A-7D, and could carry a wide range of weaponry and sensors, including AN/AAR-45 FLIR pods for an improved all-weather performance. Against enemy ships and large ground targets, visually guided smart bombs (AGM-62 and the more modern GBU-8 HOBOS) were bought, as well as AGM-65 Maverick against smaller, high priority targets.

 

Active service lasted between 1975 and 1999, and the A-7Ns were originally allocated between RNZAF 2 and 75 Squadron at Ohakea, where they were operated together with A-4K and TA-4K. The latter were also emplyed for A-7N pilot conversion training, since the RNZAF did not operate any Corsair II two seaters.

Several times the Squadron deployed to Clark Air Base in the Philippines and to Hawaii with both of the Corsair IIs and Skyhawks to exercise with the United States Air Force. Furthermore, the annual deployments as part of the Five Power Defence Agreement (called Exercise Vanguard) had the Squadron visit Australia, Singapore, Malaysia and Thailand to practice with those countries. Two RNZAF A-7s of 75 Squadron even made visits to Great Britain.

 

In the early Nineties the Corsair IIs started to suffer from numerous maintenance and logistic problems due to the lack of spare parts and general financial problems. This also prevented a major avionics update and the procurement of AGM-84 Harpoon missiles for the A-7Ns and the RNZAF P-3 Orion maritime patrol aircraft. The maintenance situation became so dire that several aircraft were cannibalized for spare parts to service other fighters. In 1992 only sixteen A-7Ns remained operational. This resulted in the available fighters no longer being assigned and dedicated to one specific squadron, but shared and assigned to one of the RNZAF combat squadrons (2, 14 and 75 Squadron, respectively), as needed.

 

During its 24 years of duty in the RNZAF, the A-7 fleet suffered 8 severe accidents with aircraft losses (and two pilots being killed). Nevertheless, the introduction of the A-7 was seen as a success due to the evolution that it allowed the Air Force in aircraft maintenance, with focus in modern computer and electronic systems, and in the steady qualification of pilots and technicians.

 

In 1999, the National Government selected an order of 28 F-16A/B Fighting Falcon aircraft to replace the complete fleet of A-4 Skyhawks and A-7 Corsair IIs, but this procurement plan was cancelled in 2001 following election by the incoming Labour Government under Helen Clark. This was followed by the disbanding of several fixed wing aircraft squadrons, with the consequence of removing the RNZAF's air combat capability. The last A-7 flight in RNZAF service took place on 1st of October 2001. Subsequently, most of the RNZAF's fighter pilots left New Zealand to serve in the Royal Australian Air Force and the Royal Air Force.

 

General characteristics:

Crew: 1

Length: 46 ft 2 in (14.06 m)

Wingspan: 38 ft 9 in (11.8 m), 23 ft 9 in (7.24 m) wings folded

Height: 16 ft 1 in (4.9 m)

Wing area: 374.9 sq ft (34.83 m²)

Airfoil: NACA 65A007 root and tip

Empty weight: 19,127 lb (8,676 kg)

Max takeoff weight: 41,998 lb (19,050 kg) overload condition.

Fuel capacity: 1,338 US gal (5,060 l; 1,114 imp gal) (10,200 lb (4,600 kg)) internal

 

Powerplant:

1 × Allison TF41-A-2 non-afterburning turbofan engine, 15,000 lbf (66.7 kN) thrust

 

Performance:

Maximum speed: 600 kn (690 mph; 1,111 km/h) at Sea level

Range: 1,070 nmi; 1,231 mi (1,981 km) maximum internal fuel

Ferry range: 1,342 nmi; 1,544 mi (2,485 km) with maximum internal and external fuel

Service ceiling: 42,000 ft (13,000 m)

Wing loading: 77.4 lb/sq ft (378 kg/m²)

Thrust/weight: 0.50

Take-off run: 1,705 ft (519.7 m) at 42,000 lb (19,000 kg)

 

Armament:

1× M61A1 Vulcan 20 mm (0.787 in) rotary cannon with 1,030 rounds

6× under-wing and 2× fuselage pylon stations (for mounting AIM-9 Sidewinder AAMs only)

with a total ordnance capacity of 15,000 lb (6,803.9 kg)

  

The kit and its assembly:

An idea that had been lingering on my project list for some years, and a recent build of an RNZAF A-7 by fellow modeler KiwiZac at whatifmodelers.com eventually triggered this build, a rather simple alternative livery whif. I had this idea on the agenda for some time, though, already written up a background story (which was accidently deleted early last year and sent the project into hiatus - until now) and had the kit as well as decals collected and stashed away.

 

The basis is the Hobby Boss A-7, which is available in a wide range of variant in 1:72 scale. Not cheap, but IMHO the best Corsair II kit at the moment, because it is full of ample surface details, goes together nicely and features a complete air intake, a good cockpit tub and even some maintenance covers that can be displayed in open position, in case you want to integrate the kit in a diorama. In my case it’s the A-7E kit, because I wanted a late variant and the US Navy’s refueling probe instead of the A-7D’s dorsal adapter for the USAF refueling boom system.

 

For the fictional RNZAF A-7N no fundamental changes were made. I just deliberately used OOB parts like the A-7D’s Pave Penny laser targeting pod under the air intake. As a personal addition I lowered the flaps slightly for a more lively look. Around the hull, some blade antennae were changed or added, and I installed the pair of pitots in front of the windscreen (made from thin wire).

 

The FLIR pod came with the kit, as well as the drop tank under the inner starboards wing pylon and the AIM-9Bs. Only the GBU-8s were externally sourced, from one of the Hasegawa USAF ordnance sets.

 

For the finalized kit on display I mounted the maintenance covers in open position, but for the beauty pics they were provisionally placed in closed position onto the kit’s flanks. The covers had to be modified for this stunt, but since their fit is very good and tight they easily stayed in place, even for the flight scenes!

 

Painting and markings:

This was the more interesting part – I wanted „something special“ for the fictional RNZAF Corsair II. Upon delivery, the USAF SEA scheme would certainly have been the most appropriate camouflage – the A-4K’s were painted this way and the aforementioned inspiring build by KiwiZac was finished this way.

 

Anyway, my plan had been from the start a machine in late service with low-viz markings similar to the A-4Ks, which received an attractive three-tone wrap-around scheme (in FS 34102, 34079 and 36081) or a simple all-around coat of FS 34079.

 

Both of these schemes could have been a sensible choice for this project, but… no! Too obvious, too simple for my taste. I rather wanted something that makes you wonder and yet make the aircraft look authentic and RNZAF-esque.

 

While digging for options and alternatives I stumbled upon the RNZAF’s C-130 Hercules transporters, which, like Canadian machines, carry a wrap-around scheme in two tones of grey (a light blue grey and a darker tone with a reddish hue) and a deep olive green tone that comes close to Dark Slate Grey, together with low-viz markings. A pretty unique scheme! Not as murky as the late A-4Ks and IMHO also well suited for the naval/coastal environment that the machine would patrol.

 

I was not able to positively identify the original tones on the CAF and RNZAF Hercs, so I interpreted various aircraft pictures. I settled upon Humbrol 163 (RAF Dark Green) 125 (FS 36118, Gunship Grey) and Revell 57 (RAL 7000, similar to FS 35237, but lighter and “colder”). For the wraparound scheme I used the C-130s as benchmark.

 

The cockpit became Dark Gull Grey (Humbrol 140) while the landing gear and the air intake duct became – behind 5mm of grey around the intake lip - white. The maintenance hatches’ interior was painted with a mix of Humbrol 81 and 38, for a striking zinc chromate primer look.

 

After a light black ink wash the kit received some panel post-shading for more contrast esp. between the dark colors and a slightly worn and sun-bleached look, since the aircraft would be depicted towards the end of its active service life.

 

Decals were the most challenging task, though: finding suitable RNZAF roundels is not easy, and I was happy when Xtradecal released an appropriate sheet that offers kiwi roundels for all positions (since motifs for port and starboard have to be mirrored). The Kiwi squadron emblem actually belongs to an RNZAF A-4K (from an Old Models sheet). The serial codes were puzzled together from single letter (TL Modellbau), most stencils come from the Hobby Boss OOB sheet.

  

A simple build, yet a very interesting topic and in the end also an IMHO very cool-looking aircraft in its fictional livery. Building the Hobby Boss A-7 was easy, despite some inherent flaws of the kit (e .g. totally blank dashboard and side consoles, and even no decals included!). The paint scheme lent from the RNZAF Hercs suits the SLUF well, though.

+++ 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 Dassault-Breguet Super Étendard (trans. "battle flag") is a French carrier-borne strike fighter aircraft designed by Dassault-Breguet for service with the French Navy. The aircraft was an advanced development of the Étendard IVM, the first of three prototypes, an IVM modified with the new engine and some of the new avionics, made its maiden flight on 28 October 1974. Original intentions were for 100 Super Étendard aircraft to be ordered for the French Navy, however the order placed was for 60 of the new model with options for a further 20; further budget cuts lead to only 71 Super Étendards being purchased in the end for the Aéronavele, with deliveries starting in June 1978.

 

In the first year of production, 15 Super Étendards were produced for the French Navy, allowing the formation of the first operational squadron in 1979. Dassault produced the aircraft at a rough rate of two per month, which was kept up until 1983.

 

Foreign customers were few: The Argentinian Navy would place an order for 14 aircraft to meet their requirements for a capable new fighter that could operate from their sole aircraft carrier. Furthermore a total of five Super Étendards were loaned to Iraq in 1983 while the country was waiting for deliveries of Agave-equipped Dassault Mirage F1s, capable of launching Exocet missiles that had been ordered. A third user of the Super Étendard with a similar background to the Iraq solution was the German Navy, with its land-based air arm, called the Marineflieger.

 

In the late 70ies, the German air force was about to replace its Starfighters, which had never been the Marinefliegers' first choice. Actually, in 1958 Germany chose the Starfighter to replace the already outdated F-84 and F-86 versions in use by then. For political reasons the Marineflieger had to join this decision, though their demands were quite different. The German Navy was looking for a two-seat, twin-engined aircraft to replace the old Seahawks, with the Hawker Siddeley Buccaneer being their favourized aircraft.

 

Neverthless, a rather political decision to buy the Starfighter for both German air arms was made, and consequently total of 132 Starfighters were acquired for naval service, including F-104G as maritime attack aircraft (equipped with Kormoran anti-ship missiles), RF-104G for maritime reconaissance and TF-104G as trainers. In addition to this, a small number of two-seat F-104F saw operational use with the Navy's Jet Air Wings. Introduction of the F-104 into naval air arm service began in september 1963, with MFG 1 being the first unit to be equipped with Germany's new standard weapon system. Sister Wing MFG 2 joined the Starfighter club in march of the following year.

 

Anyway, almost 20 years later and with the advent of the Panavia Tornado, the Marineflieger would finally receive the aircraft they had originally been calling, and the F-104Gs were starting to be phased out from 1980 on. Production of the Tornado and its delivery to both Luftwaffe (which had priority) and Marineflieger wings was lagging behind schedule, though, and in order to bridge that gap Germany decided in Febraury 1981 to lease the relatively new French Super Étendard. The Douglas A-4 Skyhawk and LTV A-7 Corsair II had been considered, too, but the French type eventually turned out to be the most economical and modern solution.

 

A total of 16 aircraft were ordered, and these were diverted from the running production lines. Delivery started in early 1982, when the scheduled Starfighter retirement and replacement was about to begin. All machines are allocated to MFG 2. In parallel, MFG 1 had the honours to be the first Bundeswehr unit to be equipped with the Tornado IDS multirole aircraft, as they started conversion in 1982. Before that, the multi-national conversion units in the UK had already received the initial Tornado trainer aircraft since 1980.

 

The German Super Étendards were given the tactical codes of 42+01 to 42+16 and were originally delivered in the standard Marineflieger camouflage of uniform grey upper surfaces (RAL 7012, Basaltgrau) and light grey lower sides (RAL 7035, Lichtgrau), in a pattern that was identical to the French aircraft.

 

Outwardly the German Super Étendards did not differ from its French cousins, since the aircraft were to be given back after only a few years of use - it was planned to keep the French fighters until 1986, when all Starfighters would have been replaced by Tornados. The Marineflieger "Sue" (nicknamed "Susi" or "Suse" by German crews, an abbreviation of the German female first name "Susanne") had no special features, as these were more or less French stock aircraft, but some components and avionics were changed.

 

For instance, the German aircraft were modfied to carry and launch up to two AS.34 Kormoran missiles, and they were already prepared to carry the updated Kormoran 2 with a digital data bus, a bigger warhead and longer range. They were also able to carry indigenous equipment like the 'Cerberus' ECM pod or the Swedish BOZ-101 chaff/flare pod - both of these as well as the Kromoran 2 were also to carried by the Tornados, and the Super Étendards would already be used fotr practice and evaluation.

The new AGM-88 HARM missile was reserved for the Tornado, though, so that the Super Étendard was primarily tasked with anti-ship and CAS tasks. For self-defense, the German Super Étendards were able to carry the AIM-9 Sidewinder instead of the French Matra Magic AAM. An Orpheus IV reconnaissance pod could be carried on thone of the inner wing pylons, with a drop tank for balance on the other side.

 

In the course of their short German service (which actually lasted until 1987, when the last Starfighter was retired from Marineflieger service), the Super Étendards were also used to test experimental camouflage schemes. 42+10, 42+12 and 42+15 started to carry very different liveries from 1983, and the results eventually lead to the Marineflieger Tornados' 'Norm 87' wrap-around paint scheme, consisting of RAL 7009 (Grüngrau), 7012 (Basaltgrau) and 5008 (Graublau).

 

No aircraft was lost during the leasing service. All aircraft were, after a major overhaul, integrated into the Aéronavale from 1988 on.

   

General characteristics

Crew: 1

Length: 14.31 m (45 ft 11½ in)

Wingspan: 9.60 m (31 ft 6 in)

Height: 3.86 m (12 ft 8 in)

Wing area: 28.4 m² (306.7 ft²)

Empty weight: 6,500 kg (14,330 lb)

Max. takeoff weight: 12,000 kg (26,455 lb)

Powerplant: 1 × SNECMA Atar 8K-50 turbojet, 49.0 kN (11,025 lbf)

 

Performance

Maximum speed: 1,000 km/h (637 knots, 733 mph) at low level

Range: 1,820 km (983 nmi, 1,130 mi)

Service ceiling: 13,700 m (44,900 ft)

Rate of climb: 100 m/s[62] (19,700 ft/min)

Wing loading: 423 kg/m² (86.3 lb/ft²)

Thrust/weight: 0.42

 

Armament

2× 30 mm (1.18 in) DEFA 552 cannons with 125 RPG

4× underwing and 2× under-fuselage hardpoints with a capacity of 2,100 kg (4,600 lb) maximum

   

The kit and its assembly:

The idea for this model was inspired by a profile designed by fellow user PantherG at whatifmodelers.com, showing a German Super Étendard in a fictional Marineflieger style paint scheme. I've been fascinated by the Tornado's Norm '87 scheme - but rather not by the Tornado itself. So I was happy to have an "excuse" to build a respective what-if model, taking a virtual idea to hardware.

 

The model is the standard Academy Super Étendard in 1:72, which is well-detailed - only the cockpit can take some attention, esp. the ejection seat, which I replaced completely, and I also added a Matchbox pilot which had to have its legs cut off, since the cockpit seems to be designed for Asian body measures... pretty tight in there!

 

Basically the kit was kept OOB. Only changes were made to the ordnance, which was taken from a German Tornado (Italeri). I also drilled open the air brakes' holes under the fuselage, and lowered the flaps for a more lively look. Overall, the Sue is rather clean and not really interesting - so any additional detail helps, I guess.

  

Painting and markings:

This took some legwork, since I wanted to stay true to reality, despite creating a whif.

 

The tactical code 42+XX has so far never been allocated to a German aircraft type, but it would perfectly fit in time before the Tornado (which has 43+XX and higher numbers).

 

The paint scheme is supposed to be experimental - and actually both Luftwaffe and Marineflieger had been testing tactical camouflage schemes for air superiority as well as ground attack purposes on a wide range of aircraft in the 70ies and 80ies, including F-4F, RF-4E, Alpha Jets and later also Tornados. Anyway, I decided to stay close to the "real" Norm 87 scheme, which is a bit different from what PantherG suggested in his drawings.

 

The colors I used are authentic: RAL 7009 "Grüngrau" is Revell 67, RAL 7012 "Basaltgrau" is Revell 77 and RAL 5008 "Graublau" is available as Xtracolor X264. Consulting real RAL color samples as benchmarks, I muist say that the Revell tones are very good, but the Xtracolor paint is pretty far off. X264 is rather a dark petrol blue, reminiscent of FS35042. Graublau is much more dull and grey-ish, rather a bluish FS36081 - and on real aircraft it almost looks like tar, no blue hue at all to detect.

Anyway, I still used X264, since my 42+15 would sport an experimental paint scheme, so it would not matter much - and X264 would still be the darkest tone of the paint scheme, with good contrast to RAL 7009 and 7012, which are very similar and have almost no contrast. Interesting scheme, though, esp. due to its large color bandages all around the hull instead of smaller patches or stripes.

 

Best alternative I could find is Humbrol 77, which is still too greenish, though - mixing it 1:1 with Humbrol 32 might yield something that comes close to RAL 5008.

 

With a little shading with lighter tones (including RLM 71 from Testors, Humbrol 79 and 77, as well as some acryllic dark grey as an overall filter), a black ink wash and some dry-brushing the contrast was enhanced and the surface slightly weathered. German aircraft were kept in good shape, but at times the weather and sunlight would take their toll and bleach the colors, esp. on the upper sides - RAL 7012 would quickly deteriorate into a relatively light grey with a slight, purple hue!

 

Both Cerberus and BOZ-101 pods were painted in different shades of grey, though, as if they'd belong to a differently camouflaged Marineflieger aircraft. The Kormoran missiles were painted according to pics of the real thing, in a dark olive drab color.

 

National markings and some German stencils were taken from an Xtradecal sheet for German Tornados, as well as from a sheet of an Italeri Tornado with Luftwaffe markings. The tactical codes were created from single digits from a respective TL Modellbau decal sheet.

 

Cockpit interior was painted in a very dark grey, according to pictures from the real Sue. The air intake interior and the landing gear wells were kept in aluminum (Humbrol 56), while the landing gear struts received a mix of aluminum and white.

   

In the end, a simple project: only a fantasy paint scheme and some minor changed details to the OOB kit. But the German wraparound scheme suits the Sue well, and its service introduction in France as well as the retirement of the German Starfighters in the early 80ies makes this a potentially convincing and plausible whif. And, honestly, it was actually a relief from some recent major kit conversions and kitbashings - and a tribute to the creative spirit of PantherG at whatifmodelers.com. ^^

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 fully functional VF-1 prototype (the VF-X-1).

 

Introduced in 2008, the VF-1 would be produced en masse within a short period of time, a total of 5,459 airframes were delivered until 2013. 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. From the start the VF-1 proved to be an extremely capable and versatile 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 and upgrades, including the GBP-1S "Armored" Valkyrie, FAST Pack "Super" Valkyrie and the additional RÖ-X2 heavy cannon pack weapon system for the VF-1S with 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, production on Earth was stopped but 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 its persistent production after the war in many space sectors proved the lasting worth of the design.

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

Many Valkyries also received improved radar warning systems, with sensor arrays mounted on the wingtips, the fins and/or on the LERXs. Improved ECR measures and other defensive measure like flare/chaff dispensers were also added to some machines, typically in conformal fairings on the flanks of the legs/engine pods.

 

In early 2011, VF-1 production on Earth had already reached the 2.500th aircraft, a VF-1J which received a striking white-and-blue commemorative paint scheme upon roll-out, decorated with the logos of all major manufacturers and system suppliers. After a brief PR tour the machine (Bu. No. 2110406/1) was handed over to SVF-1, the famous Skull Squadron, as an attrition replacement for Major Yingluck 'Joker' Maneethapo's aircraft, leader of the unit’s 5th Flight and a Thai pilot ace from the first stages of the Zentraedi attacks in 2009.

With the opportunity to add more personal style to his new mount, Maneethapo's chose the non-standard modex ML 555 for his fighter - a play of words, because the five is pronounced 'ha' in Thai language and '555' a frequent abbreviation for 'laughing'. Bu. No. 2110406/1 retained its bright PR livery, because its primary colors matched well with SVF-1 ‘Lazulite’ flight’s ID color. The aircraft just lost the sponsor logos and instead received full military markings and tactical codes, including the unit’s renowned skull icon and the characteristic “ML” letter code on the foldable fins. The nose art for the 2.500th production VF-1 jubilee was retained, though.

In SVF-1 service, Bu. No. 2110406/1 was soon upgraded with an IRST and retrofitted with FAST Packs and avionics for various zero-G weapons for operations in space, since the unit was supposed to become based on SDF-1 and go into space with the large carrier ship. However, only SVF-1's Flight #1, 2 and 3 were taken on board of the SDF-1 when the ship left Earth, the remaining unit parts remained at the home base on Ataria Island, tasked with homeland defense duties.

 

In 2012, at the end of the war, SVF-1’s Lazulite’ flight was re-located on board of ARMD-02 (Armaments Rigged-up Moving Deck Space Carrier vessel), which was and rebuilt and attached to the refitted SDF-1 Macross as originally intended. There, Bu. No. 2110406/1 served into the first year of the New Era 0001 in 2013, when it was replaced as a Flight Leader’s mount by a VF-4 and handed over to SVF-42 back on Earth, where it was repainted in standard U.N. Spacy fighter colors (even though it still retained its commemorative nose art) and served until 2017. Bu. No. 2110406/1 was then retired and unceremoniously scrapped, having already exceeded its expected service life.

 

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. 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 several major variants (VF-1A = 5,093, VF-1D = 85, VF-1J = 49, VF-1S = 30), sub-variants (VF-1G = 12, VE-1 = 122, VT-1 = 68) and upgrades of existing airframes (like the VF-1P).

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

 

General characteristics:

All-environment variable fighter and tactical combat Battroid,

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

 

Accommodation:

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

 

Dimensions:

Fighter Mode:

Length 14.23 meters

Wingspan 14.78 meters (at 20° minimum sweep)

Height 3.84 meters

Battroid Mode:

Height 12.68 meters

Width 7.3 meters

Length 4.0 meters

Empty weight: 13.25 metric tons

Standard T-O mass: 18.5 metric tons

MTOW: 37.0 metric tons

 

Power Plant:

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

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

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

 

Performance:

Battroid Mode: maximum walking speed 160 km/h

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

g limit: in space +7

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

 

Design Features:

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

 

Transformation:

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

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

 

Armament:

2x Mauler RÖV-20 anti-aircraft laser cannon, firing 6,000 ppm

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

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:

Another small and vintage 1:100 VF-1 Fighter. This time it’s a non-canonical aircraft, based on a limited edition decal sheet that was published with the Japanese Model Graphix magazine in April 2001 (check this here for reference: www.starshipmodeler.com/mecha/jl_clrvalk.htm) with Hasegawa’s first release of their 1:72 Valkyrie Fighter kit. The give-away sheet featured several VF-1s, including an anniversary paint scheme for the 2.500th production Valkyrie. This is AFAIK neither ‘official’ nor canonical – but the pretty blue-and-white livery caught my attention, and I had for a long time the plan to re-create this livery on one of my favored 1:100 models. This would not work 100%, though, so I had to improvise – see below.

 

The kit was built OOB, with the landing gear down and (after taking the flight scenic pictures) with an open canopy, mounted on a small lift arm. Some typical small blade antennae the 1:100 simple kit lacks were added around the hull as a standard measure to improve the look. In the cockpit I added side consoles and a pilot figure for the in-flight shots.

The only non-standard additions are the IRST sensor fairing in front of the cockpit – the model of the anniversary VF-1 in the Model Graphix magazine carries this canonical upgrade, too, it was created from clear sprue material. Another tiny addition were the RHAWS antenna fairings at the top of the fins, scratched from small styrene profile bits.

 

The Valkyrie’s ordnance is standard and was taken OOB, featuring twelve AMM-1 missiles under the wings plus the standard GU-11 gatling gun pod; the latter was modified to hold a scratched wire display for in-flight pictures at its rear end. The Model Graphix VF-1 is insofar confusing as it seems to carry something that looks like a white ACMI pod on a non-standard pylon, rather attached to the legs than to the wings? That's odd and I could not make up a useful function, so I rejected this detail. The magazine Valkyrie's belly drop tank was - even though canonical, AFAIK - also not taken over to my later in-service status.

  

Painting and markings:

The more challenging part of the build, in two ways. First, re-creating the original commemorative livery would have called for home-made decals printed in opaque white for the manufacturers’ logos, something I was not able to do at home. So, I had to interpret the livery in a different way and decided to spin the aircraft’s story further: what would become of this VF-1 after its roll-out and PR event? In a war situation it would certainly be delivered quickly to a frontline unit, and since I had some proper markings left over, I decided to attach this colorful bird to the famous Skull Squadron, SVF-1, yet to a less glorious Flight. Since flight leaders and aces in the Macross universe would frequently fly VF-1s in individual non-standard liveries, sometimes even very bright ones, the 2,500th VF-1 could have well retained its catchy paint scheme.

 

The second part of the challenge: the actual paint job. Again, no suitable decals were at hand, so I had to re-create everything from scratch. The VF-1J kit I used thankfully came molded in white styrene, so that the front half of the aircraft could be easily painted in white, with no darker/colored plastic shining through. I painted the white (Revell 301, a very pure white) with a brush first. For the blue rear half, I settled upon an intense and deep cobalt blue tone (ModelMaster 2012). For the zigzag border between the colors, I used Tamiya masking tape, trimmed with a tailor’s zigzag scissors and applied in a slightly overlapping pattern for an irregular edge.

The landing gear became standard all-white (Revell 301, too), with bright red edges (Humbrol 174) on the covers. Antenna fairings were painted with radome tan (Humbrol 7) as small color highlights.

 

The cockpit interior became standard medium grey (Revell 47) with a black ejection seat with brown cushions (Humbrol 119 and Revell 84), and brown “black boxes” behind the headrest. The air intakes as well as the interior of the VG wings were painted dark grey (Revell 77). The jet nozzles/feet were internally painted with Humbrol 27003 (Steel Metallizer) and with Revell 91 on the outside, and they were later thoroughly treated with graphite to give them a burnt/worn look.

The GU-11 pod became standard bare metal (Revell 91, Iron metallic), the AMM-1s were painted in light grey (Humbrol 127) with many additional painted details in five additional colors, quite a tedious task when repeated twelve times...

 

After basic painting was one the model received a careful overall washing with black ink to emphasize the engraved panel lines, and light post-shading was done to the blue areas to emphasize single panels.

The full-color ’kite’ roundels came from an 1:100 VF-1A sheet, the skull emblems were left over from my Kotobukiya 1:72 VF-4 build some years ago, which OOB carries SVF-1 markings, too. The 2.500th aircraft nose art decoration was printed on clear decal film with an ink jet printer at home, even though it’s so small that no details can be discerned on the model. SVF-1’s “ML” tail code was created with single white decal letters (RAF WWII font), the red “555” modex came from an PrintScale A-26 Invader sheet, it's part of a USAF serial number from an all-black Korean War era aircraft.

 

The wings' leading edges were finished in medium grey, done with decal sheet material. The Model Graphix Valkyrie does not sport this detail, but I think that the VF-1 looks better with them and more realistic. Red warning stripes around the legs - also not seen on the model in the magazine - were made from similar material.

 

The confetti along the jagged edge between the white and the blue areas was created with decal material, too – every bit was cut out and put into place one for one… To match the cobalt blue tone, the respective enamel paint was applied on clear decal sheet material and cut into small bits. For the white and red confetti, generic decal sheet material was used. All in all, this was another tedious process, but, at the small 1:100 scale, masks or tape would have been much more complex and less successful with the brushes I use for painting. For this home-made approach the result looks quite good!

 

Finally, after some typical details and position lights had been added with clear paints over a silver base, the small VF-1 was sealed with a coat of semi-matt acrylic varnish, giving it a slightly shiny finish.

  

A pretty VF-1 – even though I’d call it purely fictional, despite being based on material that was published in a Japanese magazine more than 20 years ago. The simple yet striking livery was a bit tricky to create, but the result, with the additional SVF-1 unit markings, looks good and makes me wonder how this machine would look with FAST pack elements for use in space or as a transformed Battroid?

U.S. Army Sgt. Josue Vaquerano, a combat medic representing the 456th Area Support Medical Command, 3rd Medical Command Deployment Support, competes in the Obstacle Course event at the 2019 U.S. Army Reserve Best Warrior Competition at Fort Bragg, N.C. June 24, 2019. This year's Best Warrior Competition will determine the top non-commissioned officer and junior enlisted Solider who will represent the U.S. Army Reserve in the Department of the Army Best Warrior Competition Later this year at Fort A.P. Hill, Va. (U.S. Army Reserve photo by Sgt. Lena Wakayama)

+++ 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 interpretationconsists 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.

c/n 21414.

Built in 1917, this beautiful DH9 was one of a pair recovered from an elephant shed in India. In the more than capable hands of Aero Vintage / Retrotech, the first machine was restored for the Imperial War Museum and is on static display in Duxfords 'AirSpace' hangar.

This second machine has now been restored to a stunning and airworthy condition which will hopefully soon see her back in the air. This will be a truly amazing site!

Her first public appearance (static, of course) was at the Royal International Air Tattoo (RIAT) at RAF Fairford in July 2017, after which she was moved to Duxford and reassembled. She now sits in Hangar 3, which is also the home of the rest of the Historic Aircraft Collection fleet.

Duxford Airfield, Cambridgeshire, UK.

26th January 2018.

 

The following information is from the Historic Aircraft Collection website. Although slightly dated it does give some good info on the aircraft:-

 

"The engine chosen for the DH-9 was the new 200 hp Siddeley Puma, ordered straight off the drawing board. The engine was not a successful design, but nevertheless that was all there was, and both the DH-9 and the Puma were ordered in large numbers. In fact the DH-4 was not designed as a bomber, but only after it was in service was it found to be useful in this role. The DH-9 can therefore claim to be one of the first true strategic purpose-built bombers manufactured in Britain, with bomb bays within the fuselage structure.

Despite the aircraft's shortcomings, it became one of the most produced aircraft of the 1st World War with over 2,000 examples being made.

The DH-9 was utilised in a great number of bombing raids over Germany and over the Western Front; it also saw service in an anti-submarine role, in the Middle East and Indian sub-continent. Due to the large numbers available after the war, the type continued on in numerous guises, both in military roles in every corner of the Empire and also in the conversion to airliners and long distant courier aircraft.

Although produced in huge numbers and despite a long career after the war, surprisingly few still exist. There is one in the Musee de L'Air in Paris, and one in the Saxonwold museum in South Africa. There is also a civilianised version in Australia; however, there were none in the British National Collection. Rumours of two or three secreted away in India abounded for years and their discovery and recovery to the UK by Aero Vintage took many years of negotiation and organisation. Aero Vintage Ltd director, Guy Black, was determined to ensure that one at least was preserved in the UK in a national museum, and the other restored to fly.

E-8894, now registered G-CDLI which has the most degraded woodwork, will be restored to fly with an original Puma engine. The other DH9 recovered, D-5649, is being restored to non-flying status with a high standard of conservation and original content, for the Imperial War and will be displayed, unsuspended in the new Airspace hanger, by the time this new building is opened to the public for the first time.E-8894 was one of a batch of 200 DH-9 aircraft ordered on the 23rd March 1918 under contract no. 351/418/C.296 (BR.394) from the Aircraft Manufacturing Co. Ltd., of Hendon. As far as is known, it probably saw no military action before being placed in storage and sent to India under the Imperial Gift Scheme.

An excellent Puma engine has been found, and once restored to fly, this genuine 1st World War aircraft will not only be the only 1st World War bomber flying, but also the only Imperial Gift aircraft flying anywhere in the world. Completion of the flying DH9 is anticipated in 2017. Both aircraft are being restored in the Retrotec workshops in East Sussex"

+++ DISCLAIMER +++

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

  

Some background:

The Austrian Air Force in its current form was created in May 1955 by the victorious Allied powers, subject to restrictions on its use of guided missiles. The Austrian State Treaty of 1955 committed Austria to permanent neutrality. Pilot training started out with a four Yak-11 Moose and four Yak-18 Max aircraft donated by the Soviet Union, and Austria purchased further light trainer types under the Military Assistance Program. Until 1960 Austria purchased training and support aircraft under the MAP, but no modern fighter aircraft; the role of a fighter was rather inadequately filled by thirty already outdated Saab 29 Tunnan, bought second-hand from the Swedish Air Force in the early 1960s which equipped two fighter bomber squadrons.

 

To expand its capabilities and modernize the fleet, Austria purchased from 1970 on a total of 40 Saab 105 lightweight multi-role aircraft from Sweden with the intention to deploy them in trainer, reconnaissance, ground attack and even interception roles. As it became clear in the 1980s that the light sub-sonic aircraft were inadequate for air combat and airspace interdiction, Austria started looking for a more capable aircraft. In 1984, Austria had devised a two-phase solution to its problem: buying 30 interim aircrafts cheaply as a stopgap and then trading them back for a new generation aircraft in the early or mid-Nineties.

 

International response was quick and manifold: Bristol Aerospace offered initially ex RAF Jaguars to be replaced by Tornado F.3 or even Eurofighters; Saab-Scania offered between 24 and 30 former Royal Swedish Air Force J 35D Draken, followed by Saab J 39 Gripen as future substitutes; General-Electric suggested downgraded F-16/79 or F-16A for phase one and an option for the same aircraft in a more modern variant for phase two; Northrop’s numberF-5E was another alternative for phase one. Dassault was also present with refurbished Mirage III initially, followed by Mirage 2000.

 

Finding the most suitable option in this mass was not easy, and eventually a surprising deal materialized: In 1985 the contract for the sale of twenty-four Lightning F.56 fighters plus four T.55 trainers was signed by the SPÖ/FPÖ government under Fred Sinowatz. The background: Saudi Arabia had been operating thirty-four F.53 single-seaters and six T.55 trainers since 1967 and was about to retire its fleet, which was still in very good condition and with a reasonable number of flying hours left on many airframes. The aircraft would be refurbished directly at BAe in Great Britain with the option to switch to the Tornado ADV or its successor, the Eurofighter Typhoon, later.

 

The Lightning F.53 was an export version of the RAF’s F.6, but with a multi-role mission profile in mind that included, beyond the primary interceptor mission with guided missiles or internal guns, the capability to carry out interdiction/ground attacks and reconnaissance missions. To carry a suitable ordnance load, the F.53 featured additional underwing pylons for bombs or unguided rocket pods. Instead of the standard Firestreak/Red Top AAM missile station in the lower front fuselage, two retractable panniers with a total of forty-four unguided 50 mm rockets, which were effective against both ground and aerial targets, could be installed, or, alternatively, two camera packs (one with five cameras and another with a rotating camera mount) was available for tactical photo reconnaissance missions. Overwing hardpoints, adapted from the Lightning F.6, allowed to carry auxiliary fuel tanks to increase range/endurance, additional rocket pods or even retarded bombs.

The Lightning T.55 was also an export variant, a two-seat side-by-side training aircraft, and virtually identical to the T.5, which itself was based on the older F.3 fighter variant, and fully combat-capable.

 

The Saudi Arabian multi-role F.53s had served in the ground-attack and reconnaissance roles as well as an air defense fighter, with Lightnings of No. 6 Squadron RSAF carrying out ground-attack missions using rockets and bombs during a border dispute with South Yemen between December 1969 and May 1970. Saudi Arabia received Northrop F-5E fighters from 1971, which resulted in the Lightnings relinquishing the ground-attack mission, concentrating on air defense, and to a lesser extent, reconnaissance. Until 1982, Saudi Arabia's Lightnings were mainly operated by 2 and 6 Squadron RSAF (although a few were also used by 13 Squadron RSAF), but when 6 Squadron re-equipped with the F-15 Eagle from 1978 on, all the remaining aircraft were concentrated and operated by 2 Squadron at Tabuk. In 1985, as part of the agreement to sell the Panavia Tornado (both IDS and ADV versions) to the RSAF, the Lightnings were traded in to British Aerospace, returned to Warton for refurbishment and re-sold to Austria.

 

While the Saudi Arabian Lightnings’ hardware was in very good shape, the Austrian Bundesluftwaffe requested some modifications, including a different missile armament: instead of the maintenance-heavy British Firestreak/Red Top AAMs, the Lightnings were to be armed with simpler, lighter and more economical IR-guided AIM-9 Sidewinder AAMs which were already in the Austrian Air Force’s inventory. Two of these missiles were carried on single launch rails on the lower forward fuselage; an additional pair of Sidewinders could also be carried on the outer underwing stations, for a total of four. The F.53s’ optional retractable unguided rocket panniers were dropped altogether in favor of a permanent avionics bay for the Sidewinders in its place. However, to carry out tactical reconnaissance tasks (formerly executed by J 29Fs with a removable camera pod instead of the portside gun bay), four Austrian Lightnings frequently had one of the optional camera compartments installed, thereby losing the capability to deploy Sidewinders, though.

 

Among other things, the machines were furthermore upgraded with new bird strike-proof cockpit glazing, avionics were modernized, and several other minor customer requests were adopted, like a 0.6-megacandela night identification light. This spotlight is mounted in the former portside gun bay in front of the cockpit, and an anti-glare panel was added under the windscreen.

The fixed in-flight refueling probe was deleted, as this was not deemed necessary anymore since the Lightnings would exclusively operate within neutral Austria’s borders. The probes could, however, be re-installed, even though the Austrian pilots would not receive on-flight refueling training. The Lightnings' optional 260 imp gal overwing tanks were retained since they were considered to be sufficient for extended subsonic air patrols or eventual ferry flights.

 

The refurbished Lightnings were re-designated F.56 and delivered in batches of four between 1987 and 1989 to the Austrian Air Force’s 1st and then 2nd Fighter Squadrons, carrying a grey air superiority paint scheme. At that time, the airframes had between 1,550 and 2,800 flight hours and all had a general overhaul behind them. In 1991, the Lightings were joined by eighteen German ex-NVA-LSK MiG-23s, which were transferred to Austrian Air Force's ‘Fliegerwerft B’ at Nittner Air Base, where they'd be overhauled and updated with NATO-compatible equipment. As MiG-23Ö they were exclusively used as interceptors, too.

 

Shortly after their introduction, the Austrian Lightnings saw their first major use in airspace interdiction starting 1991 during the Yugoslav Wars, when Yugoslav MiG-21 fighters frequently crossed the Austrian border without permission. In one incident on 28 June a MiG-21 penetrated as far as Graz, causing widespread demands for action. Following repeated border crossings by armed aircraft of the Yugoslav People's Army, changes were suggested to the standing orders for aircraft armament.

 

With more and more practice and frequent interceptions one of the Lightning's basic flaws became apparent: its low range. Even though the Lightning had a phenomenal acceleration and rate of climb, this was only achieved in a relatively clean configuration - intercepting intruders was one thing but escorting them back to the Austrian border or an assigned airfield, as well as standing air patrols, were a different thing. With more tactical experience, the overwing tanks were taken back into service, even though they were so draggy that their range benefit was ultimately zero when the aircraft would use its afterburners during a typical interception mission. Therefore, the Austrian QRA Lightnings were typically operated in pairs: one clean and only lightly armed (typically with the guns and a pair of AIM-9s), to make a quick approach for visual intruder identification and contact, while a second aircraft with extra fuel would follow at high subsonic speed and eventually take over and escort the intruder. Airspace patrol was primarily executed with the MiG-23Ö, because it had a much better endurance, thanks to its VG wings, even though the Floggers had a poor service record, and their maintenance became ever more complicated.

 

After more experience, the Austrian Lightnings received in 1992 new ALR-45 radar detectors in a fairing on the fin top as well as chaff and flare dispenser systems, and the communication systems were upgraded, too. In 2004 the installation of Garmin 295 moving map navigation devices followed, even though this turned out to be a negligible update: on December 22, 2005, the active service life and thus military use of the Lightnings in general ended, and Austria was the last country to decommission the type, more than 50 years after the first flight of the prototype on August 4, 1954.

The Austrian Lightnings’ planned service period of 10 years was almost doubled, though, due to massive delays with the Eurofighter’s development: In 2002, Austria had already selected the Typhoon as its new “Phase II” air defense aircraft, having beaten the F-16 and the Saab Gripen in competition, and its introduction had been expected to occur from early 2005 on, so that the Lightnings could be gradually phased out. The purchase of 18 Typhoons was agreed on 1 July 2003, but it would take until 12 July 2007 that the first Typhoon would eventually be delivered to Zeltweg Air Base and formally enter service with the Austrian Air Force. This operational gap had to be bridged with twelve F-5E leased from Switzerland for EUR 75 mio., so that Quick Reaction Alert (QRA) duties for the Austrian airspace could be continued.

  

General characteristics:

Crew: 1

Length: 55 ft 3 in (16.84 m)

Wingspan: 34 ft 10 in (10.62 m)

Height: 19 ft 7 in (5.97 m)

Wing area: 474.5 sq ft (44.08 m²)

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

Gross weight: 41,076 lb (18,632 kg) with two AIM-9B, cannon, ammunition, and internal fuel

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

 

Powerplant:

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

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

 

Performance:

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

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

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

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

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

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

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

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

Zoom climb: 50,000 ft/min

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

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

Thrust/weight: 0.78 (1.03 empty)

 

Armament:

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

2× forward fuselage hardpoints for a single AIM-9 Sidewinder AAM each

2× underwing hardpoints for 1.000 lb (454 kg) each

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

typically occupied with 260 imp gal (310 US gal; 1,200 l) ferry tanks

  

The kit and its assembly:

This was another submission to the “Hunter, Lightning and Canberra” group build at whatifmodellers.com in 2022 and intended as a rather simple build since it was based on an alternate reality plot: the weird story that Austria was offered a revamped fleet of ex-Saudi Arabian Lightnings is true(!), but the decision eventually fell in favor of revamped Saab J 35Ds from Sweden. For this what-if build I used the real historic timeline, replaced the aircraft, and built both story and model around this – and the result became the BAC Lightning F.56 in Austrian Air Force service.

 

Initially I wanted to use an Airfix BAC Lightning in The Stash™, a really nice model kit and a relatively new mold, but it turned out to be the kit’s F.2A variant. While very similar to the F.6, changing it into a F.53 analogue with the OOB parts turned out to be too complex for my taste. For instance, the F.2A kit lacks the ventral gun bay (it just comes with the auxiliary tank option since the guns are already located in front of the cockpit) and the cable conduits on the lower flanks. Procuring a suitable and priceworthy Airfix F.6 turned out to be impossible, but then I remembered a Hasegawa Lightning F.6 in The Stash™ that I had shot at ev!lbay many moons ago for a laughable price and without a concrete plan. However, this kit is pretty old: it has raised (yet quite fine, less robust than the Matchbox kit) panel lines and even comes with a pilot figure, but also many weak spots like the air intake and the jet exhausts that end in flat walls after some millimeters depth and a very basic cockpit. But for this rather simple what-if project the kit appeared to be a suitable basis, and it would eventually find a good use.

 

The Hasegawa Lightning was basically built OOB, even though I made some cosmetic amendments like a better seat for the pilot, hydraulic fluid lines on the landing gear made from wire or opening the flat walls inside of the air intake opening and the jet nozzles. Behind the radome, a simple splitter plate was added as well as a recessed bulkhead in front of an implanted Me 262 cockpit tub (the Hasegawa kit just offers a bare floor panel, nothing else!), the afterburners were extended inwards with parts from a Matchbox A.W. Meteor night fighter.

 

The Red Top AAMs and the in-flight refueling probe were omitted. Instead, I added extra F.53-style forward-swept pylons under the outer wings, scratched from 1.5 mm styrene sheet due to their odd, raked shape, and I added Sidewinder launch rails plus suitable missiles from a Hasegawa air-to-air weapons set to all four stations. After long consideration I also retained the ‘overburger’ tanks, partly because of the unique layout on the Lightning, and also because of operational considerations.

Chaff dispensers were scratched from styrene profiles and placed at the fin’s base. A fairing for the retrofitted radar warning sensor was added to the fin tip, created from 1.5 mm styrene sheet.

  

Painting and markings:

To reflect the “alternate reality” role of the Lightning I gave the model a livery similar to the Saab J 35Ö that were actually procured: an adaptation of the USAF “Egypt One” scheme, carried primarily by the USAF F-16s. Adapting this simple three-tone camouflage from the flat F-16 to the Draken was easy and straightforward, but applying it to a Lightning with its many vertical surfaces turned out to be a tough challenge. I eventually came up with a paint scheme that reminds of the late RAF low-viz Lightning liveries, which existed in a wide range of patterns and graduations of grey.

 

The colors were authentic, FS 36118, 36270 and 36375 (using Humbrol 125, 126 and 127), and I decided to emphasize the camouflage of the flanks against the horizon, so that the vertical surfaces and the fin became FS 36270. The undersides of wings, stabilizers and fuselage became FS 36375. The dark FS 36118 was only applied to the upper sides of the wings and the stabilizer, and to a high dorsal section, starting at the wing roots. As a small contrast, the tank area on the spine was painted in light grey, simulating unpainted fiber glass. The radome was painted with a streaky mix of Humbrol 155 and 56.

 

As usual, the model received a light black ink washing, some post-panel-shading in lighter tones, and, due to the raised panel lines, was very lightly rubbed with graphite. The cockpit interior was painted in medium grey (Revell 47) with an olive drab fabric fairing behind the black pilot seat, which received ejection handles made from thin wire as eye candy. The landing gear and the respective wells were painted in Humbrol 56 (Aluminum Dope).

 

The decals are a wild mix: The fuselage roundels are actually wing markings from a Hasegawa J 35OE, as well as the huge orange "06" on the wings (I could not resist; they will later be partly obscured by the overwing tanks, but the heck with it!). The roundels on the wings come from a generic TL Modellbau sheet - I found that I needed larger markings than those on the Draken.

Both unit and individual aircraft identifiers are single black DIN font digits, also from TL Modellbau. The unit badges on the fin are authentic, even though from an earlier era: they came from an Austrian J 29 of Fliegerregiment 2 from a PrintScale sheet, and all stencils were taken from the OOB low-viz RAF markings sheet, plus four small warning triangles for the underwing pylons.

  

A ‘what-if’ model in the purest sense, since this model depicts what could really have been: ex Saudi-Arabian export BAC Lightnings over the Austrian Alps! However, refurbished Saab J 35D Draken made the race (and later followed by the Eurofighter Typhoon at ‘Stage 2’), so that this Lightning remains fictional. It does not look bad in the ‘Egypt One’ paint scheme, though, better than expected!

+++ 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 interpretationconsists 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:

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 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. 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.

In the course of its career the versatile VF-1 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 on, placed in a streamlined fairing 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 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. Specialized reconnaissance and ECM sub-versions were developed from existing airframes, too.

 

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, beyond this original production several “re-built” variants existed, too, 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, even after 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. 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

 

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 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:

After a long time, I found enough mojo to tackle another ARII 1:100 VF-1, but this time in Battroid mode. Unlike the simple Fighter mode kits, ARII’s Battroid kit of the iconic Valkyrie is more demanding and calls for some structural modifications to create a decent and presentable “giant robot” model – OOB, the model remains quite two-dimensional and “stiff”. The much newer WAVE kit in 1:100 scale is certainly a better model of the VF-1, but I love the old ARII kits because of their simplicity.

 

The kit is a “Super Valykrie” model, but it donated its FAST pack extra parts to a space-capable VF-1 Fighter build a long time ago and has been collecting dust in The Stash™ (SF/mecha sub-department at the Western flank) since then. The complete Battroid model was still left, though, even with most of the decals, and when I recently searched for artwork/visual references for another Macross project I came across screenshots from the original TV series of a canonical VF-1 that I had been planning to build for some years, and so I eventually set things in motion.

 

The kit was basically built OOB, but it received some upgrades. More severe surgery would be necessary to create a “good” Battroid model – e. g. creating vertical recesses around the torso – but this is IMHO not worthwhile. These updates included additional joints in the upper arms and legs, created with styrene tubes, as well as a new hip construction made from coated steel wire and styrene tube material that allows a three-dimensional posture of the legs - for a more vivid appearance and more dynamic poses. Other small mods that enhance the overall impression are “opened” exhausts inside of the feet and a different, open left hand. The GU-11 pod/handgun was taken OOB, it just received a shoulder belt created with painted masking tape. The single laser cannon on the head received a fairing made from paper tissue drenched with white glue.

 

Even though the model kit itself is not complex, it is a very early mecha kit: the VF-1 Battroids already came with vinyl caps (some of the contemporary ARII Macross models did not feature these useful items yet), but the model was constructed in an “onion layer” fashion that makes building and painting a protracted affair, esp. on arms and legs. You are supposed to finish a certain section, and then you add the next section like a clamp, while areas of the initial section become inaccessible for sanding and painting inside of the new section. You can only finish the single sections up to basic painting, mask them, and then add the next stage. Adding some joints during the construction phase helped but building an ARII VF-1 Battroid simply takes time and patience…

  

Painting and markings:

As mentioned above, this Valkyrie’s livery is canonical and it depicts a so-called “Alaska Guard” VF-1, based at the U.N. Spacy’s headquarters at Eielson Air Force Base in the far North of the United States around 2008/9. Several Battroid mode VF-1s in this guise appear during episode #15 of the original Macross TV series and offer a good look at their front and back, even though close inspection reveals that the livery was – intentionally or incidentally – not uniform! There are subtle differences between the VF-1s from the same unit, so that there’s apparently some room for artistic freedom.

However, this rather decorative livery IMHO works best on a VF-1 Battroid model, because the green areas, esp. on head and arms, mostly disappears when the Valkyrie transforms into Fighter mode – in the original TV livery the VF-1 is completely white from above, just with green wing tips and rudders on the V-tail.

 

A full profile of an “Alaska Guard” VF-1 with more details concerning markings and stencils can furthermore be found in Softbank Publishing’s (discontinued) “Variable Fighter Master File VF-1 Valkyrie” source book, even though these drawings show further differences to the original TV appearance. In the book the unit is identified as SVF-15 “Blue Foxes”, evolved from the real USAF’s 18th Aggressor Squadron in 2008. Looking at the VF-1’s colors, this unit name appears a bit odd, because the livery is basically all-white with olive-green trim? This could be a simple translation issue, though, because “blue” and “green” are in written Japanese described with the same kanji (青, “ao”). On the other side, the 18th Aggressor Squadron was/is nicknamed “Blue Foxes”? Strange, strange…

 

To ease painting, the model was built in sub-assemblies (see comments above) and treated separately. To avoid brush painting mess with the basic white, the sub-sections received a coat of very light grey (RAL 7047 Telegrau) and a pure white tone, both applied from rattle cans with an attempt to create a light shading effect. The green trim and further details were added with brushes. I used Revell 360 (Fern Green, RAL 6025), because it is a strong but still somewhat dull/subdued tone that IMHO matches the look from the TV series well. Some detail areas like the air intake louvres, the hollow of the knees and the handgun were painted in medium grey (Humbrol 140), so that the contrast to the rest was not too strong. The “feet” received an initial coat of Humbrol 53 (Iron) as a dark primer.

 

In “reality”, parts of the VF-1’s torso in Battroid mode are actually open – the kit is very simplified. To create an optical illusion of this trench and to visually “stretch” the rather massive breast section, the respective areas were painted with dark grey (Humbrol 79). There are also many position lights all around the hull; these were initially laid out with silver, the bigger ones received felt tip pen details, and they were later overlaid with clear acrylic paints.

 

Once the basic painting had been done, a light black ink washing was applied to the parts to emphasize engraved panel lines and recesses. After that the jet exhaust ‘feet’ were painted with Humbrol’s Steel Metallizer and some post-shading through dry-brushing was done, concentrating on the green areas. This was rather done for visual plasticity than for a worn look: this Valkyrie was supposed to look quite bright and clean, after all it’s from a headquarter unit and not an active frontline vehicle.

The feet received a thorough graphite treatment, so that the Metallizer’s shine was further enhanced. Some surface details that were not molded into the parts (esp. around the shoulders and the covers of the main landing gear) were painted with a thin black felt tip pen.

 

Stencils and markings were taken from the kit’s OOB decal sheet. The thin bands around the arms and legs were created with generic 1mm decal strips and all the vernier thrusters (sixteen are visible on the Battroid) were created with home-printed decals – most of them are molded into the parts and apparently supposed to be painted, but the decals are a tidier and more uniform solution.

 

Before the final assembly, the parts received a coat with matt acrylic varnish. As final measures some black panel lines were emphasized with a felt tip pen and color was added to several lamps and small windows with clear paints.

  

I can hardly remember when I built my last VF-1 Battroid, but tackling this one after a long while was a nice distraction from my usual what-if builds. I am pleased that this model depicts a canonical Valkyrie from the original TV series beyond the well-known “hero” liveries. Furthermore, green is a rare color among VF-1 liveries, so that it is even more “collectible”.

While the vintage ARII kit is a rather limited affair, adding some joints considerably improved the model’s impression, even though there are definitively better kit options available today when you want to build a 1:100 Battroid — but these do certainly not provide this authentic “Eighties feeling”.

 

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.

 

De se restaurer dans cette position ...

 

Merci pour votre visite & commentaire sur ma galerie.

Thank you for your visit & comment on my gallery

Gracias por tu visita y comentario en mi galería

Grazie per la vostra visita e commento nella mia galleria

Vielen Dank für Ihren Besuch und Kommentar auf meiner Galerie

Brage Viking

High Ice-classed AHTS vessel capable of operations in harsh environment offshore regions, as well as Arctic/Sub-Arctic operations.

Design: VS 4622 CD Ice-class: Ice-1A Super

Build year: 2012 Deck 750

BHP: 19050 Bollard pull: 250 tonnes

Fiber capacity: 2 x 1600 m of 48 mm diameter Chain capacity: 4 2000 m of 76 mm diameter

  

Tor Viking ll

Combined AHTS & Ice-breaker with DNV Ice-10 notation. Capable of operations in harsh environment offshore regions and Arctic/Sub-Arctic regions.

Design: KMAR 808 Ice-class: DNV Ice-10

Build year: 2000 Deck 603

BHP: 18300 Bollard pull: 200 tonnes

  

Njord Viking

High Ice-classed AHTS vessel capable of operations in harsh environment offshore regions, as well as Arctic/Sub-Arctic operations.

Design: VS 4622 CD Ice-class: Ice-1A

Build year: 2011 Deck 750

BHP: 19050 Bollard pull: 247 tonnes

Fiber capacity: 2 x 2000 m of 160 mm diameter Chain capacity: 2 x 4000 m of 76 mm diameter

+++ DISCLAIMER +++

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

  

Some background:

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

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

 

The Kugelblitz used the 30 mm MK 103 cannon in a Zwillingsflak ("twin flak") 103/38 arrangement. The MK 103 was a powerful aircraft 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 caliber 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 fully enclosed 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. The MK 103 cannons produced a lot of powder smoke when operated, so that fume extractors were added, which was another novelty.

 

The Kugelblitz turret’s construction was unique, because its spherical body was hanging in a ring mount, suspended by two spigots – it was effectively an independent capsule that only slightly protruded from the tank’s top and kept the profile very low. The turret offered full overhead protection, 360° traverse and space for the crew of three plus weapons and ammunition – even though it was very cramped. 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 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, and the spare ammunition was located on the right side. Each of these three crew members had separate hatch doors..

 

However, the Panzer IV-based Kugelblitz SPAAG was ill-fated: 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. 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, too, 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 - in early 1945, only around 50 operational vehicles had been built and production already ceased in May.

 

By that time, the Kugelblitz turret had been successfully adapted to the Hetzer chassis, even though this had called for major adaptations of the upper hull due to the relatively wide turret ring, which originally came from the Tiger I. The conversion worked and the unique turret could be successfully shoehorned into the Hetzer basis, making it a very compact and relatively light vehicle – it was 5 tons lighter than the Panzer IV-based “Kugelblitz” SPAAG.

In order to carry the turret, the welded upper hull had to be widened and the glacis plate was reinforced with an extra plate, which also covered the Hetzer’s original opening for its 75 mm gun. The resulting 60 mm (2.36 in) thick front plate was inclined 60 degrees from the vertical, and therefore offered around 120 mm (4.72 in) of effective protection – much better than the Panzer IV’s almost vertical 50 mm (or 80 mm with additional armor on late versions). In this form, the vehicle could withstand direct frontal hits from most medium Allied tanks. The side walls were rather thin, though, only 20 mm, and they became more vertical to make room for the turret mount. The engine cover behind the turret had to be modified, too. Due to the massive changes, the vehicle received a new, separate designation, “Sonderkraftfahrzeug (Sd.Kfz.) 170” and it was officially called “Leichter Flakpanzer 38(t) 3 cm“.

 

However, there were many drawbacks. The interior was cramped: the self-contained Kugelblitz turret itself already lacked internal space, but the driver – the only crew member in the hull – also had little space in front of the turret’s mount and he could only access his working place through an opening in the turret at the commander’s feet when it was in a level forward position. There was no dedicated hatch for the driver, only an emergency escape scuttle in the floor.

Another issue was the field of view from inside for everyone. As already mentioned, the driver did not have a hatch that could be used for a good view when not driving under fire. He also only had a single panoramic sight, so that he could just see what was going on directly in front of him. There were no side view openings, and especially the right side of the vehicle was literally blind. The crew in the turret also could only rely on forward-facing sights, just the commander had a rotating periscope. But due to its position, the areas directly along the vehicle’s flanks and its rear remained wide blind areas that made it very vulnerable to infantry attacks. This flaw was even worsened by the fact that there were no additional light weapons available (or even deployable from the inside) for close range defense – the Panzer IV-based SPAAGs carried a hull-mounted machine gun. And the crew had, due to the open weapon stations a much better field of view or could directly use their own light weapons.

 

With the turret’s additional weight (the Sd.Kfz. 170 was 3 tons heavier than the Hetzer), and despite a slightly uprated petrol engine, the tank was rather underpowered, especially off road. Another negative side effect of the turret was a considerably raised center of gravity. The original Hetzer was a nimble vehicle with good handling, but the Sd.Kfz. 170 was hard to control, tended to build up and roll even on the road and its off-road capabilities were markedly hampered by the concentration of weight so high above the ground, making it prone to tip over to the side when the driver did not take care of terrain slope angles. This wobbly handling, as well as the turret’s shape, gave the vehicle the unofficial nickname “Kugelhetzer”.

 

Nevertheless, all these flaws were accepted, since the Sd.Kfz. 170. was, like its Panzer IV-based predecessors, urgently needed and only regarded as an interim solution until a light E-Series chassis had been adapted to the turret. It was also surmised that the vehicle would not operate independently and rather escort other troops, so that close-range protection was in most cases ensured. Under this premise, about 100 Sd.Kfz. 170s were built until early 1946, when production of the Hetzer and its components were stopped. Operationally, the vehicle was not popular (esp. among drivers), but it was quite successful, not only against aircraft (esp. when used in conjunction with the new mobile radar-based fire direction centers), but also against lightly armored ground targets.

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

  

Specifications:

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

Weight: 18 tons (22.000 lb)

Length: 4.61 m (15 ft 1 in)

Width: 2.63 m (8 ft 8 in)

Height: 2.63 m (8 ft 8 in)

Ground clearance: 40 cm (15 ¾ in)

Suspension: Leaf spring

Fuel capacity: 320 litres (85 US gal)

 

Armor:

10 – 60 mm (0.39 – 2.36 in)

Performance:

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

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

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

Operational range: 177 km (110 mi)

Power/weight: 10 PS/t

 

Engine:

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

 

Transmission:

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

 

Armament:

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

  

The kit and its assembly:

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

 

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

 

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

 

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

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

  

Painting and markings:

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

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

 

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

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

  

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

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

We are capable of marvelous self-deception.

 

Inspired by soundcloud.com/downstate/s-l-o-w-m-o-t-i-o-n-w-a-v-e-new-...

The de Havilland DH.103 Hornet was a twin-piston engined fighter aircraft developed by de Havilland. It further exploited the wooden construction techniques that had been pioneered by the de Havilland Mosquito. Development of the Hornet had started during the Second World War as a private venture. The aircraft was to conduct long range fighter operations in the Pacific Theatre against the Empire of Japan but the war ended before the Hornet reached operational squadron status.

 

The Hornet entered service with RAF Fighter Command where it equipped several day fighter units and was commonly stationed in the British mainland. It saw combat in the Far East, being used as a strike fighter as part of the British military action taken during the Malayan Emergency. A naval carrier-capable version, the Sea Hornet, had been envisioned early on and was procured by the Fleet Air Arm of the Royal Navy.

  

Origins;

In the autumn of 1941, de Havilland found that it had the spare design capacity to work on a new project. At this point, the Mosquito had entered full-rate production and preliminary work on a jet-propelled fighter aircraft, which became the Vampire, was waiting for the production of prototype engines. The company promptly recognised a need for a high-speed, unarmed, night bomber powered by a pair of large Napier Sabre piston engines and a design for such an aircraft was first proposed under the designation D.H. 101 in October 1941. A design team led by R. E. Bishop with C. T. Wilkins assisting, was assembled with the aim of developing the D.H. 101, which was initially pursued as a private venture.

 

The Sabre engine was suffering from availability problems at that point and the DH. 101 was soon replaced by a lower-powered design, with the internal designation D.H. 102. This proposal was intended to be powered by a pair of Rolls-Royce Griffon or Rolls-Royce Merlin engines but either engine would have meant that the aircraft would be somewhat slower and less attractive than the Mosquito.

 

By November 1942, de Havilland had elected to shelve the night bomber project and concentrate on producing a long-range fighter, the D.H. 103, that would make the maximum possible use of the Merlin engine. The D.H. 103 resembled a small Mosquito, with a single seat; it was intended to take on other single-seat fighter aircraft, particularly those operated by Japan, while still being capable of conducting very long range missions to be of use in the Pacific Theatre. The long range requirement led to the fuselage being highly streamlined. An independently-developed version of the Merlin engine which possessed a low frontal area was selected for use on the D.H. 103.

 

By the end of 1942, a mock-up of the D.H. 103 had been completed at de Havilland's Hatfield facility and was soon afterwards demonstrated to officials of the Ministry of Aircraft Production. Due to the war, the ministry did not immediately issue permission to construct the D.H. 103. In June 1943, the project stopped being a private venture when the Ministry released Specification F.12/43, which had been written around the D.H. 103 proposal; soon after, the D.H. 103 project received the name Hornet.

 

It was envisaged that the Hornet could be adapted for naval use and operated from the flight decks of aircraft carriers. Priority was given early on to ensuring that such adaptation could be readily done: measures for ease of control, especially when flown at low speeds, were incorporated and attention paid to providing the pilot with a high level of visibility. The two propellers were driven in opposite directions to improve take-off and landing characteristics and high-drag flaps were integrated to provide for greater power during approaches.

  

Prototypes and refinement;

By January 1944, the fuselage shell for the first prototype D.H. 103, RR915, was under construction on production jigs at Hatfield; RR915 was rolled out for engine runs on 20 July 1944. On 28 July 1944, only thirteen months after the official sanction to proceed with development, RR915 conducted its maiden flight, piloted by Geoffrey de Havilland, Jr., the company's chief test pilot. Flight tests of RR915 led to it achieving a recorded speed of 485 mph (780 km/h) in level flight. Within two months, over fifty flight hours were accumulated by RR915. The second prototype, RR919, was more representative of production aircraft, having provision for a pair of 200-gallon drop tanks and a pair of 1,000 lbs bombs on hard points underneath the wings.

 

Towards the end of 1944, the assembly line for the Hornet F.1, the initial production model, was being established at Hatfield and orders had already been received for the Royal Air Force (RAF). On 28 February 1945, PX210, the first of 60 production F.1 aircraft was delivered to the Aeroplane and Armament Experimental Establishment (A&AEE) at RAF Boscombe Down. On 29 October 1945, a production Hornet F.1, PX237, was used for the type's first public appearance at an open day at RAE Farnborough.

 

Additional prototypes were used for the development of improved variants of the Hornet. PX312, participated in the development of an improved fighter model to succeed the F.1, the Hornet F.3. PX212, PX214, and PX219, were converted by the Heston Aircraft Company from Hornet F.1 standard aircraft to represent and test aspects of the initial naval version, later named Sea Hornet F.20. PX212 and PX214 were only partially naval, being outfitted with arrestor hooks but lacking the wing-folding mechanisms of subsequent production aircraft; PX219 was the full naval version and later conducted carrier deck trials on board the aircraft carrier HMS Ocean.

 

PX230 and PX239, were completed for an all-weather night fighter, the Hornet NF.21. PX239, originally built as a Hornet F.20, was outfitted with power-operated folding wings and a large dorsal fillet, which was later fitted to all production aircraft to comply with a new requirement to provide "feet off" directional stability with one engine stopped. On 25 October 1948, the first deck trials commenced on board HMS Illustrious; these were so successful that testing rapidly proceeded to the night trials phase. On 16 May 1947, PX230 was lost during service trials when the aircraft disintegrated in mid flight; the pilot bailed out following the breakup of the aircraft.

  

Sea Hornet F.20, NF.21 and PR.22;

The Hornet was designed with the possibility of naval service on carriers firmly in mind. To this end good low-speed handling was required, along with good all-round visibility for the pilot. The basic Hornet design excelled at meeting these requirements. Shortly after the first Hornet prototype flew, Specification N.5/44 was issued to de Havilland, covering the modification of the Hornet for naval service. The Heston Aircraft Company was contracted to carry out the conversion work on three early production F.1s. The work entailed altering the wings to incorporate folding mechanisms so that each outer wing panel, from the aileron/flap line outboard could be folded upwards and inwards at an angle. The hinges were part of the upper wing skin structure while the lower wing skins incorporated securing latches, and Lockheed hydraulic jacks were used to move the wing panels. Slotted flaps were introduced to improve low speed "flaps down" control.

 

The lower rear fuselage was reinforced with two additional spruce longerons designed to take the stresses imposed by the external "vee" framed arrestor hook, which was flush-mounted below the fuselage. The frame was made up of steel tubing with a forged-steel hook and was held against the fuselage by a "snap gear". Because the Hornet used the American "3-point" system of catapult-assisted takeoff, two forged steel catapult bridle hooks were fitted, one below each wing, close to the fuselage. The de Havilland rubber-in-compression undercarriage legs could not absorb the rebound energies imposed by carrier landings. They were replaced by more conventional hydraulic oleos which embodied torque links.

 

Merlin 133/134s (derated from 2,070 hp/1,543 kW to 2,030 hp/1,535 kW) were fitted to all Sea Hornets. Other specialised naval equipment (mainly different radio gear) was fitted and provision was made for three camera ports, one on each side of the rear fuselage and one pointing down. Sea Hornet F.20s also incorporated the modifications of the Hornet F.3, although the internal fuel capacity was 347 Imp gal (1,557 l), slightly reduced from that of the F.1. The modifications added some 550 lb (249 kg) to the weight of the aircraft. Maximum speed was decreased by 11 mph (18 km/h).

 

The Hornet NF.21 was designed to fill a need for a naval night fighter. Special flame-dampening exhausts were installed, and a second basic cockpit was added to the rear fuselage, just above the wing trailing edges. ASH radar equipment was placed in the rear of this cockpit, with the radar operator/navigator seated facing aft. To gain access, a small trapdoor was provided in the lower fuselage; a fixed, teardrop-shaped bubble canopy, which could be jettisoned in an emergency, provided a good field of view. At the front of the aircraft, the nose underwent a transformation with the small rotating ASH radar dish being housed under an elongated "thimble" radome. The horizontal tail units were increased in span. The effect of these modifications on performance was minimal; about 4 mph (6 km/h).

 

The Sea Hornet PR.22 was a dedicated photo reconnaissance aircraft version of the F.20. The cannon were removed and the apertures faired over. Three cameras were installed in the rear fuselage: two F.52s for night use and one K.19B for day. A total of 23 PR.22s were built, interspersed with F.20s being built at Hatfield.

  

Flying the Sea Hornet;

Captain Eric "Winkle" Brown, former fighter pilot and officer of the Fleet Air Arm, was one of the world's most accomplished test pilots and he held the record for flying the greatest number of aircraft types.

 

Just after VE Day the first semi-naval Sea Hornet PX 212 arrived at the RAE, Farnborough. Eric Brown initiated "work-up to deck-landing" trials. 37 years later, he was still impressed:

 

"...the next two months of handling and deck landing assessment trials were to be an absolute joy; from the outset the Sea Hornet was a winner!"

"The view from the cockpit, positioned right forward in the nose beneath a one-piece aft-sliding canopy was truly magnificent. The Sea Hornet was easy to taxi, with powerful brakes... the takeoff using 25 lb (2,053 mm Hg, 51" Hg) boost and flaps at one-third extension was remarkable! The 2,070 hp (1,540 kW) Merlin 130/131 engines fitted to the prototypes were to be derated to 18 lb (1,691 Hg, 37" Hg) boost and 2,030 hp (1,510 kW) as Merlin 133/134s in production Sea Hornets, but takeoff performance was to remain fantastic. Climb with 18 lb boost exceeded 4,000 ft/min (1,200 m/min)"...

 

"In level flight the Sea Hornet's stability about all axes was just satisfactory, characteristic, of course, of a good day interceptor fighter. Its stalling characteristics were innocuous, with a fair amount of elevator buffeting and aileron twitching preceding the actual stall"...

 

"For aerobatics the Sea Hornet was absolute bliss. The excess of power was such that manoeuvres in the vertical plane can only be described as rocket-like. Even with one propeller feathered the Hornet could loop with the best single-engine fighter, and its aerodynamic cleanliness was such that I delighted in its demonstration by diving with both engines at full bore and feathering both propellers before pulling up into a loop!"

 

During this series of tests Captain Brown found that the ailerons were too heavy and ineffectual for deck landing and there were some problems with throttle movement, brakes and the rubber-in-compression undercarriage legs were still fitted. De Havilland were quick to modify the aircraft. Eric Brown:

 

"Landings aboard Ocean had been made without any crash barrier... Yet, in the case of the Sea Hornet, I had felt such absolute confidence that I was mentally relaxed... Indeed, there was something about the Sea Hornet that made me feel that I had total mastery of it; I revelled in its sleek form and the immense surge of power always to hand..."

"Circumstances had conspired against the Sea Hornet in obtaining the recognition that it justly deserved as a truly outstanding warplane...in my book the Sea Hornet ranks second to none for harmony of control, performance characteristics and, perhaps most important, in inspiring confidence in its pilot. For sheer exhilarating flying enjoyment, no aircraft has ever made a deeper impression on me than did this outstanding filly from the de Havilland stable."

  

Design;

The de Havilland Hornet bore a family resemblance to the larger Mosquito, but it was an entirely fresh design albeit one that drew extensively upon experiences from, and the design of, the Mosquito. It was powered by a pair of highly developed Rolls-Royce Merlin engines, producing 2,070 hp each, which drove four-bladed propellers (manufactured by de Havilland Propellers). According to aviation author P.J. Birtles, the efficiency and power of this configuration gave the Hornet "a higher performance than any other propeller driven aircraft". The Hornet's principal armament was four short-barrelled 20 mm (.79 in) Hispano V cannons, other munitions typically used included various rockets and bombs.

 

Fuselage construction was identical to the earlier Mosquito: a balsa wood "pith" sandwiched between plywood sheets which were laid in diagonal panels. Aerolite formaldehyde cement was the bonding agent. The fuselage halves were built on large concrete or wood patterns and equipment was fitted in each half; they were then joined along the top and bottom centre lines using wooden reinforcing strips. The entire fuselage was then tightly wrapped in fine aviation fabric which was doped in place. The tailfin which had the trademark gracefully-curved de Havilland shape, was an integral part of the rear fuselage. On late F.1s and further models of production aircraft, a fin fillet was added to the base of the unit. The horizontal tail unit was an all-metal structure, again featuring the distinctive de Havilland shape, which was later repeated on the Chipmunk and Beaver.

 

Construction was of mixed balsa/plywood similar to the Mosquito but the Hornet differed in incorporating stressed Alclad lower-wing skins bonded to the wooden upper wing structure using the new adhesive Redux. The two wing spars were redesigned to withstand a higher load factor of 10 versus 8. Apart from the revised structure, the Hornet's wings were a synthesis of aerodynamic knowledge that had been gathered since the design of the Mosquito, being much thinner in cross-section, and with a laminar flow profile similar to the P-51 Mustang and Hawker Tempest. The control surfaces consisted of hydraulically-operated split flaps extending from the wing root to outboard of the engine nacelles; as on the Mosquito, the rear of the nacelle was part of the flap structure. Outboard, the Alclad-covered ailerons extended close to the clipped wing tips and gave excellent roll control.

 

The Hornet used "slimline" Merlin engines of types 130 and 131, which had engine ancillaries repositioned to minimise frontal area and drag. It was unusual for a British design in having propellers that rotated in opposite directions; the two engine crankshafts rotated in the same direction but the Merlin 131 added an idler gear to reverse its propeller's rotation (to clockwise, viewed from the front). This cancelled the torque effect of two propellers turning in the same direction that had affected earlier designs (such as the Mosquito). It also reduced adverse yaw caused by aileron trim corrections and generally provided more stable and predictable behaviour in flight. De Havilland tried propellers that rotated outward at the tops of their arcs (as in the P-38 Lightning), but this configuration blanketed the fin and reduced rudder effectiveness at low speeds, compromising ground handling. On production Hornets the conventionally rotating Merlin 130 was on the port wing with the Merlin 131 on the starboard.

 

Because of the revised induction arrangements of the Merlin 130 series, the supercharger and carburettor air intakes could be placed in the leading edges of the wings, outboard of the nacelles. (Other versions of the Merlin, which used "updraft" induction arrangements, required that the intakes be placed in a duct below the main engine cowling). The main radiators were also mounted in the inboard leading edges of the wings. Internal fuel, to a maximum capacity of 432 Imp gal (1,964 l) (F.3) was stored in four self-sealing wing tanks, which were reached through detachable panels forming part of the lower wing surfaces. To assist airflow over the wing, the engine nacelles were mounted low, which meant that the undercarriage legs were reasonably short and the pilot's field of view was improved. The single-legged undercarriage units were simpler and cleaner than those of the Mosquito, using the same de Havilland-developed, rubber-in-compression energy absorption system. The main wheels were also smaller and lighter.

 

To further aid the pilot's field of view, the unpressurised cockpit was mounted well forward in the fuselage and was housed under an aft-sliding perspex blister canopy. The three-panel windscreen was designed so that refraction through the panels meant that there were no obvious blind spots caused by the corner tie-rods; all three panels were bullet-proof laminated glass. An armour-plated bulkhead (hinged near the top to provide access to the back of the instrument panel and the rudder pedals), was part of the nose structure, with the pilot's back and head being protected by another armoured bulkhead built into the cockpit. Below and behind the cockpit floor was a bay housing the aircraft's principal armament of four 20 mm cannon, which had a maximum of 190 rounds per cannon which fired through short blast tubes. The Sea Hornet had a similar armament to its land-based counterparts. (wiki)

 

Photo Credit's: Unknown to me (reprint scan)

Robo Rina robot

Capable of graceful poses this petite performer dance just for you. Featuring motorcycle lever legs, flute valve arms and brass door- knob head. Rob Rina pirouettes on an antique lamp base.

 

"WORLD'S LARGEST overhead traveling crane, capable of lifting battleship gun turrets and other huge sections weighing as much as a million pounds, is shown being erected by U. S. Steel's American Bridge Company in the San Francisco Naval Shipyard at Hunter's Point, California. Completion of the giant lift will make Uncle Sam fastest on the draw among the nations in the replacing of battleship guns. These large caliber weapons wear down their rifling in a comparatively few rounds. Then the guns and their turrets are exchanged for new ones or for those which have been reconditioned. Swifter repair service for fighting ships also will be made possible by the twin cranes that will operate singly or in tandem atop a bridge type runway 207 feet high. The 730-foot runway spans a pier 405 feet wide, extending 162 1/2 feet over the water on each side. Total of 8,400 tons of steel went into the runway structure and cranes." The San Francisco Naval Shipyard was a United States Navy shipyard in San Francisco, California, located on 638 acres (258 ha) of waterfront at Hunters Point in the southeast corner of the city. Originally, Hunters Point was a commercial shipyard established in 1870, consisting of two graving docks purchased and upbuilt in the late nineteenth and early twentieth century by the Union Iron Works company, later owned by the Bethlehem Shipbuilding Company and named Hunters Point Drydocks, located at Potrero Point. At the start of World War II the Navy recognized the need for greatly increased naval shipbuilding and repair facilities in the San Francisco Bay Area, and in 1940 acquired the property from the private owners, naming it Hunters Point Naval Shipyard. The property became one of the major shipyards of the west coast. It was later renamed Treasure Island Naval Station Hunters Point Annex. During the 1940s, many workers moved into the area to work at this shipyard and other wartime related industries.

 

Aerial photograph taken on 24 May 1945.

The key fissile components of the first atomic bomb were loaded onto the USS Indianapolis in July 1945 at Hunters Point for transfer to Tinian. After World War II and until 1969, the Hunters Point shipyard was the site of the Naval Radiological Defense Laboratory, the US military's largest facility for applied nuclear research.[1] The yard was used after the war to decontaminate ships from Operation Crossroads. Because of all the testing, there is widespread radiological contamination of the site. After the war, with an influx of blue collar industry, the area remained a naval base and commercial shipyard. The Navy operated the yard until 1974, when it leased most of it to a commercial ship repair company.[citation needed]

The Hunters Point Shipyard Artists (HPSA) is a community of artists who rent studios in the former U.S. naval shipyard on Hunters Point in the Bayview community of San Francisco. An artist community since 1983, the Hunters Point Shipyard is now home to more than 250 artists.

 

1971: carriers Ranger, Hancock, and Coral Sea at Hunters' Point.

In 1989, the base was declared a Superfund site requiring long-term clean-up.[2][3]

The Navy closed the shipyard and Naval base in 1994 as part of the Base Realignment and Closure Commission (BRAC). Besides radioactive contamination, Hunter's Point had a succession of coal- and oil-fired power generation facilities which left a legacy of pollution, both from smokestack effluvium and leftover byproducts that were dumped in the vicinity. The BRAC program has managed the majority of the site´s numerous pollution remediation projects.[4

Capable of doing a high speed taxi-run down the Bruntingthorpe runway, Blackburn Buccaneer S Mk.2B (XX894) ex Royal Navy.

+++ DISCLAIMER +++

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

  

Some background:

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

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

 

The Kugelblitz used the 30 mm MK 103 cannon in a Zwillingsflak ("twin flak") 103/38 arrangement. The MK 103 was a powerful aircraft 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 caliber 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 fully enclosed 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. The MK 103 cannons produced a lot of powder smoke when operated, so that fume extractors were added, which was another novelty.

 

The Kugelblitz turret’s construction was unique, because its spherical body was hanging in a ring mount, suspended by two spigots – it was effectively an independent capsule that only slightly protruded from the tank’s top and kept the profile very low. The turret offered full overhead protection, 360° traverse and space for the crew of three plus weapons and ammunition – even though it was very cramped. 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 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, and the spare ammunition was located on the right side. Each of these three crew members had separate hatch doors..

 

However, the Panzer IV-based Kugelblitz SPAAG was ill-fated: 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. 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, too, 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 - in early 1945, only around 50 operational vehicles had been built and production already ceased in May.

 

By that time, the Kugelblitz turret had been successfully adapted to the Hetzer chassis, even though this had called for major adaptations of the upper hull due to the relatively wide turret ring, which originally came from the Tiger I. The conversion worked and the unique turret could be successfully shoehorned into the Hetzer basis, making it a very compact and relatively light vehicle – it was 5 tons lighter than the Panzer IV-based “Kugelblitz” SPAAG.

In order to carry the turret, the welded upper hull had to be widened and the glacis plate was reinforced with an extra plate, which also covered the Hetzer’s original opening for its 75 mm gun. The resulting 60 mm (2.36 in) thick front plate was inclined 60 degrees from the vertical, and therefore offered around 120 mm (4.72 in) of effective protection – much better than the Panzer IV’s almost vertical 50 mm (or 80 mm with additional armor on late versions). In this form, the vehicle could withstand direct frontal hits from most medium Allied tanks. The side walls were rather thin, though, only 20 mm, and they became more vertical to make room for the turret mount. The engine cover behind the turret had to be modified, too. Due to the massive changes, the vehicle received a new, separate designation, “Sonderkraftfahrzeug (Sd.Kfz.) 170” and it was officially called “Leichter Flakpanzer 38(t) 3 cm“.

 

However, there were many drawbacks. The interior was cramped: the self-contained Kugelblitz turret itself already lacked internal space, but the driver – the only crew member in the hull – also had little space in front of the turret’s mount and he could only access his working place through an opening in the turret at the commander’s feet when it was in a level forward position. There was no dedicated hatch for the driver, only an emergency escape scuttle in the floor.

Another issue was the field of view from inside for everyone. As already mentioned, the driver did not have a hatch that could be used for a good view when not driving under fire. He also only had a single panoramic sight, so that he could just see what was going on directly in front of him. There were no side view openings, and especially the right side of the vehicle was literally blind. The crew in the turret also could only rely on forward-facing sights, just the commander had a rotating periscope. But due to its position, the areas directly along the vehicle’s flanks and its rear remained wide blind areas that made it very vulnerable to infantry attacks. This flaw was even worsened by the fact that there were no additional light weapons available (or even deployable from the inside) for close range defense – the Panzer IV-based SPAAGs carried a hull-mounted machine gun. And the crew had, due to the open weapon stations a much better field of view or could directly use their own light weapons.

 

With the turret’s additional weight (the Sd.Kfz. 170 was 3 tons heavier than the Hetzer), and despite a slightly uprated petrol engine, the tank was rather underpowered, especially off road. Another negative side effect of the turret was a considerably raised center of gravity. The original Hetzer was a nimble vehicle with good handling, but the Sd.Kfz. 170 was hard to control, tended to build up and roll even on the road and its off-road capabilities were markedly hampered by the concentration of weight so high above the ground, making it prone to tip over to the side when the driver did not take care of terrain slope angles. This wobbly handling, as well as the turret’s shape, gave the vehicle the unofficial nickname “Kugelhetzer”.

 

Nevertheless, all these flaws were accepted, since the Sd.Kfz. 170. was, like its Panzer IV-based predecessors, urgently needed and only regarded as an interim solution until a light E-Series chassis had been adapted to the turret. It was also surmised that the vehicle would not operate independently and rather escort other troops, so that close-range protection was in most cases ensured. Under this premise, about 100 Sd.Kfz. 170s were built until early 1946, when production of the Hetzer and its components were stopped. Operationally, the vehicle was not popular (esp. among drivers), but it was quite successful, not only against aircraft (esp. when used in conjunction with the new mobile radar-based fire direction centers), but also against lightly armored ground targets.

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

  

Specifications:

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

Weight: 18 tons (22.000 lb)

Length: 4.61 m (15 ft 1 in)

Width: 2.63 m (8 ft 8 in)

Height: 2.63 m (8 ft 8 in)

Ground clearance: 40 cm (15 ¾ in)

Suspension: Leaf spring

Fuel capacity: 320 litres (85 US gal)

 

Armor:

10 – 60 mm (0.39 – 2.36 in)

Performance:

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

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

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

Operational range: 177 km (110 mi)

Power/weight: 10 PS/t

 

Engine:

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

 

Transmission:

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

 

Armament:

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

  

The kit and its assembly:

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

 

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

 

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

 

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

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

  

Painting and markings:

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

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

 

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

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

  

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

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

The Postcard

 

A postally unused Valentine's Series postcard. Having modestly stated on the back of the card that they are 'Famous Throughout the World' and that the image is a real photograph, they go on to say:

 

'The Albert Hall, Kensington,

capable of holding 8,000

persons, is the scene of many

great concerts and gatherings'.

 

Although the card was not posted, someone has written "April 1942" on the back, which is presumably the month in which they visited the Albert Hall.

 

Note the poster for Hiawatha. This was a dramatised version of Scenes from the Song of Hiawatha (1898-1900) by Samuel Coleridge-Taylor (1875-1912). The text was by Henry Wadsworth Longfellow, and it was produced by T.C. Fairbairn.

 

For fourteen years between 1924 and 1939, this spectacular production of Hiawatha was an essential attraction of the London summer season.

 

First mounted as a fund-raising exercise for the Royal National Institute for the Blind, the run of eight performances in May 1924 was so successful that Fairbairn re-booked the Royal Albert Hall and the Royal Choral Society for a fortnight the following year - and then, after a two-year gap, every year until 1939.

 

From 1925 the cast ran to 1,000 performers, including 200 dancers, and Fairbairn's skill in handling these vast forces and imaginative use of the hall's huge arena have passed into history.

 

There is also a poster featuring an Empire Ball. Empire Balls were held at the Albert Hall in 1920, 1924 and 1930, and saw guests dress as nations from around the British Empire.

 

The photograph was therefore taken in either 1924 or 1930. Further research into the other posters would probably narrow it down to a specific year.

 

The Royal Albert Hall

 

The Royal Albert Hall is a concert hall on the northern edge of South Kensington, London. One of the United Kingdom's most treasured and distinctive buildings, it is held in trust for the nation and managed by a registered charity which receives no government funding. It can seat 5,272 people.

 

The Royal Albert Hall has been affectionately named "The Nation's Village Hall".

 

Since the hall's opening by Queen Victoria in 1871, the world's leading artists from many performance genres have appeared on its stage. It is the venue for the Proms concerts, which have been held there every summer since 1941.

 

It is host to more than 390 shows in the main auditorium annually, including classical, rock and pop concerts, ballet, opera, film screenings with live orchestral accompaniment, sports, awards ceremonies, school and community events, and charity performances and banquets. A further 400 events are held each year in the non-auditorium areas.

 

The hall was originally supposed to have been called the Central Hall of Arts and Sciences, but the name was changed to the Royal Albert Hall of Arts and Sciences by Queen Victoria upon laying the Hall's foundation stone in 1867, in memory of her husband, Prince Albert, who had died six years earlier.

 

History of The Royal Albert Hall

 

The Royal Albert Hall in the 1800's

 

In 1851 the Great Exhibition, organised by Prince Albert, was held in Hyde Park, London. The Exhibition was a success, and this led Prince Albert to propose the creation of a group of permanent facilities for the public benefit, which came to be known as Albertopolis.

 

The Exhibition's Royal Commission bought Gore House, but it was slow to act, and in 1861 Prince Albert died without having seen his ideas come to fruition. However, a memorial was proposed for Hyde Park, with a Great Hall opposite.

 

The proposal was approved, and the site was purchased with some of the profits from the Exhibition. The Hall was designed by civil engineers Captain Francis Fowke and Major-General Henry Y. D. Scott of the Royal Engineers, and built by Lucas Brothers.

 

The designers were heavily influenced by ancient amphitheatres, but had also been exposed to the ideas of Gottfried Semper while he was working at the South Kensington Museum.

 

The recently opened Cirque d'Hiver in Paris was seen in the contemporary press as the design to outdo.

 

The Hall was constructed mainly of Fareham Red Brick, with terra cotta block decoration made by Gibbs and Canning Ltd. of Tamworth.

 

The dome (designed by Rowland Mason Ordish) was made of wrought iron and glazed. There was a trial assembly of the dome's iron framework in Manchester; then it was taken apart and transported to London by horse and cart.

 

When the time came for the supporting structure to be removed from the dome after reassembly in situ, only volunteers remained on-site in case the structure collapsed. It did drop – but only by five-sixteenths of an inch (8 mm).

 

The Hall was scheduled to be completed by Christmas Day 1870, and Queen Victoria visited a few weeks beforehand to inspect.

 

The official opening ceremony of the Royal Albert Hall was on the 29th. March 1871. A welcoming speech was given by Edward, the Prince of Wales because Queen Victoria was too overcome to speak;

 

"Her only recorded comment on the

Hall was that it reminded her of the

British constitution".

 

In the concert that followed, the Hall's acoustic problems immediately became apparent. Engineers first tried to remove the strong echo by suspending a canvas awning below the dome. This helped, and also sheltered concert-goers from the sun, but the problem was not solved - it used to be jokingly said:

 

"The Hall is the only place where

a British composer could be sure

of hearing his work twice".

 

In July 1871, French organist Camille Saint-Saëns performed Church Scene from Faust by Charles Gounod; The Orchestra described him as:

 

"An exceptional and distinguished

performer ... the effect was most

marvellous."

 

Initially lit by gas, the Hall contained a special system by which thousands of gas jets were lit within ten seconds. Though it was demonstrated as early as 1873 in the Hall, full electric lighting was not installed until 1888. During an early trial when a partial installation was made, one disgruntled patron wrote to The Times, declaring it to be:

 

"A very ghastly and unpleasant

innovation".

 

In May 1877, Richard Wagner conducted the first half of each of the eight concerts which made up the Grand Wagner Festival. After his turn with the baton, he handed it over to conductor Hans Richter and sat in a large armchair on the corner of the stage for the rest of each concert. Wagner's wife Cosima, the daughter of Hungarian virtuoso pianist and composer Franz Liszt, was among the audience.

 

The Wine Society was founded at the Hall on the 4th. August 1874, after large quantities of cask wine were found in the cellars. A series of lunches were held to publicise the wines, and General Henry Scott proposed a co-operative company to buy and sell wines.

 

The Royal Albert Hall in the 1900's

 

In 1906 Elsie Fogerty founded the Central School of Speech and Drama at the Hall, using its West Theatre, now the Elgar Room. The school moved to Swiss Cottage in north London in 1957. Whilst the school was based at the Royal Albert Hall, students who graduated from its classes included Judi Dench, Vanessa Redgrave, Lynn Redgrave, Harold Pinter, Laurence Olivier and Peggy Ashcroft.

 

In 1911 Russian pianist and composer Sergei Rachmaninoff performed at the Hall. The recital included his 'Prelude in C-sharp minor' and 'Elegie in E-flat minor'.

 

In 1933 German physicist Albert Einstein led the 'Einstein Meeting' at the hall for the Council for Assisting Refugee Academics, a British charity.

 

In 1936, the Hall was the scene of a giant rally celebrating the British Empire on the occasion of the centenary of Joseph Chamberlain's birth.

 

In October 1942, the Hall suffered minor damage during World War II bombing, but in general was left mostly untouched as German pilots used the distinctive structure as a landmark.

 

In 1949 the canvas awning was removed and replaced with fluted aluminium panels below the glass roof, in a new attempt to cure the echo. However the acoustics were not properly tackled until 1969 when large fibreglass acoustic diffusing discs (commonly referred to as "mushrooms" or "flying saucers") were installed below the ceiling.

 

In 1968, the Hall hosted the Eurovision Song Contest, and from 1969–1988 the Miss World contest was staged at the venue.

 

In 1995, Greek keyboardist Yanni performed a concert there for his World Tour; the concert was recorded under the name of Live at Royal Albert Hall.

 

From 1996 until 2004, the Hall underwent a programme of renovation and development supported by a £20 million grant from the Heritage Lottery Fund and £20m from Arts Council England to enable it to meet the demands of the next century of events and performances.

 

Thirty "discreet projects" were designed and supervised by the architecture and engineering firm BDP without disrupting events. These projects included improved ventilation to the auditorium, more bars and restaurants, improved seating, better technical facilities, and improved backstage areas. Internally, the Circle seating was rebuilt during June 1996 to provide more legroom, better access, and improved sightlines.

 

The Royal Albert Hall in the 2000's

 

The largest project of the ongoing renovation and development was the building of a new south porch – door 12, accommodating a first-floor restaurant, a new ground floor box office and a below-ground loading bay.

 

Although the exterior of the building was largely unchanged, the south steps leading down to Prince Consort Road were demolished to allow the construction of underground vehicle access and a loading bay with accommodation for three HGVs carrying all the equipment brought by shows.

 

The steps were then reconstructed around a new south porch, named The Meitar Foyer after a significant donation from Mr & Mrs Meitar. The porch was built on a similar scale and style to the three pre-existing porches at Doors 3, 6 and 9: these works were undertaken by Taylor Woodrow.

 

The original steps featured in the early scenes of the 1965 film The Ipcress File. On the 4th. June 2004, the project received the Europa Nostra Award for remarkable achievement.

 

The East (Door 3) and West (Door 9) porches were glazed, and new bars opened along with ramps to improve disabled access. The Stalls were rebuilt in a four-week period in 2000 using steel supports, thereby allowing more space underneath for two new bars.

 

1,534 unique pivoting seats were installed, with an addition of 180 prime seats. The Choirs were rebuilt at the same time.

 

The whole building was redecorated in a style that reinforces its Victorian identity. 43,000 sq. ft (4,000 m2) of new carpets were laid in the rooms, stairs, and corridors – specially woven with a border that follows the oval curve of the building.

 

Between 2002 and 2004, there was a major rebuilding of the great organ (known as the Voice of Jupiter), built by "Father" Henry Willis in 1871 and rebuilt by Harrison & Harrison in 1924 and 1933.

 

The rebuilding was performed by Mander Organs, and it is now the second-largest pipe organ in the British Isles with 9,997 pipes in 147 stops. The largest is the Grand Organ in Liverpool Cathedral which has 10,268 pipes.

 

The Royal Albert Hall in the 2010's

 

During the first half of 2011, changes were made to the backstage areas in order to relocate and increase the size of crew catering areas under the South Steps away from the stage and to create additional dressing rooms nearer to the stage.

 

During the summer of 2012, the staff canteen and some changing areas were expanded and refurbished. From January to May the Box Office area at Door 12 underwent further modernisation to include a new Café Bar on the ground floor, a new Box Office with shop counters, and additional toilets.

 

Upon opening it was renamed 'The Zvi and Ofra Meitar Porch and Foyer.' owing to a large donation from the couple.

 

In Autumn 2013, work began on replacing the Victorian steam heating system over three years and improving and cooling across the building. This work followed the summer Proms season during which temperatures were unusually high.

 

From January the Cafe Consort on the Grand Tier was closed permanently in preparation for a new restaurant at a cost of £1 million. Verdi – Italian Kitchen was officially opened on the 15th. April with a lunch or dinner menu of stone baked pizzas, pasta, and classic desserts.

 

Design of The Royal Albert Hall

 

The Hall, a Grade I listed building, is an ellipse in plan, with its external major and minor axis of 272 and 236 feet (83 and 72 meters. The great glass and wrought-iron dome roofing the Hall is 135 ft (41 m) high.

 

Below the Arena floor there is room for two 4000 gallon water tanks, which are used for shows that flood the arena like Madame Butterfly.

 

The Hall was originally designed with a capacity for 8,000 people, and has accommodated as many as 12,000 (although present-day safety restrictions mean the maximum permitted capacity is now 5,272, including standing in the Gallery.

 

Around the outside of the building is an 800–foot–long terracotta mosaic frieze, depicting "The Triumph of Arts and Sciences", in reference to the Hall's dedication. Above the frieze is an inscription in 12-inch-high (30 cm) terracotta letters that combine historical fact and Biblical quotations:

 

"This hall was erected for the advancement

of the arts and sciences and works of industry

of all nations in fulfilment of the intention of

Albert Prince Consort.

The site was purchased with the proceeds of

the Great Exhibition of the year MDCCCLI.

The first stone of the Hall was laid by Her

Majesty Queen Victoria on the twentieth day

of May MDCCCLXVII and it was opened by Her

Majesty the Twenty Ninth of March in the year

MDCCCLXXI.

Thine O Lord is the greatness and the power

and the glory and the victory and the majesty.

For all that is in the heaven and in the earth is

Thine. The wise and their works are in the hand

of God. Glory be to God on high and on earth

peace".

 

Events at The Royal Albert Hall

 

The first concert at the Hall was Arthur Sullivan's cantata On Shore and Sea, performed on the 1st. May 1871.

 

Many events are promoted by the Hall, and since the early 1970's promoter Raymond Gubbay has brought a range of events to the Hall including opera, ballet and classical music.

 

Events also include rock concerts, conferences, banquets, ballroom dancing, poetry recitals, educational talks, motor shows, ballet, opera, film screenings and circus shows.

 

The Royal Albert Hall has hosted many sporting events, including boxing, squash, table tennis, basketball, wrestling (including the first Sumo wrestling tournament to be held in London) as well as UFC 38 (the first UFC event to be held in the UK), tennis, and even a marathon.

 

The Hall first hosted boxing in 1918, when it hosted a tournament between British and American servicemen. There was a colour bar in place at the Hall, preventing black boxers from fighting there, between 1923 and 1932.

 

Greats of British boxing such as Frank Bruno, Prince Naseem Hamed, Henry Cooper and Lennox Lewis have all appeared at the venue. The Hall's boxing history was halted in 1999 when a court ordered that boxing and wrestling matches could no longer be held at the venue. In 2011 that decision was overturned. In 2019 Nicola Adams won the WBO Flyweight title which was the first fight for a world title at the venue since Marco Antonio Barrera took on Paul Lloyd in 1999.

 

On the 6th. April 1968, the Hall hosted the Eurovision Song Contest which was broadcast in colour for the first time. The first Miss World contest broadcast in colour was also staged at the venue in 1969, and remained at the Hall every year until 1989.

 

One notable event was a Pink Floyd concert held on the 26th. June 1969. On that night they were banned from ever playing at the Hall again after shooting cannons, nailing things to the stage, and having a man in a gorilla suit roam the audience.

 

At one point, Rick Wright went to the pipe organ and began to play "The End of the Beginning", the final part of "Saucerful of Secrets", joined by the brass section of the Royal Philharmonic Orchestra (led by the conductor, Norman Smith) and the ladies of the Ealing Central Amateur Choir. A portion of the pipe organ recording is included on Pink Floyd's album The Endless River.

 

On the 18th. June 1985, British Gothic rock band The Sisters of Mercy recorded their live video album Wake at the Hall.

 

Between 1996 and 2008, the Hall hosted the annual National Television Awards, all of which were hosted by Sir Trevor McDonald.

 

Benefit concerts include the 1997 Music for Montserrat concert, arranged and produced by George Martin. The event featured artists such as Phil Collins, Mark Knopfler, Sting, Elton John, Eric Clapton, and Paul McCartney.

 

In 2006, Pink Floyd guitarist David Gilmour performed at the Hall for the first time since Pink Floyd's 1969 ban. He performed as part of his On an Island Tour. The shows were filmed and used for the live video release, Remember That Night (2007).

 

Rock band The Killers recorded their first live album, Live from the Royal Albert Hall in July 2009.

 

On the 5th. April 2010, Swedish progressive metal band Opeth recorded In Live Concert at the Royal Albert Hall, as they became the first Death metal band ever to perform at the Hall. The concert was part of the band's Evolution XX: An Opeth Anthology tour, made in celebration of their 20th. anniversary.

 

In July 2011, Janet Jackson performed three sold-out shows as part of her Number Ones, Up Close and Personal World Tour.

 

On the 2nd. October 2011, the Hall staged the 25th.-anniversary performance of Andrew Lloyd Webber's The Phantom of the Opera, which was broadcast live to cinemas across the world and filmed for DVD.

 

Lloyd Webber, the original London cast including Sarah Brightman and Michael Crawford, and four previous actors of the titular character, among others, were in attendance – Brightman and the previous Phantoms (aside from Crawford) performed an encore.

 

On the 22nd. September 2011, Adele performed a one-night-only concert as part of her tour. The concert was filmed for DVD, and screened at cinemas in 26 cities around the world.

 

Her performance debuted at number one in the United States with 96,000 copies sold, the highest one-week tally for a music DVD in four years. After one week, it became the best-selling music DVD of 2011. As of the 28th. November 2012, it had surpassed sales of one million copies in the United States and sales of three million copies worldwide.

 

It was the first music DVD to surpass sales of one million in the USA since the Eagles' Farewell 1 Tour-Live from Melbourne in 2005.

 

The 2012 Sunflower Jam charity concert featured Queen guitarist Brian May performing alongside bassist John Paul Jones of Led Zeppelin, drummer Ian Paice of Deep Purple, and vocalists Bruce Dickinson of Iron Maiden, and Alice Cooper.

 

On the 24th. September 2012, Classic FM celebrated the 20th. anniversary of their launch with a concert at the Hall. The program featured live performances of works by Handel, Puccini, Rachmaninoff, Parry, Vaughan Williams, Tchaikovsky and Karl Jenkins who conducted his piece The Benedictus from The Armed Man.

 

On the 19th. November 2012, the Hall hosted the 100th.-anniversary performance of the Royal Variety Performance, attended by the HM Queen Elizabeth II and HRH Duke of Edinburgh, with boy-band One Direction among the performers.

 

During his Rattle That Lock Tour, David Gilmour performed at the Royal Albert Hall eleven times between September 2015 and September 2016, once in aid of the Teenage Cancer Trust.

 

On the 13th. November 2015, Canadian musician Devin Townsend recorded his second live album Ziltoid Live at the Royal Albert Hall.

 

Kylie Minogue performed at the Royal Albert Hall on the 11th. December 2015 and the 9th. - 10th. December 2016 as part of her "A Kylie Christmas" concert series.

 

On the 3rd. May 2016, singer-songwriter and Soundgarden vocalist Chris Cornell played at the Hall in what would become the last UK show of his life as part of his "Higher Truth" European tour.

 

Cornell performed stripped-back acoustic renditions from his back-catalogue to rave reviews, including songs from the likes of Soundgarden, Temple of the Dog, Audioslave and his solo work. Cornell died on the 18th. May 2017.

 

On the 22nd. April 2016, British rock band Bring Me the Horizon performed and recorded their Live at the Royal Albert Hall album, with accompaniment from the Parallax Orchestra conducted by Simon Dobson.

 

At a press conference held at the Hall in October 2016, Phil Collins announced his return to live performing with his Not Dead Yet Tour, which began in June 2017. The tour included five nights at the Hall which sold out in fifteen seconds.

 

In October 2017, American rock band Alter Bridge also recorded a live album accompanied by the Parallax Orchestra with Simon Dobson.

 

Also in 2017, the Hall hosted the 70th. British Academy Film Awards, often referred to as the BAFTAs, for the first time in 20 years, replacing the Royal Opera House at which the event had been held since 2008.

 

In 2018, WWE held its second United Kingdom Championship Tournament on the 18th. and 19th. June.

 

Also in 2018, the world premiere of PlayStation in Concert was organised at the Hall. It featured PlayStation game music from the 1990's up until then. It was arranged by Jim Fowler and performed by the Royal Philharmonic Orchestra.

 

In May 2019, Mariah Carey performed 3 shows as part of her Caution World Tour. Comedian Bill Burr filmed his 2019 special Paper Tiger at the Hall. In November 2020, One Direction member Niall Horan performed a one off live-streamed show in an empty Hall (during the COVID-19 pandemic) to raise money for charity.

 

Regular Events at the Royal Albert Hall

 

The Royal Choral Society

 

The Royal Choral Society is the longest-running regular performer at the Hall, having given its first performance as the Royal Albert Hall Choral Society on the 8th. May 1872. From 1876, it established the annual Good Friday performance of Handel's Messiah.

 

BBC Proms

 

The BBC Sir Henry Wood Promenade Concerts, known as "The Proms", is a popular annual eight-week summer season of daily classical music concerts and other events at the Hall.

 

In 1942, following the destruction of the Queen's Hall in an air raid, the Hall was chosen as the new venue for the proms. In 1944 with increased danger to the Hall, part of the proms were held in the Bedford Corn Exchange.

 

Following the end of World War II the proms continued in the Hall, and have done so annually every summer since. The event was founded in 1895, and now each season consists of over 70 concerts, in addition to a series of events at other venues across the United Kingdom on the last night.

 

In 2009, the total number of concerts reached 100 for the first time. Jiří Bělohlávek described The Proms as:

 

"The world's largest and most

democratic musical festival".

 

Proms is a term which arose from the original practice of the audience promenading, or strolling, in some areas during the concert. Proms concert-goers, particularly those who stand, are sometimes described as "Promenaders", but are most commonly referred to as "Prommers".

 

Tennis

 

Tennis was first played at the Hall in March 1970, and the ATP Champions Tour Masters has been played annually every December since 1997.

 

Classical Spectacular

 

Classical Spectacular, a Raymond Gubbay production, has been coming to the Hall since 1988. It combines popular classical music, lights and special effects.

 

Cirque du Soleil

 

Cirque du Soleil has performed annually, with a show being staged every January, since 2003. Cirque has had to adapt many of their touring shows to perform at the venue, modifying the set, usually built for arenas or big top tents instead.

 

Classic Brit Awards

 

Since 2000, the Classic Brit Awards has been hosted annually in May at the Hall. It is organised by the British Phonographic Industry.

 

Festival of Remembrance

 

The Royal British Legion Festival of Remembrance is held annually the day before Remembrance Sunday.

 

Institute of Directors

 

For 60 years the Institute of Directors' Annual Convention has been synonymous with the Hall, although in 2011 and 2012 it was held at indigO2.

 

The English National Ballet

 

Since 1998 the English National Ballet has had several specially staged arena summer seasons in partnership with the Hall and Raymond Gubbay. These include Strictly Gershwin, June 2008 and 2011, Swan Lake, June 2002, 2004, 2007, 2010 and 2013, Romeo & Juliet, June 2001 and 2005, and The Sleeping Beauty, April - June 2000.

 

Teenage Cancer Trust

 

Starting in the year 2000 the Teenage Cancer Trust has held annual charity concerts (with the exception of 2001). They started as a one-off event, but have expanded over the years to a week or more of evening events. Roger Daltrey of the Who has been intimately involved with the planning of the events.

 

Graduation Ceremonies

 

The Hall is used annually by the neighbouring Imperial College London and the Royal College of Art for graduation ceremonies. For several years the University of London and Kingston University also held their graduation ceremonies at the Hall.

 

Films, Premières and Live Orchestra Screenings

 

The venue has screened several films since the early silent days. It was the only London venue to show William Fox's The Queen of Sheba in the 1920's.

 

The Hall has hosted many premières, including the UK première of Fritz Lang's Die Nibelungen, 101 Dalmatians on the 4th. December 1996, the European première of Spandau Ballet's Soul Boys of the Western World, and three James Bond royal world premières - Die Another Day on the 18th. November 2002 (attended by Queen Elizabeth II and Prince Philip), Skyfall on the 23rd. October 2012 (attended by Charles, Prince of Wales and Camilla, Duchess of Cornwall), and Spectre on the 26th. October 2015 (attended by Prince William, Duke of Cambridge and Catherine, Duchess of Cambridge).

 

The Hall held the first 3D world première of Titanic 3D, on the 27th. March 2012, with James Cameron and Kate Winslet in attendance.

 

Since 2009, the Hall has also curated regular seasons of English-language film-and-live-orchestra screenings, including The Lord of the Rings trilogy, Gladiator, Star Trek, Star Trek Into Darkness, Interstellar, The Matrix, West Side Story, Breakfast at Tiffany's, Back to the Future, Jaws, Harry Potter and the Chamber of Secrets, and the world première of Titanic Live in Concert.

 

The only non-English-language movie to have been screened at the Hall is Baahubali: The Beginning (an Indian movie in Telugu and Tamil, but premiered with the Hindi dubbed version).

 

National Brass Band Championships of Great Britain

 

The National Brass Band Championships of Great Britain, one of the most prestigious prizes in the annual brass band contesting calendar, holds the Final of the Championship section at the Royal Albert Hall each October.

 

Beyond the Main Stage

 

The Hall hosts hundreds of events and activities beyond its main auditorium. There are regular free art exhibitions in the ground floor Amphi corridor, which can be viewed when attending events or on dedicated viewing dates.

 

Visitors can take a guided tour of the Hall on most days. The most common is the one-hour Grand Tour which includes most front-of-house areas, the auditorium, the Gallery and the Royal Retiring Room.

 

Other tours include Story of the Proms, Behind the Scenes, Inside Out and School tours.

 

Children's events include Storytelling and Music Sessions for ages four and under. These take place in the Door 9 Porch and Albert's Band sessions in the Elgar Room during school holidays.

 

"Live Music in Verdi" takes place in the Italian restaurant on a Friday night featuring different artists each week.

 

"Late Night Jazz" events in the Elgar Room, generally on a Thursday night, feature cabaret-style seating and a relaxed atmosphere with drinks available.

 

"Classical Coffee Mornings" are held on Sundays in the Elgar Room with musicians from the Royal College of Music accompanied with drinks and pastries.

 

Sunday brunch events take place in Verdi Italian restaurant and feature different genres of music.

 

Regular Performers at the Royal Albert Hall

 

Eric Clapton is a regular performer at the Hall. Since 1964, Clapton has performed at the Hall over 200 times, and has stated that performing at the venue is: "Like playing in my front room".

 

In December 1964, Clapton made his first appearance at the Hall with the Yardbirds. It was also the venue for his band Cream's farewell concerts in 1968 and reunion shows in 2005. He also instigated the Concert for George, which was held at the Hall on the 29th. November 2002 to pay tribute to Clapton's lifelong friend, former Beatle George Harrison. Clapton passed 200 shows at the Hall in 2015.

 

David Gilmour played at the Hall in support of two solo albums, while also releasing a live concert on September 2006 entitled Remember That Night which was recorded during his three nights playing at the Hall for his 2006 On an Island tour.

 

Notable guests were Robert Wyatt and David Bowie (who sang lead for "Arnold Layne" and "Comfortably Numb"). The live concert was televised by BBC One on the 9th. September 2007.

 

Gilmour returned to the Hall for four nights in September 2016 (where he was joined on stage by Benedict Cumberbatch for "Comfortably Numb"), having previously played five nights in 2015, to end his 34-day Rattle That Lock Tour. He also made an appearance on the 24th. April 2016 as part of the Teenage Cancer Trust event.

 

Shirley Bassey is one of the Hall's most prolific female headline performers, having appeared many times at the Hall since the 1970's. In 2001, she sang "Happy Birthday" for the Duke of Edinburgh's 80th. birthday concert. In 2007, she sang at Fashion Rocks in aid of the Prince's Trust.

 

On the 30th. March 2011, she sang at a gala celebrating the 80th. birthday of Mikhail Gorbachev. In May 2011, she performed at the Classic Brit Awards, singing "Goldfinger" in tribute to the recently deceased composer John Barry. On the 20th. June 2011, she returned and sang "Diamonds Are Forever" and "Goldfinger", accompanied by the Royal Philharmonic Orchestra, as the climax to the memorial concert for Barry.

 

James Last appeared 90 times at the Hall between 1973 and 2015, making him the most frequent non–British performer to have played the venue.

 

Education and Outreach Programme

 

The Hall's education and outreach programme engages with more than 200,000 people a year. It includes workshops for local teenagers led by musicians such as Foals, Jake Bugg, Emeli Sandé, Nicola Benedetti, Alison Balsom and First Aid Kit, innovative science and maths lessons, visits to local residential homes from the venue's in-house group, Albert's Band, under the 'Songbook' banner, and the Friendship Matinee: an orchestral concert for community groups, with £5 admission.

 

Mis-labellings

 

A famous and widely bootlegged concert by Bob Dylan at the Free Trade Hall in Manchester on the 17th. May 1966 was mistakenly labelled the "Royal Albert Hall Concert".

 

In 1998, Columbia Records released an official recording, The Bootleg Series Vol. 4: Bob Dylan Live 1966, The "Royal Albert Hall" Concert. It maintains the erroneous title but does include details of the actual location.

 

Recordings from the Royal Albert Hall concerts on the 26th. and 27th. May 1966 were finally released by the artist in 2016 as The Real Royal Albert Hall 1966 Concert.

 

Another concert mislabelled as being at the Hall was by Creedence Clearwater Revival. An album by them entitled The Royal Albert Hall Concert was released in 1980. When Fantasy Records discovered the show on the album actually took place at the Oakland Coliseum, it retitled the album The Concert.

 

Pop Culture References

 

A large mural by Peter Blake, entitled Appearing at the Royal Albert Hall, is displayed in the Hall's Café Bar. Unveiled in April 2014, it shows more than 400 famous figures who have appeared on the stage.

 

In 1955, English film director Alfred Hitchcock filmed the climax of The Man Who Knew Too Much at the Hall. The 15-minute sequence featured James Stewart, Doris Day and composer Bernard Herrmann, and was filmed partly in the Queen's Box.

 

Hitchcock was a long-time patron of the Hall and had already set the finale of his 1927 film, The Ring at the Hall, as well as his initial version of The Man Who Knew Too Much, starring Leslie Banks, Edna Best and Peter Lorre.

 

Other notable films shot at the Hall include Major Barbara, Love Story, The Seventh Veil, The Ipcress File, A Touch of Class, Shine, and Spice World.

 

In the song "A Day in the Life" by the Beatles, the Albert Hall is mentioned. The verse goes as follows:

 

"I read the news today, oh boy

four thousand holes in Blackburn, Lancashire

and though the holes were rather small

they had to count them all

now they know how many holes it takes to fill the Albert Hall

I'd love to turn you on".

 

The song "Session Man" by The Kinks references the Hall:

 

"He never will forget at all

The day he played at Albert Hall".

 

In the song "Shame" by Robbie Williams and Gary Barlow, Barlow mentions the Hall in his verse:

 

"I read your mind and tried to call,

my tears could fill the Albert Hall".

Described as a "Bulletproof comfortable capable car" by many owners. The 1.8 does suffer from high oil consumption due to leaky piston rings. These facelifted cars 2000-03 were given a wide variety of extras, this one has front & rear spoilers. It is the type car that does everything well without showing off.

The ride is the stand out feature of the driving experience and the car is set up for comfort above handling although it is possible to have some fun on more open country lanes.

*In 2000 the AA Road Test said: "The Avensis is the sort of car whose figures don't tell it all. It offers fine all-round poise, impressive refinement and respectable load space plus, of

course, famed build, reliability and general ease of ownership. It's not the cheapest, fastest, roomiest or most

stylish estate on offer, but its quiet underlying appeal still takes plenty of beating."

+++ 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 Fiat G.91 was an Italian jet fighter aircraft designed and built by Fiat Aviazione, which later merged into Aeritalia. The G.91 had its origins in the NATO-organized NBMR-1 competition in 1953, which sought a light fighter-bomber "Light Weight Strike Fighter" to be adopted as standard equipment across the air forces of the various NATO nations. The competition was intended to produce an aircraft that was light, small, expendable, equipped with basic weapons and avionics and capable of operating with minimal ground support. These specifications were developed for two reasons: the first was the nuclear threat to large air bases, many cheaper aircraft could be better dispersed, and the other was to counter the trend towards larger and more expensive aircraft. After reviewing multiple submissions, the G.91 was picked as the winning design of the NBMR-1 competition.

 

The G.91 entered into operational service with the Italian Air Force in 1961, and with the West German Luftwaffe in the following year. Various other nations adopted it, such as the Portuguese Air Force, who made extensive use of the type during the Portuguese Colonial War in Africa. The G.91 remained in production for 19 years, during which a total of 756 aircraft were completed, including the prototypes and pre-production models. The assembly lines were finally closed in 1977, and the original G.91 enjoyed a long service life that extended over 35 years.

 

The G.91 was also used as a basis for a two-seat trainer variant with a stretched fuselage and further developments, based on this bigger airframe: the twin-engine development G.91Y, which was originally ordered by the Italian Air Force and Switzerland (as G.91YS) and later also operated by Poland, as well as the simpler, single-engine G-91X, a dedicated export alternative.

 

Like the G.91Y, the G.91X was an increased-performance version of the nimble baseline Fiat G.91, but unlike the G.91Y it was not funded by the Italian government but rather a private venture of Fiat. Like the G.91Y, it was based on the G.91T two-seat trainer variant. Structural modifications to reduce airframe weight increased performance and an additional fuel tank occupying the space of the G.91T's rear seat provided extra range. Combat manoeuvrability was improved with the addition of automatic leading-edge slats. While the G.91Y and X had a very similar appearance, their internal structure behind the cockpit section differed considerably and their tail section was visibly different, while the aerodynamic surfaces as well as the nose section (including the radar-less nose housing three cameras) were identical.

 

Instead of being powered by the G.91Y’s pair of small afterburning General Electric J85 turbojets, the G.91X only carried a single Pratt & Whitney J52 axial-flow dual-spool turbojet engine without reheat, a proven engine that was used in a number of successful aircraft, most of all the late Douglas A-4 Skyhawk versions. The bigger engine increased thrust by 60% over the original, earlier Orpheus-powered single-engine variants, and made the light G.91 a very agile aircraft. However, the J52 was considerably heavier than the small J85s, and despite less complex auxiliary installations, the G.91X weighed roughly 1.000 lb more than the G.91Y.

 

Performance-wise, the G.91X was, despite its conservative and heavier J52 powerplant, on par with the G.91Y, even though range, acceleration and rate of climb were not as good, the G.91Y’s afterburners gave the “Yankee Gina” a significant extra punch. On the other side, the G.91X was more robust, technically simpler and therefore easier to maintain and even better suited to operations from unprepared frontline airfields with minimal infrastructure.

Basically, the G.91X was designed to carry the same sophisticated avionics equipment as the G.91Y, which had been considerably upgraded with many of the American, British and Canadian systems being license-manufactured in Italy, but for the intended export customers in small countries with a limited budget, only a rather basic avionics package was offered, making the G.91X a simple daylight attack aircraft without any smart weapon or guided AAM capability (which the G.91Y lacked, too, only the YS for Switzerland could deploy weapons like the AIM-9 or the AGM-65).

 

Flight testing of two prototypes aircraft ran in July 1968 in parallel to the G.91Y program and was successful, with one aircraft reaching a maximum speed of Mach 0.95 in level flight, slightly less than its two-engine sibling. Airframe buffeting was noted and was rectified in production aircraft by raising the position of the tailplane slightly, and canted fins - similar to the G.91Y, but smaller - were added under the lower rear fuselage to improve directional stability. Unlike the G.91Y, which had been designed to NATO specifications, the G.91X did not feature an arrester hook, just a tail bumper.

 

The initial order of 55 G.91Y aircraft for the Italian Air Force was completed by Fiat in March 1971, by which time the company had changed its name to Aeritalia (from 1969, when Fiat Aviazione joined the Aerfer). The order was increased to 75 aircraft with 67 eventually being delivered.

In contrast to this success, the G.91X did not find immediate takers, though, because the potential market of Western-oriented countries was in the Seventies largely dominated by US American military support programs, which aggressively marketed the supersonic Northrop F-5 as a counterpart to MiG-17 and MiG-21 fighters, which had been provided to many countries by the USSR.

 

One large potential customer had been Israel, but the G.91X was declined in favor of the bigger and more sophisticated A-4N Skyhawk. Turkey and Greece also showed interest, but both eventually procured F-5 variants, heavily promoted by the USA. In the end, only a small number of the G.91X were built and sold to rather small and obscure air forces.

 

One of these few G.91X operators became Honduras. After the so-called Football War with El Salvador in 1969, the Honduran Air Force (HAF) entered the jet era in 1971 and started a re-organization and modernization program. This included the procurement of 10 old, ex-Yugoslav Canadair CL-13 Mk.4 Sabre. Later, in 1974 and as a result of an institutional growth of the Honduran Air Force, the "Coronel Hernán Acosta Mejía" Air Base, the "Coronel Armando Escalón Espinal" Base as well as the General Command of the Air Force and General Air Force General Staff were created.

 

Between 1976 and 1978 sixteen other Israeli aircraft were acquired, of the IAI \ Dassault Super-Mystere B.2 \ J-52 S'aar type, six new Cessna A-37 Dragonfly COIN aircraft and fifty UH-1 Iroquois helicopters. By then, the Sabres were in such a poor condition and deteriorated quickly under the harsh local climate, that a replacement was soon needed. The choice fell on the G.91X, not only because of the aircraft’s simplicity and ruggedness, but also because of its (though limited) reconnaissance capability as well as the engine and ammunition commonality with the ex-Israeli Sa’ars. A total of twelve G.91X were procured in 1977 and delivered until late 1979, and they were immediately put into action during the 1980s confrontation with the Sandinista government of Nicaragua, with heavy involvements in bombing raids and COIN missions. The Honduran G.91Xs flew frequent attack and reconnaissance missions, and even though they were no fighters the Ginas downed several Sandinista helicopters, including a Mil Mi-24 Hind (rather accidently shot down, though, through a salvo of unguided 5” FFARs which crossed the helicopter's flight path).

 

After the hostilities with Nicaragua had ended in 1990, the Honduran G.91Xs became actively involved in fighting drug trafficking and flew frequent reconnaissance and attack missions over home soil. By that time, the Honduran aircraft fleet was augmented or replaced (three G.91Xs had been lost through accidents or enemy fire by 1991) with 11 ex-USAF OA/A-37B Dragonflies, 12 ex-USAF Northrop F-5E/F Tiger II interceptors, 12 new Embraer T-27 Tucano armed trainers and four new CASA 101BB-02 attack airplanes.

By 1996, all eight remaining Honduran G.91Xs were, together with the Super Mystères, retired. The surviving aircraft were put up for sale as surplus, and one, already grounded G.91X airframe has been preserved at the Honduras Air Museum.

  

General characteristics:

Crew: one

Length: 11.67 m (38 ft 3.5 in)

Wingspan: 9.01 m (29 ft 6.5 in)

Height: 4.43 m (14 ft 6.3 in)

Wing area: 18.13 m² (195.149 ft²)

Empty weight: 4,400 kg (9,692 lb)

Loaded weight: 8,100 kg (17,842 lb)

Max. takeoff weight: 9,000 kg (19,823 lb)

 

Powerplant:

1× Pratt & Whitney J52-P6A turbojet with 8,500 lbf (38,000 N) of thrust

 

Performance:

Maximum speed: 1,110 km/h (600 kn, 690 mph, Mach 0.95) at 10,000 m (33,000 ft)

Range: 1,100 km (594 nmi, 683 mi)

Max. ferry range with drop tanks: 3,200 km (1,988 mls)

Service ceiling: 12,500 m (41,000 ft)

Rate of climb: 58 m/s (11.400 ft/min)

Wing loading: max. 480 kg/m² (98.3 lb/ft²)

Thrust/weight: 0.47 at maximum loading

 

Armament:

2× 30 mm (1.18 in) DEFA cannons with 120 RPG

4× under-wing pylon stations with a capacity of 1,814 kg (4,000 lb)

  

The kit and its assembly:

This build is my submission the 2020 "One week” group build at whatifmodellers.com. I had originally earmarked my Thai Navy A-4 for this event, but already built it for the “In the navy” GB that ran a couple of weeks earlier, since it was a perfect thematic match.

 

While searching for an alternative I found a Matchbox G.91Y in the stash and wondered about a single engine alternative, a simpler aircraft in the spirit of the original G.91R variants. Since I had some surplus fuselages from G.91R Revell kits in the donor bank, the G.91X was born.

 

The basis is the Matchbox G.91Y kit, a basic affair with mediocre fit and only few details. It was mostly built OOB, except for lowered flaps (easy to realize on this kit) and a completely new lower rear fuselage from a smaller G.91R section with only a single exhaust. This feat was a little more challenging than it seems, since the G.91R is considerably smaller and shorter than the G.91Y – a lot of improvisation and PSR went into this cosmetic stunt. For instance, the seams between the parts had to be reinforced from the inside, bridging the different fuselage shapes, and a 2-3mm gap between the fuselage halves had to be filled. In order to emphasize the new engine arrangement, the G.91Y’s dorsal air scoops were sanded away and a new jet exhaust had to be found for the new, rather oval tail orifice. I eventually settled upon a protective cap from y syringe needle.

 

Furthermore, the cast-on guns were replaced with hollow steel needles, and some blade antennae (styrene sheet) as well as gun nozzle protectors (thin wire) were added. The cockpit was also slightly pimped with styrene profiles and some wire (on the ejection seat and for some side consoles), the pilot figure – even though the Matchbox figures are among the best I know – was replaced by a pilot from an Airfix A-4 Skyhawk (left over from the recent Thai Navy A-4LT build). However, the canopy remained closed, since opening it would require more fuselage cutting.

 

The ordnance was kept simple, reflecting the attack/COIN role of this aircraft: a pair of LAU-19 unguided missile pods and two Mk. 82 bombs; these came from an Italeri NATO weapon set and an Airfix A-4 kit, respectively.

  

Painting and markings:

Another inspiration for this build were pictures from a PC-7 trainer of the Guatemala Air Force, which carried a livery in three murky shades of green. I found this paint scheme pretty interesting, esp. as an alternative to the ubiquitous SEA scheme (that Honduran A-37s carried). For the G.91X I adapted the scheme with slightly more contrasty tones of two shades of green and a more brownish hue: Faded Olive Drab (Modelmaster #2051), Olive Drab (Humbrol 155) and Dark Green (Humbrol 30). The undersides were painted in a light grey (Humbrol 166). I initially considered a wrap-around scheme, but eventually found it to look too boring – also with a look at the potential markings, because aircraft of the Honduran Air Force typically only carried and carry minimal markings. Instead of the Guatemalan PC-7’s apparently symmetrical scheme I rather went for a more disruptive pattern, though.

 

The model was seriously weathered with a black ink washing and post panel shading, simulating constant use and the influence of tropical climate conditions. The decals were puzzled together from various sources and improvised. Most stencils come from the OOB sheet, the roundels on the fuselage and the flags on the fin were printed at home on clear sheet, with a white decal base added underneath. Quite complicated, but the alternative white decal paper as printing base would not yield sufficiently opaque markings. In order to add some eye-catchers I gave the Gina roundels on the fuselage and on the wings, too – these are rather modern markings, but just with the flags on the fin I found the model to look quite murky and boring. Artistic freedom… The “FAH” abbreviations were created with single USAF 45° letters.

 

Finally, after some soot stains around the guns and the exhaust with grinded graphite, the aircraft was sealed with matt Italeri acrylic varnish.

  

A relatively simple project – chosen with the perspective of just a week (well, eight days, to be honest) to tackle and finish it, despite the major fuselage surgery and the photo shooting and editing on top.

+++ 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:

Operated by the Islamic Revolutionary Guards Corps, Iran's small Bell AH-1J fleet has seen a fair share of indigenous modernization in recent years. In 1971, Iran purchased 202 examples of an improved AH-1J, named "AH-1J International", from the United States. This improved Cobra featured an uprated P&WC T400-WV-402 engine and a stronger drivetrain, so that it would have a better performance under “hot & high” conditions. Recoil damping gear was fitted to the 20 mm M197 gun turret, and the gunner was given a stabilized sight and a stabilized seat, too. Of the AH-1Js delivered to the Shah's Imperial Iranian Army Aviation, 62 were TOW-capable.

Iranian AH-1Js participated in the Iran–Iraq War—which saw the most intensive use of helicopters in any conventional war. Iranian AH-1Js (particularly the TOW-capable ones) were "exceptionally effective" in anti-armor warfare, inflicting heavy losses on Iraqi armored and vehicle formations. In operations over the barren terrain in Khuzestan and later in southern Iraq, beside the standard tactics, Iranian pilots developed special, effective tactics, often in the same manner as the Soviets did with their Mi-24s. Due to the post-Revolution weapons sanctions, Iranians had to make do with what was at hand: lacking other guided ordnance they equipped the AH-1Js with AGM-65 Maverick missiles and used them with some success in several operations. About half of the AH-1Js were lost during the conflict to combat, accidents, and simple wear and tear –the rest of the fleet was kept operational and busy during the following years.

 

However, time and use took their toll on the Iranian Cobras, for which no replacement could be found. In 2001, Brigadier General Ahmad Kazemi, the then-commander in chief of the IRGC Air Force (from 2009, it became known as the IRGC Aerospace Force, or IRGCASF), requested Ali Khamenei, leader of the Islamic Republic, to permit the IRGC to procure two former army AH-1J Cobra helicopters that had been restored by the Iranian Helicopters Support and Renewal Company (IHSRC, called ‘Panha’ in Iran). They belonged to the Iranian Army Aviation Force (IRIAA, as it was then known), which lacked the funds to pay for the necessary restoration and renewal of parts and fuselage sections.

The first of these refurbished AH-1Js was a TOW Cobra capable of using the Iranian-made clone of the BGM-71A TOW anti-tank missile, the “Towfan”, while the second helicopter was a Non-TOW version capable of using only the 2¾-inch Hydra unguided rockets. They entered IRGCAF service at Fat'h helicopter base, Karaj, to the west of Tehran, in 2001. This marked the start of an ongoing but slow modernization program for the remaining Iranian Cobra fleet.

 

IHSRC also worked on the restoration of two more battle-damaged AH-1J TOW Cobras, in a project known as “Panha-2091”. The front sections of their fuselages had been destroyed by cannon rounds from Iraqi tanks during the Iran-Iraq war and the extensive restoration work required manufacture of new fuselage panels and structural parts. Panha engineers also co-operated with their colleagues from IAMI (Iranian Aircraft Manufacturing Industries, also known as HESA in Iran) and designed a new canopy for the helicopters equipped with a flat, bulletproof windshield instead of the former oval, non-bulletproof version. Under a project named HESA-2091, both helicopters were thoroughly modernized and equipped with multifunction displays and a new weapon control system with a head-up display for the pilot. Internal avionics were revamped with the addition of a GPS system in the nose, and a warning radar with four antennae providing 360 degrees coverage was integrated, too. Design and production of the new digital systems and their components was carried out by the Iranian Electronics Industries Company (IEI) with the assistance of Isfahan University of Technology and a Chinese-connected company, Safa Electronic Component Industries. Installation was performed by IAMI in Shahin-Shahr.

 

These two helicopters were ultimately named ‘Tiztak-2091’ and became prototypes for a larger modernization project for 102 remaining AH-1J Cobra attack helicopters for the Iranian Army Aviation Force. However, in total, the cost of this bold conversion projects exceeded the whole IRIAA budget for 2001, and this resulted in the cancellation of the wider modernization program just a year later. Step forward the IRGC which procured the two Tiztak-2091 prototypes alongside four more former IRIAA AH-1J Non-TOW Cobra helicopters from the Iranian Defence Ministry. These were revamped and delivered to frontline units between 2003 and 2005. However, further conversions have only be done sparingly since then, due to the lack of funds and material.

Despite these limitations, the IAAF immediately began working on upgrade projects to further increase combat capability of the small but busy fleet of Cobra helicopters. The Tiztak helicopters had been equipped with new targeting/surveillance turrets instead of their M-65 Telescopic Sight Units under a IAMI project named Towfan-2 back in 2012. The first helicopters were equipped with the Oqab EO/IR targeting turret produced by IOI (Iranian Optics Industries) in 2012, while others received an RU-290 thermal camera, a product of Rayan Roshd-Afzar.

 

After the formation of the Army Aviation Force of the Islamic Revolutionary Guard Corps (IRGCAA) on February 23, 2016, the IRGCASF helicopter base at Fat’h was transferred to the IRGCGF (IRGC Ground Force), of which the IRGCAA was now a part. IRGCAA today operates more than 80 helicopters including nine Bell AH-1J International Cobras, with three examples modernized by Iranian Aircraft Manufacturing Industries (IAMI). IRGCAA had also been trying to equip its small fleet of AH-1Js with a new air-to-surface missile and an anti-tank missile, the Qaem-114 (outwardly almost identical to the American AGM-119 Hellfire), but this did not proceed beyond prototype stage.

 

Despite the active Iranian AH-1J fleet’s relatively small size after 2001, the Cobras were extremely active during counter-terrorism and counter-insurgency operations in the southeast and northwest of Iran. Both the IAAF and now the IRGCAA had always had two fire support teams, each formed with two to three AH-1Js in Orumiyeh and Zahedan, to be used against the PKK/PJAK and Jaish ul-Adl terrorist groups. The fire-support team at the IRGCGF Hamzeh Garrison in the northwest of Iran had two Bell 214A utility helicopters for SAR operations to accompany the Cobras while the team in Zahedan International Airport had two to three Mi-171Sh helicopters; usually, one armed with B8M1 rocket pods as a heavy fire support gunship.

The most notable use of the AH-1Js in combat by the IRGC took place in spring and summer 2008 when two AH-1Js stationed in Zahedan were extensively used in close-air-support missions during a counter-terrorism operation by IRGC Ground Forces against the Jondollah group (later to be rebranded as Jaish ul-Adl after being listed as a terrorist organization by the US State Department). After the arrest and execution of its leader, Abdolmalek Reigi by Iran, the group stopped its activities in 2009. It resumed again a few years later resulting in the launch of new anti-terror operations involving the AH-1Js in 2013, which continued periodically until 2020.

  

General characteristics:

Crew: 2

Length: 53 ft 5 in (16.28 m) with both rotors turning

45 ft 9 in (14 m) for fuselage only

Width: 10 ft 9 in (3.28 m) for stub wings only

Height: 13 ft 5 in (4.09 m)

Main rotor diameter: 43 ft 11 in (13.39 m)

Main rotor area: 1,514.97 sq ft (140.745 m²)

Empty weight: 2,802 kg (6,177 lb)

Max takeoff weight: 4,530 kg (9,987 lb)

 

Powerplant:

2× P&W Canada T400-CP-400 (PT6T-3 Twin-Pac) turboshaft engines, coupled to produce 1,530 shp

(1,140 kW; de-rated from 1,800 shp (1,342 kW) for drivetrain limitations)

 

Performance:

Maximum speed: 236 km/h (147 mph, 127 kn)

Range: 600 km (370 mi, 320 nmi)

Service ceiling: 10,500 ft (3,200 m)

Rate of climb: 1,090 ft/min (5.5 m/s)

 

Armament:

1× 20 mm (0.787 in) M197 3-barreled Gatling cannon in M97 chin turret with 750 rounds

4× hardpoints under the sub wings for 2.75” (70 mm) Mk 40 or Hydra 70 rockets in 7 or 19 rounds

pods; up to 16 5” (127 mm) Zuni rockets in 4-round LAU-10D/A launchers, up to eight Toophan

ATGM in a dual or quad launcher on each wing, AIM-9 Sidewinder or Misagh-2 anti-aircraft

missiles (1 mounted on each hardpoint)

  

The kit and its assembly:

This is the counterpart to another modified Fujimi AH-1 model, actually a kit bashing of the AH-1S and the AH-1J model to produce something that comes close to the real IAMI HESA-2091 helicopter, an upgraded/re-built AH-1J International of the Iranian Army Air Force. The “leftover” parts were used to create an (Indonesian) AH-1G – even though the HESA-2091 was the “core project”.

 

To create this Iranian variant, the AH-1J was taken as the basis and the nose as well as the flat-window canopy from the AH-1S were transplanted. While the nose with the TOW sensor turret was just an optional part that fits naturally on the fuselage (even though not without some PSR), the clear parts was more challenging, because the flat canopy is shorter than the original. In this case I had to fill some triangular gaps between the hood and the engine section, and this was done with 1.5 mm styrene sheet wedges and some more PSR to blend the parts that were not meant to be combined into each other.

The cockpit was taken OOB, together with the pilot figures that come with the kit. I also retained the original all-metal main rotor because the Iranian Cobras AFAIK were never upgraded with composite material blades?

 

To set the HESA-2091 further apart from the original AH-1J I changed the sensor turret in the nose and scratched a ball-shaped fairing that resembles the indigenous RU-290 thermal camera – it’s actually the ball joint from a classic clear Matchbox kit display, with a base scratched from 0.5mm styrene sheet. The “ball” turned out to be a bit too large, but the overall look is O.K., since I wanted a non-TOW AH-1J. For a “different-than-a-stock-AH-1J” look A small radome for a missile guidance antenna was added to the nose above the sensor turret, too. Another personal addition are the small end plates on the stabilizers – inspired by similar installations on Bell’s early twin-engine AH-1s, even though these later disappeared and were technically replaced by a ventral fin extension and a longer fuselage; the Iranian AH-1Js retained the short, original fuselage of the single-engine Cobra variants, though. The end plates were cut from leftover rotor blades from the scrap box, IIRC they belong to a Matchbox Dauphin 2.

 

Being part of the historical Zahedan fire support team I gave the Cobra an armament consisting of a nineteen round 70mm Hydra unguided missile pods (OOB), a pair of AGM-65 Maverick missiles (an ordnance actually deployed by Iranian Cobras), together with their respective launch rails, and I added launch tubes for indigenous Misagh-2 anti-aircraft missiles (which are actually MANPADS) to the stub wings’ tips as a self-defense measure. These were scratched from 2mm styrene rods.

  

Painting and markings:

Finding a suitable paint scheme was not easy. A conservative choice would have been an early mid-stone/earth scheme or a tri-color scheme consisting of sand, earth and dark green. However, while doing WWW research I came across some more exotic and contemporary specimen, carrying a kind of leopard-esque mottle scheme or even a “high resolution” fractal/digital cammo consisting of three shades of beige/brown/grey – even though I am not certain if the latter was a “real” camouflage for operational helicopters or just a “show and shine” propaganda livery?

 

Re-creating the latter from scratch would have been prohibitively complex, because the pixelized mottles were really fine, maybe just 2” wide each in real life. But I used this scheme as an inspiration for a simplified variant, also kept in three shades of brown, even though the result was a kind of compromise due to the limited material options to create it.

The base became an overall coat with Tamiya XF-57 (Buff), plus very light grey (RAL 7035; Humbrol 196) undersides. A light black ink washing was applied, and panels were post-shaded to create a more vivid surface.

Then came the pixelized mottles in two contrast colors: first came a layer in RAL 1015 (Hellelfenbein/Light Ivory) and then a second in RAL 8011 (Nussbraun/Nut Brown) in a 1:1 ratio, slightly overlapping and letting the Buff base shine through. These mottles were not painted but rather created with square bits from generic decal stripe material in various widths from TL Modellbau. While not as sophisticated as the original camouflage, effect and look are quite similar, and add to the unique look of this HESA-2091(-ish) model. And even though I was sceptical, esp. because of the reddish Nussbraun, the blurring effect of the scheme is surprisingly good – esp. when you put the model in front of a dry mountain background! I’ll keep the concept in the back of my head for further what-if models. All those single pixels were a lot of work, but the result looks really good.

 

Another detail from many real late Iranian Cobras was taken over, too: a black tail rotor drive shaft cover that extends up onto the fin’s leading edge – probably a measure to hide exhaust soot stains on the tail boom? A black anti-glare panel was added in front of the windscreen, too, and the rotor blades became medium grey (Humbrol 165, Medium Sea Grey) except for the main rotor blades’ undersides, which became black. The cockpit interior was uniformly painted in a very dark grey (Revell 06, Anthracite) and the pilots received khaki jumpsuits and modern grey and olive drab “bone domes”.

 

The decals were puzzled together from various sources. The Iranian roundels came from a Begemot MiG-29 sheet, registration numbers and fin flashes from an Iranian F-5. The IAAF abbreviation was created with single black 4 mm letters.

Graphite was used to weather the model, esp. the area on top of the tail boom, and the model was finally sealed with matt acrylic varnish overall.

  

An exotic model – the Iranian home-brew HESA-2091 looks familiar, but it’s a unique combination of classic Cobra elements. More spectacular is the pixelated paint scheme, and the attempt to generate it with the help of square decal bits worked (and looks) better than expected! This might also work well in grey as a winter camouflage? Hmmm….

+++ 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 Fiat G.91 was an Italian jet fighter aircraft designed and built by Fiat Aviazione, which later merged into Aeritalia. The G.91 had its origins in the NATO-organized NBMR-1 competition in 1953, which sought a light fighter-bomber "Light Weight Strike Fighter" to be adopted as standard equipment across the air forces of the various NATO nations. The competition was intended to produce an aircraft that was light, small, expendable, equipped with basic weapons and avionics and capable of operating with minimal ground support. These specifications were developed for two reasons: the first was the nuclear threat to large air bases, many cheaper aircraft could be better dispersed, and the other was to counter the trend towards larger and more expensive aircraft. After reviewing multiple submissions, the G.91 was picked as the winning design of the NBMR-1 competition.

 

The G.91 entered into operational service with the Italian Air Force in 1961, and with the West German Luftwaffe in the following year. Various other nations adopted it, such as the Portuguese Air Force, who made extensive use of the type during the Portuguese Colonial War in Africa. The G.91 remained in production for 19 years, during which a total of 756 aircraft were completed, including the prototypes and pre-production models. The assembly lines were finally closed in 1977, and the original G.91 enjoyed a long service life that extended over 35 years.

 

The G.91 was also used as a basis for a two-seat trainer variant with a stretched fuselage and further developments, based on this bigger airframe: the twin-engine development G.91Y, which was originally ordered by the Italian Air Force and Switzerland (as G.91YS) and later also operated by Poland, as well as the simpler, single-engine G-91X, a dedicated export alternative.

 

Like the G.91Y, the G.91X was an increased-performance version of the nimble baseline Fiat G.91, but unlike the G.91Y it was not funded by the Italian government but rather a private venture of Fiat. Like the G.91Y, it was based on the G.91T two-seat trainer variant. Structural modifications to reduce airframe weight increased performance and an additional fuel tank occupying the space of the G.91T's rear seat provided extra range. Combat manoeuvrability was improved with the addition of automatic leading-edge slats. While the G.91Y and X had a very similar appearance, their internal structure behind the cockpit section differed considerably and their tail section was visibly different, while the aerodynamic surfaces as well as the nose section (including the radar-less nose housing three cameras) were identical.

 

Instead of being powered by the G.91Y’s pair of small afterburning General Electric J85 turbojets, the G.91X only carried a single Pratt & Whitney J52 axial-flow dual-spool turbojet engine without reheat, a proven engine that was used in a number of successful aircraft, most of all the late Douglas A-4 Skyhawk versions. The bigger engine increased thrust by 60% over the original, earlier Orpheus-powered single-engine variants, and made the light G.91 a very agile aircraft. However, the J52 was considerably heavier than the small J85s, and despite less complex auxiliary installations, the G.91X weighed roughly 1.000 lb more than the G.91Y.

 

Performance-wise, the G.91X was, despite its conservative and heavier J52 powerplant, on par with the G.91Y, even though range, acceleration and rate of climb were not as good, the G.91Y’s afterburners gave the “Yankee Gina” a significant extra punch. On the other side, the G.91X was more robust, technically simpler and therefore easier to maintain and even better suited to operations from unprepared frontline airfields with minimal infrastructure.

Basically, the G.91X was designed to carry the same sophisticated avionics equipment as the G.91Y, which had been considerably upgraded with many of the American, British and Canadian systems being license-manufactured in Italy, but for the intended export customers in small countries with a limited budget, only a rather basic avionics package was offered, making the G.91X a simple daylight attack aircraft without any smart weapon or guided AAM capability (which the G.91Y lacked, too, only the YS for Switzerland could deploy weapons like the AIM-9 or the AGM-65).

 

Flight testing of two prototypes aircraft ran in July 1968 in parallel to the G.91Y program and was successful, with one aircraft reaching a maximum speed of Mach 0.95 in level flight, slightly less than its two-engine sibling. Airframe buffeting was noted and was rectified in production aircraft by raising the position of the tailplane slightly, and canted fins - similar to the G.91Y, but smaller - were added under the lower rear fuselage to improve directional stability. Unlike the G.91Y, which had been designed to NATO specifications, the G.91X did not feature an arrester hook, just a tail bumper.

 

The initial order of 55 G.91Y aircraft for the Italian Air Force was completed by Fiat in March 1971, by which time the company had changed its name to Aeritalia (from 1969, when Fiat Aviazione joined the Aerfer). The order was increased to 75 aircraft with 67 eventually being delivered.

In contrast to this success, the G.91X did not find immediate takers, though, because the potential market of Western-oriented countries was in the Seventies largely dominated by US American military support programs, which aggressively marketed the supersonic Northrop F-5 as a counterpart to MiG-17 and MiG-21 fighters, which had been provided to many countries by the USSR.

 

One large potential customer had been Israel, but the G.91X was declined in favor of the bigger and more sophisticated A-4N Skyhawk. Turkey and Greece also showed interest, but both eventually procured F-5 variants, heavily promoted by the USA. In the end, only a small number of the G.91X were built and sold to rather small and obscure air forces.

 

One of these few G.91X operators became Honduras. After the so-called Football War with El Salvador in 1969, the Honduran Air Force (HAF) entered the jet era in 1971 and started a re-organization and modernization program. This included the procurement of 10 old, ex-Yugoslav Canadair CL-13 Mk.4 Sabre. Later, in 1974 and as a result of an institutional growth of the Honduran Air Force, the "Coronel Hernán Acosta Mejía" Air Base, the "Coronel Armando Escalón Espinal" Base as well as the General Command of the Air Force and General Air Force General Staff were created.

 

Between 1976 and 1978 sixteen other Israeli aircraft were acquired, of the IAI \ Dassault Super-Mystere B.2 \ J-52 S'aar type, six new Cessna A-37 Dragonfly COIN aircraft and fifty UH-1 Iroquois helicopters. By then, the Sabres were in such a poor condition and deteriorated quickly under the harsh local climate, that a replacement was soon needed. The choice fell on the G.91X, not only because of the aircraft’s simplicity and ruggedness, but also because of its (though limited) reconnaissance capability as well as the engine and ammunition commonality with the ex-Israeli Sa’ars. A total of twelve G.91X were procured in 1977 and delivered until late 1979, and they were immediately put into action during the 1980s confrontation with the Sandinista government of Nicaragua, with heavy involvements in bombing raids and COIN missions. The Honduran G.91Xs flew frequent attack and reconnaissance missions, and even though they were no fighters the Ginas downed several Sandinista helicopters, including a Mil Mi-24 Hind (rather accidently shot down, though, through a salvo of unguided 5” FFARs which crossed the helicopter's flight path).

 

After the hostilities with Nicaragua had ended in 1990, the Honduran G.91Xs became actively involved in fighting drug trafficking and flew frequent reconnaissance and attack missions over home soil. By that time, the Honduran aircraft fleet was augmented or replaced (three G.91Xs had been lost through accidents or enemy fire by 1991) with 11 ex-USAF OA/A-37B Dragonflies, 12 ex-USAF Northrop F-5E/F Tiger II interceptors, 12 new Embraer T-27 Tucano armed trainers and four new CASA 101BB-02 attack airplanes.

By 1996, all eight remaining Honduran G.91Xs were, together with the Super Mystères, retired. The surviving aircraft were put up for sale as surplus, and one, already grounded G.91X airframe has been preserved at the Honduras Air Museum.

  

General characteristics:

Crew: one

Length: 11.67 m (38 ft 3.5 in)

Wingspan: 9.01 m (29 ft 6.5 in)

Height: 4.43 m (14 ft 6.3 in)

Wing area: 18.13 m² (195.149 ft²)

Empty weight: 4,400 kg (9,692 lb)

Loaded weight: 8,100 kg (17,842 lb)

Max. takeoff weight: 9,000 kg (19,823 lb)

 

Powerplant:

1× Pratt & Whitney J52-P6A turbojet with 8,500 lbf (38,000 N) of thrust

 

Performance:

Maximum speed: 1,110 km/h (600 kn, 690 mph, Mach 0.95) at 10,000 m (33,000 ft)

Range: 1,100 km (594 nmi, 683 mi)

Max. ferry range with drop tanks: 3,200 km (1,988 mls)

Service ceiling: 12,500 m (41,000 ft)

Rate of climb: 58 m/s (11.400 ft/min)

Wing loading: max. 480 kg/m² (98.3 lb/ft²)

Thrust/weight: 0.47 at maximum loading

 

Armament:

2× 30 mm (1.18 in) DEFA cannons with 120 RPG

4× under-wing pylon stations with a capacity of 1,814 kg (4,000 lb)

  

The kit and its assembly:

This build is my submission the 2020 "One week” group build at whatifmodellers.com. I had originally earmarked my Thai Navy A-4 for this event, but already built it for the “In the navy” GB that ran a couple of weeks earlier, since it was a perfect thematic match.

 

While searching for an alternative I found a Matchbox G.91Y in the stash and wondered about a single engine alternative, a simpler aircraft in the spirit of the original G.91R variants. Since I had some surplus fuselages from G.91R Revell kits in the donor bank, the G.91X was born.

 

The basis is the Matchbox G.91Y kit, a basic affair with mediocre fit and only few details. It was mostly built OOB, except for lowered flaps (easy to realize on this kit) and a completely new lower rear fuselage from a smaller G.91R section with only a single exhaust. This feat was a little more challenging than it seems, since the G.91R is considerably smaller and shorter than the G.91Y – a lot of improvisation and PSR went into this cosmetic stunt. For instance, the seams between the parts had to be reinforced from the inside, bridging the different fuselage shapes, and a 2-3mm gap between the fuselage halves had to be filled. In order to emphasize the new engine arrangement, the G.91Y’s dorsal air scoops were sanded away and a new jet exhaust had to be found for the new, rather oval tail orifice. I eventually settled upon a protective cap from y syringe needle.

 

Furthermore, the cast-on guns were replaced with hollow steel needles, and some blade antennae (styrene sheet) as well as gun nozzle protectors (thin wire) were added. The cockpit was also slightly pimped with styrene profiles and some wire (on the ejection seat and for some side consoles), the pilot figure – even though the Matchbox figures are among the best I know – was replaced by a pilot from an Airfix A-4 Skyhawk (left over from the recent Thai Navy A-4LT build). However, the canopy remained closed, since opening it would require more fuselage cutting.

 

The ordnance was kept simple, reflecting the attack/COIN role of this aircraft: a pair of LAU-19 unguided missile pods and two Mk. 82 bombs; these came from an Italeri NATO weapon set and an Airfix A-4 kit, respectively.

  

Painting and markings:

Another inspiration for this build were pictures from a PC-7 trainer of the Guatemala Air Force, which carried a livery in three murky shades of green. I found this paint scheme pretty interesting, esp. as an alternative to the ubiquitous SEA scheme (that Honduran A-37s carried). For the G.91X I adapted the scheme with slightly more contrasty tones of two shades of green and a more brownish hue: Faded Olive Drab (Modelmaster #2051), Olive Drab (Humbrol 155) and Dark Green (Humbrol 30). The undersides were painted in a light grey (Humbrol 166). I initially considered a wrap-around scheme, but eventually found it to look too boring – also with a look at the potential markings, because aircraft of the Honduran Air Force typically only carried and carry minimal markings. Instead of the Guatemalan PC-7’s apparently symmetrical scheme I rather went for a more disruptive pattern, though.

 

The model was seriously weathered with a black ink washing and post panel shading, simulating constant use and the influence of tropical climate conditions. The decals were puzzled together from various sources and improvised. Most stencils come from the OOB sheet, the roundels on the fuselage and the flags on the fin were printed at home on clear sheet, with a white decal base added underneath. Quite complicated, but the alternative white decal paper as printing base would not yield sufficiently opaque markings. In order to add some eye-catchers I gave the Gina roundels on the fuselage and on the wings, too – these are rather modern markings, but just with the flags on the fin I found the model to look quite murky and boring. Artistic freedom… The “FAH” abbreviations were created with single USAF 45° letters.

 

Finally, after some soot stains around the guns and the exhaust with grinded graphite, the aircraft was sealed with matt Italeri acrylic varnish.

  

A relatively simple project – chosen with the perspective of just a week (well, eight days, to be honest) to tackle and finish it, despite the major fuselage surgery and the photo shooting and editing on top.

Ceramic Buddha Incense Burner. I burned three incense cones at once in order to obtain this volume of incense smoke.

Incense is aromatic biotic material that releases fragrant smoke when burned. The term refers to the material itself, rather than to the aroma that it produces. Incense is used for aesthetic reasons, and in therapy, meditation, and ceremony. It may also be used as a simple deodorant or insectifuge.

 

Incense is composed of aromatic plant materials, often combined with essential oils. The forms taken by incense differ with the underlying culture, and have changed with advances in technology and increasing number of uses.

 

Incense can generally be separated into two main types: "indirect-burning" and "direct-burning". Indirect-burning incense (or "non-combustible incense") is not capable of burning on its own, and requires a separate heat source. Direct-burning incense (or "combustible incense") is lit directly by a flame and then fanned or blown out, leaving a glowing ember that smoulders and releases a smoky fragrance. Direct-burning incense is either a paste formed around a bamboo stick, or a paste that is extruded into a stick or cone shape.

 

HISTORY:

 

The word incense comes from Latin incendere meaning "to burn".

 

Combustible bouquets were used by the ancient Egyptians, who employed incense in both pragmatic and mystical capacities. Incense was burnt to counteract or obscure malodorous products of human habitation, but was widely perceived to also deter malevolent demons and appease the gods with its pleasant aroma. Resin balls were found in many prehistoric Egyptian tombs in El Mahasna, giving evidence for the prominence of incense and related compounds in Egyptian antiquity. One of the oldest extant incense burners originates from the 5th dynasty. The Temple of Deir-el-Bahari in Egypt contains a series of carvings that depict an expedition for incense.

 

The Babylonians used incense while offering prayers to divining oracles. Incense spread from there to Greece and Rome.

 

Incense burners have been found in the Indus Civilization (3300–1300 BCE). Evidence suggests oils were used mainly for their aroma. India also adopted techniques from East Asia, adapting the formulation to encompass aromatic roots and other indigenous flora. This was the first usage of subterranean plant parts in incense. New herbs like Sarsaparilla seeds, frankincense, and cypress were used by Indians.

 

At around 2000 BCE, Ancient China began the use of incense in the religious sense, namely for worship. Incense was used by Chinese cultures from Neolithic times and became more widespread in the Xia, Shang, and Zhou dynasties. The earliest documented use of incense comes from the ancient Chinese, who employed incense composed of herbs and plant products (such as cassia, cinnamon, styrax, and sandalwood) as a component of numerous formalized ceremonial rites. Incense usage reached its peak during the Song dynasty with numerous buildings erected specifically for incense ceremonies.

 

Brought to Japan in the 6th century by Korean Buddhist monks, who used the mystical aromas in their purification rites, the delicate scents of Koh (high-quality Japanese incense) became a source of amusement and entertainment with nobles in the Imperial Court during the Heian Era 200 years later. During the 14th-century Ashikaga shogunate, a samurai warrior might perfume his helmet and armor with incense to achieve an aura of invincibility (as well as to make a noble gesture to whoever might take his head in battle). It wasn't until the Muromachi period during the 15th and 16th century that incense appreciation (kōdō) spread to the upper and middle classes of Japanese society.

 

COMPOSITION:

 

A variety of materials have been used in making incense. Historically there has been a preference for using locally available ingredients. For example, sage and cedar were used by the indigenous peoples of North America. Trading in incense materials comprised a major part of commerce along the Silk Road and other trade routes, one notably called the Incense Route.

 

Local knowledge and tools were extremely influential on the style, but methods were also influenced by migrations of foreigners, such as clergy and physicians.

 

COMBUSTIBLE BASE:

 

The combustible base of a direct burning incense mixture not only binds the fragrant material together but also allows the produced incense to burn with a self-sustained ember, which propagates slowly and evenly through an entire piece of incense with such regularity that it can be used to mark time. The base is chosen such that it does not produce a perceptible smell. Commercially, two types of incense base predominate:

 

Fuel and oxidizer mixtures: Charcoal or wood powder provides the fuel for combustion while an oxidizer such as sodium nitrate or potassium nitrate sustains the burning of the incense. Fragrant materials are added to the base prior to shaping, as in the case of powdered incense materials, or after, as in the case of essential oils. The formula for charcoal-based incense is superficially similar to black powder, though it lacks the sulfur.

Natural plant-based binders: Gums such as Gum Arabic or Gum Tragacanth are used to bind the mixture together. Mucilaginous material, which can be derived from many botanical sources, is mixed with fragrant materials and water. The mucilage from the wet binding powder holds the fragrant material together while the cellulose in the powder combusts to form a stable ember when lit. The dry binding powder usually comprises about 10% of the dry weight in the finished incense. These include:

Makko (incense powder) made from the bark of various trees in the genus Persea (such as Persea thunbergii)

Xiangnan pi (made from the bark of trees of genus Phoebe such as Phoebe nanmu or Persea zuihoensis.

Jigit: a resin based binder used in India

Laha or Dar: bark based powders used in Nepal, Tibet, and other East Asian countries.

 

Typical compositions burn at a temperature between 220 °C and 260 °C.

 

TYPES:

 

Incense is available in various forms and degrees of processing. They can generally be separated into "direct-burning" and "indirect-burning" types. Preference for one form or another varies with culture, tradition, and personal taste. The two differ in their composition due to the former's requirement for even, stable, and sustained burning.

 

INDIRECT-BURNING:

 

Indirect-burning incense, also called "non-combustible incense", is an aromatic material or combination of materials, such as resins, that does not contain combustible material and so requires a separate heat source. Finer forms tend to burn more rapidly, while coarsely ground or whole chunks may be consumed very gradually, having less surface area. Heat is traditionally provided by charcoal or glowing embers. In the West, the best known incense materials of this type are the resins frankincense and myrrh, likely due to their numerous mentions in the Bible. Frankincense means "pure incense", though in common usage refers specifically to the resin of the boswellia tree.

 

Whole: The incense material is burned directly in raw form on top of coal embers.

Powdered or granulated: Incense broken into smaller pieces burns quickly and provides brief but intense odour.

 

Paste: Powdered or granulated incense material is mixed with a sticky incombustible binder, such as dried fruit, honey, or a soft resin and then formed to balls or small pastilles. These may then be allowed to mature in a controlled environment where the fragrances can commingle and unite. Much Arabian incense, also called "Bukhoor" or "Bakhoor", is of this type, and Japan has a history of kneaded incense, called nerikō or awasekō, made using this method. Within the Eastern Orthodox Christian tradition, raw frankincense is ground into a fine powder and then mixed with various sweet-smelling essential oils.

 

DIRECT-BURNING:

 

Direct-burning incense, also called "combustible incense", is lit directly by a flame. The glowing ember on the incense will continue to smoulder and burn the rest of the incense without further application of external heat or flame. Direct-burning incense is either extruded, pressed into forms, or coated onto a supporting material. This class of incense is made from a moldable substrate of fragrant finely ground (or liquid) incense materials and odourless binder. The composition must be adjusted to provide fragrance in the proper concentration and to ensure even burning. The following types are commonly encountered, though direct-burning incense can take nearly any form, whether for expedience or whimsy.

 

Coil: Extruded and shaped into a coil without a core, coil incense can burn for an extended period, from hours to days, and is commonly produced and used in Chinese cultures.

 

Cone: Incense in this form burns relatively quickly. Incense cones were invented in Japan in the 1800s.

Cored stick: A supporting core of bamboo is coated with a thick layer of incense material that burns away with the core. Higher-quality variations have fragrant sandalwood cores. This type of incense is commonly produced in India and China. When used in Chinese folk religion, these are sometimes known as "joss sticks".

 

Dhoop or solid stick: With no bamboo core, dhoop incense is easily broken for portion control. This is the most commonly produced form of incense in Japan and Tibet.

Powder: The loose incense powder used for making indirect burning incense is sometimes burned without further processing. Powder incense is typically packed into long trails on top of wood ash using a stencil and burned in special censers or incense clocks.

 

Paper: Paper infused with incense, folded accordion style, is lit and blown out. Examples include Carta d'Armenia and Papier d'Arménie.

Rope: The incense powder is rolled into paper sheets, which are then rolled into ropes, twisted tightly, then doubled over and twisted again, yielding a two-strand rope. The larger end is the bight, and may be stood vertically, in a shallow dish of sand or pebbles. The smaller (pointed) end is lit. This type of incense is easily transported and stays fresh for extremely long periods. It has been used for centuries in Tibet and Nepal.

 

Moxa tablets, which are disks of powdered mugwort used in Traditional Chinese medicine for moxibustion, are not incenses; the treatment is by heat rather than fragrance.

Incense sticks may be termed joss sticks, especially in parts of East Asia, South Asia and Southeast Asia. Among ethnic Chinese and Chinese-influenced communities these are traditionally burned at temples, before the threshold of a home or business, before an image of a religious divinity or local spirit, or in shrines, large and small, found at the main entrance of every village. Here the earth god is propitiated in the hope of bringing wealth and health to the village. They can also be burned in front of a door or open window as an offering to heaven, or the devas. The word "joss" is derived from the Latin deus (god) via the Portuguese deos through the Javanese dejos, through Chinese pidgin English.

 

PRODUCTION:

 

The raw materials are powdered and then mixed together with a binder to form a paste, which, for direct burning incense, is then cut and dried into pellets. Incense of the Athonite Orthodox Christian tradition is made by powdering frankincense or fir resin, mixing it with essential oils. Floral fragrances are the most common, but citrus such as lemon is not uncommon. The incense mixture is then rolled out into a slab approximately 1 cm thick and left until the slab has firmed. It is then cut into small cubes, coated with clay powder to prevent adhesion, and allowed to fully harden and dry. In Greece this rolled incense resin is called 'Moskolibano', and generally comes in either a pink or green colour denoting the fragrance, with pink being rose and green being jasmine.

 

Certain proportions are necessary for direct-burning incense:

 

Oil content: an excess of oils may prevent incense from smoldering effectively. Resinous materials such as myrrh and frankincense are typically balanced with "dry" materials such as wood, bark and leaf powders.

Oxidizer quantity: Too little oxidizer in gum-bound incense may prevent the incense from igniting, while too much will cause the incense to burn too quickly, without producing fragrant smoke.

Binder: Water-soluble binders such as "makko" ensure that the incense mixture does not crumble when dry, dilute the mixture.

 

Mixture density: Incense mixtures made with natural binders must not be combined with too much water in mixing, or over-compressed while being formed, which would result in either uneven air distribution or undesirable density in the mixture, causing the incense to burn unevenly, too slowly, or too quickly.

 

Particulate size: The incense mixture has to be well pulverized with similarly sized particulates. Uneven and large particulates result in uneven burning and inconsistent aroma production when burned.

 

"Dipped" or "hand-dipped" direct-burning incense is created by dipping "incense blanks" made of unscented combustible dust into any suitable kind of essential or fragrance oil. These are often sold in the United States by flea-market and sidewalk vendors who have developed their own styles. This form of incense requires the least skill and equipment to manufacture, since the blanks are pre-formed in China or South East Asia.

 

Incense mixtures can be extruded or pressed into shapes. Small quantities of water are combined with the fragrance and incense base mixture and kneaded into a hard dough. The incense dough is then pressed into shaped forms to create cone and smaller coiled incense, or forced through a hydraulic press for solid stick incense. The formed incense is then trimmed and slowly dried. Incense produced in this fashion has a tendency to warp or become misshapen when improperly dried, and as such must be placed in climate-controlled rooms and rotated several times through the drying process.

 

Traditionally, the bamboo core of cored stick incense is prepared by hand from Phyllostachys heterocycla cv. pubescens since this species produces thick wood and easily burns to ashes in the incense stick. In a process known as "splitting the foot of the incense stick", the bamboo is trimmed to length, soaked, peeled, and split in halves until the thin sticks of bamboo have square cross sections of less than 3mm. This process has been largely replaced by machines in modern incense production.

 

In the case of cored incensed sticks, several methods are employed to coat the sticks cores with incense mixture:

 

Paste rolling: A wet, malleable paste of incense mixture is first rolled into a long, thin coil, using a paddle. Then, a thin stick is put next to the coil and the stick and paste are rolled together until the stick is centered in the mixture and the desired thickness is achieved. The stick is then cut to the desired length and dried.

Powder-coating: Powder-coating is used mainly to produce cored incense of either larger coil (up to 1 meter in diameter) or cored stick forms. A bundle of the supporting material (typically thin bamboo or sandalwood slivers) is soaked in water or a thin water/glue mixture for a short time. The thin sticks are evenly separated, then dipped into a tray of incense powder consisting of fragrance materials and occasionally a plant-based binder. The dry incense powder is then tossed and piled over the sticks while they are spread apart. The sticks are then gently rolled and packed to maintain roundness while more incense powder is repeatedly tossed onto the sticks. Three to four layers of powder are coated onto the sticks, forming a 2 mm thick layer of incense material on the stick. The coated incense is then allowed to dry in open air. Additional coatings of incense mixture can be applied after each period of successive drying. Incense sticks produced in this fashion and burned in temples of Chinese folk religion can have a thickness between 2 and 4 millimeters.

Compression: A damp powder is mechanically formed around a cored stick by compression, similar to the way uncored sticks are formed. This form is becoming more common due to the higher labor cost of producing powder-coated or paste-rolled sticks.

 

BURNING INCENSE:

 

Indirect-burning incense burned directly on top of a heat source or on a hot metal plate in a censer or thurible.

 

In Japan a similar censer called a egōro (柄香炉) is used by several Buddhist sects. The egōro is usually made of brass, with a long handle and no chain. Instead of charcoal, makkō powder is poured into a depression made in a bed of ash. The makkō is lit and the incense mixture is burned on top. This method is known as sonae-kō (religious burning).

 

For direct-burning incense, the tip or end of the incense is ignited with a flame or other heat source until the incense begins to turn into ash at the burning end. The flame is then fanned or blown out, leaving the incense to smolder.

 

CULTURAL VARIATIONS:

 

ARABIAN:

 

In most Arab countries, incense is burned in the form of scented chips or blocks called bakhoor (Arabic: بخور‎ [bɑˈxuːɾ, bʊ-]. Incense is used on special occasions like weddings or on Fridays or generally to perfume the house. The bakhoor is usually burned in a mabkhara, a traditional incense burner (censer) similar to the Somali Dabqaad. It is customary in many Arab countries to pass bakhoor among the guests in the majlis ('congregation'). This is done as a gesture of hospitality.

 

CHINESE:

 

For over two thousand years, the Chinese have used incense in religious ceremonies, ancestor veneration, Traditional Chinese medicine, and daily life. Agarwood (chénxiāng) and sandalwood (tánxiāng) are the two most important ingredients in Chinese incense.

 

Along with the introduction of Buddhism in China came calibrated incense sticks and incense clocks. The first known record is by poet Yu Jianwu (487-551): "By burning incense we know the o'clock of the night, With graduated candles we confirm the tally of the watches." The use of these incense timekeeping devices spread from Buddhist monasteries into Chinese secular society.

Incense-stick burning is an everyday practice in traditional Chinese religion. There are many different types of stick used for different purposes or on different festive days. Many of them are long and thin. Sticks are mostly coloured yellow, red, or more rarely, black. Thick sticks are used for special ceremonies, such as funerals. Spiral incense, with exceedingly long burn times, is often hung from temple ceilings. In some states, such as Taiwan,

 

Singapore, or Malaysia, where they celebrate the Ghost Festival, large, pillar-like dragon incense sticks are sometimes used. These generate so much smoke and heat that they are only burned outside.

 

Chinese incense sticks for use in popular religion are generally odorless or only use the slightest trace of jasmine or rose, since it is the smoke, not the scent, which is important in conveying the prayers of the faithful to heaven. They are composed of the dried powdered bark of a non-scented species of cinnamon native to Cambodia, Cinnamomum cambodianum. Inexpensive packs of 300 are often found for sale in Chinese supermarkets. Though they contain no sandalwood, they often include the Chinese character for sandalwood on the label, as a generic term for incense.

 

Highly scented Chinese incense sticks are used by some Buddhists. These are often quite expensive due to the use of large amounts of sandalwood, agarwood, or floral scents used. The sandalwood used in Chinese incenses does not come from India, its native home, but rather from groves planted within Chinese territory. Sites belonging to Tzu Chi, Chung Tai Shan, Dharma Drum Mountain, Xingtian Temple, or City of Ten Thousand Buddhas do not use incense.

 

INDIAN:

 

Incense sticks, also known as agarbathi (or agarbatti) and joss sticks, in which an incense paste is rolled or moulded around a bamboo stick, are the main forms of incense in India. The bamboo method originated in India, and is distinct from the Nepali/Tibetan and Japanese methods of stick making without bamboo cores. Though the method is also used in the west, it is strongly associated with India.

 

The basic ingredients are the bamboo stick, the paste (generally made of charcoal dust and joss/jiggit/gum/tabu powder – an adhesive made from the bark of litsea glutinosa and other trees), and the perfume ingredients - which would be a masala (spice mix) powder of ground ingredients into which the stick would be rolled, or a perfume liquid sometimes consisting of synthetic ingredients into which the stick would be dipped. Perfume is sometimes sprayed on the coated sticks. Stick machines are sometimes used, which coat the stick with paste and perfume, though the bulk of production is done by hand rolling at home. There are about 5,000 incense companies in India that take raw unperfumed sticks hand-rolled by approximately 200,000 women working part-time at home, and then apply their own brand of perfume, and package the sticks for sale. An experienced home-worker can produce 4,000 raw sticks a day. There are about 50 large companies that together account for up to 30% of the market, and around 500 of the companies, including a significant number of the main ones, including Moksh Agarbatti and Cycle Pure, are based in Mysore.

 

JEWISH TEMPLE IN JERUSALEM:

 

:

 

Ketoret was the incense offered in the Temple in Jerusalem and is stated in the Book of Exodus to be a mixture of stacte, onycha, galbanum and frankincense.

 

TIBETAN:

 

Tibetan incense refers to a common style of incense found in Tibet, Nepal, and Bhutan. These incenses have a characteristic "earthy" scent to them. Ingredients vary from cinnamon, clove, and juniper, to kusum flower, ashvagandha, and sahi jeera.

 

Many Tibetan incenses are thought to have medicinal properties. Their recipes come from ancient Vedic texts that are based on even older Ayurvedic medical texts. The recipes have remained unchanged for centuries.

 

JAPANESE:

 

In Japan incense appreciation folklore includes art, culture, history, and ceremony. It can be compared to and has some of the same qualities as music, art, or literature. Incense burning may occasionally take place within the tea ceremony, just like calligraphy, ikebana, and scroll arrangement. The art of incense appreciation, or koh-do, is generally practiced as a separate art form from the tea ceremony, and usually within a tea room of traditional Zen design.

 

Agarwood (沈香 Jinkō) and sandalwood (白檀 byakudan) are the two most important ingredients in Japanese incense. Agarwood is known as "jinkō" in Japan, which translates as "incense that sinks in water", due to the weight of the resin in the wood. Sandalwood is one of the most calming incense ingredients and lends itself well to meditation. It is also used in the Japanese tea ceremony. The most valued Sandalwood comes from Mysore in the state of Karnataka in India.

 

Another important ingredient in Japanese incense is kyara (伽羅). Kyara is one kind of agarwood (Japanese incense companies divide agarwood into 6 categories depending on the region obtained and properties of the agarwood). Kyara is currently worth more than its weight in gold.

 

Some terms used in Japanese incense culture include:

 

Incense arts: [香道, kodo]

Agarwood: [ 沈香 ] – from heartwood from Aquilaria trees, unique, the incense wood most used in incense ceremony, other names are: lignum aloes or aloeswood, gaharu, jinko, or oud.

Censer/Incense burner: [香爐] – usually small and used for heating incense not burning, or larger and used for burning

Charcoal: [木炭] – only the odorless kind is used.

Incense woods: [ 香木 ] – a naturally fragrant resinous wood.

 

USAGE:

 

PRACTICAL:

 

Incense fragrances can be of such great strength that they obscure other less desirable odours. This utility led to the use of incense in funerary ceremonies because the incense could smother the scent of decay. An example, as well as of religious use, is the giant Botafumeiro thurible that swings from the ceiling of the Cathedral of Santiago de Compostela. It is used in part to mask the scent of the many tired, unwashed pilgrims huddled together in the Cathedral of Santiago de Compostela.

 

A similar utilitarian use of incense can be found in the post-Reformation Church of England. Although the ceremonial use of incense was abandoned until the Oxford Movement, it was common to have incense (typically frankincense) burned before grand occasions, when the church would be crowded. The frankincense was carried about by a member of the vestry before the service in a vessel called a 'perfuming pan'. In iconography of the day, this vessel is shown to be elongated and flat, with a single long handle on one side. The perfuming pan was used instead of the thurible, as the latter would have likely offended the Protestant sensibilities of the 17th and 18th centuries.

 

The regular burning of direct-burning incense has been used for chronological measurement in incense clocks. These devices can range from a simple trail of incense material calibrated to burn in a specific time period, to elaborate and ornate instruments with bells or gongs, designed to involve multiple senses.

 

Incense made from materials such as citronella can repel mosquitoes and other irritating, distracting, or pestilential insects. This use has been deployed in concert with religious uses by Zen Buddhists who claim that the incense that is part of their meditative practice is designed to keep bothersome insects from distracting the practitioner. Currently, more effective pyrethroid-based mosquito repellent incense is widely available in Asia.

 

Papier d'Arménie was originally sold as a disinfectant as well as for the fragrance.

 

Incense is also used often by people who smoke indoors and do not want the smell to linger.

 

AESTHETIC:

 

Many people burn incense to appreciate its smell, without assigning any other specific significance to it, in the same way that the foregoing items can be produced or consumed solely for the contemplation or enjoyment of the aroma. An example is the kōdō (香道), where (frequently costly) raw incense materials such as agarwood are appreciated in a formal setting.

 

RELIGIOUS:

 

Religious use of incense is prevalent in many cultures and may have roots in the practical and aesthetic uses, considering that many of these religions have little else in common. One common motif is incense as a form of sacrificial offering to a deity. Such use was common in Judaic worship and remains in use for example in the Catholic, Orthodox, and Anglican churches, Taoist and Buddhist Chinese jingxiang (敬香 "offer incense), etc.

 

Aphrodisiac Incense has been used as an aphrodisiac in some cultures. Both ancient Greek and ancient Egyptian mythology suggest the usage of incense by goddesses and nymphs. Incense is thought to heighten sexual desires and sexual attraction.

 

Time-keeper Incense clocks are used to time social, medical and religious practices in parts of eastern Asia. They are primarily used in Buddhism as a timer of mediation and prayer. Different types of incense burn at different rates; therefore, different incense are used for different practices. The duration of burning ranges from minutes to months.

 

Healing stone cleanser Incense is claimed to cleanse and restore energy in healing stones. The technique used is called “smudging” and is done by holding a healing stone over the smoke of burning incense for 20 to 30 seconds. Some people believe that this process not only restores energy but eliminates negative energy.

 

HEALTH RISK FROM INCENSE SMOKE:

 

Incense smoke contains various contaminants including gaseous pollutants, such as carbon monoxide (CO), nitrogen oxides (NOx), sulfur oxides (SOx), volatile organic compounds (VOCs), and adsorbed toxic pollutants (polycyclic aromatic hydrocarbons and toxic metals). The solid particles range between ~10 and 500 nm. In a comparison, Indian sandalwood was found to have the highest emission rate, followed by Japanese aloeswood, then Taiwanese aloeswood, while Chinese smokeless sandalwood had the least.

 

Research carried out in Taiwan in 2001 linked the burning of incense sticks to the slow accumulation of potential carcinogens in a poorly ventilated environment by measuring the levels of polycyclic aromatic hydrocarbons (including benzopyrene) within Buddhist temples. The study found gaseous aliphatic aldehydes, which are carcinogenic and mutagenic, in incense smoke.

 

A survey of risk factors for lung cancer, also conducted in Taiwan, noted an inverse association between incense burning and adenocarcinoma of the lung, though the finding was not deemed significant.

 

In contrast, epidemiologists at the Hong Kong Anti-Cancer Society, Aichi Cancer Center in Nagoya, and several other centers found: "No association was found between exposure to incense burning and respiratory symptoms like chronic cough, chronic sputum, chronic bronchitis, runny nose, wheezing, asthma, allergic rhinitis, or pneumonia among the three populations studied: i.e. primary school children, their non-smoking mothers, or a group of older non-smoking female controls. Incense burning did not affect lung cancer risk among non-smokers, but it significantly reduced risk among smokers, even after adjusting for lifetime smoking amount." However, the researchers qualified their findings by noting that incense burning in the studied population was associated with certain low-cancer-risk dietary habits, and concluded that "diet can be a significant confounder of epidemiological studies on air pollution and respiratory health."

 

Although several studies have not shown a link between incense and lung cancer, many other types of cancer have been directly linked to burning incense. A study published in 2008 in the medical journal Cancer found that incense use is associated with a statistically significant higher risk of cancers of the upper respiratory tract, with the exception of nasopharyngeal cancer. Those who used incense heavily also were 80% more likely to develop squamous-cell carcinomas. The link between incense use and increased cancer risk held when the researchers weighed other factors, including cigarette smoking, diet and drinking habits. The research team noted that "This association is consistent with a large number of studies identifying carcinogens in incense smoke, and given the widespread and sometimes involuntary exposure to smoke from burning incense, these findings carry significant public health implications."

 

In 2015, the South China University of Technology found toxicity of incense to Chinese hamsters' ovarian cells to be even higher than cigarettes.

 

Incensole acetate, a component of Frankincense, has been shown to have anxiolytic-like and antidepressive-like effects in mice, mediated by activation of poorly-understood TRPV3 ion channels in the brain.

Sans Pareil is a steam locomotive built by Timothy Hackworth which took part in the 1829 Rainhill Trials on the Liverpool and Manchester Railway, held to select a builder of locomotives. The name is French and means 'peerless' or 'without equal'.

 

While a capable locomotive for the day, its technology was somewhat antiquated compared to George and Robert Stephenson's Rocket, the winner of the Rainhill Trials and the £500 prize money. Instead of the fire tube boiler of Rocket, Sans Pareil had a double return flue. To increase the heating surface area, the two flues were joined by a U shaped tube at the forward end of the boiler; the firebox and chimney were both positioned at the rear same end, one on either side.

 

Sans Pareil had two cylinders, mounted vertically at the opposite end to the chimney, and driving one pair of driving wheels directly - the other pair were driven via connecting rods, in the typical steam locomotive fashion.

 

Locomotion, previously known as Locomotion the National Railway Museum at Shildon, is a railway museum in Shildon, County Durham, England. The museum was renamed in 2017 when it became part of the Science Museum Group.

 

The museum was opened on 22 October 2004 by Prime Minister and local MP Tony Blair. Built at a cost of £11.3 million, it is based on the former "Timothy Hackworth Victorian Railway Museum". The museum is operated in partnership with Durham County Council and was expected to bring 60,000 visitors a year to the small town. However, during its first six months, the museum attracted 94,000 visits. Locomotion was shortlisted as one of the final five contenders in the Gulbenkian Prize, which is the largest arts prize in the United Kingdom.

 

As part of the 2025 plans for the National Railway Museum, a second building will be built to house more of the wider collection. In addition, parts of the original museum including the coal drops will be restored having fallen out of use.

 

The museum is sited near Timothy Hackworth's Soho Works on the world's first public railway, the Stockton and Darlington Railway (opened on 27 September 1825 with a train hauled by Locomotion No 1 which took 2 hours to complete the 12-mile (19 km) journey from Shildon to Darlington). The town was to become a major centre for British railway engineering thanks to the Shildon wagon works, which closed in 1984.

 

Shildon station, on the Tees Valley Line was rebuilt and modernised as part of the museum's construction and is actually situated adjacent to the trail and demonstration rail line through the museum site. It is served by all services on the line, operated by Northern.

 

The museum is arranged as stops along the 1-kilometre (0.6 mi) demonstration line with station direction board signs and information points on the trail between the car parks and the main collection building. The museum has a six-spur apron in front of the main shed and another short length of track for showing off resident locomotives and visiting trains.

 

The trail starts at the 19th-century welcome building. The original Sans Pareil was previously on display here (It has since been moved to the Collection Building). The second building is Timothy Hackworth's house. It contains several activities about the history of Shildon. Soho is a stone building that was a railway workshop, having originally been an iron merchant's store. The fourth stop is the former goods shed for the town, with most incoming and outgoing goods being delivered to the railway by horse and cart. The building is built partially from recycled stone sleeper blocks, the old fixing slots being visible in the wall.

 

The railway station's parcel office is the next part of the trail and at the junction, visible across the tracks are the former stables for the early horse-drawn wagonways that linked to the line. The coal drops were a refuelling point for steam locomotives. Wagons were hauled up an incline and the coal 'dropped' down wooden chutes into the tender below.

 

The trail passes under the roadway. There is a children's playground and a picnic area outside the Collection building. The trail ends at the largest building in the museum. It contains the exhibition hall and a conservation workshop with viewing gallery to see the work carried out by volunteers restoring some of the exhibits. Other facilities in the building include interactive games, a cafe and shop.

 

The museum is home to several locomotives from the National Collection, including a replica of Timothy Hackworth's Sans Pareil. The original engine, built to compete in the Rainhill Trials, is also at Shildon. The trials were to decide which engine should operate the passenger railway between Liverpool and Manchester. After a 175 years absence from the town, the locomotive was returned and is displayed in the Collection building. LNER Class A4 4468 Mallard which is usually displayed in the NRM's York museum was temporarily displayed in the museum from June 2010 to July 2011. In 2014, ahead of the 75th-anniversary celebrations for Mallard's setting the world steam speed record, 8,000 visitors turned up to welcome five sister A4 locomotives including 60008 "Dwight D Eisenhower" and 60010 "Dominion of Canada" that were repatriated from North America, the latter was given a cosmetic overhaul in Shildon's workshop.

 

The main exhibition building houses most of the collection and includes the sole examples of the prototype APT-E and Deltic units. The museum has a wind turbine which provides power to the National Grid and an on-site biodiesel bus for transporting visitors around the site.

 

The NRM recommends checking with them in advance if going to see a particular exhibit.

  

+++ 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:

Operated by the Islamic Revolutionary Guards Corps, Iran's small Bell AH-1J fleet has seen a fair share of indigenous modernization in recent years. In 1971, Iran purchased 202 examples of an improved AH-1J, named "AH-1J International", from the United States. This improved Cobra featured an uprated P&WC T400-WV-402 engine and a stronger drivetrain, so that it would have a better performance under “hot & high” conditions. Recoil damping gear was fitted to the 20 mm M197 gun turret, and the gunner was given a stabilized sight and a stabilized seat, too. Of the AH-1Js delivered to the Shah's Imperial Iranian Army Aviation, 62 were TOW-capable.

Iranian AH-1Js participated in the Iran–Iraq War—which saw the most intensive use of helicopters in any conventional war. Iranian AH-1Js (particularly the TOW-capable ones) were "exceptionally effective" in anti-armor warfare, inflicting heavy losses on Iraqi armored and vehicle formations. In operations over the barren terrain in Khuzestan and later in southern Iraq, beside the standard tactics, Iranian pilots developed special, effective tactics, often in the same manner as the Soviets did with their Mi-24s. Due to the post-Revolution weapons sanctions, Iranians had to make do with what was at hand: lacking other guided ordnance they equipped the AH-1Js with AGM-65 Maverick missiles and used them with some success in several operations. About half of the AH-1Js were lost during the conflict to combat, accidents, and simple wear and tear –the rest of the fleet was kept operational and busy during the following years.

 

However, time and use took their toll on the Iranian Cobras, for which no replacement could be found. In 2001, Brigadier General Ahmad Kazemi, the then-commander in chief of the IRGC Air Force (from 2009, it became known as the IRGC Aerospace Force, or IRGCASF), requested Ali Khamenei, leader of the Islamic Republic, to permit the IRGC to procure two former army AH-1J Cobra helicopters that had been restored by the Iranian Helicopters Support and Renewal Company (IHSRC, called ‘Panha’ in Iran). They belonged to the Iranian Army Aviation Force (IRIAA, as it was then known), which lacked the funds to pay for the necessary restoration and renewal of parts and fuselage sections.

The first of these refurbished AH-1Js was a TOW Cobra capable of using the Iranian-made clone of the BGM-71A TOW anti-tank missile, the “Towfan”, while the second helicopter was a Non-TOW version capable of using only the 2¾-inch Hydra unguided rockets. They entered IRGCAF service at Fat'h helicopter base, Karaj, to the west of Tehran, in 2001. This marked the start of an ongoing but slow modernization program for the remaining Iranian Cobra fleet.

 

IHSRC also worked on the restoration of two more battle-damaged AH-1J TOW Cobras, in a project known as “Panha-2091”. The front sections of their fuselages had been destroyed by cannon rounds from Iraqi tanks during the Iran-Iraq war and the extensive restoration work required manufacture of new fuselage panels and structural parts. Panha engineers also co-operated with their colleagues from IAMI (Iranian Aircraft Manufacturing Industries, also known as HESA in Iran) and designed a new canopy for the helicopters equipped with a flat, bulletproof windshield instead of the former oval, non-bulletproof version. Under a project named HESA-2091, both helicopters were thoroughly modernized and equipped with multifunction displays and a new weapon control system with a head-up display for the pilot. Internal avionics were revamped with the addition of a GPS system in the nose, and a warning radar with four antennae providing 360 degrees coverage was integrated, too. Design and production of the new digital systems and their components was carried out by the Iranian Electronics Industries Company (IEI) with the assistance of Isfahan University of Technology and a Chinese-connected company, Safa Electronic Component Industries. Installation was performed by IAMI in Shahin-Shahr.

 

These two helicopters were ultimately named ‘Tiztak-2091’ and became prototypes for a larger modernization project for 102 remaining AH-1J Cobra attack helicopters for the Iranian Army Aviation Force. However, in total, the cost of this bold conversion projects exceeded the whole IRIAA budget for 2001, and this resulted in the cancellation of the wider modernization program just a year later. Step forward the IRGC which procured the two Tiztak-2091 prototypes alongside four more former IRIAA AH-1J Non-TOW Cobra helicopters from the Iranian Defence Ministry. These were revamped and delivered to frontline units between 2003 and 2005. However, further conversions have only be done sparingly since then, due to the lack of funds and material.

Despite these limitations, the IAAF immediately began working on upgrade projects to further increase combat capability of the small but busy fleet of Cobra helicopters. The Tiztak helicopters had been equipped with new targeting/surveillance turrets instead of their M-65 Telescopic Sight Units under a IAMI project named Towfan-2 back in 2012. The first helicopters were equipped with the Oqab EO/IR targeting turret produced by IOI (Iranian Optics Industries) in 2012, while others received an RU-290 thermal camera, a product of Rayan Roshd-Afzar.

 

After the formation of the Army Aviation Force of the Islamic Revolutionary Guard Corps (IRGCAA) on February 23, 2016, the IRGCASF helicopter base at Fat’h was transferred to the IRGCGF (IRGC Ground Force), of which the IRGCAA was now a part. IRGCAA today operates more than 80 helicopters including nine Bell AH-1J International Cobras, with three examples modernized by Iranian Aircraft Manufacturing Industries (IAMI). IRGCAA had also been trying to equip its small fleet of AH-1Js with a new air-to-surface missile and an anti-tank missile, the Qaem-114 (outwardly almost identical to the American AGM-119 Hellfire), but this did not proceed beyond prototype stage.

 

Despite the active Iranian AH-1J fleet’s relatively small size after 2001, the Cobras were extremely active during counter-terrorism and counter-insurgency operations in the southeast and northwest of Iran. Both the IAAF and now the IRGCAA had always had two fire support teams, each formed with two to three AH-1Js in Orumiyeh and Zahedan, to be used against the PKK/PJAK and Jaish ul-Adl terrorist groups. The fire-support team at the IRGCGF Hamzeh Garrison in the northwest of Iran had two Bell 214A utility helicopters for SAR operations to accompany the Cobras while the team in Zahedan International Airport had two to three Mi-171Sh helicopters; usually, one armed with B8M1 rocket pods as a heavy fire support gunship.

The most notable use of the AH-1Js in combat by the IRGC took place in spring and summer 2008 when two AH-1Js stationed in Zahedan were extensively used in close-air-support missions during a counter-terrorism operation by IRGC Ground Forces against the Jondollah group (later to be rebranded as Jaish ul-Adl after being listed as a terrorist organization by the US State Department). After the arrest and execution of its leader, Abdolmalek Reigi by Iran, the group stopped its activities in 2009. It resumed again a few years later resulting in the launch of new anti-terror operations involving the AH-1Js in 2013, which continued periodically until 2020.

  

General characteristics:

Crew: 2

Length: 53 ft 5 in (16.28 m) with both rotors turning

45 ft 9 in (14 m) for fuselage only

Width: 10 ft 9 in (3.28 m) for stub wings only

Height: 13 ft 5 in (4.09 m)

Main rotor diameter: 43 ft 11 in (13.39 m)

Main rotor area: 1,514.97 sq ft (140.745 m²)

Empty weight: 2,802 kg (6,177 lb)

Max takeoff weight: 4,530 kg (9,987 lb)

 

Powerplant:

2× P&W Canada T400-CP-400 (PT6T-3 Twin-Pac) turboshaft engines, coupled to produce 1,530 shp

(1,140 kW; de-rated from 1,800 shp (1,342 kW) for drivetrain limitations)

 

Performance:

Maximum speed: 236 km/h (147 mph, 127 kn)

Range: 600 km (370 mi, 320 nmi)

Service ceiling: 10,500 ft (3,200 m)

Rate of climb: 1,090 ft/min (5.5 m/s)

 

Armament:

1× 20 mm (0.787 in) M197 3-barreled Gatling cannon in M97 chin turret with 750 rounds

4× hardpoints under the sub wings for 2.75” (70 mm) Mk 40 or Hydra 70 rockets in 7 or 19 rounds

pods; up to 16 5” (127 mm) Zuni rockets in 4-round LAU-10D/A launchers, up to eight Toophan

ATGM in a dual or quad launcher on each wing, AIM-9 Sidewinder or Misagh-2 anti-aircraft

missiles (1 mounted on each hardpoint)

  

The kit and its assembly:

This is the counterpart to another modified Fujimi AH-1 model, actually a kit bashing of the AH-1S and the AH-1J model to produce something that comes close to the real IAMI HESA-2091 helicopter, an upgraded/re-built AH-1J International of the Iranian Army Air Force. The “leftover” parts were used to create an (Indonesian) AH-1G – even though the HESA-2091 was the “core project”.

 

To create this Iranian variant, the AH-1J was taken as the basis and the nose as well as the flat-window canopy from the AH-1S were transplanted. While the nose with the TOW sensor turret was just an optional part that fits naturally on the fuselage (even though not without some PSR), the clear parts was more challenging, because the flat canopy is shorter than the original. In this case I had to fill some triangular gaps between the hood and the engine section, and this was done with 1.5 mm styrene sheet wedges and some more PSR to blend the parts that were not meant to be combined into each other.

The cockpit was taken OOB, together with the pilot figures that come with the kit. I also retained the original all-metal main rotor because the Iranian Cobras AFAIK were never upgraded with composite material blades?

 

To set the HESA-2091 further apart from the original AH-1J I changed the sensor turret in the nose and scratched a ball-shaped fairing that resembles the indigenous RU-290 thermal camera – it’s actually the ball joint from a classic clear Matchbox kit display, with a base scratched from 0.5mm styrene sheet. The “ball” turned out to be a bit too large, but the overall look is O.K., since I wanted a non-TOW AH-1J. For a “different-than-a-stock-AH-1J” look A small radome for a missile guidance antenna was added to the nose above the sensor turret, too. Another personal addition are the small end plates on the stabilizers – inspired by similar installations on Bell’s early twin-engine AH-1s, even though these later disappeared and were technically replaced by a ventral fin extension and a longer fuselage; the Iranian AH-1Js retained the short, original fuselage of the single-engine Cobra variants, though. The end plates were cut from leftover rotor blades from the scrap box, IIRC they belong to a Matchbox Dauphin 2.

 

Being part of the historical Zahedan fire support team I gave the Cobra an armament consisting of a nineteen round 70mm Hydra unguided missile pods (OOB), a pair of AGM-65 Maverick missiles (an ordnance actually deployed by Iranian Cobras), together with their respective launch rails, and I added launch tubes for indigenous Misagh-2 anti-aircraft missiles (which are actually MANPADS) to the stub wings’ tips as a self-defense measure. These were scratched from 2mm styrene rods.

  

Painting and markings:

Finding a suitable paint scheme was not easy. A conservative choice would have been an early mid-stone/earth scheme or a tri-color scheme consisting of sand, earth and dark green. However, while doing WWW research I came across some more exotic and contemporary specimen, carrying a kind of leopard-esque mottle scheme or even a “high resolution” fractal/digital cammo consisting of three shades of beige/brown/grey – even though I am not certain if the latter was a “real” camouflage for operational helicopters or just a “show and shine” propaganda livery?

 

Re-creating the latter from scratch would have been prohibitively complex, because the pixelized mottles were really fine, maybe just 2” wide each in real life. But I used this scheme as an inspiration for a simplified variant, also kept in three shades of brown, even though the result was a kind of compromise due to the limited material options to create it.

The base became an overall coat with Tamiya XF-57 (Buff), plus very light grey (RAL 7035; Humbrol 196) undersides. A light black ink washing was applied, and panels were post-shaded to create a more vivid surface.

Then came the pixelized mottles in two contrast colors: first came a layer in RAL 1015 (Hellelfenbein/Light Ivory) and then a second in RAL 8011 (Nussbraun/Nut Brown) in a 1:1 ratio, slightly overlapping and letting the Buff base shine through. These mottles were not painted but rather created with square bits from generic decal stripe material in various widths from TL Modellbau. While not as sophisticated as the original camouflage, effect and look are quite similar, and add to the unique look of this HESA-2091(-ish) model. And even though I was sceptical, esp. because of the reddish Nussbraun, the blurring effect of the scheme is surprisingly good – esp. when you put the model in front of a dry mountain background! I’ll keep the concept in the back of my head for further what-if models. All those single pixels were a lot of work, but the result looks really good.

 

Another detail from many real late Iranian Cobras was taken over, too: a black tail rotor drive shaft cover that extends up onto the fin’s leading edge – probably a measure to hide exhaust soot stains on the tail boom? A black anti-glare panel was added in front of the windscreen, too, and the rotor blades became medium grey (Humbrol 165, Medium Sea Grey) except for the main rotor blades’ undersides, which became black. The cockpit interior was uniformly painted in a very dark grey (Revell 06, Anthracite) and the pilots received khaki jumpsuits and modern grey and olive drab “bone domes”.

 

The decals were puzzled together from various sources. The Iranian roundels came from a Begemot MiG-29 sheet, registration numbers and fin flashes from an Iranian F-5. The IAAF abbreviation was created with single black 4 mm letters.

Graphite was used to weather the model, esp. the area on top of the tail boom, and the model was finally sealed with matt acrylic varnish overall.

  

An exotic model – the Iranian home-brew HESA-2091 looks familiar, but it’s a unique combination of classic Cobra elements. More spectacular is the pixelated paint scheme, and the attempt to generate it with the help of square decal bits worked (and looks) better than expected! This might also work well in grey as a winter camouflage? Hmmm….

Capable, with a War Boy, from the American movie Mad Max

 

The success of the new Ram 1500 is key to FCA. Should this high-margin pick-up become an even better seller than the old-shape model, it will see the final flames of what had once been a massive cash burn extinguished this year. Following a recent feature on Fiat and Abarth, this report takes a look at what else is in the pipeline for Ram, as well as for the Chrysler and Dodge brands.

 

This should be the last calendar year in which Ram's profits are soaked up by the need to pay down FCA's debt.

 

Fiat Chrysler has been on a long path towards its goal of becoming cash positive. Richard Palmer continues to shepherd the company ever closer towards an escape from the red ink which has bedevilled FCA since its inception.

 

It must be a tantalising thought for the CFO that this should be the last calendar year during which the firm's strong profits are soaked up by the need to pay down debt.

 

The newly announced 2019 Ram 1500 is a strong signal to FCA-watchers that the US side of the business is more than capable of developing products every bit as good as those sold by its infinitely richer rivals GM and Ford.

 

This new pick-up looks so good, it could even be a product of the old Chrysler: innovative engineering and strong exterior design are back. And with them, what also looks to be a first rate interior. Happily, the Chrysler Pacifica was not a one-off.

 

Ford's market-leading F-150 plus GM's next Silverado and Sierra twins will have anything but an easy time from Ram this year. In fact, the new 1500 will have a big head start over the 2019 Silverado: even though it is also a debutante at the NAIAS, production of the Chevrolet will lag the 2019 Ram 1500 by six months. More on Ram division below but first, this report takes a look at the Chrysler brand, which now consists of just two models.

 

Chrysler

 

The Pacifica was first seen at the Detroit auto show in January 2016, with production commencing during the following month. It replaced the Town & Country, which had been known as the Grand Voyager in some countries. That name is used in China for the Pacifica.

 

This 5.2m long minivan is on a bespoke platform and there is also a plug-in petrol-electric variant. This, oddly, is not called Pacifica PHEV but instead Pacifica Hybrid. FCA says the reason is that prospects know what a hybrid is, but many think any car with a cord needs daily charging.

 

The Pacifica will be the basis of a large crossover due in 2021. The Aspen model name will supposedly be revived.

 

The XL sized minivan can be ordered in seven- or eight-seat formats (the T&C had a maximum of seven seats). Like its Honda Odyssey rival, a vacuum cleaner can be specified for some trims. And while the largest wheels on the T&C were 17-inchers, the Pacifica can be optionally fitted with sizes up to 20 inches.

 

The sole engine is a 287hp version of FCA's Pentastar 3.6-litre V6, and the standard transmission is a nine-speed ZF automatic.

 

The so-called Stow 'n Go seating works better than in the T&C. If child seats are fitted to the second row, these no longer have to be removed to gain access to the third row, as they will tilt. They are also easier to fold onto the floor as the front seats do not have to be shifted fully forwards to do this, as had been the case with the Town & Country. The seating system is supplied by Magna.

 

Some have claimed that FCA wants to give the Chrysler brand more crossovers and that the Pacifica will be the basis of a large model due in 2021. The Aspen model name would supposedly be revived. It would logically be built on the same line at the Windsor plant in Ontario. The Canadian factory also still makes the old Dodge Grand Voyager (see below), which is the twin of the former Chrysler T&C, which the Pacifica replaced.

 

What had once been Chrysler Canada has two vehicle factories, with Brampton dedicated to rear- and all-wheel drive sedans and coupes, while Windsor concentrates on FWD/AWD minivans and crossovers.

 

Production of the current generation of the Chrysler 300 started at Brampton in December 2010. This is now the brand's only other model and were it not for the C in FCA, Chrysler might well have been discontinued as a make by now. Whilst this may sound ridiculous to many, FCA has nonetheless been slowly killing Lancia, a division with a long heritage, not to mention continued success in the Italian market.

 

The 300 has been around for a long time, and may not be replaced, as its segment in the US is in steep decline.

 

The 300 has been around for a long time, and may not be replaced, as its segment in the US is in steep decline. The current car was a rebodying of the former model, albeit on a slightly longer wheelbase. It was launched at the Detroit auto show in January 2011 and reached dealers in North America during the following month.

 

Chrysler launched the 300 in North America with 3.6-litre V6 and 5.7-litre V8 engines but a 465hp V8 followed in July 2011 for North America's 2012 model year. This variant, the 300 SRT8, debuted at the New York auto show in April 2011. The five-speed automatic gearbox in all six-cylinder 300 variants was replaced by an eight-speed transmission for North America's 2012 model year (September 2011). The V8 cars retained the old transmission until the end of the 2014 model year.

 

A 300 Hybrid would be launched in the US in 2013, the company's CEO Sergio Marchionne told the media in January 2011 at the Detroit auto show. That project was subsequently cancelled. The 300 was also to be the basis for a new big, European-built sedan for Lancia. This model would also have been exported to North America as a Chrysler, Fiat Group stated in April 2010. These plans too were axed.

 

The Chrysler 300's twin, the Dodge Charger, was revealed at the Los Angeles auto show in November 2010.

 

A specially modified version of the 300C for the Chinese market debuted at the Beijing motor show in April 2012. This marked the return of the model as well as the Chrysler brand to that country.

 

The 300 may remain in production until 2020 and be replaced by a front- and all-wheel drive model.

 

There was a briefly marketed Lancia-badged version of the Chrysler 300, the Thema. This was discontinued during 2014.

 

A diesel-engined Chrysler 300 was launched in the UK and Ireland in June 2012. This was the same 236bhp 3.0-litre V6 as featured in the Lancia Thema. Chrysler-Fiat sourced this engine from VM Motori. The diesel is not available in the Chrysler 300 sold in North America.

 

The 300 returned to two other RHD markets where the former model had also been sold, in July 2012: Australia and New Zealand. However, RHD production ceased during the fourth quarter of 2017.

 

A facelifted 300 range was revealed at the LA auto show in November 2014. These 2015 model year cars began to reach US dealerships during the first quarter of 2015. The main mechanical news was the eight-speed automatic having become standard for the V8-engined cars.

 

The 2016 model year 300 was announced in September 2015. There were only minor changes. The same applied for the 2017 model year 300. For the 2018 model year, there are changes to option packages and trim levels.

 

There is some uncertainty surrounding the future of the 300. It may remain in production until 2020 and be replaced by a front- and all-wheel drive model which would switch to the Windsor plant, which is also in Ontario. The logic would be that it would share a line as well as its platform with the Pacifica. That though, raises questions about the fate of the Brampton plant.

 

FCA is yet to state where it will build replacements for the 300 and its other LX platform vehicles.

 

The 300 successor had been expected to use FCA's Giorgio rear- and all-wheel drive architecture. In May 2016, however, Sergio Marchionne stated that the replacement model might instead share the architecture of the Pacifica. This was also the first time that building the next model alongside the big minivan at Windsor had been publicly aired.

 

The company is yet to confirm where it will build any replacement for the 300, not to mention successors for its other LX platform vehicles. This led to rumours that it might simply let its big cars become ever more aged and then close Brampton. Alternatively, it had been speculated that the replacement models might still be RWD/AWD but manufactured at Toluca in Mexico.

 

In October 2016, speaking to analysts, Marchionne failed to mention the Chrysler 300 in the context of having a RWD/AWD successor: "The important thing for us was to preserve the uniqueness of the rear-wheel-drive offering that we have across four brands: Alfa, Maserati, Dodge and potentially Jeep. And that solution has been nailed down internally by focusing on the Giorgio architecture".

 

What Marchionne said is taken to mean that either the car will not be replaced or else it will shift to an FWD/AWD architecture. The latter outcome seems most likely, as the 300, as old as it is, still managed almost 51,237 sales in the US alone during 2017.

 

A new model could theoretically sell at an average rate of 70,000-80,000 over a 5-7 year lifecycle. It might be that the 300 replacement becomes a hatchback in the style of the next Buick Regal, although Toyota has not gone down that route with its rival, the 2019 Avalon. The platform and plant would likely be CUSW and build would be at Windsor. More on what fate awaits Brampton below.

 

Dodge

 

Cars

 

The Attitude is the smallest Dodge. It is a modified A segment Mitsubishi, the Attrage, which is the sedan version of the Space Star/Mirage.

 

The Neon name was revived for a Fiat-based model sold in Mexico.

 

In June 2014, Mitsubishi Motors stated that it would be supplying a small sedan to Chrysler de Mexico from November of that year. The agreement lasts until the fourth quarter of 2019.

 

Mitsubishi has three Laem Chabang plants at its huge manufacturing complex in Thailand. The Space Star and Attrage are made in Factory #3, as is the little Dodge.

 

This Attrage-based Attitude was new in Mexico for the 2015 model year and facelifted for the country's 2017 model year. It is not sold in the USA or Canada. A replacement model should be exported to Mexico, again from Thailand. Build should start in the fourth quarter of 2019.

 

Although not present in the US and Canada, there is also a Dodge in the Compact segment of one NAFTA market. This is the Neon, a name which was revived for a Fiat-based model sold in Mexico. The car is a restyled Egea/Tipo sedan. New for the local market's 2017 model year, the Neon went on sale from the fourth quarter of 2016. It replaced the Hyundai-based Vision.

 

In the US and Canada, the Dodge sedan range starts in a much larger form. The current Charger was revealed at the Los Angeles auto show in November 2010. It is a rebodied and re-engineered version of the previous shape car.

 

The base engine is a 3.6-litre Pentastar V6 with a 5.7-litre Hemi V8 optional. A 465hp 6.4-litre V8 became available in the 2012MY SRT8 from September 2011. Dodge then premiered the 470hp Charger SRT8 Super Bee at the Los Angeles auto show in November 2011.

 

There are only minor updates for the 2018 model year Charger.

 

The Charger's styling is an evolution of the previous generation car, with the rear originally distinguished by 164 LEDs that formed the tail-lamps. The 300 sedan is the Chrysler brand's equivalent model. These two cars, along with the Dodge Challenger, a large coupe, are built on the same line at Brampton. There was once a Dodge wagon, too, the Magnum.

 

As well as the addition of the SRT8 derivative, the other news for the 2012 model year Charger was the arrival of an eight-speed automatic gearbox. This became standard for all rear- and all-wheel drive V6 variants but V8 versions retained the old transmission.

 

The 2015 model year Charger was revealed at April 2014's New York auto show. This was a major facelift and also saw ZF's HP90 eight-speed transmission, standard for all variants, rebranded as a TorqueFlite, a name from Chrysler's past. In North America, model grades became as follows: SE, SXT, R/T, R/T Road & Track & SRT Hellcat. The last of these is powered by a 707hp 6.2-litre V8. There were some minor changes for the 2016 model year. For the 2017 model year, there were also minor updates. The same is true for the 2018 model year.

 

Chrysler's five-year model lifecycles are a distant memory and the Charger is one of the more extreme examples of that. A replacement was delayed and delayed again, and the car will now instead have yet another facelift. That will be for the 2019 model year.

 

The next Charger will not be available until late 2020. It will likely use FCA's Giorgio rear- and all-wheel drive platform and is expected to resemble the 1999 Charger R/T concept.

 

The October 2016 announcement of plans to give the Brampton plant a new paint shop appears to have increased chances that the factory which makes the existing big Dodges will be used for the next generation models.

 

Even after a decade of production, the Challenger is still selling reasonably well.

 

Due to the sales potential in Australia, FCA is also said to be considering building the next Charger with right-hand drive.

 

Even after a decade of production, the Challenger is still selling reasonably well. It is effectively a two-door version of the Charger. FCA's US dealers banked 64,537 deliveries in 2017, which was 100 cars more than in CY2016.

 

This rival for the Ford Mustang and Chevrolet Camaro had its debut as a concept at the Detroit motor show way back in January 2006. That vehicle was powered by a 425hp 6.1-litre V8.

 

A limited-run 2008 SRT8 variant premiered at the Chicago motor show in February 2008 with a standard 6.1-litre Hemi V8 and five-speed automatic gearbox. Only about 5,000 were made.

 

For the 2009 model year, however, Dodge expanded the Challenger line-up with lower priced 6.1- and 5.7-litre versions. This 2009 model year Challenger premiered at the New York auto show in April 2008. The SRT8 model grade remained but cheaper SE and R/T variants joined it for MY2009.

 

While the 2009 SRT8 had the same 425hp (317kW) 6.1-litre V8 as the introductory vehicle, the R/T was powered by a 370hp (276hp) 5.7-litre V8 and the SE base variant came with a 250hp (186kW) 3.5-litre V6. The optional five-speed automatic transmission on the latter car also meant the loss of five horsepower for the 5.7-liter V8 while torque dropped to 398 lb ft from 400. The 2009 Challenger SE, meanwhile, came as standard with a four-speed automatic but for 2010, gained the five-speed Mercedes-Benz gearbox.

 

Apart from the gearbox update, the 2010 Challenger was more or less carried over. The 2011MY Challenger range offered the following then-new engine choices: 305hp 3.6-litre V6, 379hp 5.7-litre V8 or 470hp 6.4-litre V8. The last of these three was exclusive to the SRT8 392, a limited edition of 1,492 cars for the US and Canada only. The 2012MY Challenger was carried over, though there were some modifications to trim level names. The 470hp 6.4-litre V8 reappeared in another limited edition model, the SRT8 392 Yellow Jacket debuting at the Los Angeles auto show in November 2011.

 

A new edition of the Challenger SRT8 appeared at the Chicago auto show in February 2013. Powered by a 470hp 6.4-litre V8, it went on sale in North American markets from mid-year. The 2014 model year Challenger was carried over, though the Rallye Redline and R/T Redline variants were new.

 

FCA has added the 840hp 6.2-litre supercharged SRT Demon to the 2018 Challenger range.

 

The facelifted 2015MY Challenger debuted at April 2014's New York auto show. There was a new grille, a larger power bulge, projector fog lights, split LED taillights and a reshaped rear valence. An optional 'Scat Pack Shaker', brought with it a 362kW (485hp) 6.4-litre V8. This could be ordered with either a six-speed manual gearbox or an eight-speed auto. The 707hp 6.2-litre V8 was another addition for the 2015 model year. Chrysler developed this supercharged engine under the 'Hellcat' project code. The 2015 Challenger SRT Hellcat was announced in May 2014.

 

There were only minor changes for the 2016 model year. For the 2017 model year, there were some updates but none of them major. The main news was the addition of T/A variants and an all-wheel drive GT.

 

For the 2018 model year, FCA added the 840hp 6.2-litre supercharged SRT Demon. It had its premiere at the New York show in April 2017. Torque is quoted as 707 pound-feet (959Nm). Another addition for the 2018 model year is the SRT Hellcat Widebody. This has the fender flares first shown on the SRT Demon but in this case, the engine is the 707hp version of the supercharged 6.2-litre V8.

 

FCA has again delayed the replacement for the Challenger, meaning that by the time the new model becomes available, the outgoing car will have been built for almost 13 years.

 

Unlike the current model, the next Challenger should be available as a convertible too. A prototype of the Barracuda, a big RWD convertible, was shown to dealers at an event in Los Angeles in August 2015.

 

Production of the next Challenger should commence in late 2020 for the 2021 model year.

 

The car's architecture is said to be either Giorgio or that of the Maserati Quattroporte, Ghibli and Levante. Production should commence in late 2020 for the 2021 model year.

 

Crossovers, SUVs & minivans

 

The Journey (sold in China as the JCUV) is yet another long-lived Dodge model. The world first saw it at the 2007 Frankfurt motor show. This minivan-SUV crossover went on sale in North America in March 2008, production having started two months previously.

 

In Europe, the Journey effectively replaced the Chrysler Voyager and competed with the Ford S-MAX. In North America, the Journey is hard to categorise but many buyers would no doubt cross-shop similarly sized crossovers.

 

While some markets outside North America once saw a Volkswagen-supplied 2.0-litre four-cylinder diesel offered, only 2.4-litre four-cylinder and 3.5-litre V6 gasoline engines were available in North America until Q4, 2010.

 

Following a facelift in November 2010 for North America's 2011 model year, the Journey gained a 173hp 2.4-litre four-cylinder or else Chrysler's 283hp 3.6-litre Pentastar V6. The Freemont, a Fiat version of the Journey, is built alongside it.

 

There are minor changes for the 2018 model year. Right-hand drive production ended during 2017, which also meant that Dodge (along with Chrysler) was withdrawn from South Africa, one of the brand's last remaining RHD markets. Exports to Australia had ceased some time earlier.

 

The next Journey, the project code of which is JD, is said to be switching plants from Toluca to Cassino.

 

The next Journey, the project code of which is JD, is said to be switching plants from Toluca in Mexico, to Cassino in Italy. This factory is in the town of Piedimonte San Germano, three kilometres from Cassino. This is some 130km southeast of Rome.

 

Originally expected in 2014, the new Journey has been delayed and delayed. The latest intelligence says production will begin in August for North America's 2019 model year. There will be an SRT variant for the first time in this model's history. The new Journey and its twin, the next Fiat Freemont, will reportedly share much with the Alfa Romeo Stelvio.

 

Production of the Durango, a big SUV powered by 3.6-litre V6 and 5.7-litre V8 engines, commenced in December 2010, a few weeks after its global debut at the Los Angeles auto show. The vehicle shares its platform and many components with the Jeep Grand Cherokee.

 

Dodge debuted an additional version, the Heat, at the Chicago auto show in February 2011. This has the same bodykit as the R/T but instead of that trim level's V8, the Heat has a 5hp boost (to 295hp) for the 3.6-litre V6. The Heat is only available as a five-seater.

 

A facelifted model premiered at the New York auto show in March 2013. This 2014 model year Durango also brought with it an eight-speed automatic gearbox.

 

North America's 2016 model year Durango had new wheels and some powertrain changes. Speculation had suggested that FCA would phase out the Durango in calendar 2016, with no direct replacement planned. However, in May 2014, the company stated that the Durango would have a second facelift in 2017.

 

The next Durango should commence production in September 2020.

 

There were only minor changes for the 2017 model year Durango. The SRT was added for the 2018 model year, on sale from the fourth quarter of 2017. This derivative had its world premiere at the Chicago auto show in February 2017. FCA US announced other changes for the 2018 Durango range in June 2017. A facelift is expected for the 2019 model year.

 

The next Durango should commence production in September 2020. It will likely use the frame architecture and powertrains of the just-announced Ram 1500. Build will probably be alongside a Ram SUV of similar size at the Sterling Heights Assembly Plant (SHAP) in Michigan.

 

The Grand Caravan, a big (and big-selling) minivan, had its debut at the Detroit show in January 2007. It is sold almost exclusively in North America.

 

Many years ago, there was a rebadged version for Volkswagen, the Routan, with a further variant for Lancia, the Voyager. The Lancia was sold in certain European markets between October 2011 and 2015.

 

Production of the Grand Caravan started in July 2007 in both the US and Canada but the Fenton plant in Missouri, which was eventually closed, stopped building the Grand Caravan in October 2008.

 

A facelift and a then-new 3.6-litre V6 engine were part of a mid-life update. This, North America's 2011MY Grand Caravan, debuted at the Los Angeles motor show in November 2010.

 

The then Chrysler Group used the launches of the 2011 model year Grand Caravan and Chrysler Town & Country to try to prise the vehicles apart in buyers' perceptions. To that end, the T&C was priced higher and had more upscale features in the US market. There was also a sports version of the Grand Caravan, the R/T. The latter premiered at the Chicago auto show in February 2011.

 

The company announced at the Detroit auto show in January 2011 that it might not replace both the Town & Country and the Grand Caravan. The group also said it was planning a new front- and all-wheel drive platform for the successor model.

 

In May 2014, FCA told the media that the Grand Caravan would be axed in 2016 with no direct replacement. Ergo, the Pacifica, the Chrysler Town & Country replacement (Grand Voyager in some markets), would become FCA's sole full-size minivan.

 

FCA will continue to build the Grand Caravan until July 2019 as a cheaper model than the Pacifica.

 

North America's 2016 Grand Caravan had few changes. For the 2017 model year the range was cut to four trim levels and GT replaced R/T.

 

FCA will continue to build the Grand Caravan until July 2019 as a cheaper model than the Pacifica. Its lifecycle was extended by more than two years as part of an agreement with the Canadian Auto Workers' union.

 

Build of 2018MY vehicles did not commence until December, production of the 2017 Caravan having ceased in mid-August.

 

US sales of the Grand Caravan, which FCA sometimes calls the Caravan, fell by only two percent in 2017, to 125,196 units. An additional 46,933 were delivered to customers in Canada.

 

Sergio Marchionne recently stated (Detroit auto show) that he believes an eventual Dodge Caravan replacement will be needed. This was a 180-degree pivot from the company's previous position.

 

It is assumed that the successor will be closely related to the Chrysler Pacifica and therefore manufactured in Ontario at the Windsor plant. The platform would be SUSW. There should be a plug-in hybrid variant too. In theory, FCA Canada will soon begin planning to put these minivans into production in September 2019 for the 2020 model year.

 

Ram

 

Many forget that Ram doesn't only mean huge pick-ups.

 

Many forget that Ram doesn't only mean huge pick-ups. There is a relatively small one too, although it isn't available in the USA. The 700 was launched in Mexico, its main market, in October 2014. It is an import from Brazil and is more or less the Fiat Adventure Sporting with Ram badges. A replacement for the Fiat original is long overdue, which means that a new 700 is likely to become available as soon as the fourth quarter of 2018.

 

Speaking at the Detroit auto show, FCA's CEO Sergio Marchionne told the media that Ram "needs a metric-ton truck". The 1000 model name is speculative but it would be logical. This vehicle would not be for the USA, however. It will be manufactured in Mexico and sold in multiple countries as a Ram. That will likely mean the Middle East, the Caribbean, parts of Asia-Pacific plus Central and South America.

 

No release date for the Ram 1000, which would be a rival for the Toyota Hilux, Mitsubishi L200/Triton, Nissan NP300/Frontier and VW Amarok, was given. How this model would relate to the existing Mitsubishi-sourced Fiat Fullback and FCA's own built-in-Brazil Fiat Toro, was not explained. It could well be that the supply deal with MMC will not be renewed and that, with its ladder frame construction, the 1000 would supplement rather than challenge the Toro, which has a monocoque construction.

 

The current Ram 1500 was introduced in September 2001. This pick-up and was then more or less unchanged until a range facelift in September 2005. Other derivatives had, however, been added, such as the Viper-engined SRT-10 Regular Cab which arrived in dealerships in late 2003, the four-door SRT-10 Quad Cab in June 2004 and the roomy Mega Cab, which had its debut at the Chicago show in February 2005.

 

While the 3.7-litre and 4.7-litre engines were unchanged for North America's 2006 model year, the 5.7-litre V8 gained cylinder deactivation. For 2007 and 2008, the Ram 1500 was carried over.

 

Warren Truck and Saltillo will continue building the outgoing Ram 1500.

 

The facelifted 'DS' Ram debuted at the Detroit show in January 2008 replacing the DR series. It went on sale in October 2008 for the 2009 model year. A crew cab was added to the light-duty stable, replacing the mega cab, which accounted for less than 10 percent of Ram sales in '07.

 

The 2008MY mega cab, 20 inches longer than the 2009 crew cab and too big to fit in most garages, continues to be available on the heavy-duty 2500 and 3500 truck frames. The major engineering change with the 2009 Ram 1500 was a coil-sprung rear end, while the only engine to be updated was the 5.7-litre Hemi V8 which gained extra power for a new output of 390hp (291kW).

 

The gasoline-electric and (Cummins-supplied) diesel variants that had been expected for the 2010 model year were delayed, and in the case of the latter, cancelled.

 

In October 2009, Fiat Group created the 'Dodge Ram Brand', a new division, separating it from the 'Dodge Car Brand'. Dodge Ram then become, simply, 'Ram'.

 

The 5.7-litre versions of North America's 2012 model year Ram 1500 range gained more power, which was more or less the highlight of the changes for the new model year.

 

Chrysler launched a facelifted Ram 1500 at the New York auto show in April 2012. This update, for North America's 2013 model year, also included the first appearance of the group's 3.6-litre Pentastar V6 in the truck.

 

Regular Cab configured vehicles are produced at the Saltillo Truck Assembly Plant in Mexico; Quad and Crew Cab configured vehicles are manufactured at Warren Truck in Michigan.

 

A Ram 1500 diesel was announced by Chrysler in February 2013. Deliveries followed from February 2014 for North America's 2014 model year. The 240hp 'EcoDiesel' engine, supplied by VM Motori, is mated to an eight-speed automatic transmission.

 

FCA confirmed in April 2016 that the it would shift production of the next generation Ram 1500 out of the current locations of Warren and Saltillo, and into Sterling Heights in Michigan. This is not the full story, however.

 

SHAP is said to have planned capacity of 325,000 units of the new 1500 in 2018, rising to 400,000 in 2019.

 

Warren Truck and Saltillo will continue building the outgoing Ram 1500. This will be sold as a cheaper model. Combined production capacity of 200,000 units is reportedly planned for CY2018 before dropping to 65,000 in 2019. Production would cease by 2020 as those plants are retooled for other vehicles. Sterling Heights is said to have planned capacity of 325,000 units a year of the new Ram 1500 in 2018, rising to 400,000 in 2019.

 

The older truck's model name is probably about to change to Ram Classic.

 

The next 1500, fresh for the 2019 model year, has just made its world debut at the 2018 Detroit auto show. It is nine inches longer and has a new frame which weighs 45kg less but retains its mainly steel construction. FCA US says that 98 per cent of this chassis is constructed from high-strength steel.

 

In changes to powertrains, both 3.6-litre Pentastar V6 and 5.7-litre Hemi V8 have evolved into mild hybrids so as to improve fuel economy. FCA US calls this eTorque. This means 48V electrics are standard. Added torque at take-off and regenerative braking are also part of eTorque. There is a belt-driven motor-generator powered by a 330Wh lithium-ion nickel manganese cobalt-graphite battery. The 12V lead-acid battery draws its power via a converter.

 

Production of V8 trucks is to commence by the end of this month. The V6 will be added from August and the as yet unannounced 3.0-litre diesel will come in 2019. It is said that EPA is taking its time to certify the diesel. The agency and FCA US continue to discuss allegations of emissions issues with the current Ram 1500's V6 diesel.

 

Compared to the DS series Ram 1500, average weight is down by 102 kg. Some of that is due to aluminium being used for the tailgate, engine mounts, front-axle centre, front suspension, transmission crossmembers and the electric power-steering system gear.

 

Chrysler claimed these trucks were new in 2008 but they were instead overhauled versions of the ones introduced in 2002.

 

The current shape Heavy Duty Rams were introduced in 2002 for North America's 2003 model year.

 

For the 2009 model year, there was a major update, with the same styling influences that distinguished the 2009 Ram 1500 evident. Chrysler claimed that these trucks were new in 2008 but they were instead overhauled versions of the ones introduced in 2002.

 

Though the standard engine is a 5.7-litre V8, Chrysler noted that some 80% of buyers of the '08 Ram Heavy Duty trucks specified a diesel engine. This is still a 6.7-litre Cummins unit. A new petrol engine, a 410hp (306kW) 6.4-litre Hemi V8, was added for the 2014 model year.

 

Body configurations consist of regular cab, Quad Cab, Mega Cab or Power Wagon.

 

Though the '09 Ram 2500 and 3500 did not have their official premieres until the Detroit show in January 2009, production started in July 2008. The '09 models had quite different styling to the Ram 1500s with the emphasis on large air intakes rather than aerodynamics at the front. The rear suspension of the chassis cabs and heavy duties is also via leaf springs and a live axle rather than the more car-like independent set up of the Ram 1500.

 

For North America's 2013 model year, there were further changes. These consisted of new headlights and a revised grille as well as new wheels. The 2013MY Heavy Duties had their debuts at the Texas State Fair in September 2012. Since the launch of the 2013 model year trucks, the 5.7-litre V8 has produced 383hp, while the 6.7-litre Cummins diesel became available with three outputs: 350hp, 370hp or 385hp.

 

In January 2013, Chrysler issued a document to the media which listed new vehicle introductions for the next few years. The Ram 2500 and 3500 were listed as being due for a 'major refresh' in calendar 2013. In June 2013, the 2014 model range was announced, with changes consisting of the addition of a 6.4-litre V8 and optional air suspension.

 

The 2014 Ram Power Wagon had its debut at the New York auto show in April 2014. It is Ram 2500 Heavy Duty 4x4 Crew Cab, but features a number of off-road-specific engineering enhancements, including unique suspension with more than two inches of lift, locking differentials and a 12,000-pound winch to "give the truck a significant advantage over all production pickups", FCA claimed. The 2015MY range was carried over.

 

For the 2016 model year, the 6.7-litre Cummins six-cylinder diesel had a new output of 287kW and 900 lb-ft (1,218Nm) of torque - an increase of 35 lb-ft (47Nm). In other changes, the 3500 gained a stronger differential case and 16 bolt rear axle ring gear for those variants which have the 11.8-inch axle. This means maximum towing capacity increased by 1,210 lbs (549 kg) to a claimed class-leading 31,210 lbs (14,157kg). There was also new Laramie Limited variant. This has a unique grille and RAM in large letters on the tailgate.

 

The provisionally named Ram 2000 will reportedly be built alongside the 1500 pick-up.

 

The Ram HD replacements are due in calendar 2020.

 

The Power Wagon had an early update, its minor facelift premiering at February 2016's Chicago auto show. The next generation model range had been expected in CY2017 and indeed what is now FCA US told analysts in 2014 that this would be when the trucks would be released. However, in December 2016 there was a media report which FCA did not deny, which claimed that the division had delayed the new models until early 2020.

 

The company told the media in January 2017 that the next Heavy Duty Ram models would be manufactured in Michigan at Warren Truck. The existing vehicles are made in Mexico at Saltillo.

 

FCA repeated the year-old news in another media release earlier in January. The company noted at that time that Saltillo Truck "will be repurposed to produce future commercial vehicles for global distribution".

 

In addition to the new '1000' pick-up is said to be planning an additional model for Ram. Details are scarce but the provisionally named '2000', a Chevrolet Suburban rival, will reportedly be built alongside the latest generation 1500 pick-up series. Production should commence at SHAP in 2019. It would also be related to the future Dodge Durango as well as the Jeeps Wagoneer and Grand Wagoneer.

The flower calyx has glandular trichomes (hairs), which secrete a sticky mucilage that is capable of trapping and killing insects; it is unclear what the purpose of these trichomes is; protection from pollination by way of "crawlers" (ants and other insects that typically do not transfer pollen between individual plants), or possible protocarnivory.

+++ 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 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-engined Skyhawk was designed and produced by Douglas Aircraft Company, and later by McDonnell Douglas. It was originally designated A4D under the U.S. Navy's pre-1962 designation system.

 

Skyhawks played key roles in the Vietnam War, the Yom Kippur War, and the Falklands War. Sixty years after the aircraft's first flight in 1954, some of the 2,960 produced (through February 1979). The Skyhawk found many users all around the world, and some still remain in service with the Argentine Air Force and the Brazilian Naval Aviation. Operators in Asia included Singapore, Malaysia, Indonesia and Thailand.

 

Thailand procured the Skyhawk in 1984, for the Royal Thai Navy air arm to be used for naval and air space surveillance, against sea surface targets and for close air support for the Royal Thai Marine Corps. A total of thirty aircraft were purchased from the USA, twenty-four single seaters and six two-seat TA-4J trainers.

 

The single seaters were refurbished A-4Cs from USN overstock, modernized to a standard that came close to the USN’s A-4L, but with some specific differences and unique features that made them suitable for all-weather strike operations. This modified version was re-designated as A-4LT and featured the late Skyhawk versions’ distinct “Camelback” fairing that house the additional avionics as well as a heat exchanger. The most distinctive external difference to any other Skyhawk version was a unique, pointed radome.

 

The update for Thailand included an AN/APQ-126 terrain following radar in the nose, which was integrated into an ILAAS digital navigation system – a very modern system of its era. The radar also fed a navigation and weapons delivery computer which made possible accurate delivery of bombs from a greater stand-off distance, greatly improving survivability.

Further special equipment for the Thai Skyhawks included, among others, a Hughes AN/ASB-19 Angle Rate Bombing System, a Bendix AN/APN-141 Low altitude radar altimeter, an AN/AVQ-7(V) Head Up display (HUD), air refueling capability (with a fixed but detachable refueling probe), a brake parachute housing below the jet pipe, two additional underwing hardpoints (for a total for five, like the A-4E) and an increased payload. Avionics were modernized and expanded, giving the Thai Skyhawks ability to carry modern AIM-9L Sidewinder AAMs and AGM-65 Maverick AGMs. The latter became, beyond standard iron bombs and pods with unguided missiles, the aircrafts’ main armament against naval targets.

However, despite the modernization of the avionics, the A-4LTs retained the A-4Cs’ Wright J65-W-20 engine with 8,200 lbf (36 kN) of takeoff thrust.

 

The first aircraft were delivered in December 1985 to the Royal Thai Navy (RTN / กองทัพเรือไทย / Kong thap ruea thai), carrying a USN grey/white livery. They served in the No.104 RTN Squadron, distributed among two wings based at U-Tapao near Bangkok and at Songkhla in the south of Thailand, close to the Malaysian border. During regular overhauls (executed at Singapore Aircraft Industries, now ST Aerospace), the RTN Skyhawks soon received a new wraparound camouflage with reduced insignia and markings.

 

While in service, the Thai Skyhawks soon suffered from frequent maintenance issues and a low availability rate, since replacement parts for the reliable yet old J65 engine became more and more difficult to obtain. At times, half of the A-4LT fleet had to remain grounded because of engine problems. In consequence, the Thai Skyhawks were in the mid-Nineties supplemented by fourteen Vought A-7E Corsairs (plus four two-seaters) in the coastal defense, sea patrol and anti-shipping role. In 1999, they were retired and replaced by Royal Thai Air Force F-16s.

  

General characteristics:

Crew: one

Length: 40 ft 3 in (12.29 m)

Wingspan: 26 ft 6 in (8.38 m)

Height: 15 ft (4.57 m)

Wing area: 259 ft² (24.15 m²)

Airfoil: NACA 0008-1.1-25 root, NACA 0005-0.825-50 tip

Empty weight: 9,146 lb (4,152 kg)

Loaded weight: 18,300 lb (8,318 kg)

Max. takeoff weight: 24,500 lb (11,136 kg)

 

Powerplant:

1× Curtiss-Wright J65-W-20 turbojet with 8,200 lbf (36 kN)

 

Performance:

Maximum speed: 575 kn (661 mph, 1,064 km/h)

Range: 1,700 nmi (2,000 mi, 3,220 km)

Combat radius: 625 nmi, 1,158 km

Service ceiling: 42,250 ft (12,880 m)

Rate of climb: 8,440 ft/min (43 m/s)

Wing loading: 70.7 lb/ft² (344.4 kg/m²)

Thrust/weight: 0.51

g-limit: +8/-3 g

 

Armament:

2× 20 mm (0.79 in) Colt Mk. 12 cannons in the wing roots, 100 RPG

Total effective payload of up to 7,700 lb (3,500 kg) on five hardpoints

- 1× Centerline: 3,500 lb capability

- 2× Inboard wing: 2,200 lb capability each

- 2× Outboard wing: 1,000 lb capability each

  

The kit and its assembly:

I originally had this project stashed away for the upcoming "1 Week Group Build" at whatifmodelers.com in June 2020, but since the current "In the Navy" GB had some days to go (and even received a two week extension) I decided to tackle this build on short notice.

 

The original idea was simply to build an A-4L, a modernized A-4C for the USN Reserve units, but similar machines had also been exported to Malaysia. For the naval theme I came across the Royal Thai Navy and its A-7E Corsairs - and from that the idea of a Skyhawk predecessor from the Eighties was born.

 

Instead of an A-4C (Fujimi does one in 1:72, but it's a rare kit) I based my build upon the nice Airfix A-4B/Q kit. Its biggest difference is the shorter nose, so that I decided to modify this "flaw" first and added a pointed radome instead of the usual blunt Skyhawk nose; not certain where it came from – it looks very Sea-Harrier-ish, but it’s actually the tip of a large drop tank (Italeri Tornado?). Nevertheless, this small change created a weird look, even more so with the black paint added to it later.

 

Further additions and mods are a dorsal avionics bulge from an Italeri A-4M, a scratched kinked refueling probe (made from wire and white glue, the early Skyhawks had straight probes but this would certainly interfere with the new radar in the nose), a brake parachute fairing under the tail (scratched, too, from sprue material) and additional antennae under the nose and behind the cockpit. Nothing fancy, rather details from more modern Skyhawk versions.

The AGM-65 Maverick missiles and their respective launch rails came from an Italeri Saab 39 Gripen, the drop tank on the ventral pylon is OOB.

  

Painting and markings:

This was a tough decision. The Thai Corsairs as primary (and historically later) benchmark carried a standard USN grey/white high-viz livery, even though with small roundels. There were also VTOL Harriers (former Spanish Matadors) operated for a short period by the Thai navy on board of the multi-purpose carrier HTMS Chakri Naruebet, which wore a darker two-tone grey livery, pretty boring, too. I rather wanted something more exciting (if not exotic), a more modern wraparound scheme, suited for both overwater and high-altitude duties. That brought me to the Thai F-5Ts (a.k.a. Tigris), which carried - among others - a quite unique US export/aggressor scheme in three shades of light grey, including FS 35414, which looked like a pale turquoise on these machines. I furthermore took inspiration by early Indonesian A-4s, which also carried an US export scheme, nicknamed "Grape", which included darker shades of blue, blue-gray and the bright FS 35414, too.

 

I eventually settled upon a compromise between these two liveries and tried to adapt the standard F-5 aggressor camouflage pattern for the A-4, made up from FS 36440 (Light Gull Grey), 35164 (Intermediate Blue) and 35414 (Light Blue). Current Thai L-39 Albatros trainers seem to carry a similar livery, even though I am not certain about the tones that are actually used.

The basic enamel paints I used are Humbrol 129 and 144, and for the greenish Light Blue I used "Fulcrum Grey Green" from Modelmaster (#2134), a tone that is quite greenish but markedly darker and more dull than e.g. Humbrol 65, so that the color would not stand out brightly from the other greys and better fit between them. Worked quite well.

 

The inside of the slats as well as of the air brakes on the flanks were painted in bright red (Humbrol 19), while the landing gear and the interior of the air intake were painted in white (Humbrol 130). The cockpit was painted in a bluish mid grey (Revell 57).

 

After basic overall painting, the model received the usual light black ink washing and some post-panel-shading, for a lightly used/weathered look.

Most decals/markings come from a Thai Harrier (from an Italeri AV-8A kit), some other markings and stencils were puzzled together from the scrap box, e.g. from a USN F-5E aggressor and from a Peruvian Mirage 2000. Some additional details like the black gun soot areas on the wing roots or the fine white lines on the radome were created with generic decal sheet material.

Finally, the kit received an overall coat of matt acrylic varnish, except for the radome, which became semi-gloss.

  

As intended, this build was realized in just a couple of days - and I am positively surprised how good the Skyhawk looks in its unusual, if not exotic colors! This fictional livery certainly looks different from a potential standard USN grey/white outfit, and more exciting than a dull grey-in-grey livery. And it’s so weird that it even adds some credibility to this whiffy aircraft model. 😉

From the website:

A capable, light military vehicle with selectable all-wheel drive and 356-derived power

The 5th of just 22 military prototype examples produced

Source:

rmsothebys.com/en/auctions/mo22/monterey/lots/r0104-1955-...

 

2022: RM Sotheby's Auction Preview, Monterey: 1955 Porsche Type 597 'Jagdwagen' Prototype

I assume that this vehicle only travels during daylight hours - if it's capable of moving at all, of course.

 

Lightroom>Photomatix>CS3>Topaz>Noiseware

Robert is the perfect example of what the media and fame are capable of doing. It’s a huge stroke of luck, brutal and well-aimed that all of a sudden launches you to the highest peak of worldwide attention, away from good and evil. Something very tempting and are.

“I wasn’t expecting having this much success. It’s something I still can’t understand. The truth is that in certain occasions I feel dizzy and I still don’t know how to handle so much attention” he expresses, in a very shy voice, almost like a whisper, as if he was telling us a secret. His eyes, so clear they’re almost transparent, stare attentively at us and distract us. It’s not easy resisting his charms! His honesty wins us over though, because far from finding a male diva, we discover, little by little a sensitive man. Warm and charming. We don’t hesitate in sharing with him what we really think: luck, yes, it’s fundamental, but if it doesn’t come hand in hand with talent and magic, everything remains just an anecdote. Robert smiles, he likes the idea. For now he knows that in talent he has exceeded expectations but he worries that he might not be up to the hype and the phenomenon that he’s become. It’s clear to us; charisma is authentic. And after this interview, there’s no doubts about it.

 

Last time we saw you, Twilight was about to be released and you said you didn’t know what to expect of the movie, and that everybody was looking forward to it. After all the success and box office numbers, how do you feel?

It’s very strange. I can say that everything has happened very fast. Like I’m fast-forwarding through life. Like everything around me is happening at 1000 m/p. The way you fast-forward a movie, just like that. I never thought the movie would cause such a stir. Seeing girls screaming around me is so bizarre. Sometimes I can’t believe is all about me. It’s like I’m living inside a movie, but I wake up and it’s all real. I see that it’s real and how much my life has changed. I still don’t know in which ways my life has changed, I’m still figuring that out. And I don’t know why but I think it’s going to take me a long time to figure it out. I guess it’s normal, don’t you think?

 

Of course! But we can’t deny that you’re already such a phenomenon by yourself. You have fans waiting for your next movie and wondering what you’re up to. Are you aware of that?

Yes, in fact, that’s the most strange part of it. For instance, I haven’t been able to see the final cut of New Moon, and I’ve read so many comments and opinions about it already. It’s something I can’t understand. It’s like everyone else can read into your future or, like they have more information of your life than you do.

 

Does that generate any pressure for you? Has it affected your work or changed you freedom in doing other things, or taking chances for fear of not acomplishing what others expect of you?

Honestly, no. In that sense I feel like I’m the same person i’ve always been and I feel I have all the freedom in the world. I’m still doing my job as best as I can, and most importantly, I still enjoy it. I admit that I do feel more safe in movie sets that on the streets. I never thought that one day that would happen, but I feel that in movie sets I can be myself, and be more relaxed and focused on what I have to do. When I go out for a walk, I have to be aware of everything that’s around me and that’s out of my control. On a familiar set at least you know what to expect most of the times (laughs).

 

Does it affect you what tabloids say about you and seeing yourself in the cover of these magazines?

Not at all. I don’t like to read them or be aware of what they say. At all. It’s something I avoid completely. I do my work, live my life and follow my intuitions. I make my decisions the best way that I can and that’s it. If you pay attention to any of that, you’ll lose. I’m aware of that and I try to be very careful about it. I try to live away from that, saving my self disgusts and headaches.

 

In Twilight we got to see some sexual tension between Bella and Edward. That’s something very enigmatic. Will that continue in the rest of the movies?

I don’t think there was sexual tension, nor do I think that that’s the focus of the movies. I don’t see it that way. I think it’s a stroy about what it means to commit to a feeling and to the person that you love. Above all, it’s about finding someone to love despite having to fight so many problems that might show up. What hooks you about the movie, I’m convinced about it, is that it talks about the fear of what can happen to you if you fall in love and give yourself away completely. Realising how far you can go for love, passion and being amazed by it. People identify with it more than you can imagine. To me it’s not even a story about vampires, but about feelings that we’ve all felt before. It talks about the fear of feeling those things. It’s a movie with so many meanings, that’s why I like it and I think that’s why people like it too.

 

Tell about how you can’t expect what’s going to happen when you go out.

Yes, it’s something I’m still taking in. I’m plain, I like normal things. But now there’s rumors about the places I like to visit, and I can’t go to those places anymore. One time I tried. I wanted to celebrate my birthday on the same place I always go to, and it was a total failure, There was so many people, I couldn’t have a good time. From that point on, I try to avoid places where I can be seen and become the object of paparazzi and curious people. I also avoid the hip, famous places where people think I might be at. I’ve changed them for darker places, those dodgy places where there’s good food and music. It’s sounds crazy, but I’ve had to develope strategies to go out with my friends and have a normal life. It’s the dark side of fame. But I don’t complain. I just asume that I have to deal with it now. Not everything can be perfect. I have so much already, having the oportunity of living from acting. It would be unfiar to say that I’m unlucky.

 

There are actors who would die to be in your shoes. Would you say that it’s a double life? The one that you live in front of the cameras, in red carpets and the one you live intimately?

Yes. In the end you have your real life and the one they make up in inteviews, not caring if what they’re saying is true or false. What’s true is that I’m too normal and I give them no material to write, so I’m an easy prey for make up stories. I should go wild and do crazy things so they have something to write about. My flaw for those tabloids is that I’m too calm and quiet (laughs).

 

And in those moments of intimacy and privacy, is it true hat you like to play the guitar? What do you do when you’re by yourself?

I do play the guitar. I have friends in Vancouver and I get together with them to play the guitar, listen to music. We spend the nights singing and swapping stories. I also do that when I’m at hotels. It’s relaxing. Music is my other passion. I hope I never leave it.

 

Speaking of passion and music, we know you write songs. What can you share about it?

I’m trying to write some songs for the next movie. I don’t know if it will be possible because of my schedule, but I want to do it. Music is the other side of me, it’s one of the things that complete me and I wouldn’t want to leave it aside for anything in the world. I have the intention of evolving in that aspect. It’s something I want to develope just as much as acting. I want to have a balance between those two things.

 

What other artistic endeavours are you interested in?

I always wanted to be a pianist and live in the south of France (laughs). But I’ve learned that it’s not important how you do things, but the final outcome. In life you always end up doing what you like. And nothing completes you more than that.

 

Do you have a spiritual side?

I believe in Karma. I believe it exists and whatever you do in your everyday life makes the eprson that you are. What you give in life comes back to you. I’m convinced of that, so I’m sure that everyday you have to be a good person and treat everyone with respect. We’re all connected.

 

We know you can’t say much about New Moon, but don’t leave before you tell us, did you have to go to some place dark to play this vampire again?

Yes, the truth is that the way I wanted to play Edward was less powerful. He’s a character that can’t change his condition, he didn’t choose his fate. He was unconcious when Carlisle turned him into a vampire. When he woke up, three days later, he realized that in oder to survive he would have to kill people. Imagine what would you feel like if you knew you would never grow old and that you would live forever. And what’s worse, you didn’t look for it. You become a sort of Superman without even wanting to be that, you were just a 17 year old kid. You must feel a huge impotence and frustration. Instead of believeing you’re hero, you’re a person who can’t find himself and doesn’t know who he is. Understanding that has been fundamental in understanding Edward. That very human side of him is what I love about him and I feel like I can relate to that. There’s something we all find hard to change and face about ourselves.

 

en.twilightpoison.com/general/rob-in-joy-magazine-new-pic...

 

oh pls. don't try to copy me

no POSERS allowed here!!!

pls. don't take my photos with w/out my permission

no STEALING pls.

 

btw. don't just view. leave comments && notes too:)

 

vampirekisses<333

    

+++ 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 North American FJ-4 Fury was a swept-wing carrier-capable fighter-bomber for the United States Navy and Marine Corps. The final development in a lineage that included the Air Force's F-86 Sabre, the FJ-4 shared its general layout and engine with the earlier FJ-3, but, compared to that of the FJ-3, the FJ-4's new wing was much thinner, with a six percent thickness-to-chord ratio, and featured skin panels milled from solid alloy plates. It also had an increased area and tapered more sharply towards the tips. Slight camber behind the leading edge improved low speed characteristics. The main landing gear design had to be considerably modified to fold wheel and strut within the contours of the new wing. The track of the main wheels was increased, and because they were closer to the center of gravity, there was less weight on the nosewheel. Wing folding was limited to the outer wing panels.

 

The FJ-4 was intended as an all-weather interceptor, a role that required considerable range on internal fuel. The FJ-4 had 50% more fuel capacity than the FJ-3 and was lightened by omitting armor and reducing ammunition capacity. The new wing was "wet"; that is, it provided for integral fuel tankage. The fuselage was deepened to add more fuel and had a distinctive "razorback" rear deck. A modified cockpit made the pilot more comfortable during the longer missions. The tail surfaces were also extensively modified, had a thinner profile and featured an extended, taller fin. The overall changes resulted in an aircraft that had little in common with the earlier models, although a family resemblance was still present.

 

The FJ-4 was developed into a family of aircraft. Of the original order for 221 FJ-4 day fighters, the last 71 were modified into the FJ-4B fighter-bomber version. This had a stronger wing with six instead of four underwing stations and stronger landing gear. Additional aerodynamic brakes under the aft fuselage made landing safer by allowing pilots to use higher thrust settings and were also useful for dive attacks. External load was doubled. The most important characteristic of the FJ-4B was, since the Navy was eager to maintain a nuclear role in its rivalry with the Air Force, that it was capable of carrying a nuclear weapon on the inboard port station. For the delivery of nuclear weapons, the FJ-4B was equipped with the Low-Altitude Bombing System (LABS), and with this capability it replaced the carrier-based A-3 Skywarrior bombers, which were not suited well for the new low-level approach tactics.

 

In April 1956, the Navy ordered 151 more FJ-4Bs, 10 US Navy squadrons became equipped with the FJ-4B, and the type was also flown by three Marine squadrons. At the same time, the Navy requested a carrier-borne fighter with all-weather capability, radar-guided missiles and a higher performance. This new type was to replace several 1st generation US Navy jets, including the ponderous and heavy Douglas F3D Skyknight, the lackluster Vought F7U as well as the Grumman F9F-8 Cougar. This requirement led to the Douglas F4D Skyray and North American’s FJ-5, another thorough modification of the Fury’s basic design and its eventual final evolution stage.

 

North American’s FJ-5 was designed with compact dimensions in mind, so that the type could be operated on older Essex Class carriers, which offered rather limited storage and lift space. At the time of the FJ-5’s conception, several of these carriers were still in service – and this argument led to an order for the FJ-5 in addition to the F4D.

 

For the FJ-5, the FJ-4’s aerodynamic surfaces were retained, but the fuselage had to be modified considerably in order to accept an APQ-50A radar with a parabolic 24 inches diameter antenna in the nose. The radome was placed above the air intake, similar to the F-86D, and coupled with an Aero 13F fire-control system, which together provided full all-weather capability and information on automatic firing of rockets.

A deeper rear fuselage became necessary, too, because the FJ-5 was powered by a reheated J65-W-18 engine (a development of the Armstrong Siddeley Sapphire turbojet, optimized for a naval environment), which delivered up to 10,500 lbf (47 kN) at full power instead of the FJ-4’s original 7,700 lbf (34 kN). This upgrade had, limited by the airframe’s aerodynamics, only marginal impact on the aircraft’s top speed, but the extra power almost doubled its initial rate of climb, slightly raised the service ceiling and markedly improved acceleration and carrier operations handling through a better response to throttle input and a higher margin of power reserves.

 

Internal armament still consisted of four 20mm cannon. These had to be placed lower in the nose now, flanking the air intake underneath the radome. The FJ-4B’s six underwing hardpoints were retained and could carry AIM-9 Sidewinders (both the IR-guided AIM-9B as well as the Semi-Active Radar Homing (SARH) AIM-9C) as well as the new radar-guided medium-range AIM-7C Sparrow, even though the latter only on the outer pylons, limiting their number to four. Up to six pods with nineteen unguided 70 mm/2.75” unguided Mk 4/Mk 40 Folding-Fin Aerial Rocket (Mighty Mouse FFARs) were another armament option.

 

Beyond these air-to-air weapons, a wide range of other ordnance could be carried. This included the AGM-12 “Bullpup” guided missile (which necessitated a guidance pod on the right inner wing hardpoint), bombs or napalm tanks of up to 1.000 lb caliber, missile pods, drop tanks and ECM pods. The FJ-4B’s strike capabilities were mostly retained, even though the dedicated fighter lost the ability to carry and deliver nuclear weapons in order to save weight and internal space for the radar equipment.

 

The first FJ-5, a converted early FJ-4, made its maiden flight in April 1958. After a short and successful test phase, the type was quickly put into production and introduced to service with US Navy and US Marine Corps units. The new fighter was quickly nicknamed “Fury Dog” by its crews, a reminiscence of the USAF’s F-86D “Sabre Dog” and its characteristic nose section, even though the FJ-5 was officially still just called “Fury”, like its many quite different predecessors.

 

With the new unified designation system adopted in 1962, the FJ-4 became the F-1E, the FJ-4B the AF-1E and the FJ-5 the F-1F. From the prolific Fury family, only the FJ-5/F-1F became involved in a hot conflict: in late 1966, the USMC deployed F-1Fs to Vietnam, where they primarily flew escort and top cover missions for fighter bombers (esp. A-4 Skyhawks) from Da Nang AB, South Vietnam, plus occasional close air support missions (CAS) on their own. The Marines’ F-1Fs remained in Vietnam until 1970, with a single air-to-air victory (a North-Vietnamese MiG-17 was shot down with a Sidewinder missile), no losses and only one aircraft seriously damaged by anti-aircraft artillery (AAA) fire.

 

After this frontline experience, a radar upgrade with an AN/APQ-124 was briefly considered but never carried out, since the F-1F showed the age of the original Fifties design – the type already lacked overall performance for an all-weather fighter that could effectively engage supersonic bomber targets or low flying attack aircraft. However, the aircraft was still popular because of its ruggedness, good handling characteristics and compact dimensions.

Other upgrades that would improve the F-1F’s strike capability, e. g. additional avionics to deploy the AGM-62 Walleye glide bomb or the new AGM-65 Maverick, esp. the USMC’s laser-guided AGM-65E variant, were also rejected, because more capable types for both interceptor and attack roles, namely the Mach 2 Douglas F-4 Phantom II and the LTV A-7 Corsair II, had been introduced in the meantime.

Another factor that denied any updates were military budget cuts. Furthermore, the contemporary F-8 Crusader offered a better performance and was therefore selected in favor of the F-1F to be updated to the H-L variants. In the wake of this decision, all F-1Fs still in Navy service were, together with the decommission of the last Essex Class carriers, in 1975 handed over to the USMC in order to purge the Navy’s inventory and simplify maintenance and logistics.

 

FJ-4 and FJ-4B Fury fighter bombers served with United States Naval Reserve units until the late 1960s, while the F-1F soldiered on with the USMC until the early Eighties, even though only in reserve units. A considerable number had the heavy radar equipment removed and replaced by ballast in the late Seventies, and they were used as fighter-bombers, for dissimilar air combat training (simulating Soviet fighter types like the MiG-17 and -19), as high-speed target tugs or as in-flight refueling tankers, since the FJ-5 inherited this capability from the FJ-4, with up to two buddy packs under the wings. A few machines survived long enough to receive a new low-visibility livery.

 

However, even in the USMC reserve units, the FJ-5 was soon replaced by A-4 Skyhawks, due to the age of the airframes and further fleet reduction measures. The last F-1F was retired in 1982, ending the long career of North American’s F-86 design in US service.

 

A total of 1,196 Furies of all variants were received by the Navy and Marine Corps over the course of its production life, including 152 FJ-4s, 222 FJ-4Bs and 102 FJ-5s.

  

General characteristics:

Crew: 1

Length: 40 ft 3 in (12.27 m)

Wingspan: 39 ft 1 in (11.9 m)

Height: 13 ft 11 in (4.2 m)

Wing area: 338.66 ft² (31.46 m²)

Empty weight: 13,518 lb (6,132 kg)

Gross weight: 19,975 lb (9,060 kg)

Max. takeoff weight: 25,880 lb (11,750 kg)

 

Powerplant:

1× Wright J65-W-18 turbojet with 7,400 lbf (32.9 kN) dry thrust

and 10,500 lbf (46.7 kN) with afterburner

 

Performance:

Maximum speed: 708 mph (1,139 km/h, 615 kn) at sea level,

737 mph (1,188 km/h/Mach 0.96) at height

Range: 2,020 mi (3,250 km) with 2× 200 gal (760 l) drop tanks and 2× AIM-9 missiles

Service ceiling: 49,750 ft (15,163 m)

Rate of climb: 12,150 ft/min (61.7 m/s)

Wing loading: 69.9 lb/ft² (341.7 kg/m²)

 

Armament:

4× 20 mm (0.787 in) Colt Mk 12 cannon (144 RPG, 578 rounds in total)

6× underwing hardpoints for 3,000 lb (1,400 kg) of ordnance, including AIM-9 and AIM-7 missiles

  

The kit and its assembly:

A project I had on the agenda for a long time. But, due to the major surgeries involved, I have been pushing it away – until the “In the navy” group build at whatifmolders.com came along in early 2020. So I collected my courage, dusted off the donor kits that had already been stashed away for years, and eventually started work.

 

The original inspiration was the F-8 Crusader’s career: I really like the look of the late RF-8s, which were kept long enough in service to receive the Eighties’ Low-Viz USN “Compass Ghost” livery. This looks cool, but also a little wrong. And what if the FJ-4B had been kept in service long enough to receive a similar treatment…?

 

In order to justify a career extension, I made up an all-weather development of the FJ-4B with a radar and a more powerful engine, a kind of light alternative to the Vought A-7. A plausible solution was a mix of FJ-4B and F-86D parts – this sounds easy, but both aircraft and their respective model kits actually have only VERY little in common.

 

At its core, the FJ-5 model is a kitbashing of parts from an Emhar FJ-4B (Revell re-boxing) and an Airfix F-86D. The FJ-4B provided the raised cockpit section with the canopy, spine and fin in the form of a complete transplant, which furthermore had to be extended by about 1cm/0.5” because the F-86D is longer than the Fury. The FJ-4B also provided its wings, stabilizers and the landing gear. The Fury’s ventral arrester hook section, a separate part, was also transferred into the F-86D’s lower rear fuselage, under the openings for the air brakes.

For a more lively look, the (thick!) Fury canopy was sawed into two pieces for open display and the flaps were lowered, too.

 

The cockpit was taken from the Airfix kit, since it would fit well into the lower fuselage and it looked much better than their respective counterparts from the relatively basic Emhar kit, which just comes with a narrow board with a strange, bulky seat-thing. As an extra, the cockpit received side consoles, a scratched gunsight and a different ejection seat that raised the pilot’s position into the Fury’s higher canopy.

 

Since the F-1F was supposed to be a fighter, still equipped with the radar set, I retained the OOB pylons from the Fury with its four launch rails. For an aircraft late in the career, I gave it a reduced ordnance, though, just a pair of drop tanks (left over from a Matchbox F3D Skyknight; I wanted something more slender than the stubby OOB drop tanks from the Emhar Fury kit), plus a better Sidewinder training round (hence its blue body) and a single red ACMI data pod on the outer pylons, as an aerial combat training outfit and nice color highlights on the otherwise dull/grey aircraft.

  

Painting and markings:

As mentioned above, the idea for livery was a vintage aircraft in modern, subdued markings. So I adapted the early USN Compass Ghost scheme, and the F-1F received a two-tone livery in FS 36320 and 36375 (Dark and Light Compass Ghost Grey, Humbrol 128 and 127, respectively) with a high, wavy waterline and a light fin. In front of the cockpit, a slightly darker anti-glare panel in Humbrol 145 (FS 35237) was added, inspired by early USN F-14s in Compass Ghost camouflage.

The radome was painted with Humbrol 156, for a slightly darker/different shade of grey than the aircraft’s upper surfaces – I considered a black or a beige (unpainted glass fiber) radome first, but that would have been a very harsh contrast to the rest.

 

The landing gear as well as the air intake duct were painted glossy white (Humbrol 22), the cockpit became medium grey (Humbrol 140, Dark Gull Gray). The inside of the air brakes as well es the edges of the flaps, normally concealed when they are retracted, were painted in bright red (Humbrol 174). The same tone was also used to highlight the edges of the land gear covers.

 

The grey leading edges on the wings the stabilizers were created with decal sheet strips (generic material from TL Modellbau), the gun blast plates were made with silver decal material.

In order to give the model a worn look, I applied a black ink wash, an overall, light treatment with graphite and some post shading. Some extra graphite was applied around the exhaust and the gun nozzles.

 

The markings were taken for an USMC A-4E/F from a Revell kit (which turned out to be a bit bluish). I wanted a consequent dull/toned-down look, typical for early Compass Ghost aircraft. Later, colored highlights, roundels and squadron markings crept back onto the aircraft, but in the early Eighties many USN/USMC machines were consequently finished in a grey-in-grey livery.

 

Finally, the model was sealed with matt acrylic varnish (Italeri) and the ordnance added.

  

Well, the end result looks simple, but creating this kitbashed Fury all-weather fighter was pretty demanding. Even though both the Fury and the F-86D are based on the same aircraft, they are completely different, and the same is also true for the model kits. It took major surgeries and body sculpting to weld the parts together. But I am quite happy with the outcome, the fictional F-1F looks pretty conclusive and natural, also in the (for this aircraft) unusual low-viz livery.

 

+++ 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 Sondergerät SG104 "Münchhausen" was a German airborne recoillless 355.6 mm (14-inch) caliber gun, intended to engage even the roughest enemy battleships, primarily those of the Royal Navy. The design of this unusual and massive weapon began in 1939. The rationale behind it was that a battleship’s most vulnerable part was the deck – a flat surface, with relatively thin armor (as typical hits were expected on the flanks) and ideally with vital targets underneath, so that a single, good hit would cripple of even destroy a ship. The purpose of such a high angle of attack was likely to allow the projectile to penetrate the target ship's deck, where the ship's armor, if there was any, would have been much thinner than the armor on its sidesHowever, hitting the deck properly with another ship’s main gun was not easy, since it could only be affected through indirect hits and the typical angle of the attack from aballistic shot would not necessarily be ideal for deep penetration, esp. at long range.

The solution to this problem: ensure that the heavy projectile would hit its target directly from above, ideally at a very steep angle. To achieve this, the gun with battleship caliber was “relocated” from a carrier ship or a coastal battery onto an aircraft – specifically to a type that was capable of dive-bombing, a feature that almost any German bomber model of the time offered.

 

Firing such a heavy weapon caused a lot fo problems, which were severe even if the gun was mounted on a ship or on land. To compensate for such a large-caliber gun’s recoil and to make firing a 14 in shell (which alone weighed around almost 700 kg/1.550 lb, plus the charge) from a relatively light airframe feasible, the respective gun had to be as light as possible and avoid any recoil, which would easily tear an aircraft – even a bomber – apart upon firing. Therefore, the Gerät 104 was designed as a recoilless cannon. Its firing system involved venting the same amount of the weapon's propellant gas for its round to the rear of the launch tube (which was open at both ends), in the same fashion as a rocket launcher. This created a forward directed momentum which was nearly equal to the rearward momentum (recoil) imparted to the system by accelerating the projectile itself. The balance thus created did not leave much net momentum to be imparted to the weapon's mounting or the carrying airframe in the form of felt recoil. A further share of the recoil induced by the moving round itself could be compensated by a muzzle brake which re-directed a part of the firing gases backwards. Since recoil had been mostly negated, a heavy and complex recoil damping mechanism was not necessary – even though the weapon itself was huge and heavy.

 

Work on the "Münchhausen" device (a secret project handle after a fictional German nobleman created by the German writer Rudolf Erich Raspe in the late 18th century who reputedly had ridden on a cannonball between enemy frontlines), was done by Rheinmetall-Borsig and lasted until 1941. The first test of a prototype weapon was conducted on 9th of September 1940 in Unterlüss with a satisfactory result, even though the weapon was only mounted onto an open rack and not integrated into an airframe yet. At that time, potential carriers were the Ju 88, the Dornier Do 217 and the new Junkers Ju 288. Even though the system’s efficacy was doubted, the prospect of delivering a single, fatal blow to an important , armored arget superseded any doubts at the RLM, and the project was greenlit in early 1942 for the next stage: the integration of the Sondergerät 104 into an existing airframe. The Ju 88 and its successor, the Ju 188, turned out to be too light and lacked carrying capacity for the complete, loaded weapon, and the favored Ju 288 was never produced, so that only the Dornier Do 217 or the bigger He 177 remained as a suitable carriers. The Do 217 was eventually chosen because it had the biggest payload and the airframe was proven and readily available.

 

After calculations had verified that the designed 14 in rifle would have effectively no recoil, preliminary tests with dumm airframes were carried out. After ground trials with a Do 217 E day bomber to check recoil and blast effects on the airframe, the development and production of a limited Nullserie (pre-production series) of the dedicated Do 217 F variant for field tests and eventual operational use against British sea and land targets was ordered in April 1942.

 

The resulting Do 217 F-0 was based on the late “E” bomber variant and powered by a pair of BMW 801 radial engines. It was, however, heavily modified for its unique weapon and the highly specialized mission profile: upon arriving at the zone of operation at high altitude, the aircraft would initiate a dive with an angle of attack between 50° and 80° from the horizontal, firing the SG 104 at an altitude between 6,000 and 2,000 meters. The flight time of the projectile could range from 16.0 seconds for a shot from an altitude of 6,000 meters at a 50° angle to just 4.4 seconds for a shot from 2.000 meters at an almost vertical 80° angle. Muzzle velocity of the SG 104 was only 300 m/s, but, prior to impact, the effective velocity of the projectile was projected to range between 449 and 468 m/s (1,616 to 1,674 km/h). Together with the round's weight of roughly 700 kg (1.550 lb) and a hardened tip, this would still ensure a high penetration potential.

 

The operational Sondergerät 104 had an empty mass of 2.780 kg (6,123 lb) and its complete 14 inch double cartridge weighed around 1.600 kg (3,525 lb). The loaded mass of the weapon was 4,237 kg, stretching the limits of the Do 217’s load capacity to the maximum, so that some armor and less vital pieces of equipment were deleted. Crew and defensive armament were reduced to a minimum.

Even though there had been plans to integrate the wepaon into the airframe (on the Ju 288), the Gerät 104 was on the Do 217 F-0 mounted externally and occupied the whole space under the aircraft, precluding any use of the bomb bay. The latter was occupied by the Gerät 104’s complex mount, which extended to the outside under a streamlined fairing and held the weapon at a distance from the airframe. Between the mount’s struts inside of the fuselage, an additional fuel tank for balance reasons was added, too.

The gun’s center, where the heavy round was carried, was positioned under the aircraft’s center of gravity, so that the gun barrel markedly protruded from under the aircraft’s nose. To make enough space, the Do 217 Es bomb aimer’s ventral gondola and his rearward-facing defensive position under the cockpit were omitted and faired over. The nose section was also totally different: the original extensive glazing (the so-called “Kampfkopf”) was replaced by a smaller, conventional canopy, similar to the later Do 217 J and N night fighter versions, together with a solid nose - the original glass panels would have easily shattered upon firing the gun, esp. in a steep high-speed dive. A "Lotfernrohr" bomb aiming device was still installed in a streamlined and protected fairing, though, so that the navigator could guide the pilot during the approach to the target and during the attack run.

To stabilize the heavy aircraft during its attack and to time- and safely pull out of the dive, a massive mechanical dive brake was mounted at the extended tail tip, which unfolded with four "petals". A charecteristic stabilizing dorsal strake was added between the twin fins, too.

 

The ventral area behind the gun’s rear-facing muzzle received additional metal plating and blast guiding vanes, after trials in late 1940 had revealed that firing the SG 104 could easily damage the Do 217’s tail structure, esp. all of the tail surfaces’ rudders and the fins’ lower ends in particular. Due to all this extra weight, the Do 217 F-0’s defensive armament consisted only of a single 13 mm MG 131 machine gun in a manually operated dorsal position behind the cockpit cabin, which offered space for a crew of three. A fixed 15 mm MG 151 autocannon was mounted in the nose, too, a weapon with a long barrel for extended range and accuracy. It was not an offensive weapon, though, rather intended as an aiming aid for the SG 104 because it was loaded with tracer bullets: during the final phase of the attack dive, the pilot kept firing the MG 151, and the bullet trail showed if he was on target to fire the SG 104 when the right altitude/range had been reached.

 

The first Do 217 F-0 was flown and tested in late 1943, and after some detail changes the type was cleared for a limited production run of ten aircraft in January 1944. The first operational machine was delivered to a dedicated testing commando, the Erprobungskommando 104 “Münchhausen”, also known as “Sonderkommando Münchhausen” or simply “E-Staffel 104”. The unit was based at Bordeaux/Merignac and directly attached to the KG 40's as a staff flight. At that time, KG 40 operated Do 217 and He 177 bombers and frequently flew reconnaissance and anti-shipping missions over the Atlantic west of France, up to the British west and southern coast, equipped with experimental Henschel Hs 293 glide bombs.

 

Initial flights confirmed that the Do 217 airframe was burdened with the SG 104 to its limits, the already rather sluggish aircraft (the Do 217 had generally a high wing loading and was not easy to fly) lost anything that was left of what could be called agility. It needed an experienced pilot to handle it safely, esp. during start and landing. It is no wonder that two Do 217 F-0s suffered ground accidents during the first two weeks of operations, but the machines could be repaired, resume the test program and carry out attack missions.

However, during one of the first test shots with the weapon, one Do 217 F-0 lost its complete tail section though the gun blast, and the aircraft crashed into the Bay of Biscay, killing the complete crew.

 

On 4th or April 1944 the first "hot" attack against an enemy ship was executed in the Celtic Sea off of Brest, against a convoy of 20 ships homeward bound from Gibraltar. The attack was not successful, though, the shot missing its target, and the German bomber was attacked and heavily damaged by British Bristol Beaufighters that had been deployed to protect the ships. The Do 217F-0 eventually crashed and sank into the Atlantic before it could reach land again.

 

A couple of days later, on 10th of April, the first attempt to attack and destroy a land target was undertaken: two Do 217 F-0s took off to attack Bouldnor Battery, an armored British artillery position located on the Isle of Wight. One machine had to abort the attack due to oil leakages, the second Do 217 F-0 eventually reached its target and made a shallow attack run, but heavy fog obscured the location and the otherwise successful shot missed the fortification. Upon return to its home base the aircraft was intercepted by RAF fighters over the Channel and heavily damaged, even though German fighters deployed from France came to the rescue, fought the British attackers off and escorted the limping Do 217 F-0 back to its home base.

 

These events revealed that the overall SG 104 concept was generally feasible, but also showed that the Do 217 F-0 was very vulnerable without air superiority or a suitable escort, so that new tactics had to be developed. One consequence was that further Do 217 F-0 deployments were now supported by V/KG 40, the Luftwaffe's only long range maritime fighter unit. These escorts consisted of Junkers Ju 88C-6s, which were capable of keeping up with the Do 217 F-0 and fend of intercepting RAF Coastal Command’s Beaufighters and later also Mosquitos.

 

In the meantime, tests with the SG 104 progressed and several modifications were tested on different EKdo 104's Do 217 F-0s. One major upgrade was a further strengthening of the tail section, which added another 200 kg (440 lb) to the aircraft's dry weight. Furthermore, at least three aircraft were outfitted with additional dive brakes under the outer wings, so that the dive could be better controlled and intercepted. these aircraft, however, lost their plumbed underwing hardpoints, but these were only ever used for drop tanks during transfer flights - a loaded SG 104 precluded any other ordnance. On two other aircraft the SG 104 was modified to test different muzzle brakes and deflectors for the rear-facing opening, so that the gun blast was more effectively guided away from the airframe to prevent instability and structural damage. For instance, one machine was equipped with a bifurcated blast deflector that directed the rearward gasses partly sideways, away from the fuselage.

 

These tests did not last long, though. During the Allied Normandy landings in June 1944 E-Staffel 104 was hastily thrown into action and made several poorly-prepared attack runs against Allied support ships. The biggest success was a full hit and the resulting sinking of the Norwegian destroyer HNoMS Svenner (G03) by "1A+BA" at dawn on 6th of June, off Sword, one of the Allied landing zones. Other targets were engaged, too, but only with little effect. This involvement, however, led to the loss of three Do 217 F-0s within just two days and four more heavily damaged aircraft – leaving only two of EKdo 104's Do 217 F-0s operational.

 

With the Allied invasion of France and a worsening war condition, the SG 104 program was stopped in August 1944 and the idea of an airborne anti-ship gun axed in favor of more flexible guided weapons like the Hs 293 missile and the Fritz-X glide bomb. Plans for a further developed weapon with a three-round drum magazine were immediately stopped, also because there was no carrier aircraft in sight that could carry and deploy this complex 6.5 tons weapon. However, work on the SG 104 and the experience gained from EKdo 104's field tests were not in vain. The knowledge gathered from the Münchhausen program was directly used for the design of a wide range of other, smaller recoilless aircraft weapons, including the magnetically-triggered SG 113 "Förstersonde" anti-tank weapon or the lightweight SG 118 "Rohrblock" unguided air-to-air missile battery for the Heinkel He 162 "Volksjäger".

  

General characteristics:

Crew: 3 (pilot, navigator, radio operator/gunner)

Length: 20,73 m (67 ft 11 in) overall

18,93 m (62 ft 3/4 in) hull only

Wingspan: 19 m (62 ft 4 in)

Height: 4.97 m (16 ft 4 in)

Wing area: 57 m² (610 sq ft)

Empty weight: 9,065 kg (19,985 lb)

Empty equipped weight:10,950 kg (24,140 lb)

Max takeoff weight: 16,700 kg (36,817 lb)

Fuel capacity: 2,960 l (780 US gal; 650 imp gal) in fuselage tank and four wing tanks

 

Powerplant:

2× BMW 801D-2 14-cylinder air-cooled radial piston engines, delivering

1,300 kW (1,700 hp) each for take-off and 1,070 kW (1,440 hp) at 5,700 m (18,700 ft),

driving 3-bladed VDM constant-speed propellers

 

Performance:

Maximum speed: 475 km/h (295 mph, 256 kn) at sea level

560 km/h (350 mph; 300 kn) at 5,700 m (18,700 ft)

Cruise speed: 400 km/h (250 mph, 220 kn) with loaded Gerät 104 at optimum altitude

Range: 2,180 km (1,350 mi, 1,180 nmi) with maximum internal fuel

Ferry range: 2,500 km (1,600 mi, 1,300 nmi); unarmed, with auxiliary fuel tanks

Service ceiling: 7,370 m (24,180 ft) with loaded Gerät 104,

9,500 m (31,200 ft) after firing

Rate of climb: 3.5 m/s (690 ft/min)

Time to altitude: 1,000 m (3,300 ft) in 4 minutes 10 seconds

2,000 m (6,600 ft) in 8 minutes 20 seconds

6,100 m (20,000 ft) in 24 minutes 40 seconds

 

Armament:

1x 355.6 mm (14-inch) Sondergerät 104 recoilless gun with a single round in ventral position

1x 15 mm (0.787 in) MG 151 machine cannon with 200 rounds, fixed in the nose

1x 13 mm (0.512 in) MG 131 machine gun with 500 rounds, movable in dorsal position

Two underwing hardpoints for a 900 l drop tank each, but only used during unarmed ferry flights

  

The kit and its assembly:

This was another submission to the "Gunships" group build at whatifmodellers.com in late 2021, and inspiration struck when I realized that I had two Italeri Do 217 in The Stash - a bomber and a night fighter - that could be combined into a suitable (fictional) carrier for a Sondergerät 104. This mighty weapon actually existed and even reached the hardware/test stage - but it was never integrated into an airframe and tested in flight. But that's what this model is supposed to depict.

 

On the Do 217, the Sg 104 would have been carried externally under the fuselage, even though there had been plans to integrate this recoilless rifle into airframes, esp. into the Ju 288. Since the latter never made it into production, the Do 217 would have been the most logical alternative, also because it had the highest payload of all German bombers during WWII and probably the only aircraft capable of carrying and deploying the Münchhausen device, as the SG 104 was also known.

 

The fictional Do 217 F-0 is a kitbashing, using a Do 217 N fuselage, combined with the wings from a Do 217 K bomber, plus some modifications. What initially sounded like a simple plan soon turned into a improvisation mess: it took some time to realize that I had already donated the Do 217 K's BMW 801 engines to another project, an upgraded He 115... I did not want to use the nightfighter's more powerful DB 603s, and I was lucky to have an Italeri Ju 188 kit at hand which comes with optional BMW 801s and Jumo 211s. Transplanting these engines onto the Do 217's wings took some tailoring of the adapter plates, but was feasible. However, the BMW 801s from the Ju 188 kit have a flaw: they lack the engine's characteristic cooling fans... Another lucky find: I found two such parts in the scrap box, even though from different kits - one left over from another Italeri Do 217 K, the other one from what I assume is/was an Italeri 1:72 Fw 190 A/F. To make matters worse, one propeller from the Ju 188 kit was missing, so that I had to find a(nother) replacement. :-/

I eventually used something that looked like an 1:72 F6F Hellcat propeller, but I an not certain about this because I have never built this model...? With some trimming on the blades' trailing edges and other mods, the donor's overall look could be adapted to the Ju 188 benchmark. Both propellers were mounted on metal axis' so that they could also carry the cooling fans. Lots of work, but the result looks quite good.

 

The Do 217 N's hull lost the lower rear gunner position and its ventral gondola, which was faired over with a piece of styrene sheet. The pilot was taken OOB, the gunner in the rear position was replaced by a more blob-like crew member from the scrap box. The plan to add a navigator in the seat to the lower right of the pilot did not work out due to space shortage, but this figure would probably have been invisble, anyway.

All gun openings in the nose were filled and PSRed away, and a fairing for a bomb aiming device and a single gun (the barrel is a hollow steel needle) were added.

 

The SG 104 was scratched. Starting point was a white metal replacement barrel for an 1:35 ISU-152 SPG with a brass muzzle brake. However, after dry-fitting the barrel under the hull the barrel turned out to be much too wide, so that only the muzzal brake survived and the rest of the weapon was created from a buddy refueling pod (from an Italeri 1:72 Luftwaffe Tornado, because of its two conical ends) and protective plastic caps from medical canulas. To attach this creation to the hull I abused a conformal belly tank from a Matchbox Gloster Meteor night fighter and tailored it into a streamlined fairing. While this quite a Frankenstein creation, the overall dimensions match the real SG 104 prototype and its look well.

 

Other cosmetic modifications include a pair of underwing dive brakes, translanted from an Italeri 1:72 Ju 88 A-4 kit, an extended (scratched) tail "stinger" which resembles the real dive brake arrangement that was installed on some Do 217 E bombers, and I added blast deflector vanes and a dorsal stabilizer fin.

In order to provide the aircraft with enough ground clearance, the tail wheel was slightly extended. Thanks to the long tail stinger, this is not blatantly obvious.

  

Painting and markings:

This was not an easy choice, but as a kind of prototype I decided that the paint scheme should be rather conservative. However, German aircraft operating over the Atlantic tended to carry rather pale schemes, so that the standard pattern of RLM 70/71/65 (Dunkelgrün, Schwarzgrün and Hellblau) with a low waterline - typical for experimental types - would hardly be appropriate.

I eventually found a compromise on a He 177 bomber (coded 6N+BN) from 1944 that was operated by KG 100: this particular aircraft had a lightened upper camouflage - still a standard splinter scheme but consisting of RLM 71 and 02 (Dunkelgrün and Grau; I used Modelmaster 2081 and Humbrol 240), a combination that had been used on German fighters during the Battle of Britain when the standard colors turned out to be too dark for operations over the Channel. The aircraft also carried standard RLM 65 (or maybe the new RLM76) underneath (Humbrol 65) and on the fin, but with a very high and slightly wavy waterline. As a rather unusual feature, no typical camouflage mottles were carried on the flanks or the fin, giving the aircraft a very bleak and simple look.

 

Despite my fears that this might look rather boring I adapted this scheme for the Do 217 F-0, and once basic painting was completed I was rather pleased by the aircraft's look! As an aircraft operated at the Western front, no additional markings like fuselage bands were carried.

To set the SG 104 apart from the airframe, I painted the weapon's visible parts in RLM 66 (Schwarzgrau, Humbrol 67), because this tone was frequently used for machinery (including the interior surfaces of aircraft towards 1945).

RLM 02 was also used for the interior surfaces and the landing gear, even though I used a slightly different, lighter shade in form of Revell 45 (Helloliv).

 

A light black ink washing was applied and post-shading to emphasize panel lines. Most markings/decals came from a Begemot 1:72 He 11 sheet, including the unusual green tactical code - it belongs to a staff unit, a suitable marking for such an experimental aircraft. The green (Humbrol 2) was carried over to the tips of the propeller spinners. The unit's code "1A" is fictional, AFAIK this combination had never been used by the Luftwaffe.

The small unit badge was alucky find: it actually depicts the fictional Baron von Münchhausen riding on a cannonball, and it comes from an Academy 1:72 Me 163 kit and its respective sheet. The mission markings underneath, depicting two anti-ship missions plus a successful sinking, came from a TL Modellbau 1:72 scale sheet with generic German WWII victory markings.

 

After some soot stains around the engine exhaust and weapon muzzles had been added with graphite, the model was sealed with matt acrylic varnish and final details like position lights and wire antennae (from heated black plastic sprue material) were added.

  

Well, what started as a combination of two kits of the same kind with a simple huge pipe underneath turned out to be more demanding than expected. The (incomplete) replacement engines were quite a challenge, and body work on the hull (tail stinger, fairing for the SG 104 as well as the weapon itself) turned out to be more complex and extensive than initially thought of. The result looks quite convincing, also supported by the rather simple paint scheme which IMHO just "looks right" and very convincing. And the whole thing is probably the most direct representation of the inspiring "Gunship" theme!

 

One of the most valuable aircraft in the war against Japan, the Catalina entered RAAF service in February 1941. Crewed by eight and capable of carrying as many as 20 people, the "Cats" were used for reconnaissance missions, bombing, mine laying, dropping supplies and air/sea rescues. Units operating the aircraft included Nos 11, 20, 42 and 43 Squadrons, as well as Nos 6 and 8 Communication Units, Nos 111, 112 and 113 Air-Sea Rescue Flights and No 3 Operational Training Unit.

 

In RAAF service, the aircraft was best known for its exploits as a night intruder. Painted matt black and carrying sophisticated mission equipment, the "Black Cats" undertook mine laying and air/sea rescues under the cover of darkness and assisted with the repatriation of prisoners-of-war from Singapore and Japan at the end of the war. Following World War II, the aircraft trialed jet-assisted take-off units at the RAAF's Aircraft Research and Development Unit, as well as participating in supply missions in support of the Australian National Antarctic Research Expeditions. Of the 168 Cats that saw RAAF service, only 23 survived World War II, the last of which was retired from service in 1952.

 

The RAAF Museum's aircraft was a Boeing Canada-built Canso, constructors number CV-369, which was initially used by the Royal Canadian Air Force (RCAF 11060), entering service in April 1944. The aircraft had a very uneventful wartime career, and by April 1949 had only logged a total of 943 flying hours. By May 1961, the aircraft had reached the end of its military life, and was sold to the Frontier Air Transport Company. During its period of military service, the aircraft was converted to a freighter configuration, with sliding freight doors replacing the characteristic observation blisters on the rear fuselage. Initially registered as CF-NJD, in 1966 the aircraft was transferred to the US civil register as N609FF, where it was used as a fire bomber throughout North America. In 1972, the aircraft was flown to Australia and operated in the geophysical survey role by Geoterrex as VH-EXG. Flying for the last time around 1987/88, the aircraft sat at Essendon Airport in Victoria before acquisition by the RAAF Museum in 1992, and was then transported to RAAF Base Amberley for restoration to represent a wartime PBY-5A as operated by the RAAF.

 

The identity of A24-104 was selected for the final finish as 104 was a very significant aircraft. Initially serving with No 113 Air Sea Rescue Flight, A24-104 operated throughout the South-West Pacific. Immediately following World War II, the aircraft was involved in escorting No 77 Squadron Mustangs to Japan as part of the British Commonwealth Occupation Forces. A24-104 then returned home to be used as a testbed for jet-assisted take-off (JATO) trials, which were carried out at Point Cook by No 1 Aircraft Performance Unit (forerunner to the Aircraft Research and Development Unit). Before the completion of these trials, the aircraft was used in a supply mission to the Australian Antarctic Territory, where the JATO equipment was used successfully. In 1953, A24-104 was transferred to the Netherlands Government, and was scrapped at Biak in 1956.