Some background:

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

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

Specifications:

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

Weight: 23 tons

Length: 5.92 m (19 ft 5 in)

Width: 2.88 m (9 ft 5 ¼ in)

Height: 2.3 m (7 ft 6 ½ in)

Suspension: Leaf spring

Fuel capacity: 470 l (120 US gal)

Armour:

10 – 50 mm (0.39 – 1.96 in)

Performance:

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

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

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

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

Power/weight: 13 PS/t

Engine:

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

Transmission:

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

Armament:

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

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

The kit and its assembly:

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

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

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

Painting and markings:

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

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

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

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

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

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

+++ DISCLAIMER +++

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

Some Background:

The Lockheed F-94 Starfire was a first-generation jet aircraft of the United States Air Force. It was developed from the twin-seat Lockheed T-33 Shooting Star in the late 1940s as an all-weather, day/night interceptor, replacing the propeller-driven North American F-82 Twin Mustang in this role. The system was designed to overtake the F-80 in terms of performance, but more so to intercept the new high-level Soviet bombers capable of nuclear attacks on America and her Allies - in particular, the new Tupelov Tu-4. The F-94 was furthermore the first operational USAF fighter equipped with an afterburner and was the first jet-powered all-weather fighter to enter combat during the Korean War in January 1953.

For better handling and less drag esp. at low altitude, the F-94B’s large Fletcher type wingtip tanks were frequently replaced with smaller ones with about half capacity. It also became common practice to operate the RF-94Bs with only a crew of one, and from 1960 on the RF-94B was, thanks to its second seat, more and more used as a trainer before pilots mounted more potent reconnaissance aircraft like the RF-101 Voodoo, which eventually replaced the RF-94B in ANG service. The last RF-94B was phased out in 1968, and, unlike the RF-84F, it was not operated by any foreign air force.

General characteristics:

Crew: 2 (but frequently operated by a single pilot)

Length: 43 ft 4 3/4 in (13.25 m)

Wingspan (with tip tanks): 40 ft 9 1/2 in (12.45 m)

Height: 12 ft. 2 (3.73 m)

Wing area: 234' 8" sq ft (29.11 m²)

Empty weight: 10,064 lb (4,570 kg)

Loaded weight: 15,330 lb (6,960 kg)

Max. takeoff weight: 24,184 lb (10,970 kg)

Powerplant:

1× Allison J33-A-33 turbojet, rated at 4,600 lbf (20.4 kN) continuous thrust,

5,400 lbf (24 kN) with water injection and 6,000 lbf (26.6 kN) thrust with afterburner

Performance:

Maximum speed: 630 mph (1,014 km/h) at height and in level flight

Range: 930 mi (813 nmi, 1,500 km) in combat configuration with two drop tanks

Ferry range: 1,457 mi (1,275 nmi, 2,345 km)

Service ceiling: 42,750 ft (14,000 m)

Rate of climb: 6,858 ft/min (34.9 m/s)

Wing loading: 57.4 lb/ft² (384 kg/m²)

Thrust/weight: 0.48

Armament:

No internal guns; 2x 165 US Gallon (1,204 liter) drop tanks on the wing tips and…

2x underwing hardpoints for two additional 165 US Gallon (1,204 liter) ferry tanks

or bombs of up to 1.000 lb (454 kg) caliber each, plus…

2x optional (rarely fitted) pods on the wings’ leading edges with either a pair of 0.5" (12.7 mm)

machine guns or twelve 2.75” (70 mm) Mk 4/Mk 40 Folding-Fin Aerial Rockets each

The kit and its assembly:

This project was originally earmarked as a submission for the 2021 “Reconnaissance & Surveillance” group build at whatifmodellers.com, in the form of a Heller F-94B with a new nose section. The inspiration behind this build was the real-world EF-94C (s/n 50-963): a solitary conversion with a bulbous camera nose. However, the EF-94C was not a reconnaissance aircraft but rather a chase plane/camera ship for the Air Research and Development Command, hence its unusual designation with the suffix “E”, standing for “Exempt” instead of the more appropriate “R” for a dedicated recce aircraft. There also was another EF-94C, but this was a totally different kind of aircraft: an ejection seat testbed.

I had a surplus Heller F-94B kit in The Stash™ and it was built almost completely OOB and did – except for some sinkholes and standard PSR work – not pose any problem. In fact, the old Heller Starfire model is IMHO a pretty good representation of the aircraft. O.K., its age might show, but almost anything you could ask for at 1:72 scale is there, including a decent, detailed cockpit.

The biggest change was the new camera nose, and it was scratched from an unlikely donor part: it consists of a Matchbox B-17G tail gunner station, slimmed down by the gunner station glazing's width at the seam in the middle, and this "sandwich" was furthermore turned upside down. Getting the transitional sections right took lots of PSR, though, and I added some styrene profiles to integrate the new nose into the rest of the hull. It was unintentional, but the new nose profile reminds a lot of a RF-101 recce Voodoo, and there's, with the straight wings, a very F-89ish look to the aircraft now? There's also something F2H-2ish about the outlines?

The large original wing tip tanks were cut off and replaced with smaller alternatives from a Hasegawa A-37. Because it was easy to realize on this kit I lowered the flaps, together with open ventral air brakes. The cockpit was taken OOB, I just modified the work station on the rear seat and replaced the rubber sight protector for the WSO with two screens for a camera operator. Finally, the one-piece cockpit glazing was cut into two parts to present the model with an open canopy.

Painting and markings:

This was a tough decision: either an NMF finish (the natural first choice), an overall light grey anti-corrosive coat of paint, both with relatively colorful unit markings, or camouflage. The USAF’s earlier RF-80As carried a unique scheme in olive drab/neutral grey with a medium waterline, but that would look rather vintage on the F-94. I decided that some tactical camouflage would make most sense on this kind of aircraft and eventually settled for the USAF’s SEA scheme with reduced tactical markings, which – after some field tests and improvisations in Vietnam – became standardized and was officially introduced to USAF aircraft around 1965 as well as to ANG units.

Even though I had already built a camouflaged F-94 some time ago (a Hellenic aircraft in worn SEA colors), I settled for this route. The basic colors (FS 30219, 34227, 34279 and 36622) all came from Humbrol (118, 117, 116 and 28, respectively), and for the pattern I adapted the paint scheme of the USAF’s probably only T-33 in SEA colors: a trainer based on Iceland during the Seventies and available as a markings option in one of the Special Hobby 1:32 T-33 kits. The low waterline received a wavy shape, inspired by an early ANG RF-101 in SEA camouflage I came across in a book. The new SEA scheme was apparently applied with a lot of enthusiasm and properness when it was brand new, but this quickly vaned. As an extra, the wing tip tanks received black anti-glare sections on their inner faces and a black anti-glare panel was added in front of the windscreen - a decal from a T-33 aftermarket sheet. Beyond a black ink wash the model received some subtle panel post-shading, but rather to emphasize surface details than for serious weathering.

The cockpit became very dark grey (Revell 06) while the landing gear wells were kept in zinc chromate green primer (Humbrol 80, Grass Green), with bright red (Humbrol 60, Matt Red) cover interiors and struts and wheels in aluminum (Humbrol 56). The interior of the flaps and the ventral air brakes became red, too.

The decals/markings came from a Special Hobby 1:72 F-86H; there’s a dedicated ANG boxing of the kit that comes with an optional camouflaged aircraft of the NY ANG, the least unit to operate the “Sabre Hog” during the Seventies. Since this 138th TFS formerly operated the F-94A/B, it was a perfect option for the RF-94B! I just used a different Bu. No. code on the fin, taken from a PrintScale A/T-37 set, and most stencils were perocured from the scrap box.

After a final light treatment with graphite around the afterburner for a more metallic shine of the iron metallic (Revell 97) underneath, the kit was sealed with a coat of matt acrylic varnish (Italeri).

A camouflaged F-94 is an unusual sight, but it works very well. The new/longer nose considerably changes the aircraft's profile, and even though the change is massive, the "Crocodile" looks surprisingly plausible, if not believable! And, despite the long nose, the aircraft looks pretty sleek, especially in the air.

+++ DISCLAIMER +++

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

Some Background:

The Lockheed F-94 Starfire was a first-generation jet aircraft of the United States Air Force. It was developed from the twin-seat Lockheed T-33 Shooting Star in the late 1940s as an all-weather, day/night interceptor, replacing the propeller-driven North American F-82 Twin Mustang in this role. The system was designed to overtake the F-80 in terms of performance, but more so to intercept the new high-level Soviet bombers capable of nuclear attacks on America and her Allies - in particular, the new Tupelov Tu-4. The F-94 was furthermore the first operational USAF fighter equipped with an afterburner and was the first jet-powered all-weather fighter to enter combat during the Korean War in January 1953.

For better handling and less drag esp. at low altitude, the F-94B’s large Fletcher type wingtip tanks were frequently replaced with smaller ones with about half capacity. It also became common practice to operate the RF-94Bs with only a crew of one, and from 1960 on the RF-94B was, thanks to its second seat, more and more used as a trainer before pilots mounted more potent reconnaissance aircraft like the RF-101 Voodoo, which eventually replaced the RF-94B in ANG service. The last RF-94B was phased out in 1968, and, unlike the RF-84F, it was not operated by any foreign air force.

General characteristics:

Crew: 2 (but frequently operated by a single pilot)

Length: 43 ft 4 3/4 in (13.25 m)

Wingspan (with tip tanks): 40 ft 9 1/2 in (12.45 m)

Height: 12 ft. 2 (3.73 m)

Wing area: 234' 8" sq ft (29.11 m²)

Empty weight: 10,064 lb (4,570 kg)

Loaded weight: 15,330 lb (6,960 kg)

Max. takeoff weight: 24,184 lb (10,970 kg)

Powerplant:

1× Allison J33-A-33 turbojet, rated at 4,600 lbf (20.4 kN) continuous thrust,

5,400 lbf (24 kN) with water injection and 6,000 lbf (26.6 kN) thrust with afterburner

Performance:

Maximum speed: 630 mph (1,014 km/h) at height and in level flight

Range: 930 mi (813 nmi, 1,500 km) in combat configuration with two drop tanks

Ferry range: 1,457 mi (1,275 nmi, 2,345 km)

Service ceiling: 42,750 ft (14,000 m)

Rate of climb: 6,858 ft/min (34.9 m/s)

Wing loading: 57.4 lb/ft² (384 kg/m²)

Thrust/weight: 0.48

Armament:

No internal guns; 2x 165 US Gallon (1,204 liter) drop tanks on the wing tips and…

2x underwing hardpoints for two additional 165 US Gallon (1,204 liter) ferry tanks

or bombs of up to 1.000 lb (454 kg) caliber each, plus…

2x optional (rarely fitted) pods on the wings’ leading edges with either a pair of 0.5" (12.7 mm)

machine guns or twelve 2.75” (70 mm) Mk 4/Mk 40 Folding-Fin Aerial Rockets each

The kit and its assembly:

This project was originally earmarked as a submission for the 2021 “Reconnaissance & Surveillance” group build at whatifmodellers.com, in the form of a Heller F-94B with a new nose section. The inspiration behind this build was the real-world EF-94C (s/n 50-963): a solitary conversion with a bulbous camera nose. However, the EF-94C was not a reconnaissance aircraft but rather a chase plane/camera ship for the Air Research and Development Command, hence its unusual designation with the suffix “E”, standing for “Exempt” instead of the more appropriate “R” for a dedicated recce aircraft. There also was another EF-94C, but this was a totally different kind of aircraft: an ejection seat testbed.

I had a surplus Heller F-94B kit in The Stash™ and it was built almost completely OOB and did – except for some sinkholes and standard PSR work – not pose any problem. In fact, the old Heller Starfire model is IMHO a pretty good representation of the aircraft. O.K., its age might show, but almost anything you could ask for at 1:72 scale is there, including a decent, detailed cockpit.

The biggest change was the new camera nose, and it was scratched from an unlikely donor part: it consists of a Matchbox B-17G tail gunner station, slimmed down by the gunner station glazing's width at the seam in the middle, and this "sandwich" was furthermore turned upside down. Getting the transitional sections right took lots of PSR, though, and I added some styrene profiles to integrate the new nose into the rest of the hull. It was unintentional, but the new nose profile reminds a lot of a RF-101 recce Voodoo, and there's, with the straight wings, a very F-89ish look to the aircraft now? There's also something F2H-2ish about the outlines?

The large original wing tip tanks were cut off and replaced with smaller alternatives from a Hasegawa A-37. Because it was easy to realize on this kit I lowered the flaps, together with open ventral air brakes. The cockpit was taken OOB, I just modified the work station on the rear seat and replaced the rubber sight protector for the WSO with two screens for a camera operator. Finally, the one-piece cockpit glazing was cut into two parts to present the model with an open canopy.

Painting and markings:

This was a tough decision: either an NMF finish (the natural first choice), an overall light grey anti-corrosive coat of paint, both with relatively colorful unit markings, or camouflage. The USAF’s earlier RF-80As carried a unique scheme in olive drab/neutral grey with a medium waterline, but that would look rather vintage on the F-94. I decided that some tactical camouflage would make most sense on this kind of aircraft and eventually settled for the USAF’s SEA scheme with reduced tactical markings, which – after some field tests and improvisations in Vietnam – became standardized and was officially introduced to USAF aircraft around 1965 as well as to ANG units.

Even though I had already built a camouflaged F-94 some time ago (a Hellenic aircraft in worn SEA colors), I settled for this route. The basic colors (FS 30219, 34227, 34279 and 36622) all came from Humbrol (118, 117, 116 and 28, respectively), and for the pattern I adapted the paint scheme of the USAF’s probably only T-33 in SEA colors: a trainer based on Iceland during the Seventies and available as a markings option in one of the Special Hobby 1:32 T-33 kits. The low waterline received a wavy shape, inspired by an early ANG RF-101 in SEA camouflage I came across in a book. The new SEA scheme was apparently applied with a lot of enthusiasm and properness when it was brand new, but this quickly vaned. As an extra, the wing tip tanks received black anti-glare sections on their inner faces and a black anti-glare panel was added in front of the windscreen - a decal from a T-33 aftermarket sheet. Beyond a black ink wash the model received some subtle panel post-shading, but rather to emphasize surface details than for serious weathering.

The cockpit became very dark grey (Revell 06) while the landing gear wells were kept in zinc chromate green primer (Humbrol 80, Grass Green), with bright red (Humbrol 60, Matt Red) cover interiors and struts and wheels in aluminum (Humbrol 56). The interior of the flaps and the ventral air brakes became red, too.

The decals/markings came from a Special Hobby 1:72 F-86H; there’s a dedicated ANG boxing of the kit that comes with an optional camouflaged aircraft of the NY ANG, the least unit to operate the “Sabre Hog” during the Seventies. Since this 138th TFS formerly operated the F-94A/B, it was a perfect option for the RF-94B! I just used a different Bu. No. code on the fin, taken from a PrintScale A/T-37 set, and most stencils were perocured from the scrap box.

After a final light treatment with graphite around the afterburner for a more metallic shine of the iron metallic (Revell 97) underneath, the kit was sealed with a coat of matt acrylic varnish (Italeri).

A camouflaged F-94 is an unusual sight, but it works very well. The new/longer nose considerably changes the aircraft's profile, and even though the change is massive, the "Crocodile" looks surprisingly plausible, if not believable! And, despite the long nose, the aircraft looks pretty sleek, especially in the air.

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 :-)

Former Fire Chief Thomas Harrigan, 46, lies dying in a Miami hospital room, suffering from mesothelioma, black lung, heart failure, and other diseases linked to his exposure to toxic substances while working on the Ground Zero rubble pile for three months after 9/11.Doctors have given him until July to live. On the day these photos were taken, he had receved a letter cutting off his Social Security disability payments, saying that he was capable of working

Federation Forest State Park, WA

“Icmadophila is capable of killing and overgrowing moss mats. When colonizing mossy surfaces, the leading edge of the lichen is associated with a zone of necrosis in the moss.” - McCune, Bruce. 2017. Microlichens of the Pacific Northwest. Volume 2: Keys to the Species.

"Often you'll see lichens growing with bryophytes, so the two are potential competitors and a variety of lichen-bryophyte interactions do occur. Crustose lichens look like thin skins or simple washes of paint on the underlying soil, rock or wood. At first it would appear that such simple, two-dimensional growth forms could be easily overgrown by many bryophytes. In fact some crustose lichens are very effective at keeping bryophytes away, quite likely with chemical deterrents. Lichens produce a wide variety of chemical compounds, some of which have negative effects on bryophytes - acting to prevent spore germination or inhibiting protonemal or gametophytic growth [reference link] ." - www.anbg.gov.au/lichen/ecology-plants.html

my lichen photos by genus - www.flickr.com/photos/29750062@N06/collections/7215762439...

my photos arranged by subject, e.g. mountains - www.flickr.com/photos/29750062@N06/collections

This snap is just a proof of principal for using two identical 'Series two' Speedlites both wired from the hot-shoe using ETTL.

If you already have 2 Speedlites available, this approach may represent the cheapest route into macro style flash illumination. It tends to be more reliable than 'Canon Wireless - Light/IR type' in bright sunlit ambient scenarios.

If your two Speedlites are non-identical, even if they are both ETTL capable, one of the units (at least) must be operating in simple M flash mode. Some Canon bodies do not have a simple 'pc' sync outlet (eg. T1i/500D, 60D etc) - those that do (7D etcetc), could simply run an M speedlite from that while simultaneously using the camera's hot-shoe (corded, if you like) as normal.

Using a pair of identical 580ExIIs on a 7D's hot-shoe (but see just above), extending to the left, is the Ishoot TTL 'Dual' cord for Canon. From that cord's proximal (nearer) female hot-shoe, a Canon OC-E3 ETTL cord (could be a perfect short clone) extends to the right. At the distal (far) end of both are two series 'II' Canon 580ExII Speedlites. They are identical twins showing exactly the same settings, in every respect, on their screens. As shown, they work perfectly; both in ETTL or both in M flash, controlled from the camera's screen. If you require one of the two to be set to M, set the left Ishoot 'Dual' TTL cord borne unit to M, using its own buttons/controls. If you require both units to be working in M flash, start with them both showing ETTL on their screens and then switch them to M together, using the camera's internal Flash menu screen. If you require an M flash power ratio between identical 'II' series units from a recent high level flash control body, use a 'Universal translator' (simple 'fire now' only pass-through) hot-shoe adaptor under the Ishoot 'Dual' TTL cord borne 'II' series unit. And set that unit's M power fraction on the unit itself with its own buttons. The other 'II' series unit on the OC-E3 cord may still be set from the camera's screen. (If your camera body doesn't support attached flash menu settings, switch everything off, set both Ex units to M and the same M power fraction setting. Then swich the camera on again last.)

A similar setup can work with pre '08 Canon Kit. For instance, a 20D wired up in the same way, can control and use two identical twin 550Exs under ETTL - camera set FEC works as normal and affects both Speedlites symmetrically. If only one Ex unit is set to M, it should be the the Ishoot TTL 'Dual' cord borne unit. Alternatively, both may be set to M, using their own buttons/controls.

In either setting, any unit operating in ETTL, may have its contribution varied using FEC applied via the camera body. If two units are operating under ETTL, don't try to vary their FECs differently. If you need a ratio under ETTL (both) then achieve it by varying flash to subject distance, speedlite ND filters or different light modification between the units.

Extra info:

‘Dual’ TTL cord notes – Canon only

~All 'Dual' TTL cords are unorthodox – so don’t assume they will work as expected. There are lots of wrinkles/idiosyncrasies

~Although much more reliable than pc cords – even momentary discontinuity across a hot-shoe interface can defeat a setup. If you are getting unexpected outcomes, triple check these interfaces

~‘II’ series Ex Speedlites with high level control from a capable camera body behave differently to ‘pre-II’ series units. ‘II’ series units are more choosey/idiosyncratic. 'Switch on' sequence is peripheral then central ie both Speedlites before camera body.

~Ishoot, Youngnuo, Phottix, Vello & Godox all make Dual TTL cords – please assume that they all behave differently

~Identical twin Ex units setup identically in every respect and outputting identically, might work in ETTL (but then the only way to achieve a ratio is via flash to subject distance, ND filters or light modification). But any departure from that rule is very unlikely to work, so, if departing from that rule, one unit, at least, should be set to M using its own buttons/controls.

The display reads:

ADA in Vietnam – M42 Duster

Combat experience in the Korea War quickly showed that while the M19 40mm Gun Motor Carriage was a capable platform, it needed improvement. By 1952, a new anti-aircraft tank was in development, designated the T141. The new vehicle used the same turret and gun mount from the M19, but mated it with the larger, more powerful M41 Walker Bulldog light tank hull. The resulting vehicle was standardized as the M42 40mm Gun Motor Carriage by 1952 and entered full production that year.

However, with the service entry of the Nike Ajax system in 1953, the Army was focused on missile systems and with the introduction of the Hawk missile in the late 1950s, the M42 was quickly passed to National Guard units and all but removed from the active inventory by 1963.

Just two years later, US forces entered combat in South Vietnam. Two Hawk missile battalions were deployed to provide air defense around Saigon and along the DMZ, but an additional system was needed to cover potential low-altitude threats. In addition to the air defense requirement, the Army also needed a vehicle that could provide heavy firepower for both convoy escort and firebase defense. The M42 was back in demand and by the beginning of 1966, three battalions were formed for service in Vietnam.

Those three units, 1st Battalion, 44th Artillery; 4th Battalion, 60th Artillery; and 5th Battalion, 2nd Artillery arrived in-theater by mid-year and immediately had a significant impact on operations in their respective areas of operation. Each “Duster” battalion had a quad .50 battery and searchlight battery attached, forming an air defense task force that could respond to both air and ground threats, day or night.

On 20 June 1968, Air Defense and Field Artillery split the Artillery branch and the Duster, Quad, Searchlight and Hawk units were then designated ADA rather than “Artillery,” with the parenthetical Automatic Weapons, Searchlight or Guided Missile designation.

The story of Army Air Defense in Vietnam provides a fascinating contrast to the operations and equipment of the rest of the branch during the 1960s and early 1970s. While Army Air Defense of the day was focused on the strategic threat of a Soviet nuclear strike and were using the latest technology to deter that threat, the three ADA Duster battalions effectively used weapon systems from the “last war” to provide low altitude air defense and on-call direct fire support to infantry and artillery units across the entirety of South Vietnam from 1966 through 1972.

M42 Duster Specifications:

Weight: 50,000 lbs fully loaded

Height: 9 feet 4 inches

Length: 19 feet

Width: 10 feet 7 inches

Crew: Commander, driver, two loaders, two gunners

Armament: Two M2A1 40mm automatic anti-aircraft guns with 240 rounds per gun; 1-2 7.62 M60 Machine Guns with 1,750 rounds

Main Armament Rate of Fire: 120 rounds per minute, per gun

Engine: Continental AOS-895-3 6-cylinder opposed gasoline engine

Range: 100 miles

Speed 45 mph

The museum’s Duster served with the 1-44th Artillery in 1968.

The Duster occasionally towed the M332 ammunition trailer, which doubled the Duster’s ammunition capacity. However, it would be a liability in combat and would normally be removed before the Duster would be used in the convoy escort role.

Most Dusters in Vietnam carried some form of artwork. Usually the crew would name both the front hatch and the gun shield above the main armament.

Sergeant Mitchell W. Stout was born in Lenoir City, Tennessee on 24 February, 1950. He enlisted in the Army on 15 August 1967 and served his first tour in Vietnam as a rifleman with the 2nd Battalion, 47th Infantry Regiment in the Mekong Delta from August 1968 to August 1969. After completing his first tour, SGT Stout rotated back to the US, but returned to South Vietnam just five months later as a M42 Duster crewman.

Three months into his second tour, SGT Stout was commanding an M42 Duster at the Khe Gio bridge along Route 9, a strategic east-west route that was the supply lifeline to friendly outposts in western I Corps.

SGT Mitchell Stout

C/1-44th Artillery (Automatic Weapons), Khe Gio Bridge

The U.S. Army outpost at Khe Gio Bridge on Highway 9 near the DMZ was overrun by North Vietnamese troops on 12 March 1970. Fourteen Americans held the outpost along with a platoon of ARVN Infantry. Two M42 Dusters from C Battery 1-44th Artillery gave the small force a significant amount of firepower to protect the bridge, while an M151A1 searchlight jeep from G Battery, 29th Artillery provided nighttime battlefield illumination. Of those fourteen Americans, two were killed in action, five wounded and one was captured. Yet they fought valiantly and protected the bridge on Route 9, sparing it from destruction. Sergeant Mitchell Stout’s actions during the battle would earn him a posthumous Medal of Honor:

Citation:

Sgt. Stout distinguished himself during an attack by a North Vietnamese Army Sapper company on his unit's firing position at Khe Gio Bridge. Sgt. Stout was in a bunker with members of a searchlight crew when the position came under heavy enemy mortar fire and ground attack. When the intensity of the mortar attack subsided, an enemy grenade was thrown into the bunker. Displaying great courage, Sgt. Stout ran to the grenade, picked it up, and started out of the bunker. As he reached the door, the grenade exploded. By holding the grenade close to his body and shielding its blast, he protected his fellow soldiers in the bunker from further injury or death. Sgt. Stout's conspicuous gallantry and intrepidity in action, at the cost of his own life, are in keeping with the highest traditions of the military service and reflect great credit upon him, his unit and the U.S. Army.

Taken December 13th, 2013.

Aeroscopia est un musée aéronautique français implanté à Blagnac (Haute-Garonne), près du site AéroConstellation, et accueille notamment deux exemplaires du Concorde, dont l'ouverture a eu lieu le 14 janvier 2015

Le tarmac Sud du musée n'est capable d'accueillir que trois gros appareils. L'installation des appareils fut définitivement terminée après que le premier prototype de l'A400M-180 y fut arrivé le 16 juillet 2015, en dépit de la possibilité de 360 000 euros de TVA.

Concorde, F-BVFC, MSN209 aux couleurs d'Air France

Caravelle 12, F-BTOE, MSN280 aux couleurs d'Air Inter, dernier exemplaire construit

A400M-180, F-WWMT, MSN001 stationné depuis le 16 juillet 2015

La réalisation en 2019 du nouveau tarmac au Nord du musée permet l'accueil d'appareils supplémentaires issus des entreprises locales Airbus et ATR. Le transfert des avions entre le site Airbus "Lagardère" et le musée a lieu sur une semaine, à raison d'un appareil par jour :

ATR 72-600, F-WWEY, MSN098 aux couleurs d'ATR, transféré sur site le 26 août 2019, premier exemplaire du 72 dans sa version 600

Airbus A340-600, F-WWCA, MSN360 aux couleurs d'Airbus, transféré sur site le 27 août 2019, premier exemplaire de l'A340 dans sa version 600

Airbus A320-111, F-WWAI, MSN001 aux anciennes couleurs d'Airbus, transféré sur site le 28 août 2019, premier exemplaire de l'A320 : inauguration le 14 février 1987 en présence de Lady Diana et du Prince Charles, premier vol le 22 février 1987

Airbus A380-800, F-WXXL, MSN002 aux couleurs d'Airbus, transféré sur site le 29 août 2019, second exemplaire de l'A380. Les deux ponts de cet appareil sont visitables, ainsi que le cockpit.

ATR 42-300, F-WEGC, MSN003 aux anciennes couleurs d'ATR, transféré sur site le 30 août 2019, troisième exemplaire du 42. Cet exemplaire est décoré aux couleurs du MSN001 et porte l'immatriculation F-WEGA

Concorde, F-WTSB, MSN201 (ANAE), il s'agit d'un appareil de présérie qui a servi entre autres à transporter plusieurs présidents de la République française.

Airbus A300B4-203, F-WUAB, MSN238 (Airbus Heritage), décoré aux couleurs du prototype, au lieu de MSN001 démantelé. L'intérieur est visitable. Dans la première section des vitrages transparents permettent de voir la structure et les systèmes de l'avion, tandis que dans les sections suivantes sont représentés des aménagements de première classe et VIP.

Super Guppy de l'association Ailes Anciennes Toulouse, l'appareil qui servait au transport des tronçons d'Airbus est exposé porte ouverte, et une passerelle permet l'accès à la soute où un film est projeté. L'ouverture n'a pas été une mince affaire, l'appareil n'ayant pas été ouvert pendant 15 ans. L'aide des anciens mécaniciens de l'avion a été primordiale pour permettre une ouverture en toute sécurité.

Corvette (Airbus)

Falcon 10 no 02, prototype ayant servi aux essais du turboréacteur Larzac (Ailes Anciennes Toulouse)

Fouga Magister (AAT)

Gazelle prototype (AAT)

Mirage III C (AAT)

Nord 1100 (AAT)

Lockheed F-104G (AAT)

MiG-15 (AAT)

MS.760 Paris (AAT)

Vought F-8E(FN) Crusader et son réacteur (AAT)

Alouette II Marine (AAT)

Cessna Skymaster (AAT)

Fairchild Metro, ancien avion de Météo-France (AAT)

HM-293, de Rodolphe Grunberg

Chagnes MicroStar, avion de construction amateur, version biréacteur de Rutan VariViggen (AAT)

Saab J35OE Draken (AAT)

Aeroscopia is a French aeronautical museum located in Blagnac (Haute-Garonne), near the AéroConstellation site, and notably hosts two copies of the Concorde, which opened on January 14, 2015

The south tarmac of the museum can only accommodate three large aircraft. The installation of the devices was definitively finished after the first prototype of the A400M-180 arrived there on July 16, 2015, despite the possibility of 360,000 euros in VAT.

Concorde, F-BVFC, MSN209 in Air France colors

Caravelle 12, F-BTOE, MSN280 in Air Inter colors, last model built

A400M-180, F-WWMT, MSN001 parked since July 16, 2015

The construction in 2019 of the new tarmac north of the museum will accommodate additional aircraft from local Airbus and ATR companies. The transfer of planes between the Airbus "Lagardère" site and the museum takes place over a week, at the rate of one aircraft per day:

ATR 72-600, F-WWEY, MSN098 in ATR colors, transferred to site on August 26, 2019, first copy of the 72 in its 600 version

Airbus A340-600, F-WWCA, MSN360 in Airbus colors, transferred to site on August 27, 2019, first copy of the A340 in its 600 version

Airbus A320-111, F-WWAI, MSN001 in the old Airbus colors, transferred to site on August 28, 2019, first copy of the A320: inauguration on February 14, 1987 in the presence of Lady Diana and Prince Charles, first flight on February 22, 1987

Airbus A380-800, F-WXXL, MSN002 in Airbus colors, transferred to site on August 29, 2019, second copy of the A380. The two decks of this aircraft can be visited, as well as the cockpit.

ATR 42-300, F-WEGC, MSN003 in the old ATR colors, transferred to the site on August 30, 2019, third specimen of the 42. This specimen is decorated in the colors of the MSN001 and bears the registration F-WEGA

Concorde, F-WTSB, MSN201 (ANAE), this is a pre-production aircraft which was used, among other things, to transport several presidents of the French Republic.

Airbus A300B4-203, F-WUAB, MSN238 (Airbus Heritage), decorated in the colors of the prototype, instead of dismantled MSN001. The interior can be visited. In the first section transparent glazing allows to see the structure and systems of the aircraft, while in the following sections are shown first class and VIP fittings.

Super Guppy from the Ailes Anciennes Toulouse association, the aircraft which was used to transport the Airbus sections is on display with the door open, and a gangway allows access to the hold where a film is shown. Opening was no small feat, as the device has not been opened for 15 years. The help of the former mechanics of the aircraft was essential to allow a safe opening.

Corvette (Airbus)

Falcon 10 no 02, prototype used for testing the Larzac turbojet engine (Ailes Anciennes Toulouse)

Fouga Magister (AAT)

Prototype Gazelle (AAT)

Mirage III C (AAT)

North 1100 (AAT)

Lockheed F-104G (AAT)

MiG-15 (AAT)

MS.760 Paris (AAT)

Vought F-8E (FN) Crusader and its engine (AAT)

Alouette II Marine (AAT)

Cessna Skymaster (AAT)

Fairchild Metro, former Météo-France (AAT) aircraft

HM-293, by Rodolphe Grunberg

Chagnes MicroStar, amateur-built aircraft, twin-jet version of Rutan VariViggen (AAT)

Saab J35OE Draken (AAT)

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. It was preceded into production 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.

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:

Equipment Type: all-environment variable fighter and tactical combat battroid

Government: 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 (fully extended)

- 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-2008 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,

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.

Minimum 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 rds 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 15x Bifors HMM-01 micro-missiles,

or a combination of above load-outs

Optional Armament:

Shinnakasu Heavy Industry GBP-1S ground-combat protector weapon system, or

Shinnakasu Heavy Industry FAST Pack augmentative space weapon system

The kit and its assembly:

Another submission to the 2017 "Science Fiction" Group Build at whatifmodelers.com, and once more the eventual realization of a long- plan: a VF-1 in a dazzle scheme! To my surprise, I have never seen this, neither in the canonical sources (except for a VF-5000 with an all-grey splinter scheme, similar to the experimental US Keith Ferris schemes), nor on a model? Well, time to try this stunt ...again; I had actually built a VF-1D as a non-transformable supersonic trainer many years ago, and applied a livery inspired by the Keith Ferris schemes, but with very soft blue-grey tones, so that the disruptive effect of the underlying splinter would hardly "work". So, this is a second approach to the theme, and a more visually-oriented one.

This vintage ARII VF-1J fighter kit was built OOB, with the landing gear tucked up. This kit showed its age, though, the moulds seem to be well worn because the sprues showed considerable flash and other soft spots.

Anyway, the model received my usual additions of some blade antennae, a pilot figure and a custom display stand in/under the ventral cannon pod. The ordnance is standard, too, the full load of a dozen AAM-1 missiles is OOB. The only true additions are a small, scratched fairing for an IRST sensor under the nose, seen in a source book profile of an U.N.S.A.F. VF-1, and RHAWS antennae at the top of the fins.

Painting and markings:

This was the bigger part of the work, and a creative one, too. I did not simply want to copy an existing scheme, e .g. the Keith Ferris schemes that had been tested on some US aircraft.

The scheme was to be disruptive, confusing and also decorative - true camouflage was rather a secondary requirement, but welcome. Creating such a scheme from scratch is not as easy as it sounds, because you have to avoid collisions of the same color, the overall look needs some balance, and the scheme and its single shard shapes were to somewhat correspond with the Valkyrie’s outlines, too.

Since I did not dare to improvise this directly on the kit, and because I wanted to use more than three tones for the paint scheme, I actually created a VF-1 4-side view on a sheet of paper and started painting it out with colored pencils!

This was actually very helpful and I ended up with a four-tone scheme, rooted in pure black and white and somewhat inspired by pre-WWII dazzle schemes for ships.

Consequently the tones are black (I used a tone called Tar Black, Revell 6, which is actually a very dark grey), a dark/medium grey (Humbrol 27), light grey (Humbrol 64) and white (again, not the pure tone, but rather a very light grey, mixed from 95% Humbrol 130 and 5% Humbrol 64).

The pattern consists of large color sections, geometrical shapes, wedges and a few stripes at some intersections. It (unintentionally) reminds of certain late Su-27 schemes in Russian services, as well as US aggressors that carry similar outfits, e. g. some F-18s of USN’s VFC-12. But these are rather geometrical shapes added to a camouflage/grey background, and not as integral as my design.

The scheme was applied mostly free-handedly with brushes and a mix of enamels and acrylic paint. From certain angles it actually breaks up the VF-1's outlines well, esp. its silhouette, and at a quick glance it is actually hard to tell the Valkyrie’s orientation or direction of flight. In order to add some more onlooker confusion, I also added a fake cockpit with a white pilot helmet (cut from decal sheet) on top of the fuselage.

All other markings are rather minimal and subdued. Lacking different contrasting color options, I used yellow decals for the “U.N. Spacy” tags on the legs and the upper starboard wing. The “kite” insignia in grey and white were printed at home, while the tactical code comes from a Tamiya 1:100 Thunderchief. The chequered stripe on top of the fin is a generic decal, and blank, beige decal sheet was used for the wings’ and fins’ leading edges.

The rest came mostly from various OOB VF-1 sheets.

The ordnance was painted authentically, too. The AMM-1’s became all-white with black and red trim, the gun pod was painted Dark Sea Grey (Humbrol 123), blending into the overall color palette of this dazzle VF-1.

Except for a black ink wash, emphasizing the engraved panel lines, not much other weathering was done. Finally, the kit was sealed with matt acrylic varnish.

An… interesting result, and I am surprised how much the dazzle scheme changes the overall look of the VF-1, despite no fundamental changes to the airframe as such. Building was relatively simple, but the kit is not complex – just pretty old. Anyway, this updated aggressor bird makes a nice addition to the VF-1 collection, a worthwhile effort. A true eye catcher, I’d say.

India & Pakistan Owe their Freedom to Allama Mashriqi

By Nasim Yousaf

Has a powerful ruler ever transferred power without facing a significant threat to their rule? The Indian sub-continent’s freedom was inconceivable without Allama Mashriqi’s private army of over five million uniformed Khaksars who threatened British rule. Considering this reality, India and Pakistan owe their independence to Allama Inayatullah Khan Al-Mashriqi – a legend and a great freedom fighter.

Allama Mashriqi’s struggle to revive the glory of the Indian nation started with his poetic work, Kharita, which he wrote in his youth (1902-1909). In 1912, Mashriqi discussed his future aims to liberate the nation when he spoke at a graduation dinner (hosted by the Indian Society of Cambridge University in his honor):

“[translation]…Our educational achievements bear testimony to the fact that India can produce unparalleled brains that can defeat the British minds. India is capable of producing superior brains that can make the nation’s future brighter. After we return from here, we must ponder how to break the chains of slavery from the British…We should keep our vision high and enlarge our aims and goals so we can be free from the chains of slavery as soon as possible” (Al-Mashriqi by Dr. Mohammad Azmatullah Bhatti).

Later, Mashriqi’s work Tazkirah (published in 1925) spoke of jihad as well as the rise and fall of nations and was a step towards bringing revolt against British rule. In 1926, Mashriqi embarked on a trip to Egypt and Europe; there, he delivered a lecture on his book Tazkirah, jihad and fighting colonial rule. In Germany, Mashriqi was received by Helene von Nostitz-Wallwitz, the niece of German President Hindenburg (Al-Islah, May 31, 1935). While in Germany, Mashriqi discussed the aforementioned topics with Albert Einstein, Helene, and other prominent individuals; these conversations reflected his mindset of bringing an uprising in foreign lands (as well as in India) against the oppression of British colonial rule. Earlier, while in Egypt at the International Caliphate Conference, Mashriqi succeeded in defeating a British plan to have a Caliph of their choice elected to control the Muslim world. During the trip, Mashriqi acted courageously and ignored the risks of being persecuted or even hanged for treachery against the British Empire in foreign lands…and that too as a government employee.

Meanwhile in India, M.A. Jinnah, M.K. Gandhi, the All-India Muslim League, and Indian National Congress had not taken any concrete steps to bring revolt or overturn British rule. Anyone who attempted to rise against British rule was either ruthlessly crushed or faced the end of his/her political career. As such, Muslim and Hindu leadership adopted ineffective methods such as passing resolutions, taking out rallies and raising anti-British slogans. Mashriqi felt that such methods were useless and would not end the British Raj.

In 1930, Mashriqi resigned from his lucrative job to bring independence to the nation. Risking the lives of himself and his family, Mashriqi launched a private army called the Khaksar Movement. Enrollment in the combative and revolutionary Movement was tough; the masses were not only dispirited, but scared to risk their lives for freedom. In order to promote his mission, Mashriqi traveled in buses, tongas, or third-class compartments of trains and walked for miles at a time in poverty-stricken and rural areas. He was indistinguishable from the common people. This was a man who could have easily accepted an Ambassadorship and title of “Sir” (both of which he was offered by the British in 1920) and continued to draw a hefty salary, brushing shoulders with the British rulers and leading a life of utmost luxury. However, he chose to fight for the people instead.

In 1934, Mashriqi launched the Al-Islah weekly newspaper. The Times of India (August 08, 1938) wrote, “The publication of Al-Islah gave a fresh impetus to the [Khaksar] movement which spread to other regions such as Afghanistan, Iraq and Iran [as well as Bahrain, Burma, Ceylon, Egypt, Nigeria, Saudi Arabia, South Africa, Yemen, and U.K].” By the late 1930s, from Peshawar to Rangoon, the private army of Khaksars had grown to millions.

Throughout these years, the Khaksars continued their activities, including military camps where mock wars were held using belchas (spades), swords, batons, and sometime even cannons. Many Khaksars had willingly signed pledges in blood indicating that they would lay their lives and property if necessary for the cause of freedom. The Khaksars paraded in the streets of India and spread their message against British rule, including running slides in cinemas, chalking walls, distributing pamphlets and flyers and through Al-Islah. By 1939, Mashriqi had prepared a plan to oust British rule. Later that year, he paralyzed the Government of U.P. Thereafter, Mashriqi formed a parallel government, published a plan (in Al-Islah newspaper) to divide India into 14 provinces, issued currency notes, and ordered the enrollment of an additional 2.5 million Muslim and non-Muslim Khaksars.

By now, the strength of the Khaksars had been revealed and the British foresaw Mashriqi taking over. Under intense pressure, the rulers began to make promises of freedom for India and started conversations with M.A. Jinnah, M.K. Gandhi, and others. The Government also took immediate action by launching an anti-Mashriqi campaign in the media; Khaksar activities and the Al-Islah journal were banned. A large number of Khaksars were mercilessly killed by police on March 19, 1940. Mashriqi, his sons, and thousands of Khaksars were arrested. Mashriqi’s young daughters received death threats and threats of abduction. Intelligence agencies were alerted. While in jail, life was made miserable for Mashriqi and the Khaksars; many individuals were kept in solitary confinement and several got life imprisonment. While their activities were banned, the Khaksar Tehrik continued operating from the underground; Al-Islah’s publishing operations were moved to other cities (Aligarh and Calcutta). To overcome censoring of mail and phone calls, they employed the use of secret codes. The Government repression brought additional uprise in the country against British rule.

While in jail, Mashriqi was informed that in order to obtain his release, he must announce the disbandment of the Movement; he refused and instead kept a fast unto death that made the rulers fearful of additional backlash from the public and forced them to release Mashriqi after two years in jail without a trial (strict restrictions on his movements remained after release). Thus, Mashriqi, his family, and the Khaksars refused to surrender and the rulers failed to suppress the Khaksar Tehrik.

Upon his release (despite restrictions on his movements), Mashriqi asked Jinnah, Gandhi, and other leaders to form a joint front and stand with him so he could end British rule. He also pushed for a Jinnah-Gandhi meeting and continued to promote Hindu-Muslim unity. However, vested interests prevented these leaders from joining hands with Mashriqi.

As the British continued holding talks with their favored leaders, Mashriqi continuing pushing rigorously for a revolt. In 1946, Mashriqi succeeded in bringing about a Bombay Naval Mutiny on February 18, 1946 (Al-Islah, March 08, 1946), which also prompted mutiny within the other armed forces.

On June 08, 1946, at the Khaksar Headquarters in Icchra (Lahore), Mashriqi addressed a gathering of Khaksars, soldiers released from the armed forces after World War II, and the soldiers of the defeated Indian National Army (INA) of Subhas Chandra Bose: “after sixteen years of unprecedented self-sacrifices, we are now ardent to reach our objective as fast as possible, and within the next few months will do anything and everything to achieve our goal” (Al-Islah June 14, 1946).

Final preparations for a revolt for independence took place in November 1946 at a historic Khaksar Camp in Peshawar (from November 07-10, 1946), where mock wars and military exercises were held. Mashriqi addressed a crowd of 110,000 Muslims, Hindus, Sikhs, Christians, and others; he shed light on the self-seeking and futile politics of Indian leaders and gave an account of the British exploitations of India’s resources. The speech sparked a sense that further abuse by the rulers would no longer be tolerated and their rule must come to an end. Thereafter, on December 01, 1946, Mashriqi distributed a pamphlet in India proclaiming:

“[translation] Idara-i-Aliya [Khaksar Headquarters] shall soon issue an order that in the entire India, four million [sources quote a range from 4-5 million members] Khaksars, side by side with hundreds of thousands rather millions of supporters shall march simultaneously…This moment shall dawn upon us very soon and that is why it is being ordered that a grand preparation for this historical day should commence immediately…so that British can clearly witness the day of India’s freedom…”

With this bold announcement, a British hold on power was no longer possible. As such, Prime Minister Clement Attlee announced a transfer of power by no later than June 1948. Mashriqi suspected that the announcement could be a ploy to divert public attention or to buy time to create dissent within the country (for example, by encouraging ongoing Muslim-Hindu riots), so that the British could justify and extend their rule.

To close the door on any such ploys, Mashriqi ordered 300,000 Khaksars to assemble on June 30th, 1947 in Delhi; this order put the final nail in the coffin for the British Raj. Such a huge assembly of this private army of Khaksars would enable them to take over all important installations – including radio/broadcasting stations, newspaper offices, British officials’ lodges, and government offices. Immediately following these steps, an overturn of British rule was to be announced via media. The timing of this coup d’état was fitting, as the entire nation (including the armed forces, who had already revolted against the regime) wanted an end to British rule. With this impending massive assembly of Khaksars in Delhi, the rulers saw the writing on the wall; they feared their humiliation and defeat at the hands of the Khaksars and angry masses. Moreover, the rulers could not accept a united India…and that too at the hands of Allama Mashriqi.

Therefore, without any other compelling reason, a transfer of power was undertaken by the British in an extraordinary rush; on June 3rd, 1947, the Viceroy of India, Lord Mountbatten, announced a plan to partition India. Mountbatten called a hurried meeting of their selected Muslim and Hindu leaders and asked them to accept the plan immediately. The selected leaders saw power falling in the hands of Mashriqi and he becoming the champion of freedom if they did not accept the plan. Jealousy and vested interests came into play. M. K. Gandhi, Jinnah’s All-India Muslim League, and the Indian National Congress accepted the plan almost immediately. Mashriqi tried to prevent the All-India Muslim League from signing off on the plan, but was “stabbed” (The Canberra Times, Australia, June 11, 1947) on the same day that the League accepted the plan (June 09, 1947). It was obvious that the motive of this stabbing was to keep Mashriqi from stopping the partition of India (in order to have a united independence).

The partition plan was accepted and announced all over the world only about two weeks before the assembly of the Khaksars was to take place. Logically speaking, can it actually be called a “transfer of power”? The British handed over control of the nation in a rush because the Khaksars were on the verge of forcibly ending their rule; indeed, over 100,000 (Dawn July 02, 1947 reported “70,000 to 80,000”) Khaksars had already entered Delhi despite strict measures in place.

The establishments in India and Pakistan and historians overstate the role of the British’s preferred leaders, while failing to recognize the reality of what led to independence. Neither Jinnah nor Gandhi had the street power to overturn-British rule; it is for this reason that they were seeking a transfer of power, which they obtained based on the threat posed to British rule by the powerful Khaksar Movement. Historians have thus far presented history from a colonial or Pakistani/Indian state point of view, rather than based on the facts on the ground.

Instead of giving credit to Mashriqi, some historians provide flimsy reasons for the end of British rule. Some of the reasons they cite are:

(1) Gandhi’s methods and Jinnah’s constitutional fight brought freedom to India and Pakistan respectively -- this argument is neither supported by human history nor the realities on the ground, as colonial rulers do not voluntarily relinquish their power without a significant threat to their rule.

(2) The British fast-forwarded transfer of power and left quickly to avoid blame for the massive killings that would ensue -- this argument also does not make sense as the massive communal riots/killings began on Direct Action Day (August 16, 1946), so an early transfer of power would not have helped the rulers avoid blame. Even if we were to accept these writers’ claims, why would Lord Mountbatten then become the first Governor General of India and why would many Britishers continue to hold important positions in Pakistan and India?

(3) The British left India because after World War II, they became economically weak and could not keep their hold on India -- this claim does not hold water. India’s rich resources would have helped them to recover their losses from the war.

(4) The end of the British Raj came about because of Subhas Chandra Bose’s Indian National Army (INA) -- the INA was defeated in 1945 and thereafter, Subhas Chandra Bose was not on the scene anymore (he was either killed or went into hiding as claimed).

The Pakistani, Indian, and United Kingdom establishments do not let the truth come out. Despite my open letters to the Chief Justices of the Supreme Courts and the Prime Ministers of Pakistan and India, both countries (and the U.K.) have not declassified Mashriqi and the Khaksar Tehrik’s confiscated papers from the pre-post partition era. In order to hide the truth, Mashriqi’s role is also excluded from the educational curriculum and academic discussions everywhere. The Partition Museum in Amritsar, Lahore Museum, London Museum and others do not display Mashriqi and the Khaksar Tehrik’s artifacts.

Despite the current state of affairs, the ground realities speak loudly to Mashriqi’s heroic fight; without Mashriqi’s private army of Khaksars, the British rulers would not have even come to the table to discuss the freedom of the Indian sub-continent (now Bangladesh, India, and Pakistan), leave alone quit the lucrative sub-continent. As such, both countries owe their independence to Mashriqi and he is a founding father of India and Pakistan.

Nasim Yousaf is a biographer and grandson of Allama Mashriqi. Yousaf’s works have been published in peer-reviewed encyclopedias and academic journals (including at Harvard University and by Springer of Europe), and he has presented papers at academic conferences, including at Cornell University.

Copyright © 2020 Nasim Yousaf

Published:

Kashmir Images (Srinagar, Kashmir), August 22, 2020

Pakistan Link (USA), August 28, 2020

The Miracle (Canada), August 28, 2020

Brisbane Indian Times (Australia), September 12, 2020

Asian World News (United Kingdom), August 20, 2020

Isma Times (India), Aug 20, 2020

Muslim Mirror (India), August 25, 2020

New Age Islam (India), August 21, 2020

Fast Kashmir, (Kashmir), Aug 20, 2020

***

2) archive.org/details/india-pakistan-owe-their-freedom-to-a...

2) issuu.com/nasimyousaf

#AllamaMashriqi #AllamaMashriqiVirtualMuseum #KhaksarMovement #Khaksars #TwoNationTheory #Partition #PartitionofIndia #OralHistory #BritishEmpire #PakistanHistory #IndianHistory #FreedomMovement #LahoreMuseum #PartitionMuseum #AmritsarMuseum #PartitionMuseumAmritsar #Lahore #Twitter #YouTube #SocialMedia #CollectionsUnited

To quote that international superstar singer and her very capable vocals ;-p "Oops I Did It Again"! Although i've failed in recent weeks to buy much of anything genuinely new and interesting off the pegs of our retailers I did manage to find yet more of these new 2017 recoloured VW Transporter T3 Crew Cabs in various ASDA stores. Admittedly i've only found them on my quest to find Batch H as I already have plenty but the novelty of these extraordinary good diecasts hasn't subsided enough yet for me to leave them behind! How could I when they look this polished and professional, its a normal commercial vehicle from the 80's and 90's for heavens sake but I can't believe how good it has turned out especially compared to the original debut version. Its Matchbox at their very finest and all it took was to give it a plain colour, some very much needed front tampo treatment and those delicious chrome disc wheels and voila... diecast perfection! Mint and boxed.

Supercar makers are exploring new ways of capturing the 'supercar magic'. In the oncoming environmental age, adding cylinders and cubic capacity is no longer the recipe for producing supercar power output, while still meeting ever more challenging CO2 targets.

Enter the Gas-Turbine. Light, efficient, and capable of running on almost any gaseous or liquid fuel. The Gas-Turbine's extreme operating temperatures ensure complete combustion, minimising particulate emission, along with optimising Oxygen and fuel transformation to tractive power.

The method of extracting turbine power into variable drive torque is a high-current electric Hybrid generation and drive system. The short term peaks of generation, or Kenetic recovery re-generation is via electrical super-capacitors mounted ahead of the rear wheels in the outboard pontoons. Medium-term storage at start-up and for zero-emissions drive profiles is provided by high-density nano-carbon structure batteries mounted in front axle cradle assembly.

Main Electric drive unit is located under the gas-turbine as a gen/regen unit, driving an epicyclic high/low speed gear set. Additional gen/regen units are fitted in hub motors in the front wheels.

The McLaren Tandem-Turbine 8-B seats the driver centrally, maximising their view of the road ahead. The single passenger is seated tandem-style behind the driver, reducing the polar yaw moment-of-inertia. A clear polycarbonate canopy provides all-round vision, and also acts as opening through which driver and co-pilot enter the vehicle - lifting forward, out of the way, and taking the upper aerodynamic structure with it.

Mounting the driver and passenger down the centreline of the car allows for two deep-section venturi tunnels to run the length of the car, minimising the frontal area, and proving a low-drag shape for increased performance. A variable pitch rear aerodynamic surface provide additional downforce on the rear axle, when required, for heavy braking and high-speed directional changes.

Small active winglets are also mounted ahead of the rear wheels, and in the rear diffuser aerodynamic assembly to fine-tune air flow across heat exchangers, and to optimise the flow of the air as it exists the venturi system.

Stylistically, the McLaren Tandem-Turbine 8-B exhibits classic supercar proportions. Long, Low and Wide. Harking back to the origins of the McLaren racing legend with Can-Am Sportscars, the Tandem-Turbine 8-B recreates the Shell/South African Airways livery used on a McLaren M8 B Low Wing race car.

The Lego model features front and rear wheels suspended by independent wishbones, sprung by longitudinal torsion bars.

This Lego miniland-scale McLaren Tandem-Turbine 8-B concept has been created for LEGO® Speed Champions & ReBrick “Celebrate the Future of McLaren Automotive” Competition to design a future McLaren Automotive road supercar.

Some background:

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

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

Specifications:

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

Weight: 23 tons

Length: 5.92 m (19 ft 5 in)

Width: 2.88 m (9 ft 5 ¼ in)

Height: 2.3 m (7 ft 6 ½ in)

Suspension: Leaf spring

Fuel capacity: 470 l (120 US gal)

Armour:

10 – 50 mm (0.39 – 1.96 in)

Performance:

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

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

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

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

Power/weight: 13 PS/t

Engine:

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

Transmission:

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

Armament:

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

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

The kit and its assembly:

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

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

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

Painting and markings:

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

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

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

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

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

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

Some background:

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

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

Specifications:

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

Weight: 23 tons

Length: 5.92 m (19 ft 5 in)

Width: 2.88 m (9 ft 5 ¼ in)

Height: 2.3 m (7 ft 6 ½ in)

Suspension: Leaf spring

Fuel capacity: 470 l (120 US gal)

Armour:

10 – 50 mm (0.39 – 1.96 in)

Performance:

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

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

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

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

Power/weight: 13 PS/t

Engine:

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

Transmission:

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

Armament:

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

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

The kit and its assembly:

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

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

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

Painting and markings:

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

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

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

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

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

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

The Shot:

Taken in a Studio Setup at the National College of Arts in Lahore, 3 continues lights and 2 strobes used to light up the scene.

EXIF

Canon EOS 6D

Exposure: 1/400

Aperture: f/2.8

Focal Length: 120mm

ISO Speed: 400 ISO

Exposure Bias: 0 Step

Metering Mode: Pattern

Canon 70-200 f/2.8 L IS II USM ♥

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Madeline watches TV - properly.... she barks the slightest trace of most animals, including cartoon ones that she is definitely capable of distinguishing from anything else. She also remembers the music and sounds that go with particluar TV commercials that feature unwanted animals so she can start running towards the TV from the other end of the house the moment she hears the opening notes of the commercial.

She sits back on her hind legs like a little human when there have been signs of animals that means her undivided attention is called for to protect the family.

Now that's a strangely intelligent dog! Tivo means that this fun is now on demand.

Like many of the fans who endured the cold, drizzly conditions inside Reliant Stadium to start the game, the Texans took a few minutes to warm up Sunday afternoon in the regular season finale against the Chicago Bears.

After a wake-up call courtesy of a momentum-changing sack by defensive end Mario Williams and a stern message from coach Gary Kubiak, the fans were treated to a spectacular offensive display led by Pro Bowler Andre Johnson and rookie running back Steve Slaton .

The 31-24 win gave Houston its second-consecutive 8-8 record to end the season, and it shut out the Bears from postseason contention.

Texans owner Bob McNair admired the team's strong finish to the season.

"I'd rather be 16-0," McNair said. "But I think starting out the way we did, 0-4, coming back, understand that only nine other teams have ever done that (start 0-4 and finish .500 or better) in this history of the NFL. So I think it was an accomplishment for our team."

Early on, the Texans appeared to suffer from the same malaise they showed at Oakland a week earlier. But the team erased a 10-0 deficit in the first quarter with 21 unanswered points to take a 21-10 lead early in the third quarter.

In that stretch, Johnson scored back-to-back touchdowns to bring the franchise-record crowd of 70,838 to its feet. The Pro Bowler finished with 10 catches for 148 yards (14.8 avg.) to end the season with the NFL lead in receptions (115) and receiving yards (1,575).

Meanwhile, Slaton rebounded from a first half in which he totaled only 19 rushing yards and lost a fumble to put the offense on his back in the final quarter of play. By gaining 128 total yards from scrimmage and scoring a touchdown in the game, Slaton may have sealed NFL Offensive Rookie of the Year honors.

Slaton’s five-yard gain with 1:24 remaining in the contest gave Houston a first down and allowed the team to run out the remainder of the clock.

"I really like the way we came back and played after we played pretty poorly on both sides of the ball throughout the first quarter," Kubiak said.

Chicago scored its first touchdown with 5:57 remaining in the first quarter when wide receiver Brandon Lloyd stretched out for a four-yard touchdown grab near the front left pylon. A 15-yard reception by wide receiver Devin Hester and a 15-yard penalty on defensive end Tim Bulman for roughing the passer set up the score.

Wide receiver André Davis ' 39-yard kickoff return down the Bears' sideline gave the Texans solid field position at their 42-yard line to begin their second possession. But Slaton fumbled on the first play from scrimmage after being tackled by cornerback Charles Tillman. Defensive end Alex Brown recovered the fumble and returned it 17 yards to the Houston 38.

Three plays later, Robbie Gould's 37-yard field goal made the score 10-0.

The next drive started promising when quarterback Matt Schaub threw a tight spiral to Davis for a 33-yard gain up the middle of the field. But tight end Owen Daniels was penalized 15 yards for unnecessary roughness on the next play, and Schaub was flagged 10 yards for intentional grounding one play later to derail the drive and force a punt.

Upon returning to the sideline, the offense received an earful from Kubiak.

"I just didn't think we were going about our business the way we were capable of playing," Kubiak said. "That's not us. We're usually a pretty poised group as a football team and right there is losing poise and getting a shot in on a guy and all of a sudden it took a lot of momentum away from us."

With 11:26 left in the first half, Chicago took over at the Houston 49 following a three-and-out series by the Texans. But Williams saved the defense with his 12th sack of the season by tackling quarterback Kyle Orton at the Chicago 45 for a 10-yard loss on third down.

From there, Johnson caught three passes for 72 yards, including a 43-yard touchdown where he dragged two defenders with him over the goal line. Kris Brown's extra point cut the Bears' lead to 10-7 with 5:50 remaining before halftime.

Running back Ryan Moats forced a fumble on the ensuing kickoff when he tackled Devin Hester. Brown dove on the ball at the Chicago 38 for the Texans' first takeaway.

On third-and-goal at the three-yard line, Schaub threw a fade route to Johnson in the back right corner of the end zone, and Johnson ripped away the ball from Tillman for the score.

Safety Danieal Manning returned the opening kickoff of the second half 40 yards to the Chicago 45. But on third-and-six, rookie safety Dominique Barber blitzed off the right side to sack Orton for a nine-yard loss.

Picking up where he left off in the first half, Johnson gained 21 yards to the Houston 48 on his first reception of the third quarter. Later, Slaton's 17-yard catch and wide receiver Kevin Walter's 23-yard grab helped give the Texans a first down at the Chicago 17.

Moats scored his first touchdown with the team on a two-yard rush off the left guard to cap the nine-play drive. Brown's extra point extended the Texans' lead to 21-10 with 8:30 left in the third quarter.

The Bears refused to lie down and responded with a seven-play, 77-yard drive over 3:00. A 37-yard catch by Hester to the Texans' one-yard line set up Orton's touchdown pass to tight end Greg Olsen.

Late in the third quarter, the Texans moved into scoring range thanks to a 33-yard catch by Daniels to the Chicago 15. On third-and-10 at the 15-yard line, wide receiver David Anderson made a diving nine-yard reception, and Schaub dove forward on fourth down to keep the drive alive.

Following two short rushes by Slaton, Schaub's pass intended for Anderson on third-and-goal from the four-yard line fell incomplete, setting up Brown's 22-yard field goal.

Following a Chicago punt to the Houston 11 midway through the fourth quarter, Schaub drove the offense 89 yards in 11 plays. On the first play of the series, he avoided a safety on first down by tossing a pass in the flats to Slaton, who outran a defensive lineman for an 11-yard gain. Two plays later, Slaton rushed for 47 yards before Manning tackled him at the Chicago 29.

A 14-yard reception by Johnson set up Slaton's 15-yard touchdown run, but a holding call on right guard Mike Brisiel negated the score. On the next run by Slaton, he was tackled and fumbled after a one-yard run, but Kubiak challenged the call. Replays showed Slaton's elbow was down before the ball came loose, and officials overturned the call.

On third-and-14, Bears linebacker Nick Roach was penalized for holding, giving the Texans an automatic first down at the 14-yard line. Slaton capped the team’s second-consecutive 11-play series with a two-yard touchdown run to make the score 31-17 after Brown's extra point.

The Bears made things interesting by picking apart the Texans' prevent defense on an 11-play, 72-yard drive over 1:55. On fourth-and-one at the Houston 11, Orton dove forward for a first down at the two-minute warning. He moved the Bears to the one-yard line by finding running back Adrian Peterson open on a nine-yard screen pass.

Safety Eugene Wilson was injured on the play, resulting in a burned timeout for Houston. Once play was restored, Orton pushed his way over the goal line for a touchdown that made the score 31-23 with 1:29 left in the game.

But Gould’s onside kick was recovered by Walter at the Chicago 44, and Slaton preserved the win on his final carry of the game for five yards and a first down.

The Convair B-58 Hustler was the first operational supersonic jet bomber, and the first capable of Mach 2 flight. The aircraft was developed for the United States Air Force for service in the Strategic Air Command (SAC) during the 1960s. Originally intended to fly at high altitudes and speeds to avoid Soviet fighters, the introduction of highly accurate Soviet surface-to-air missiles forced the B-58 into a low-level penetration role that severely limited its range and strategic value. This led to a brief operational career between 1960 and 1969. Its specialized role was succeeded by other American supersonic bombers, such as the FB-111A and the later B-1B Lancer.

The B-58 received a great deal of notoriety due to its sonic boom, which was often heard by the public as it passed overhead in supersonic flight.

This aircraft flew from Los Angeles to New York and back on 5 March 1962, setting three separate speed records, and earning the crew the Bendix Trophy and the Mackay Trophy for 1962. The aircraft was flown to the Museum on 1 March 1969.

General characteristics

* Crew: 3: pilot; observer (navigator, radar operator, bombardier); defense system operator (DSO; electronic countermeasures operator and pilot assistant).

* Length: 96 ft 10 in (29.5 m)

* Wingspan: 56 ft 9 in (17.3 m)

* Height: 29 ft 11 in (8.9 m)

* Wing area: 1,542 ft² (143.3 m²)

* Airfoil: NACA 0003.46-64.069 root, NACA 0004.08-63 tip

* Empty weight: 55,560 lb (25,200 kg)

* Loaded weight: 67,871 lb (30,786 kg)

* Max takeoff weight: 176,890 lb (80,240 kg)

* Powerplant: 4× General Electric J79-GE-5A turbojet

* *Zero-lift drag coefficient: 0.0068

* Drag area: 10.49 ft² (0.97 m²)

* Aspect ratio: 2.09

Performance

* Maximum speed: Mach 2.0 (1,319mph) at 40,000 ft (12,000 m)

* Cruise speed: 610 mph (530 kn, 985 km/h)

* Combat radius: 1,740 mi (1,510 nmi, 3,220 km)

* Ferry range: 4,100 mi (4,700 nmi, 7,600 km)

* Service ceiling: 63,400 ft (19,300 m)

* Rate of climb: 17,400 ft/min (88 m/s) at gross weight[30]

* Wing loading: 44.0 lb/ft² (215 kg/m²)

* Thrust/weight: 0.919 lbf/lb

* Lift-to-drag ratio: 11.3 (without weapons/fuel pod)

Armament

* Guns: 1× 20 mm (0.79 in) T171 cannon[29]

* Bombs: 4× B-43 or B61 nuclear bombs; maximum weapons load was 19,450 lb (8,820 kg)

The display reads:

ADA in Vietnam – M42 Duster

Combat experience in the Korea War quickly showed that while the M19 40mm Gun Motor Carriage was a capable platform, it needed improvement. By 1952, a new anti-aircraft tank was in development, designated the T141. The new vehicle used the same turret and gun mount from the M19, but mated it with the larger, more powerful M41 Walker Bulldog light tank hull. The resulting vehicle was standardized as the M42 40mm Gun Motor Carriage by 1952 and entered full production that year.

However, with the service entry of the Nike Ajax system in 1953, the Army was focused on missile systems and with the introduction of the Hawk missile in the late 1950s, the M42 was quickly passed to National Guard units and all but removed from the active inventory by 1963.

Just two years later, US forces entered combat in South Vietnam. Two Hawk missile battalions were deployed to provide air defense around Saigon and along the DMZ, but an additional system was needed to cover potential low-altitude threats. In addition to the air defense requirement, the Army also needed a vehicle that could provide heavy firepower for both convoy escort and firebase defense. The M42 was back in demand and by the beginning of 1966, three battalions were formed for service in Vietnam.

Those three units, 1st Battalion, 44th Artillery; 4th Battalion, 60th Artillery; and 5th Battalion, 2nd Artillery arrived in-theater by mid-year and immediately had a significant impact on operations in their respective areas of operation. Each “Duster” battalion had a quad .50 battery and searchlight battery attached, forming an air defense task force that could respond to both air and ground threats, day or night.

On 20 June 1968, Air Defense and Field Artillery split the Artillery branch and the Duster, Quad, Searchlight and Hawk units were then designated ADA rather than “Artillery,” with the parenthetical Automatic Weapons, Searchlight or Guided Missile designation.

The story of Army Air Defense in Vietnam provides a fascinating contrast to the operations and equipment of the rest of the branch during the 1960s and early 1970s. While Army Air Defense of the day was focused on the strategic threat of a Soviet nuclear strike and were using the latest technology to deter that threat, the three ADA Duster battalions effectively used weapon systems from the “last war” to provide low altitude air defense and on-call direct fire support to infantry and artillery units across the entirety of South Vietnam from 1966 through 1972.

M42 Duster Specifications:

Weight: 50,000 lbs fully loaded

Height: 9 feet 4 inches

Length: 19 feet

Width: 10 feet 7 inches

Crew: Commander, driver, two loaders, two gunners

Armament: Two M2A1 40mm automatic anti-aircraft guns with 240 rounds per gun; 1-2 7.62 M60 Machine Guns with 1,750 rounds

Main Armament Rate of Fire: 120 rounds per minute, per gun

Engine: Continental AOS-895-3 6-cylinder opposed gasoline engine

Range: 100 miles

Speed 45 mph

The museum’s Duster served with the 1-44th Artillery in 1968.

The Duster occasionally towed the M332 ammunition trailer, which doubled the Duster’s ammunition capacity. However, it would be a liability in combat and would normally be removed before the Duster would be used in the convoy escort role.

Most Dusters in Vietnam carried some form of artwork. Usually the crew would name both the front hatch and the gun shield above the main armament.

Sergeant Mitchell W. Stout was born in Lenoir City, Tennessee on 24 February, 1950. He enlisted in the Army on 15 August 1967 and served his first tour in Vietnam as a rifleman with the 2nd Battalion, 47th Infantry Regiment in the Mekong Delta from August 1968 to August 1969. After completing his first tour, SGT Stout rotated back to the US, but returned to South Vietnam just five months later as a M42 Duster crewman.

Three months into his second tour, SGT Stout was commanding an M42 Duster at the Khe Gio bridge along Route 9, a strategic east-west route that was the supply lifeline to friendly outposts in western I Corps.

SGT Mitchell Stout

C/1-44th Artillery (Automatic Weapons), Khe Gio Bridge

The U.S. Army outpost at Khe Gio Bridge on Highway 9 near the DMZ was overrun by North Vietnamese troops on 12 March 1970. Fourteen Americans held the outpost along with a platoon of ARVN Infantry. Two M42 Dusters from C Battery 1-44th Artillery gave the small force a significant amount of firepower to protect the bridge, while an M151A1 searchlight jeep from G Battery, 29th Artillery provided nighttime battlefield illumination. Of those fourteen Americans, two were killed in action, five wounded and one was captured. Yet they fought valiantly and protected the bridge on Route 9, sparing it from destruction. Sergeant Mitchell Stout’s actions during the battle would earn him a posthumous Medal of Honor:

Citation:

Sgt. Stout distinguished himself during an attack by a North Vietnamese Army Sapper company on his unit's firing position at Khe Gio Bridge. Sgt. Stout was in a bunker with members of a searchlight crew when the position came under heavy enemy mortar fire and ground attack. When the intensity of the mortar attack subsided, an enemy grenade was thrown into the bunker. Displaying great courage, Sgt. Stout ran to the grenade, picked it up, and started out of the bunker. As he reached the door, the grenade exploded. By holding the grenade close to his body and shielding its blast, he protected his fellow soldiers in the bunker from further injury or death. Sgt. Stout's conspicuous gallantry and intrepidity in action, at the cost of his own life, are in keeping with the highest traditions of the military service and reflect great credit upon him, his unit and the U.S. Army.

Taken December 13th, 2013.

The world’s top female surfers proved by pairing up grace, strength and talent, that they are capable of taking the sport to new heights.

The 2nd SWATCH GIRLS PRO France 2011 in Hossegor delivered a firework of spectacular surfing! Moving through the rounds, the ladies faced strong currents and fast crashing waves. Heat after heat they tackled the rough challenge by laying down outstanding performances with technical, smooth and stylish surfing. Unfortunately last year’s winner and 4-time World Champion Stephanie Gilmore (AUS) and top favourite Coco Ho (HAW) were already eliminated in the early rounds.

In the end Sally Fitzgibbons (AUS) defeated Sage Erickson (USA) on an epic final day of competition to win the SWATCH GIRLS PRO France at Seignosse in Hossegor.

Both Fitzgibbons and Erickson surfed at their limit on the final day of competition in front of the packed holiday crowd who flocked to the beach to support some of the world’s finest women’s surfers, but it was Fitzgibbons who found the scores needed to take the victory over the American surfer.

Fitzgibbons, who is currently rated No. 2 on the elite ASP Women’s World Title Series, competed in her second consecutive SWATCH GIRLS PRO France event and her victory marks her third major ASP win this year.

Erickson was impressive throughout the entire competition, eventually defeating Sarah Baum (ZAF) in the Semifinals, but was unable to surpass Fitzgibbons for the win.

Sarah Mason Wins 2-Star Swatch Girls Pro Junior France

Sarah Mason (Gisbourne, NZL) 16, today took out the ASP 2-Star Swatch Girls Pro Junior France over Dimity Stoyle (Sunshine Coast QLD, AUS) 19, it a closely contested 35-minute final that went down to the wire in tricky 3ft (1m) waves at Les Bourdaines.

Europe’s finest under-21 athletes faced some of the world’s best up-and-comers in the Swatch Girls Pro Junior France in their attempt to qualify for the ASP World Junior Series which starts October 3, in Bali, Indonesia.

Mason, who impressed the entire event with her precise and stylish forehand attack, left little to chance in the 35-minute final getting off to a quick start to open her account and then built on her two-wave total to claim victory with 11.73 out of 20. The quietly spoken goofy-footer was a standout performer in the ASP 6-Star Swatch Girls Pro France and backed it up with a commanding performance against her fellow Pro Junior members.

“It is amazing. I am so happy and it is one of my best results for sure. It was tricky to try and pick the good ones but I picked a couple so it was great. All the girls are definitely ripping so you have to step up the level to get through your heats so I am stoked with the win. It has been super fun and I have enjoyed the entire event so to win is just amazing.”

Dimity Stoyle was unable to bridge the gap over her opponent in the final finishing second despite holding priority several times in the later stages of the encounter. The Swatch Girls Pro Junior France has proved the perfect training ground for Stoyle to continue with her excellent results already obtained this season on the ASP Australasia Pro Junior series where she is currently ranked nº2.

“I am still happy with second and I really wanted to win here but I tried my best. This is the best event I have been in so far it is really good the set up, the waves and everyone loves it. I can’t believe how good the French crowd are. They love surfing and they love us all so I am definitely going to come back.”

Felicity Palmateer (Perth WA, AUS) 18, ranked nº9 on the ASP Women’s Star Tour, finished equal 3rd in a low scoring tactical heat against Stoyle where positioning and priority tactics towards the final part played a major role as the frequency of set waves dropped.

“When I first paddled out I thought it was breaking more out the back but as the tide started to change it moved in and became a little inconsistent. At the start of the heat there were heaps of waves but then it went slow and priority came into play and I kept trying to get one. I am not really fussed because I am travelling with Dimity (Stoyle) and stoked that she has made the final.”

Palmateer has used the Swatch Girls Pro Junior France as a building block towards her ultimate goal of being full-time on the ASP Women’s World Tour. Her objectives are clear and 2011 is an extremely important year.

“I would love to get a World Junior title but at the moment my goal is to qualify for the World Tour through the Star events. If I can get more practice without that much pressure on me like this year and then if I qualify it will be even better for 2012.”

Bianca Buitendag (ZAF) 17, placed 3rd in the Swatch Girls Pro Junior France after failing to oust eventual event winner Sarah Mason in semi-final nº1. Buitendag looked dangerous throughout the final day of competition and was unlucky not to find any quality scoring waves in a slow heat. Trailing for the majority of the encounter, Buitendag secured her best ride in the final moments which proved not enough to advance.

“The swell definitely dropped and although the conditions were quite nice I didn’t get any good scoring waves. I have a Pro Junior event coming up in South Africa and it is very important to get a result there to qualify for the World Juniors.”

Maud Le Car (St Martin, FRA) 19, claimed the best result of the European contingent finishing equal 5th to jump to nº1 position on the ASP Women’s European Pro Junior series. Le Car led a low scoring quarter-final bout against Bianca Buitendag until losing priority in a tactical error which allowed her opponent to sneak under her guard and claim the modest score required to win.

“I didn’t surf really well in that heat and I am a little bit disappointed because it is for the selection to the World Juniors with the other European girls. The waves were not the best and it was difficult to catch some good waves and unfortunately I didn’t make it. It is really good to be at the top but I have some other contests to improve and to do some good results and to make it to the World Juniors.”

The Swatch Time to Tear Expression Session was won by the team composed of Swatch Girls Pro France finalists Sally Fitzgibbons (AUS), Sage Erickson (USA) and equal 3rd placed Courtney Conlogue (USA) in a dynamic display of modern progressive surfing in the punchy 3ft peaks in front of a packed surf hungry audience lining the shore.

The Swatch Girls Pro is webcast LIVE on www.swatchgirlspro.com

For all results, videos, daily highlights, photos and news log-on to www.swatchgirlsproor www.aspeurope.com

Swatch Girls Pro Junior France Final Result

Sarah Mason (NZL) 11.73 Def. Dimity Stoyle (AUS) 10.27

Swatch Girls Pro Junior France Semi-Final Results

Heat 1: Sarah Mason (NZL) 14.00 Def. Bianca Buitendag (ZAF) 9.60

Heat 2: Dimity Stoyle (AUS) 10.67 Def. Felicity Palmateer (AUS) 9.57

Swatch Girls Pro Junior France Quarter-Final Results

Heat 1: Sarah Mason (NZL) 12.75 Def. Lakey Peterson (USA) 6.25

Heat 2: Bianca Buitendag (ZAF) 8.95 Def. Maud Le Car (FRA) 8.50

Heat 3: Dimity Stoyle (AUS) 11.00 Def. Georgia Fish (AUS) 4.50

Heat 4: Felicity Palmateer (AUS) 17.00 Def. Nao Omura (JPN) 8.75

Swatch Girls Pro Junior France Round Three Results

Heat 1: Sarah Mason (NZL) 15.25, Maud Le Car (FRA) 11.00, Marie Dejean (FRA) 9.35, Camille Davila (FRA) 4.90

Heat 2: Bianca Buitendag (ZAF) 14.50, Lakey Peterson (USA) 11.50, Justine Dupont (FRA) 10.75, Phillipa Anderson (AUS) 5.10

Heat 3: Georgia Fish (AUS) 12.50, Felicity Palmateer (AUS) 9.15, Joanne Defay (FRA) 7.15, Loiola Canales (EUK) 2.90

Heat 4: Nao Omura (JPN) 10.00, Dimity Stoyle (AUS) 9.50, Barbara Segatto (BRA) 3.90, Ana Morau (FRA) 3.05

Photos Aquashot/ASPEurope - Swatch

The Meridionali Ro.37 Lince (Italian: "Lynx") was a two-seater Italian reconnaissance biplane, a product of the Industrie Meccaniche Aeronautiche Meridionali (IMAM) company. It appeared in 1934 and had a composite structure of wood and metal.[2] The aeroplane first saw operational duty in the Second Italo-Ethiopian War (1935-1936) and Spanish Civil War (1936-1939), and during the Second World War it saw duty on almost all fronts, except for Russia and the English Channel. It followed the Ro.1 as the main reconnaissance aircraft for the Italian Army.

A contest was held by the Regia Aeronautica for a light reconnaissance aircraft and a heavier aeroplane. The first was to have had 350 km/h (190 knots/220 mph) maximum speed, five hours endurance, three machine guns and a bomblets dispenser, armour, and the capability to operate from improvised airfields. The heavier aircraft was to have had 325 km/h maximum speed, at least 1,300 km (810 mi) endurance, 7,000 m (22,750 feet) ceiling, climb to 5,000m (16,000) in 19 minutes, three crew, five weapons, a high wing and other details.

Limited production of the IMAM Ro.30, an improved Ro.1 with a defensive turret and better engine, resulted. It was rejected by the Regio Esercito and not chosen for production, being capable only of 200 km/h (110 knots), five hours' endurance, a climb rate of 4,000 m (13,000 feet) in 20 minutes, and having three weapons.

IMAM did not give up after the modest success of the Ro.30 and so designed a new aircraft, the Ro.37, which first flew in 1933.

This was a biplane of mixed construction, with two seats, and a 560 hp Fiat A.30 inline engine. It reached 300 km/h (162 knots) and perhaps even more with this engine, the same as that of the Fiat CR.32. The Ro.37 had a 7,000 m ceiling, 3,000 m climb in 11 minutes, over 1,200 km (750 mi) endurance, three machine guns (two in the nose and one dorsal), twelve 15 kg bombs, and good agility. It was similar to theHawker Hind, rather than a light army aircraft, and its performance was similar to the later Westland Lysander, but the contemporary British design was the Hawker Hector.

The Ro.37 was later fitted with the 600 hp Piaggio P.IX radial engine. The better reliability of this engine was considered more desirable and so this was the main version produced.

The Ro. 37 served as standard equipment in observation units for many years. However during WWII, and particularly on the African front, the aeroplane was used in other roles, including tactical support and fighter duty. 103 Squadron was equipped in mid-1935 and swiftly employed in Ethiopia during the Second Italo-Ethiopian War. In December 1935 this unit was sent to Italian Somaliland, and eventually another four squadrons went to this theatre: 105, 108, 109, and 110 Squadrons, for a total of ten Ro.37 and 41 Ro.37Bis. With the end of operations, 110 Squadron remained in the theatre, deployed in counterinsurgency tasks and serving as reinforcement for isolated garrisons.

In the meantime, the Ro.37 also served in the Spanish Civil War, with the first ten arriving in late 1936. Another 26 (possibly 58) went to this theatre and were used for many missions and tasks. They were used as assault aircraft, even though they were unarmoured. The results were satisfactory and some were even converted to a single-seat machine for use as attack fighters. The two-seat versions were used as heavy fighters, providing protection for S.81 bombers from Republican I-15s. It is not known if there were any air-to-air victories.

The Ro.37 was generally liked by pilots, and the only complaint was that aircraft was prone to damage to the undercarriage, and had some engine faults.

The aircraft was produced until 1939 with a total of 569 (237 + 332bis) produced, and as late as 1940 there were provisions to have 17 Squadron equipped with this machine. In fact, the Ro.37 continued to be used as reconnaissance aircraft for years, since its replacement, the Caproni Ca.311, proved unsatisfactory.

Ro.37s were also quite widely exported (ten to Uruguay, 16 to Afghanistan, 14n to Hungary, eight to Austria, and one to Ecuador) and about 280 were in service in 1940, in thirty squadrons consisting of 215 aircraft.

Some were in service up to 1943 and perhaps even later. They were very vulnerable, but in World War II Italy did not have sufficient resources to produce a better observation aircraft, not even the IMAM Ro.63, a superior aircraft, similar to the Fieseler Fi 156 Storch, but with more endurance.

The model made entirely by hand in Italy by skilled personnel is produced by the firm Piazzai Models of Arona - Novara, is in scale 1:32

L'IMAM Ro.37 Lince era un monomotore da ricognizione biplano sviluppato dall'azienda aeronautica italiana IMAM nella prima metà degli anni trenta e prodotto, oltre che dalla stessa, anche su licenza dalla Avio Industrie Stabiensi (AVIS) e dalla Caproni di Taliedo.

Realizzato in due versioni, Ro.37 a motore V12 raffreddata a liquido e Ro.32bis a radiale raffreddato ad aria, venne utilizzato principalmente dalla Regia Aeronautica prestando servizio durante la guerra d'Etiopia, laguerra civile spagnola nei reparti dell'Aviazione Legionaria e nella prima fase del seconda guerra mondiale.

I Ro.37 conobbero un discreto successo nell'esportazione, venendo impiegati anche dalle aeronautiche ungherese, afghana e da alcune nazioni del centro e sud America.

All'inizio degli anni trenta il Ministero dell'Aeronautica emise una specifica per la fornitura di un nuovo velivolo leggero da ricognizione terrestre; tra le caratteristiche richieste il raggiungimento di una velocità massima di 350 km/h, un'autonomia di 5 ore, la capacità di operare da campi d'aviazione improvvisati e la dotazione bellica di tre mitragliatrici ed una spezzoniera.

La IMAM propose il Ro.30, un velivolo sostanzialmente derivato dal Ro.1, anch'esso derivato strettamente da un progetto dell'olandese Fokker, ma dopo le valutazioni la commissione esaminatrice non ne risultò impressionata. Benché venne richiesta una piccola serie si decise di progettare un velivolo completamente nuovo, Il Ro.37.

Il progetto venne affidato a Giovanni Galasso che realizzò un velivolo di concezione tradizionale dalla configurazione alare sesquiplana, con rivestimento in alluminio e tela. Concepito per la ricognizione e l'appoggio ravvicinato, prevedeva un coppia di mitragliatrici anteriori più una terza brandeggiabile nell'abitacolo dell'osservatore, che godeva di un'ampia visuale anche grazie alle vetrature in fusoliera. Il Ro.37 disponeva di attacchi subalari e in fusoliera per un carico di bombe di circa 150 kg.

Molto curata era la parte aerodinamica, che vedeva il motore a V, un Fiat A.30 RA bis 12 cilindri (lo stesso dei caccia Fiat C.R.32), accuratamente profilato. Il motore azionava un'elica bipala in legno.

Complessivamente il Ro.37 possedeva una notevole autonomia ed una discreta velocità orizzontale e di salita, che permettevano evoluzioni acrobatiche.

Il prototipo, immatricolato con marche militari MM. 220, venne realizzato negli stabilimenti IMAM di Capodichino e portato in volo dall'Aeroporto di Napoli-Capodichino il 6 novembre 1933, ai comandi del pilota collaudatore Nicolò Lana.

Il Ro.37 era un velivolo dall'aspetto convenzionale per l'epoca; monomotore, biplano con carrello fisso.

La fusoliera era realizzata in tecnica mista, con la struttura in tubi d'acciaio al cromo-molibdeno ricoperta da pannelli in duralluminio fino alla postazione posteriore e, proseguendo, in tela; era caratterizzata da dueabitacoli aperti in tandem, l'anteriore per il pilota ed il posteriore per l'osservatore e mitragliere, dotati di doppi comandi con barra posteriore amovibile protetti da parabrezza frangivento e, nella postazione posteriore, di una serie di finestrature laterali apribili a scorrimento. Posteriormente terminava in un impennaggio classico realizzato in tecnica mista a singola deriva e piani orizzontali controventati con montanti in tubo d'acciaio.

La configurazione alare era biplano-sesquiplana entrambe a pianta rettangolare con raccordi rastremati alle estremità, con l'ala superiore, l'unica dotata di alettoni, posta alta a parasole e dall'apertura di 11,08 mcontro i soli 9,39 m dell'inferiore, montata bassa sulla fusoliera. Erano realizzate in tecnica mista, trilongherone in duralluminio abbinati a centine in legno, rivestite in tela o in fogli di compensato. Le ali erano collegati tra loro tramite due robusti montanti integrati da tiranti in cavetto d'acciaio mentre il piano centrale superiore era collegato alla fusoliera con due terne di montanti e due crociere.

Il carrello d'atterraggio era un semplice triciclo convenzionale, fisso, con elementi anteriori a ruote indipendenti, ammortizzato, dotato di freni pneumatici azionabili separatamente dalla pedaliera ed integrato da un ruotino d'appoggio orientabile e non carenato situato in coda.

La propulsione era affidata, nella versione Ro.37, ad un motore Fiat A.30 RA bis posizionato sul muso, un 12 cilindri a V a ciclo Otto raffreddato a liquido alimentato a benzina avio a basso numero di ottano, dotato diradiatore posto sulla parte inferiore, capace di erogare una potenza di 600 CV (441 kW) ed abbinato, tramite una riduzione, ad un'elica bipala in legno a passo variabile in volo. I serbatoi di combustibile erano quattro, posizionati due nella struttura della fusoliera e due nel pianetto posto tra le due semiali superiori, per una capacità complessiva di 724 litri.

La dotazione prevedeva un'apparecchiatura radio ricetrasmittente ed una fotocamera aerofotoplanimetrica OMI tipo A.G.R.61 formato 13x18.

L'armamento consisteva in una coppia di mitragliatrici Breda-SAFAT calibro 7,7 mm posizionate in caccia sul muso e dotate di caricatori da 500 colpi per arma ed integrate da un'altra Breda-SAFAT da 7,7 mm brandeggiabile in postazione dorsale azionabile dall'osservatore. Inoltre era equipaggiato con un carico bellico consistente in una coppia di bombe da 36 kg o, in alternativa, 72 spezzoni da 2 kg caricati nella spezzoniera ventrale.

Il modello realizzato completamente a mano in Italia da personale specializzato è prodotto dalla ditta Piazzai Models di Arona – Novara, è in scala 1:32.

Some background:

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

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

Specifications:

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

Weight: 23 tons

Length: 5.92 m (19 ft 5 in)

Width: 2.88 m (9 ft 5 ¼ in)

Height: 2.3 m (7 ft 6 ½ in)

Suspension: Leaf spring

Fuel capacity: 470 l (120 US gal)

Armour:

10 – 50 mm (0.39 – 1.96 in)

Performance:

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

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

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

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

Power/weight: 13 PS/t

Engine:

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

Transmission:

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

Armament:

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

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

The kit and its assembly:

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

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

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

Painting and markings:

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

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

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

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

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

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

Some background:

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

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

Specifications:

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

Weight: 23 tons

Length: 5.92 m (19 ft 5 in)

Width: 2.88 m (9 ft 5 ¼ in)

Height: 2.3 m (7 ft 6 ½ in)

Suspension: Leaf spring

Fuel capacity: 470 l (120 US gal)

Armour:

10 – 50 mm (0.39 – 1.96 in)

Performance:

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

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

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

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

Power/weight: 13 PS/t

Engine:

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

Transmission:

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

Armament:

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

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

The kit and its assembly:

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

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

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

Painting and markings:

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

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

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

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

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

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

Some background:

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

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

General characteristics:

All-environment variable fighter and tactical combat Battroid,

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

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 (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 and 2x underfuselage 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 build of one of these vintage ARII kits, primarily for the (fictional) livery. This one was inspired by a profile found in a source book (the "VF-1 Master File" from Softbank Publishing), where I found a profile of a late VF-1P from 2024 in a pale, three-tone desert paint scheme, similar to an IDF aircraft, with some white trim on the wings and a white radome. While this machine basically looked attractive, I was a little confused by its supposed operation theatre: Australia. There, over a typical outback landscape, the paint scheme would IMHO hardly work, the tones being much too light and just "wrong". From this, the idea was born to create a "Valkyroo"!

Since the model would rather center around the paint scheme, the VF-1, an “S” variant kit, remained basically OOB. Nevertheless, it received some standard mods and some extras. The basic updates include some additional blade antennae (leaving out the dorsal antennae for a Block 13/14 aircraft), a pilot figure and a modified dashboard. This time the VF-1 would have its landing gear extended, but the ventral gun pod was nevertheless modified to accept one of my home-made VF-1 standard display stands for in-flight beauty pics over the Australian desert.

Since the machine would, in its wraparound paint scheme, rather look like a low-level fighter bomber and mud mover, the ordnance was changed from a dozen AMM-1 air-to-air missiles to something grittier. I gave the kit a pair of GBUs on the inner wing stations, which are Paveway bombs from an 1:72 Hasegawa ordnance set, but modified into optically-guided weapons since the original laser sensor with its ring-shaped stabilizer would be quite large at 1:100.

On the outer pylons the VF-1 received four streamlined pods with unguided missiles, left over from KP MiG-21s which are pretty small and slender for their 1:72 scale. Under the 1:100 VF-1 they work well.

I furthermore gave it another pair of hardpoints under the air intakes, holding an ECM and a FLIR pod (both from a Dragon 1:144 RAF Tornado GR.1, the FLIR is a reversed chaff dispenser w/o fins). That’s not canonical, but this one here is fictional, anyway.

On the legs, small chaff/flare dispensers made from styrene strips were added, and small radar warning fairings adorn the nose and the tail. Thin styrene profile strips were added on the legs and the fins, for a little more external structure, and a small laser range finder fairing was mounted under the VF-1’s nose (also from the 1:144 Tonka).

In order to emphasize this Valkyrie's updated and modified status, I modified the horribly misshaped “S” head unit, lowering and narrowing the cranium’s rear part and reducing the number of lasers from four to just two. For the in-flight pictures a pilot figure was added to the cockpit, which also had the dashboard extended downwards to the console between the pilot’s feet.

Painting and markings:

The goal was to apply an effective (and potentially) attractive paint scheme that would be appropriate for the Australian desert/outback landscape, with its distinct red sand, low, pale shrubs and occasional dark rocks and trees. I checked both RAAF schemes as well as landscape pictures, and eventually created a four-tone wraparound scheme, somewhat inspired by unique RAAF DHC-4s and Pilatus Porter transporter liveries, as well as the SAC bomber scheme that was/is used on RAAF C-130. The US Army MERCD scheme also has some influence. However, the result is not a copy of an existing scheme, the scheme rather evolved gradually – even though, once it was done, it somewhat reminds of the famous Swedish “Fields & Meadows” pattern, just with lighter colors, even though this was not intended!

Due to the model’s small size and the potentially bright Australian theatre of operation, I did not want the disruptive scheme to become too dark. Consequently, the wraparound scheme consists of four tones: splotches of Brown Yellow (Humbrol 94) and IJN Grey Green (Tamiya XF-76), two tones with similar brightness, are the basis. Next came a medium red brown (Leather, Humbrol 62) and finally some Bronze Green (Humbrol 75), the latter intended to break up the aircraft's silhouette through a strong color contrast.

For a subtle counter-shading effect against the sky, relatively more of the Sand and IJN Grey Green was used on the undersides and the dark green was not applied underneath at all. The radome, in order to set it slightly apart from the rest of the airframe, as well as some other dielectric fairings, were painted with Hemp (Humbrol 168).

The cockpit became standard medium grey (Humbrol 140) with a brown seat. The landing gear was painted in classic white, while the air intakes and some other openings were painted in dark grey (Revell 77).

In an attempt to further subdue the aircraft's overall visual profile, I avoided any flashy trim and rather went for monochrome markings in black. The low-viz U.N. Spacy “kite” roundels were created and printed at home. The eagle emblems on the fins belong, in real life, to an F-15E prototype (Italeri kit), the tactical codes were puzzled together from A-10 and T-4 decal sheets. Most characteristic VF-1 stencils come from the OOB sheet, some lines were created with generic decal material.

Due to the model’s small size, only some light, overall dry-brushing with hemp and light grey was done, and then the kit was finally sealed with matt acrylic varnish (Italeri).

A camouflaged VF-1 surely looks odd, esp. in desert colors, but there actually are several canonical aircraft painted in such a fashion, to be found in various official Macross publications - in fact, this model is the attempt to create a more plausible livery than one that I found in such a sourcebook. IMHO, the home-brew disruptive four-tone scheme for this "Valkyroo" VF-1 looks quite attractive, and thanks to the selected tones it also makes the subtle Australia connection. Those small Valkyrie kits never get boring, at least to me! :D

+++ DISCLAIMER +++

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

Some Background:

The Lockheed F-94 Starfire was a first-generation jet aircraft of the United States Air Force. It was developed from the twin-seat Lockheed T-33 Shooting Star in the late 1940s as an all-weather, day/night interceptor, replacing the propeller-driven North American F-82 Twin Mustang in this role. The system was designed to overtake the F-80 in terms of performance, but more so to intercept the new high-level Soviet bombers capable of nuclear attacks on America and her Allies - in particular, the new Tupelov Tu-4. The F-94 was furthermore the first operational USAF fighter equipped with an afterburner and was the first jet-powered all-weather fighter to enter combat during the Korean War in January 1953.

For better handling and less drag esp. at low altitude, the F-94B’s large Fletcher type wingtip tanks were frequently replaced with smaller ones with about half capacity. It also became common practice to operate the RF-94Bs with only a crew of one, and from 1960 on the RF-94B was, thanks to its second seat, more and more used as a trainer before pilots mounted more potent reconnaissance aircraft like the RF-101 Voodoo, which eventually replaced the RF-94B in ANG service. The last RF-94B was phased out in 1968, and, unlike the RF-84F, it was not operated by any foreign air force.

General characteristics:

Crew: 2 (but frequently operated by a single pilot)

Length: 43 ft 4 3/4 in (13.25 m)

Wingspan (with tip tanks): 40 ft 9 1/2 in (12.45 m)

Height: 12 ft. 2 (3.73 m)

Wing area: 234' 8" sq ft (29.11 m²)

Empty weight: 10,064 lb (4,570 kg)

Loaded weight: 15,330 lb (6,960 kg)

Max. takeoff weight: 24,184 lb (10,970 kg)

Powerplant:

1× Allison J33-A-33 turbojet, rated at 4,600 lbf (20.4 kN) continuous thrust,

5,400 lbf (24 kN) with water injection and 6,000 lbf (26.6 kN) thrust with afterburner

Performance:

Maximum speed: 630 mph (1,014 km/h) at height and in level flight

Range: 930 mi (813 nmi, 1,500 km) in combat configuration with two drop tanks

Ferry range: 1,457 mi (1,275 nmi, 2,345 km)

Service ceiling: 42,750 ft (14,000 m)

Rate of climb: 6,858 ft/min (34.9 m/s)

Wing loading: 57.4 lb/ft² (384 kg/m²)

Thrust/weight: 0.48

Armament:

No internal guns; 2x 165 US Gallon (1,204 liter) drop tanks on the wing tips and…

2x underwing hardpoints for two additional 165 US Gallon (1,204 liter) ferry tanks

or bombs of up to 1.000 lb (454 kg) caliber each, plus…

2x optional (rarely fitted) pods on the wings’ leading edges with either a pair of 0.5" (12.7 mm)

machine guns or twelve 2.75” (70 mm) Mk 4/Mk 40 Folding-Fin Aerial Rockets each

The kit and its assembly:

This project was originally earmarked as a submission for the 2021 “Reconnaissance & Surveillance” group build at whatifmodellers.com, in the form of a Heller F-94B with a new nose section. The inspiration behind this build was the real-world EF-94C (s/n 50-963): a solitary conversion with a bulbous camera nose. However, the EF-94C was not a reconnaissance aircraft but rather a chase plane/camera ship for the Air Research and Development Command, hence its unusual designation with the suffix “E”, standing for “Exempt” instead of the more appropriate “R” for a dedicated recce aircraft. There also was another EF-94C, but this was a totally different kind of aircraft: an ejection seat testbed.

I had a surplus Heller F-94B kit in The Stash™ and it was built almost completely OOB and did – except for some sinkholes and standard PSR work – not pose any problem. In fact, the old Heller Starfire model is IMHO a pretty good representation of the aircraft. O.K., its age might show, but almost anything you could ask for at 1:72 scale is there, including a decent, detailed cockpit.

The biggest change was the new camera nose, and it was scratched from an unlikely donor part: it consists of a Matchbox B-17G tail gunner station, slimmed down by the gunner station glazing's width at the seam in the middle, and this "sandwich" was furthermore turned upside down. Getting the transitional sections right took lots of PSR, though, and I added some styrene profiles to integrate the new nose into the rest of the hull. It was unintentional, but the new nose profile reminds a lot of a RF-101 recce Voodoo, and there's, with the straight wings, a very F-89ish look to the aircraft now? There's also something F2H-2ish about the outlines?

The large original wing tip tanks were cut off and replaced with smaller alternatives from a Hasegawa A-37. Because it was easy to realize on this kit I lowered the flaps, together with open ventral air brakes. The cockpit was taken OOB, I just modified the work station on the rear seat and replaced the rubber sight protector for the WSO with two screens for a camera operator. Finally, the one-piece cockpit glazing was cut into two parts to present the model with an open canopy.

Painting and markings:

This was a tough decision: either an NMF finish (the natural first choice), an overall light grey anti-corrosive coat of paint, both with relatively colorful unit markings, or camouflage. The USAF’s earlier RF-80As carried a unique scheme in olive drab/neutral grey with a medium waterline, but that would look rather vintage on the F-94. I decided that some tactical camouflage would make most sense on this kind of aircraft and eventually settled for the USAF’s SEA scheme with reduced tactical markings, which – after some field tests and improvisations in Vietnam – became standardized and was officially introduced to USAF aircraft around 1965 as well as to ANG units.

Even though I had already built a camouflaged F-94 some time ago (a Hellenic aircraft in worn SEA colors), I settled for this route. The basic colors (FS 30219, 34227, 34279 and 36622) all came from Humbrol (118, 117, 116 and 28, respectively), and for the pattern I adapted the paint scheme of the USAF’s probably only T-33 in SEA colors: a trainer based on Iceland during the Seventies and available as a markings option in one of the Special Hobby 1:32 T-33 kits. The low waterline received a wavy shape, inspired by an early ANG RF-101 in SEA camouflage I came across in a book. The new SEA scheme was apparently applied with a lot of enthusiasm and properness when it was brand new, but this quickly vaned. As an extra, the wing tip tanks received black anti-glare sections on their inner faces and a black anti-glare panel was added in front of the windscreen - a decal from a T-33 aftermarket sheet. Beyond a black ink wash the model received some subtle panel post-shading, but rather to emphasize surface details than for serious weathering.

The cockpit became very dark grey (Revell 06) while the landing gear wells were kept in zinc chromate green primer (Humbrol 80, Grass Green), with bright red (Humbrol 60, Matt Red) cover interiors and struts and wheels in aluminum (Humbrol 56). The interior of the flaps and the ventral air brakes became red, too.

The decals/markings came from a Special Hobby 1:72 F-86H; there’s a dedicated ANG boxing of the kit that comes with an optional camouflaged aircraft of the NY ANG, the least unit to operate the “Sabre Hog” during the Seventies. Since this 138th TFS formerly operated the F-94A/B, it was a perfect option for the RF-94B! I just used a different Bu. No. code on the fin, taken from a PrintScale A/T-37 set, and most stencils were perocured from the scrap box.

After a final light treatment with graphite around the afterburner for a more metallic shine of the iron metallic (Revell 97) underneath, the kit was sealed with a coat of matt acrylic varnish (Italeri).

A camouflaged F-94 is an unusual sight, but it works very well. The new/longer nose considerably changes the aircraft's profile, and even though the change is massive, the "Crocodile" looks surprisingly plausible, if not believable! And, despite the long nose, the aircraft looks pretty sleek, especially in the air.

7/14/11 cblog, I AM LOVEABLE & CAPABLE ;

ho fam art, m: "'IALAC ...I am loveable & capable ....every person is loveable ..wife will feel better if she is loved..and chance to share gifts..children cute..but..if we forget the IALAC of a person ..we lessen the self worth ..u r loveable but not capable ..or u r capable but not loveable ..we lessen the value...put down words ..keep it in mind ..in gospel today hesus values our IALAC .."take my yoke.." u will find rest for yourselves ..we all want to find rest ..remove my..jesus tells us take my yoke..what mean? 2000 yrs ago the yoke they placed was on beast of burden or on 2 men ..carry my yoke ..meaning..share the weight ..says we r capable..together..ask for grace..that he may accompany us on the cross ..how pray what pray for ..why this cross ..ls...carry with me..

Ex 3:13-20 "Moses, hearing the voice of the LORD from the burning bush, said to him,“When I go to the children of Israel and say to them,‘The God of your fathers has sent me to you, if they ask me, ‘What is his name?’ what am I to tell them?” God replied, “I am who am.” Then he added, “This is what you shall tell the children of Israel: I AM sent me to you.” God spoke further to Moses, “Thus shall you say to the children of Israel: The LORD, the God of your fathers, the God of Abraham, the God of Isaac, the God of Jacob, has sent me to you.“This is my name forever; this my title for all generations“Go and assemble the elders of Israel, and tell them: The LORD, the God of your fathers, the God of Abraham, Isaac, and Jacob, has appeared to me and said I am concerned about you and about the way you are being treated in Egypt; so I have decided to lead you up out of the misery of Egypt into the land of the Canaanites, Hittites, Amorites, Perizzites, Hivites, and Jebusites a land flowing with milk and h

them: The LORD, the God of your fathers, the God of Abraham, Isaac, and Jacob, has appeared to me and said I am concerned about you and about the way you are being treated in Egypt; so I have decided to lead you up out of the misery of Egypt into the land of the Canaanites, Hittites, Amorites, Perizzites, Hivites, and Jebusites a land flowing with milk and honey.“Thus they will heed your message. Then you and the elders of Israel shall go to the king of Egypt and say to him:“The LORD, the God of the Hebrews, has sent us word. Permit us, then, to go a three-days’ journey in the desert, that we may offer sacrifice to the LORD, our God.“Yet I know that the king of Egypt will not allow you to go unless he is forced I will stretch out my hand, therefore, and smite Egypt by doing all kinds of wondrous deeds there. After that he will send you away.” R. (8a) The Lord remembers his covenant for ever or R. Alleluia. Give thanks to the LORD, invoke his name; make known among the nations his deeds

em, and wonders in the land of Ham R. The Lord remembers his covenant for ever or R. Alleluia

"Jesus said 'Come to me, all you who labor and are burdened and I will give you rest Take my yoke upon you and learn from me, for I am meek and humble of heart; and you will find rest for yourselves. For my yoke is easy, and my burden light"

Drax is a large coal-fired power station in North Yorkshire, England, capable of co-firing biomass and petcoke. It is situated near the River Ouse between Selby and Goole, and its name comes from the nearby village of Drax. Its generating capacity of 3,960 megawatts is the highest of any power station in the United Kingdom and Western Europe, providing about 7% of the United Kingdom's electricity supply.

Opened in 1974 and extended in the mid-1980s, the station was initially operated by the Central Electricity Generating Board, but since privatisation in 1990 the station has changed owner several times, and is currently operated by Drax Group plc. Completed in 1986, Drax is the most recently built coal-fired power station in England, and by implementing technologies such as flue gas desulphurisation, is one of the cleanest and most efficient coal-fired power stations in the UK.[1] However, because of its large size, it is also the UK's single largest emitter of carbon dioxide. In an attempt to reduce these emissions, the station is currently co-firing biomass and undergoing a turbine refurbishment, and there are plans to build a biomass only fired plant alongside the station, known as Drax Ouse Renewable Energy Plant.

The MOL Northern Juvenile, capable of carrying 8,800 twenty-foot equivalent units, set a record today as the largest container ship to ever call on Jacksonville. The ship, which transited the Suez Canal from Asia before reaching the U.S. east coast, loaded and offloaded cargo at JAXPORT’s TraPac Container Terminal at Dames Point.

More than 1 million containers move through Jacksonville's public and private marine terminals annually. Jacksonville boasts the widest shipping channel in the Southeast U.S., wide enough for two ships to pass at the same time and offers worldwide cargo service from more than 40 ocean carriers, including direct service with Europe, Africa, South America, the Caribbean and other key markets.

Florida is now the nation’s third most populous state – and more than 60 million U.S. consumers live within a one-day truck drive of Jacksonville’s port. JAXPORT terminals are serviced by three U.S. interstates (I-10, I-95 and I-75), and the city has 36 daily train departures via three railroads: CSX, Norfolk Southern, and Florida East Coast. The port’s equal balance of imports and exports provides backhaul opportunities, saving money and maximizing transportation costs.

JAXPORT has invested $600 million in recent infrastructure investments in everything from cranes to docks to rail and a newly authorized project to deepen the federal shipping channel.

All-new 2015 Jeep® Renegade: Most Capable Small SUV Expands the Brand's Global Portfolio

- All-new 2015 Jeep® Renegade marks the brand's first entry in the small SUV segment

- Renegade Trailhawk model delivers best-in-class 4x4 Trail Rated capability with class-exclusive Jeep Active Drive Low, which includes 20:1 crawl ratio and Jeep Selec-Terrain system

- Designed to expand the Jeep brand globally, the all-new 2015 Renegade combines the brand's heritage with fresh new styling to appeal to youthful and adventurous customers

- Nothing else like it: Renegade displays a powerful stance with aggressive wheel-to- body proportions, plus the freedom of two My Sky open-air roof systems

- Renegade's all-new interior exudes an energetic appearance with rugged and functional details, crafted in high-quality materials and inspired colors

- All-new "small-wide 4x4 architecture" combines best-in-class off-road capability with world-class on-road driving dynamics

- Designed for global markets – with 16 fuel-efficient powertrain combinations for different markets around the world – including the world's first nine-speed automatic transmission in a small SUV

- Renegade will offer a best-in-class combination of fuel efficiency and off-road capability

- Technology once limited to premium SUVs: award-winning Uconnect Access, Uconnect touchscreen radios and the segment's largest full-color instrument cluster

- Loaded with up to 70 available advanced safety and security features

- Designed in America, crafted in Italy, the 2015 Renegade highlights the Jeep brand's global resources and dedication to meeting customer needs in more than 100 countries

The all-new 2015 Jeep® Renegade expands the brand's global vehicle lineup, entering the growing small SUV segment, while staying true to the adventurous lifestyle Jeep is known for. Renegade delivers a unique combination of best-in-class off-road capability, open-air freedom and convenience, a segment-first nine-speed automatic transmission that contributes to outstanding on- road and off-road driving dynamics, fuel-efficient engines, world-class refinement, and a host of innovative safety and advanced technology offerings. The result is an efficient vehicle created to attract youthful and adventurous customers around the world to the Jeep brand.

The all-new 2015 Jeep Renegade expands the brand's product portfolio and targets the rapidly expanding small SUV segment around the globe with benchmark levels of efficiency and driving dynamics, while at the same time delivering best-in-class 4x4 capability that customers expect from Jeep,‖ said Mike Manley, President and CEO - Jeep Brand, Chrysler Group LLC. ―Renegade symbolizes the brand's renowned American design, ingenuity and innovation, marking the Jeep brand's first entry into the small SUV segment in more than 100 markets around the globe.

Best-in-class off-road capability thanks to two all-new 4x4 systems

Leveraging 4x4 technology from the all-new Jeep Cherokee, the all-new 2015 Jeep Renegade offers two of the most advanced and intelligent 4x4 systems in its class, all to deliver best-in-class off-road capability. Both systems can provide up to 100 percent of the engine's available torque to the ground, through any wheel, for optimal grip.

- Jeep Active Drive – full-time 4x4 system

- Jeep Active Drive Low – class-exclusive full-time 4x4 system with 20:1 crawl ratio

Innovation is also at the forefront of any new Jeep vehicle, and the Renegade is the first small SUV to feature a disconnecting rear axle and power take-off unit (PTU) – all to provide Jeep Renegade 4x4 models with enhanced fuel economy. The system instantly engages when 4x4 traction is needed.

Both Jeep Active Drive and Active Drive Low 4x4 systems include the Jeep Selec-Terrain system, providing up to five modes (Auto, Snow, Sand and Mud modes, plus exclusive Rock mode on the Trailhawk model) for the best four-wheel-drive performance on- or off-road and in any weather condition.

Trail Rated: Renegade Trailhawk 4x4 model

For customers who demand the most off-road capability from their Jeep vehicles, the Renegade Trailhawk model delivers best-in-class Trail Rated 4x4 capability with:

- Standard Jeep Active Drive Low (20:1 crawl ratio)

- Selec-Terrain system with exclusive Rock mode

- Increased ride height 20 mm (0.8 inches)

- Skid plates, and red front and rear tow hooks

- Unique fascias deliver 30.5 degree approach, 25.7 degree breakover and 34.3 degree departure angles

- 17-inch all-terrain tires

- Up to 205 mm (8.1 inches) of wheel articulation

- Hill-descent Control

- Up to 480 mm (19 inches) of water fording

- Up to 1,500 kg (3,300-lb.) towing capability with MultiJet II diesel engine and 907 kg (2,000- lb.) towing capability with 2.4-liter Tigershark engine, with available tow package

A global Jeep design for a rapidly growing global brand

From the start, Jeep designers knew the Renegade would need to deliver best-in-class off-road capability with city-sized proportions that exuded the brand's rugged style while at the same time enhancing versatility, maneuverability and style. Additionally designers were tasked to create an all- new SUV that would symbolize the brand's renowned American design and ingenuity, as it would mark the Jeep brand's first entry into the small SUV segment in more than 100 markets around the globe. Last, Renegade had to offer the open-air freedom that dates back to its 1941 roots with the Willys MB Jeep.

The result is the all-new 2015 Renegade, a vehicle that builds on the Jeep Wrangler's powerful stance, and features fresh new styling with rugged body forms and aggressive proportions that enable best-in-class approach and departure angles purposely designed to deliver best-in-class off- road capability. And for segment-exclusive panoramic views, two available My Sky open-air roof panel systems conveniently stow to provide passengers open-air freedom with ease.

All-new interior exudes a rugged and energetic appearance

The all-new Jeep Renegade interior features a rugged and energetic appearance that builds upon Jeep's legendary brand heritage. Its precisely crafted detail, innovative and high-quality color and material appointments, state-of-the-art technology, and clever storage features draw inspiration from contemporary extreme sports gear and lifestyles.

The interior of the all-new 2015 Jeep Renegade has a distinctive form language which Jeep designers have titled ―Tek-Tonic.‖ This new design theme is defined by the intersections of soft and tactile forms with rugged and functional details. Major surfaces such as the sculpted soft-touch instrument panel are intersected with bold functional elements like the passenger grab handle – indispensable for off-road adventures and borrowed from its big brother, the legendary Jeep Wrangler. Unique ―protective clamp fasteners,‖ anodized design accents and inspired colors are derived from extreme sports equipment, while the newly familiar ―X‖ shapes inspired by its roof and tail lamps add to Renegade's Tek-Tonic interior look. And to make sure all of the needed passenger gear fits, the Renegade is designed with an efficient and flexible interior package that includes a removable, reversible and height-adjustable cargo floor panel and fold-forward front-passenger seat.

My Sky: continuing Jeep open-air freedom since 1941

Keeping the tradition of the legendary 1941 Willys MB Jeep, the all-new 2015 Renegade offers open-air freedom with two available My Sky open-air roof systems. With a manual removable, or removable with premium power tilt/slide feature, the segment-exclusive My Sky roof-panel systems quickly bring the outdoors inside. Designed for convenience, the honeycomb fiberglass polyurethane roof panels are lightweight and stow neatly in the rear cargo area. For added design detail, both My Sky roof systems feature a debossed ―X‖ stamped into the roof that exude strength and play on the brand's utilitarian history.

Best-in-class off-road capability with world-class on-road driving dynamics

Designed and engineered to first and foremost deliver legendary Jeep 4x4 capability, the all-new 2015 Renegade is the first small SUV from Chrysler Group to use the all-new ―small-wide 4x4 architecture.‖

With its fully independent suspension capable of up to 205 mm (8.1 inches) of wheel articulation and 220 mm (8.7 inches) of ground clearance (Trailhawk), Renegade raises the bar in the small SUV segment with best-in-class off-road capability. Extensive use of advanced steels, composites and advanced computer-impact simulations enable the all-new 2015 Renegade's architecture to deliver world-class torsional stiffness and Jeep brand's durability required for Trail Rated adventures.

The all-new Renegade is the first Jeep to integrate Koni's frequency selective damping (FSD) front and rear strut system. This damping system enables the Jeep Renegade to deliver world-class road-holding and handling characteristics.

Designed for global markets: 16 powertrain combinations

True to the Jeep brand, the all-new Renegade will offer customers in global markets maximum off- road capability and fuel efficiency. The Renegade will offer up to 16 strategic powertrain combinations – the most ever in a Jeep vehicle – customized to markets around the world to meet a range of performance and efficiency needs. Powertrain options include:

- Four MultiAir gasoline engine offerings

- Two MultiJet II diesel engine offerings

- Efficient and flex-fuel capable E.torQ engine

- Emissions and fuel-saving Stop&Start technology

- Segment-first nine-speed automatic transmission

- Two manual and one dual-dry clutch transmission (DDCT) offerings

World's first small SUV with nine-speed automatic transmission

Like the new Jeep Cherokee, the all-new 2015 Jeep Renegade has raised the bar - this time in the small SUV class - with the first available nine-speed automatic transmission. When paired with either the 2.0-liter MultiJet II diesel engine, or 2.4-liter MultiAir2 gas engine, the nine-speed transmission delivers numerous benefits customers will appreciate, including aggressive launches, smooth power delivery at highway speeds and improved fuel efficiency versus a six-speed automatic transmission.

Segment-exclusive technologies once found only on higher classed SUVs

The all-new 2015 Jeep Renegade offers technology features once found only in upper-segment vehicles, and makes them attainable to customers in the growing small SUV segment – including award-winning Uconnect Access, Uconnect touchscreens and the segment's largest full-color instrument cluster.

- Uconnect Access: Utilizes embedded cellular technology to allow Jeep Renegade occupants to get directly in contact with local emergency-service dispatchers – all with the push of the 9-1-1 Assist button on the rearview mirror. Uconnect Access applies the same logic to roadside assistance. One push of the ―ASSIST‖ button summons help directly from Chrysler Group's roadside assistance provider, or the Vehicle Customer Care Center. Further peace of mind comes from the system's ability to receive text messages, announce receipt of texts, identify senders and then ―read‖ the messages aloud with Bluetooth-equipped cell phones. AOL Autos named Uconnect Access its ―Technology of the Year for 2013.‖ (Uconnect services may vary in different markets)

- Uconnect touchscreen radio systems: Award-winning in-vehicle handsfree communication, entertainment and available navigation. Key features available on the Uconnect 5.0 and 6.5AN systems include a 5.0-inch or 6.5-inch touchscreen display, Bluetooth connectivity, single or dual-turner, radio data system capability (RDS), digital audio broadcast (DAB), HD Radio, digital media broadcasting (DMB), SiriusXM Radio, SiriusXM Travel Link, SiriusXM Travel Link, USB port and auxiliary audio jack input. (Uconnect services may vary in different markets)

- Segment's largest full-color instrument cluster display: Filling the Jeep Renegade's gauge cluster in front of the driver is an available 7-inch, full-color, premium multiview display, featuring a reconfigurable function that enables drivers to personalize information inside the instrument cluster. The information display is designed to visually communicate information, using graphics and text, quickly and easily.

Renegade features up to 70 advanced safety and security features

Safety and security were at the forefront in the development of the all-new 2015 Jeep Renegade, setting the stage for up to 70 available safety and security features – including the availability of Forward Collision Warning-Plus and LaneSense Departure Warning-Plus.

In addition, engineers added both active and passive safety and security features, including Blind- spot Monitoring; Rear Cross Path detection; ParkView rear backup camera with dynamic grid lines; electronic stability control (ESC) with electronic roll mitigation and seven standard air bags.

Jeep brand's global resources

Designed in America and crafted in Italy, the 2015 Renegade continues the Jeep brand's dedication to the global marketplace and demonstrates the depths of its available resources. The final assembly location for the Renegade will be at the Melfi Assembly Plant. The Renegade's global portfolio of powertrain production includes the United States, Italy and Brazil.

Like many of the fans who endured the cold, drizzly conditions inside Reliant Stadium to start the game, the Texans took a few minutes to warm up Sunday afternoon in the regular season finale against the Chicago Bears.

After a wake-up call courtesy of a momentum-changing sack by defensive end Mario Williams and a stern message from coach Gary Kubiak, the fans were treated to a spectacular offensive display led by Pro Bowler Andre Johnson and rookie running back Steve Slaton .

The 31-24 win gave Houston its second-consecutive 8-8 record to end the season, and it shut out the Bears from postseason contention.

Texans owner Bob McNair admired the team's strong finish to the season.

"I'd rather be 16-0," McNair said. "But I think starting out the way we did, 0-4, coming back, understand that only nine other teams have ever done that (start 0-4 and finish .500 or better) in this history of the NFL. So I think it was an accomplishment for our team."

Early on, the Texans appeared to suffer from the same malaise they showed at Oakland a week earlier. But the team erased a 10-0 deficit in the first quarter with 21 unanswered points to take a 21-10 lead early in the third quarter.

In that stretch, Johnson scored back-to-back touchdowns to bring the franchise-record crowd of 70,838 to its feet. The Pro Bowler finished with 10 catches for 148 yards (14.8 avg.) to end the season with the NFL lead in receptions (115) and receiving yards (1,575).

Meanwhile, Slaton rebounded from a first half in which he totaled only 19 rushing yards and lost a fumble to put the offense on his back in the final quarter of play. By gaining 128 total yards from scrimmage and scoring a touchdown in the game, Slaton may have sealed NFL Offensive Rookie of the Year honors.

Slaton’s five-yard gain with 1:24 remaining in the contest gave Houston a first down and allowed the team to run out the remainder of the clock.

"I really like the way we came back and played after we played pretty poorly on both sides of the ball throughout the first quarter," Kubiak said.

Chicago scored its first touchdown with 5:57 remaining in the first quarter when wide receiver Brandon Lloyd stretched out for a four-yard touchdown grab near the front left pylon. A 15-yard reception by wide receiver Devin Hester and a 15-yard penalty on defensive end Tim Bulman for roughing the passer set up the score.

Wide receiver André Davis ' 39-yard kickoff return down the Bears' sideline gave the Texans solid field position at their 42-yard line to begin their second possession. But Slaton fumbled on the first play from scrimmage after being tackled by cornerback Charles Tillman. Defensive end Alex Brown recovered the fumble and returned it 17 yards to the Houston 38.

Three plays later, Robbie Gould's 37-yard field goal made the score 10-0.

The next drive started promising when quarterback Matt Schaub threw a tight spiral to Davis for a 33-yard gain up the middle of the field. But tight end Owen Daniels was penalized 15 yards for unnecessary roughness on the next play, and Schaub was flagged 10 yards for intentional grounding one play later to derail the drive and force a punt.

Upon returning to the sideline, the offense received an earful from Kubiak.

"I just didn't think we were going about our business the way we were capable of playing," Kubiak said. "That's not us. We're usually a pretty poised group as a football team and right there is losing poise and getting a shot in on a guy and all of a sudden it took a lot of momentum away from us."

With 11:26 left in the first half, Chicago took over at the Houston 49 following a three-and-out series by the Texans. But Williams saved the defense with his 12th sack of the season by tackling quarterback Kyle Orton at the Chicago 45 for a 10-yard loss on third down.

From there, Johnson caught three passes for 72 yards, including a 43-yard touchdown where he dragged two defenders with him over the goal line. Kris Brown's extra point cut the Bears' lead to 10-7 with 5:50 remaining before halftime.

Running back Ryan Moats forced a fumble on the ensuing kickoff when he tackled Devin Hester. Brown dove on the ball at the Chicago 38 for the Texans' first takeaway.

On third-and-goal at the three-yard line, Schaub threw a fade route to Johnson in the back right corner of the end zone, and Johnson ripped away the ball from Tillman for the score.

Safety Danieal Manning returned the opening kickoff of the second half 40 yards to the Chicago 45. But on third-and-six, rookie safety Dominique Barber blitzed off the right side to sack Orton for a nine-yard loss.

Picking up where he left off in the first half, Johnson gained 21 yards to the Houston 48 on his first reception of the third quarter. Later, Slaton's 17-yard catch and wide receiver Kevin Walter's 23-yard grab helped give the Texans a first down at the Chicago 17.

Moats scored his first touchdown with the team on a two-yard rush off the left guard to cap the nine-play drive. Brown's extra point extended the Texans' lead to 21-10 with 8:30 left in the third quarter.

The Bears refused to lie down and responded with a seven-play, 77-yard drive over 3:00. A 37-yard catch by Hester to the Texans' one-yard line set up Orton's touchdown pass to tight end Greg Olsen.

Late in the third quarter, the Texans moved into scoring range thanks to a 33-yard catch by Daniels to the Chicago 15. On third-and-10 at the 15-yard line, wide receiver David Anderson made a diving nine-yard reception, and Schaub dove forward on fourth down to keep the drive alive.

Following two short rushes by Slaton, Schaub's pass intended for Anderson on third-and-goal from the four-yard line fell incomplete, setting up Brown's 22-yard field goal.

Following a Chicago punt to the Houston 11 midway through the fourth quarter, Schaub drove the offense 89 yards in 11 plays. On the first play of the series, he avoided a safety on first down by tossing a pass in the flats to Slaton, who outran a defensive lineman for an 11-yard gain. Two plays later, Slaton rushed for 47 yards before Manning tackled him at the Chicago 29.

A 14-yard reception by Johnson set up Slaton's 15-yard touchdown run, but a holding call on right guard Mike Brisiel negated the score. On the next run by Slaton, he was tackled and fumbled after a one-yard run, but Kubiak challenged the call. Replays showed Slaton's elbow was down before the ball came loose, and officials overturned the call.

On third-and-14, Bears linebacker Nick Roach was penalized for holding, giving the Texans an automatic first down at the 14-yard line. Slaton capped the team’s second-consecutive 11-play series with a two-yard touchdown run to make the score 31-17 after Brown's extra point.

The Bears made things interesting by picking apart the Texans' prevent defense on an 11-play, 72-yard drive over 1:55. On fourth-and-one at the Houston 11, Orton dove forward for a first down at the two-minute warning. He moved the Bears to the one-yard line by finding running back Adrian Peterson open on a nine-yard screen pass.

Safety Eugene Wilson was injured on the play, resulting in a burned timeout for Houston. Once play was restored, Orton pushed his way over the goal line for a touchdown that made the score 31-23 with 1:29 left in the game.

But Gould’s onside kick was recovered by Walter at the Chicago 44, and Slaton preserved the win on his final carry of the game for five yards and a first down.

In November of 2009, Swordsmith David DelaGardelle and Metal Artisan Andy Davis of the Mad Dwarf Workshop were contacted by the production team working on bringing Marvel Comic’s legendary comic book Thor to the big screen. They were looking for swordsmith’s capable of crafting a huge, intricately detailed, legendary hero weapon for the formidable and powerful character, Heimdall. Without hesitation, we took on this incredible but difficult task in the short time the production team had given us. Setting out we had no idea just how much we would learn and just how much of a blessing and adventure the experience would be.

The props team working on the film came to us with a rough conceptual design that one of their talented artists had painted. David then began to refine the design back forth with the team in Photoshop to make it as functional and realistic as possible. In refining the design, we tried our best within the parameters to throw in some slightly historical touches seen on some ancient Germanic swords, such as the swords fuller and knot work patterns. The sword itself however is obviously at its core meant to be majestic and quite literally “out of this world”.

We were blessed with the task to bring to life two hero steel and two stunt aluminum copies of this one sword.

While we were only asked to create this one particular sword it was still the most challenging project we had ever undertaken as sword makers, up to this point. So we were happy to pour all of our energy and imagination into this one very prominent hero sword. The rest of the film’s weapons were beautifully crafted by none other than world renowned swordsmith and armourer: Tony Swatton and his skilled group at Sword and Stone in California.

After we had finalized the design for Heimdall’s sword with the team we went straight to the forge with a drive and zeal to craft something incredible. We began by crafting the blade from high quality L6 tool steel. Ground, hardened, tempered, and polished it to an antique blued finish. The swords ornate guard and pommel were the most challenging aspect of the entire sword, due to their unique shape and function.

Heimdall’s sword is not simply a mere war sword, instead it is an ancient and key that controls Heimdall’s technologically advanced observatory on the Bifrost bridge of Asgard. It opens and closes portals to other worlds and dimensions in which the hero’s fight in the film. Being both a sword and a key, the guard serves the double purpose of obviously protecting its wielder, and also serving as extending handle bars to turn the key once its placed into its keyhole.

The guard and pommel were cast out of hollowed polished bronze for the hero steel swords, and colored lightweight aluminum for the stunt versions. Norse knotwork was carved into the fittings and into the figured Mahogany grips by hand on each copy of the sword. The knotwork is a reflective nod back to the original Norse mythology and cultural-history the comics were based off of, while still keeping a modern vibe of an unknown advanced civilization. The knotwork is also reflective of the patterns seen inside the walls of Heimdall’s observatory and in the architecture and décor of the city of Asgard itself. In total, the sword stood at 5 ½ feet long from tip to pommel, and the hero steel and bronze versions weighed close to 10 pounds each.

In the end, Heimdall’s sword turned out to be a sword we would have never dreamed of crafting ourselves. We are beyond thankful for being blessed to have worked on such a creatively stimulating and challenging project that pushed our skills further as young swordsmith’s who are still learning this craft in a traditional context.

We're honored to have played a small role in this incredible film, and we hope that our work somehow reflectes back to the traditional and historical elements of swordsmithing amidst the incredible visual scope of this modern epic.

+++ 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:

Eager to expand its market and partly to replace the USA as supplier of military equipment in Asia, Israel Aircraft Industries (IAI) was looking in the early 1990s to export its Kfir fighters to the Republic of China (Taiwan). The Kfir (Hebrew: כְּפִיר‎, "Lion Cub") was an Israeli all-weather multirole combat aircraft based on the French Dassault Mirage 5, with Israeli avionics and an Israeli-built version of the General Electric J79 turbojet engine. The Kfir program originated in the quest to develop a more capable version of the IAI Nesher, an unlicensed Mirage 6 copy which was already in series production. After General De Gaulle embargoed the sale of arms to Israel, the IAF feared that it might lose qualitative superiority over its adversaries in the future, which were receiving increasingly advanced Soviet aircraft. The main and most advanced type of aircraft available to the IAF was the Mirage, but a severe problem developed due to the Mirage fleet's depletion due to attrition after the Six-Day War. Domestic production would avoid the problem of the embargo completely; efforts to reverse engineer and reproduce components of the Mirage were aided by Israeli espionage efforts to obtain technical assistance and blueprints from third party Mirage operators.

However, the machines remained, due to escalating maintenance problems and reaching the airframes’ end of life after more than thirty years, only active until 2006. The remaining sixteen machines were eventually returned to Israel and superseded by new F-16C/D fighters.

General characteristics

Crew: One

Length (incl. pitot): 15.73 m (51 ft 6 1/4 in)

Wingspan: 8.22 m (26 ft 11½ in)

Height: 4.61 m (14 ft 11 3/4 in)

Wing area: 34.8 m² (374.6 sq ft)

Empty weight: 7,285 kg (16,060 lb)

Loaded weight: 11,603 kg (25,580 lb) with two 500 L drop tanks, two AAMs

Max. take-off weight: 16,200 kg (35,715 lb)

Powerplant:

1× General Electric J-79-J1E turbojet (IAl Bedek-built) with a dry thrust of 52.9 kN (11,890 lb st)

and 79.62 kN (17,900 lb st) with afterburner

Performance

Maximum speed: 2,440 km/h (2 Mach, 1,317 knots, 1,516 mph) above 11,000 m (36,000 ft)

Combat radius: 768 km (415 nmi, 477 mi) in ground attack configuration, hi-lo-hi profile,

with seven 500 lb bombs, two AAMs, two 1,300 L drop tanks

Service ceiling: 17,680 m (58,000 ft)

Rate of climb: 233 m/s (45,950 ft/min)

Armament:

2× Rafael-built 30 mm (1.18 in) DEFA 553 cannons, 140 RPG

9× hardpoints under the wings and fuselage for up to 5,775 kg (12,730 lb) of payload

The kit and its assembly:

Another IAI Kfir, and – weird as it seems – the story of Taiwan procuring the Israeli fighter instead of the early F-16 is actually real! And it was a great basis to produce a what-if model of such an aircraft, had it ever entered ROCAF service.

The kit is the Italeri Kfir C.2/7 kit, which is rather simple and not as crisp as the Hasegawa alternative. It also has its assembly issues. The outlines are OK and the kit comes with fine recessed surface details, but fit is so-so and there are some weak spots: the fuselage/wing seams, the complex intersections under the air intakes that run right through the gun ports, sinkholes on the wings’ upper surface and an integral cockpit tub/front landing gear well piece that won’t fit properly. The Hasegawa kit’s fit is better, but the Italeri Kfir is detail-wise not worse – and it’s cheaper.

The only changes are four additional underwing pylons (from two different F-16 kits) and their ordnance. The Paveway bombs come from the Italeri NATO weapons set, the Pave Spike laser pod from a Hasegawa set, and the ALQ-119 pod was left over from a Revell F-16 kit. The OOB Shafrir AAMs were replaced by more modern AIM-9J Sidewinders. The ventral pylon was left away.

Inside of the cockpit the original Martin Baker Mk. 5 ejection seat was replaced with a more modern Mk. 10, and a monitor and a HUD screen were added to the dashboard.

Painting and markings:

I did not want a grey low-viz livery, and since the ROCAF had operated many US-built aircraft (including the F-5Es) in USAF SEA scheme colors, I adapted it for the Kfir, too. However, finding a suitable pattern was not easy. I looked into many options, including the official USAF F-102 and F-106 SEA patterns or the Belgian Mirage Vs’ tricolor scheme, but did not like any of them so that I developed my own and created a four-side profile as benchmark.

The paints became Humbrol 117 (FS 34102), 118 (FS 30118) and 116 (FS 34079). The underside became Humbrol 28 (FS 36622), with a wavy, low waterline. The landing gear and the air intakes became classic white, while the cockpit tub was kept in medium grey. Very straightforward and “realistic”.

After basic painting was done the model received an over washing with thinned black ink and some post-shading with lighter shades of the camouflage tones. FS 34079’s shading was moved into a more bluish tone for a better contrast to the lighter FS 34102.

The markings are a mix from various sources. The roundels and the serial numbers came from a BestFong sheet for Taiwanese F-5s, the unit markings from an Xtradecal F-5E sheet. Most stencils were taken from the Kfir’s OOB sheet.

The Paveway bombs were painted in two different shades of olive drab, the Sidewinders became standard white with black heads. The ALG-119 pos was, for some color contrast, painted in light grey (FS 36375), and the Pave Spike pod, simulating a 2nd hand AN/AVQ-23E pod from RAF stock, became Dark Green. I even considered a livery in Desert Pink (check Gulf War Buccaneers that carried them), but found that to look too exotic.

+++ 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:

Eager to expand its market and partly to replace the USA as supplier of military equipment in Asia, Israel Aircraft Industries (IAI) was looking in the early 1990s to export its Kfir fighters to the Republic of China (Taiwan). The Kfir (Hebrew: כְּפִיר‎, "Lion Cub") was an Israeli all-weather multirole combat aircraft based on the French Dassault Mirage 5, with Israeli avionics and an Israeli-built version of the General Electric J79 turbojet engine. The Kfir program originated in the quest to develop a more capable version of the IAI Nesher, an unlicensed Mirage 6 copy which was already in series production. After General De Gaulle embargoed the sale of arms to Israel, the IAF feared that it might lose qualitative superiority over its adversaries in the future, which were receiving increasingly advanced Soviet aircraft. The main and most advanced type of aircraft available to the IAF was the Mirage, but a severe problem developed due to the Mirage fleet's depletion due to attrition after the Six-Day War. Domestic production would avoid the problem of the embargo completely; efforts to reverse engineer and reproduce components of the Mirage were aided by Israeli espionage efforts to obtain technical assistance and blueprints from third party Mirage operators.

However, the machines remained, due to escalating maintenance problems and reaching the airframes’ end of life after more than thirty years, only active until 2006. The remaining sixteen machines were eventually returned to Israel and superseded by new F-16C/D fighters.

General characteristics

Crew: One

Length (incl. pitot): 15.73 m (51 ft 6 1/4 in)

Wingspan: 8.22 m (26 ft 11½ in)

Height: 4.61 m (14 ft 11 3/4 in)

Wing area: 34.8 m² (374.6 sq ft)

Empty weight: 7,285 kg (16,060 lb)

Loaded weight: 11,603 kg (25,580 lb) with two 500 L drop tanks, two AAMs

Max. take-off weight: 16,200 kg (35,715 lb)

Powerplant:

1× General Electric J-79-J1E turbojet (IAl Bedek-built) with a dry thrust of 52.9 kN (11,890 lb st)

and 79.62 kN (17,900 lb st) with afterburner

Performance

Maximum speed: 2,440 km/h (2 Mach, 1,317 knots, 1,516 mph) above 11,000 m (36,000 ft)

Combat radius: 768 km (415 nmi, 477 mi) in ground attack configuration, hi-lo-hi profile,

with seven 500 lb bombs, two AAMs, two 1,300 L drop tanks

Service ceiling: 17,680 m (58,000 ft)

Rate of climb: 233 m/s (45,950 ft/min)

Armament:

2× Rafael-built 30 mm (1.18 in) DEFA 553 cannons, 140 RPG

9× hardpoints under the wings and fuselage for up to 5,775 kg (12,730 lb) of payload

The kit and its assembly:

Another IAI Kfir, and – weird as it seems – the story of Taiwan procuring the Israeli fighter instead of the early F-16 is actually real! And it was a great basis to produce a what-if model of such an aircraft, had it ever entered ROCAF service.

The kit is the Italeri Kfir C.2/7 kit, which is rather simple and not as crisp as the Hasegawa alternative. It also has its assembly issues. The outlines are OK and the kit comes with fine recessed surface details, but fit is so-so and there are some weak spots: the fuselage/wing seams, the complex intersections under the air intakes that run right through the gun ports, sinkholes on the wings’ upper surface and an integral cockpit tub/front landing gear well piece that won’t fit properly. The Hasegawa kit’s fit is better, but the Italeri Kfir is detail-wise not worse – and it’s cheaper.

The only changes are four additional underwing pylons (from two different F-16 kits) and their ordnance. The Paveway bombs come from the Italeri NATO weapons set, the Pave Spike laser pod from a Hasegawa set, and the ALQ-119 pod was left over from a Revell F-16 kit. The OOB Shafrir AAMs were replaced by more modern AIM-9J Sidewinders. The ventral pylon was left away.

Inside of the cockpit the original Martin Baker Mk. 5 ejection seat was replaced with a more modern Mk. 10, and a monitor and a HUD screen were added to the dashboard.

Painting and markings:

I did not want a grey low-viz livery, and since the ROCAF had operated many US-built aircraft (including the F-5Es) in USAF SEA scheme colors, I adapted it for the Kfir, too. However, finding a suitable pattern was not easy. I looked into many options, including the official USAF F-102 and F-106 SEA patterns or the Belgian Mirage Vs’ tricolor scheme, but did not like any of them so that I developed my own and created a four-side profile as benchmark.

The paints became Humbrol 117 (FS 34102), 118 (FS 30118) and 116 (FS 34079). The underside became Humbrol 28 (FS 36622), with a wavy, low waterline. The landing gear and the air intakes became classic white, while the cockpit tub was kept in medium grey. Very straightforward and “realistic”.

After basic painting was done the model received an over washing with thinned black ink and some post-shading with lighter shades of the camouflage tones. FS 34079’s shading was moved into a more bluish tone for a better contrast to the lighter FS 34102.

The markings are a mix from various sources. The roundels and the serial numbers came from a BestFong sheet for Taiwanese F-5s, the unit markings from an Xtradecal F-5E sheet. Most stencils were taken from the Kfir’s OOB sheet.

The Paveway bombs were painted in two different shades of olive drab, the Sidewinders became standard white with black heads. The ALG-119 pos was, for some color contrast, painted in light grey (FS 36375), and the Pave Spike pod, simulating a 2nd hand AN/AVQ-23E pod from RAF stock, became Dark Green. I even considered a livery in Desert Pink (check Gulf War Buccaneers that carried them), but found that to look too exotic.

+++ DISCLAIMER +++

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

Some background:

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

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

General characteristics:

Crew: 1

Length: 31 ft 10 in (9.70 m)

Wingspan: 36 ft 10 in (11.23 m)

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

Wing area: 242.1 ft² (22.5 m²)

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

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

Powerplant:

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

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

Performance:

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

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

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

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

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

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

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

Armament:

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

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

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

The kit and its assembly:

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

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

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

Painting and markings:

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

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

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

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

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

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

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

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

+++ DISCLAIMER +++

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

Some background:

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

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

General characteristics:

Crew: 1

Length: 31 ft 10 in (9.70 m)

Wingspan: 36 ft 10 in (11.23 m)

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

Wing area: 242.1 ft² (22.5 m²)

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

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

Powerplant:

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

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

Performance:

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

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

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

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

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

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

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

Armament:

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

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

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

The kit and its assembly:

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

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

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

Painting and markings:

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

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

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

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

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

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

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

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

Capable of receiving today’s largest container ships, carrying up to 8,500 TEU, Congo Terminal (Port of Pointe-Noire) provides access to the Congo Basin’s 100 million inhabitants. It is also an ideal transhipment hub on the West African coast.

Believing themselves capable of returning a dead lover to life, these sorcerers were persuaded by a spirit to open a portal to the underworld. Little did they know they would be unleashing the armies of hell within their own tower. Now they fight desperately to correct their mistake.

Built for CCCXX: Magical Mishap category

In the Qabalistic system of Crowley, the Abyss contains the 11th (hidden) sephira, Da'ath, which separates the lower sephiroth from the supernals. This account derives from the Hermetic Order of the Golden Dawn's view of Genesis, in which Da'ath represents the fall of man from a unified consciousness into a duality between ego and divine nature. The Abyss is guarded by the demon Choronzon, who manifests during the third, ceremonial method of crossing this gulf. He represents those parts of one's consciousness and unconsciousness -- "a momentary unity capable of sensation and of expression," in Crowley's terms -- that are unwilling or unable to enter the Divine.

Pacific Huntress is a cruising Schooner that is capable of crossing oceans short handed or a live aboard that will provide you with Super Yacht cruising, luxury and safety.

The owner is now ready to sell this unique vessel and has effortlessly travelled since her launch in 2005 the East Coast of Australia, the archipelagos of PNG, West Timor, Komodo, Sumba and Indonesia. She’s more than capable of trans Pacific & Atlantic crossings. The question is where would you and your family like to take her next?

Pacific Huntress - a 94 foot luxury yacht constructed by Huntress Yachts. This vessel has a full itinerary of extras and is designed to cruise the world in comfort, safety and style. Built to 1B 8+4 and 1E 60 Pax survey with a draft of just 8 feet, this cruising schooner is designed for safe passage making and extended periods at sea.

Interior furnishings by Nicoletti design and cherry wood joinery provide a truly modern ambience for both owner and guests. Spacious accommodation with VIP stateroom aft, additional VIP guest stateroom forward and three other cabins including a dedicated crew cabin amidships, all with flat screen televisions. All cabins have their own large beautifully appointed bathrooms.

Pacific Huntress is fitted out with the latest technology intelligence systems and an expansive cockpit with twin drive stations and duplicated electronics in the deck saloon. The vessel also has a walk in engine room for ease of access and serviceability.

Further features include…

- Cummins 440hp Diesel Engine

- Two smaller Cummins diesel wing motors for propulsion which can double as generators.

- Bow Thruster

- Luxury fit out

- Huge European Galley that exudes quality & provides all types of cooking, refrigeration and storage.

- Easily operated short handed.

- Economical Long Range capability 32 litres per hour fuel burn.

- Multiple redundancy systems.

- The fire systems comply with the US coastguard

- The hull complies with stringent regulations of the uniform shipping laws.

- Reverse cycle air conditioning throughout

- Electric winches

- Crew Quarters

Reference:ESC 063Name:Pacific HuntressLocation:Gold Coast, AustraliaCountry:QueenslandYear:2005Designer:Huntress YachtsBuilder:Huntress YachtsLength:94′ (28.65m)Beam:21' 6"Draft:8' 5"Keel/Ballast:Bolt on steel frame fin keel with 20 ton of lead encapsulated. Hull Material:Timber 30mm Kauri with 3 layers of 300grm tri-ax and epoxyDeck Material:25mm End grain balsa core with heavy epoxy layup overEngine:Single Cummins 440hp N14M main engine. Also 2 x 65hp Cummins wing engines fitted with 16kva alternators and Brunton variable speed propellers on all three motors. Walk in engine room with easy access to all three motors for servicing.Engine Hours:2,500 hoursGenset:2 x 16 Kva 240V alternators fitted on "Get Home" deisels Fuel Capacity:9,100 Litres approximatelyWaterCapacity:2,500 Litres with a 24V Spectra desalinatorGalley:LAYOUT: Large U shaped galley at the accommodation level, with marble tops and lots of storage. Bosch commercial size gas five burner cooktop with a stainless steel range hood above. Stainless steel convection microwave, electric oven, stainless steel dishwasher and garbage compactor.

STORAGE: Huge amount

STOVE TYPE: Bosch commercial size gas five burner cooktop

MICROWAVE: Stainless steel convection ovenRefrigeration:FRIDGE: Amana 2 door stainless steel upright front opening fridge.

FREEZER: Amana freezer, ice maker plus 3 bar fridges. Accomodation:CABINS: All cabins are air conditioned. Owners island bed aft stateroom. Another island guest stateroom forward. Three additional guest cabins. A crew cabin amidships.

TOTAL BERTHS: 12

SALOON: Large light filled saloon on main deck with panoramic windows with Large leather wrap around lounge. With double doors that open onto after cockpit entertaining area.

HEADROOM: 7'

SHOWER: 5 bathrooms with showers + hot/cold deck showerShower:5 bathrooms with showers + hot/cold deck showerToilet:5 Quiet flush toilets connected to 1 x 275lt capacity black plus Holding TankDinghy:4m Avon RIBOutboard:80hp Yamaha JetCovers:YesGround Tackle:ANCHOR WINCH: Yes

REMOTE: Yes

ANCHOR: Yes

CHAIN: YesSafety Gear:BILGE PUMPS: Yes Stainless steel

LIFERAFT: 2

LIFEJACKETS: Yes

FIRE PROTECTION: Yes

FLARES / VSHEET: Yes

Electrics:LIGHTING: 24 volts

SHORE POWER: 240 Volts + 3 Phase

INVERTER: 2 x 3,200 watt Zantrax inverter

BATTERIES: 3,000 amp/hr AGM's

Electronics/Navigation:GPS: Furuno

PLOTTER: Furuno

SOUNDER: Furuno

RADAR: Furuno Black Box

AUTO PILOT: Furuno

RADIOS: Icom VHF marine radio and Icom HF marine radio and Icom VHM portableSail Inventory:4700 square feet of sail area. All sails are push button electric furling (24v). Horizen sails. In boom furling main, furling Genoa, furling stay sail, furling fisherman. Harken winches are electric.Mast/Rigging:RIG TYPE: 2 x 70' Aluminium masts, stainless steel rigging by S&H Spars Gold Coast

RIG AGE: 9

FURLER: Yes

SPARS: Stainless steelDeck Gear:Harken two speed self tailing winchs 24V electric.Survey:Australian B (200 miles ofshore) and E (smooth waters) survey. Equipped to 1B 8+4 for offshore and 1E 60 pax enclosed waters.

ensignbrokers.com.au/ensign/yachts-for-sale/used/sail-mon...

Waiting in the rain & in vain for 60103 Flying Scotsman at Ampthill Crossing 4/11/2017 (It was 25 minutes earlier than scheduled and sitting in my car it passed by heard but not seen)

The British Rail Class 222 is a diesel multiple unit high-speed train capable of 125 mph (200 km/h). Twenty-seven units have been built in Belgium by Bombardier Transportation.

The Class 222 is similar to the Class 220 Voyager and Class 221 Super Voyager trains used by CrossCountry and Virgin Trains, but it has a different interior. The Class 222 trains have more components fitted under the floors to free up space within the body. Since 2009 East Midlands Trains has been the only train operating company using Class 222s.

All coaches are equipped with a Cummins QSK19 diesel engine of 750 hp (560 kW) at 1800 rpm.[2] This powers a generator, which supplies current to motors driving two axles per coach. Approximately 1,350 miles (2,170 km) can be travelled between each refuelling.

Class 222 have rheostatic braking using the motors in reverse to generate electricity which is dissipated as heat through resistors situated on the roof of each coach; this saves on brake pad wear.

In common with the Class 220s, B5000 lightweight bogies are used - these are easily recognisable since the entire outer surface of the wheel is visible, with inboard axle bearings.

The Class 222 are fitted with Dellner couplers,[3] as on Class 220 Voyager and Class 221 SuperVoyager trains,[3] though these units cannot work together in service because the Class 222 electrical connections are incompatible with the Class 220 and Class 221 trains.[3][clarification needed]

All Class 222 units are maintained at the dedicated Etches Park depot in Derby, just south of Derby station.

Formation[edit]

Seven car length Class 222 No. 222003 at London St Pancras

Five car length Class 222 No. 222016 at Bedford

Class 222 units are currently running in the following formations:

East Midlands Trains: seven cars with 236 standard seats and 106 first-class seats.

Coach A - Standard Class with driving cab and reservable space for two bikes

Coach B - Standard Class

Coach C - Standard Class

Coach D - Standard Class with Buffet counter

Coach F - First Class

Coach G - First Class

Coach H - First Class, kitchen and driving cab

East Midlands Trains: five cars with 192 standard seats and 50 first-class seats

Coach A - Standard Class with driving cab and reservable space for two bikes

Coach B - Standard Class

Coach C - Standard Class with Buffet counter

Coach D - Standard Class / First Class composite

Coach G - First Class, kitchen and driving cab

East Midlands Trains: four cars with 132 standard seats and 33 first-class seats

Coach A - Standard Class with driving cab and reservable space for two bikes

Coach B - Standard Class with Buffet counter

Coach D - Standard Class / First Class composite

Coach G - First Class, kitchen and driving cab

The four- and five-car units can be coupled to form 9/10-car services at peak times. When coupled together, coaches A-G are found in the front unit and the rear coaches become labelled J, K, L, M, N, with the first-class seats in coaches J and K.

Initially, the 23 units ordered for Midland Mainline were 4-car and 9-car. Over time these have been gradually modified to the current formations. The 4-car units ordered by Hull Trains had an option when constructed to be extended to 5-cars if required.[4]

East Midlands Trains has named the following Meridians:

Unit numberNameDate namedNamed byNotes

222 001The Entrepreneur Express22 September 2011Tim Shoveller, East Midlands Trains Managing DirectorNamed to kick off the start of the 2011 entrepreneur festival MADE

222 002The Cutlers' Company18 October 2011Pamela Liversidge, Master CutlerNamed to mark the successful partnership between East Midlands Trains and Sheffield

222 003Tornado24 March 2009Tim Shoveller, East Midlands Trains Managing DirectorDriving car 60163 named as it has the same number as Tornado

222 004Children's Hospital Sheffield26 February 2013Michael Vaughan, Charity PatonTo mark the successful partnership between East Midlands Trains and the Sheffield Children's Hospital

222 006The Carbon Cutter31 May 2011Philip Hammond, Transport SecretaryTo mark the introduction of eco-mode to the fleet

222 008Derby Etches Park13 September 2014David Horne, East Midlands Trains Managing DirectorNamed as part of the open day at Derby Etches Park

222 015175 Years of Derby's Railways 1839 - 201418 July 2014Paul Atterbury, Antiques Roadshow Expert and railway authorTo mark 175 years of railways in Derby

222 022Invest In Nottingham19 September 2011Jon Collins, leader of Nottingham City CouncilNamed to launch the 2011 Invest in Nottingham day

222 011Sheffield City Battalion 1914-191811 November 2014Ron Wiltshire, Royal British Legion representativeNamed to honour Sheffield City Battalion who fought in the World War I

East Midlands Trains Class 222/0 No. 222018 at Loughborough.

In 2008 further rearrangements were made to the sets: another carriage was removed from the eight-car Meridians, except for 222 007, which has been reduced to five cars.[6] The surplus coaches were then added to the remaining four-car Meridians to make six seven-car sets (222 001-222 006) and 17 five-car sets (222 007-222 023). This took place from March to October 2008; as part of the process, two first-class coaches removed from 222 007 were converted to standard class and part first class.

The seven-car trains are almost exclusively used on the fast services between London St Pancras and Sheffield. These do not operate the London St Pancras-Leeds, although the service is via Sheffield. The five-car trains are mainly used between London St Pancras and Sheffield, Nottingham or Corby on semi-fast services. The four-car trains supplement the five-car trains on these services.

In December 2008 the Class 222 Meridians started work on the hourly London St Pancras to Sheffield services, because they have faster acceleration than the High Speed Trains and so were able to reduce the Sheffield to London journey time by 12 minutes. The hourly Nottingham service was then transferred to High Speed Train running to cover for the Meridians now working the hourly Sheffield fast service.[7]

In February 2009, 222 101 and 222 102 transferred from Hull Trains to East Midlands Trains, and were quickly repainted in the East Midlands Trains white livery. 222 104 followed from Hull Trains later in the year. 222 103 followed a few months after 222 104 after repairs had been completed (see below). 222 103 has now been reinstated for service after two years for repairs after the unit fell from jacks at Bombardier, Crofton in early 2007.

(The following is partially a fictional history.)

With aircraft carriers unable to carry bombers capable of carrying the large nuclear bombs of the 1950s, the US Navy found itself unable to assist the USAF in providing a nuclear deterrent during the Cold War, with the result that it found itself in danger of losing a great deal of funding and possibly even its carriers. Though the latter problem never materialized, the US Navy nonetheless proposed a mobile strike force of jet seaplane bombers, operating from ships on the open ocean—a force that would be nearly impossible to detect or destroy in a preemptive attack.

The design parameters for such an aircraft were very complicated, but Martin, which had provided seaplanes to the Navy since the 1930s, won the competition with its XP6M-1 Seamaster design, based loosely on a combination of two of Martin’s already flying designs: the failed XB-51 bomber, and the successful propeller-driven P5M Marlin ASW/SAR aircraft. The Seamaster retained the upswept T-tail of the Marlin and a broadly similar flight deck, while incorporating the rotating weapons bay of the XB-51. The Seamaster was otherwise a radical departure from traditional flying boats, as it needed to be capable of a high-speed run to and from a target to deliver a nuclear weapon. The fuselage was long and sleek, while it sat low to the water with a thick, anhedral wing tipped with floats. On the water, the floats acted as stabilizers on landing and takeoff, and retracted upwards to become the wingtips in flight. To keep the engines free of water spray, the four Allison J71 turbojets were mounted above the wings. Since the only threat to the Seamaster would likely come from behind, defensive armament consisted of a remote twin 20mm cannon barbette.

The XP6M-1 first flew in mid-1955, but almost immediately ran into trouble, resulting in the destruction of two out of four prototypes. While the aircraft losses were due to problems with the tail that were easily fixed, the unreliable engines still had a tendency to ingest water in all but calm water conditions and had a tendency to depart controlled flight in certain situations. With the program in danger of cancellation, Martin responded with the P6M-2, which replaced the troublesome Allison engines with proven Pratt and Whitney J75 turbojets, along with a better canopy for improved visibility, improved avionics, and inflight refuelling capability.

Despite greatly improved performance, it still had problems. These included engine surging, severe buffeting above Mach 0.8, and a tendency for the wingtip floats to dig in (risking a catastrophic water-loop). Though Martin proposed design changes that would solve the problems, and despite 12 aircraft already built, the US Navy cancelled the Seamaster in August 1959. This was less due to the aircraft—which despite the aforementioned problems, had proven itself to be an excellent basic design—as it was the expansion of the aircraft carrier fleet (which could now launch bombers heavy enough to carry nuclear weapons, which themselves were getting smaller) and especially the development of the Polaris SLBM. With submarine launched missiles, there was no need for the Seamaster. With the exception of one tail section, the entire Seamaster fleet was scrapped; it was the last Martin design for the US Navy.

In one of the strangest incidents of aviation history, the Seamaster’s story was not to end there. One of the engineers on the Martin project, Glenn Powell, was to become one of the founders of Predator Propulsion in August 1978. The FIRAF and FIRNAA had issued a joint requirement for a maritime patrol aircraft capable of both antisubmarine warfare and on-site search and air rescue. The latter requirement precluded the acquisition of the P-3 Orion, and it was understood that the services intended to buy the ShinMeiwa US-1 flying boat. Powell, however, thought that a resurrected Seamaster might also fit the bill, and his proposal came at a time when the FIR Congress begun to request that the armed services begin buying aircraft built in the FIR, to provide jobs and make the Republic’s fledging aircraft industry competitive. A new-build Seamaster would not be as large as the US-1, but it would outpace it in all respects in performance. High speed was deemed to be useful not only in being able to arrive at a rescue quickly, but also to evade any interception—something to be considered, given that whatever aircraft acquired would likely be operating in Alaska, where the FIR had oil interests and had joined with the US Coast Guard to combat illegal whaling.

The FIRNAA was reluctant to dust off a 20-year design for the same reason the Seamaster had been cancelled in 1959—it needed money for carriers—but the FIRAF liked the idea and commissioned Predator Propulsion to build a proof-of-concept aircraft in November 1979, with Powell in charge. Plans were acquired from both museums and permission obtained to build the aircraft from General Dynamics, which had acquired the Martin company. The new design was designated XP-6C by Predator Propulsion, but changed midway through redesign to the YP-6M to honor the old design.

The “new” Seamaster was, on the surface, almost identical to the old P6M-2 design, with roughly the same dimensions; the only change there was a slight increase in tail surface and height. The wingtip floats were also slightly redesigned to cure the handling problems. Despite this, however, the similarity was literally only skin-deep, as the YP-6M extensively used composites to save weight, at the time still a radical design feature; the use of composites also reduced the amount of salt corrosion the aircraft would be expected to have. The Seamaster also became a true amphibian: the P6M-1 and 2 had used a unique docking collar, where the crew had water-taxied the aircraft to the partially-submerged collar, docked, and then drove up onto the beach or runway. The YP-6M, however, had integral landing gear. The rotating weapons bay door was also deleted for simpler clamshell doors, and two new hardpoints added beneath the wing for additional weapons, including torpedoes that could be launched while the Seamaster was afloat. Since the YP-6M’s primary offensive purpose was antiship or antisubmarine warfare, the size of the weapon bay was reduced; the twin 20mm cannon was replaced with a single M61A1 Vulcan 20mm gatling cannon in a mount identical to that carried on the B-52G Stratofortress. To cure the engine problems, the Pratt and Whitney J75s were replaced by General Electric F101 engines that powered the B-1B Lancer. Besides being more fuel efficient, the more powerful F101s allowed the YP-6M to carry a bigger warload than the original despite being lighter, and fly higher and further. Reinforcement of the hull allowed the YP-6M to land or takeoff in worse sea states than the P6M-2, but it still required mostly calm waters to land and float.

With the switch to ASW warfare, the YP-6M was fitted with an ASW suite similar to that carried by both the SH-3H Sea King and P-3C Orion. This included AQS-13B sonar, contained in a retractable sonar dome mid-hull, APS-115C search radar, and ASQ-81 MAD detector, in a retractable boom carried in the tail. Sonobuoy ports were also included, once more mid-hull, between the sonar dome and the weapons bay. To operate in the SAR role, the Seamaster was fitted with two large doors in the rear hull where up to four eight-man rafts could be ejected remotely; flare ejectors were also added below the tail that could be used either to mark survivors or evade heat-seeking missiles. The design was considered so successful that the FIRAF cancelled the proof-of-concept demonstrator and placed an order for six production P-6M Seamasters.

The first aircraft was rolled out and began flight testing in July 1982, flying to NAS Patuxent River in Virginia, where the original P6M-1 had begun testing nearly thirty years before. The flight testing was remarkably trouble free, and the FIRAF ordered a full production run of 24 aircraft. The first operational P-6M entered service with the 10th Reconnaissance Squadron in July 1983, with the last entering service in June 1985, though Predator Propulsion finished an additional six aircraft as attrition replacements and technology demonstrators.

(Back in the real world...)

I always liked the Seamaster for its unique profile and mission, and as a birthday gift a few years ago, Dad built and modified the old Revell 1/100 scale (sort of) XP6M-2 kit to my fictional P-6M design. To simulate new sensors, USAF-style refuelling plug and ECM, Dad stuck on various bumps and bulges around the aircraft from the spare parts box. He painted it in World War II US Navy Atlantic camouflage (light gray over white), and used decals from the decal box for a "Free Intelani Navy" P-6M, and added an orca motif on the tail, complete with "whalemouth" on the nose! He had a lot of fun with this one.

The Verona Arena (Arena di Verona) is a Roman amphitheatre in Piazza Bra in Verona, Italy, which is internationally famous for the large-scale opera performances given there. It is one of the best preserved ancient structures of its kind. Amphitheatre

The building itself was built in AD 30 on a site which was then beyond the city walls. The ludi (shows and games) staged there were so famous that spectators came from many other places, often far away, to witness them. The amphitheatre could host more than 30,000 spectators in ancient times.

The round façade of the building was originally composed of white and pink limestone from Valpolicella, but after a major earthquake in 1117, which almost completely destroyed the structure's outer ring, except for the so-called "ala", the stone was quarried for re-use in other buildings. Nevertheless it impressed medieval visitors to the city, one of whom considered it to have been a labyrinth, without ingress or egress. Ciriaco d'Ancona was filled with admiration for the way it had been built and Giovanni Antonio Panteo's civic panegyric De laudibus veronae, 1483, remarked that it struck the viewer as a construction that was more than human. Musical theatre

The first interventions to recover the arena's function as a theatre began during the Renaissance. Some operatic performances were later mounted in the building during the 1850s, owing to its outstanding acoustics.

And in 1913, operatic performances in the arena commenced in earnest due to the zeal and initiative of the Italian opera tenor Giovanni Zenatello and the impresario Ottone Rovato. The first 20th-century operatic production at the arena, a staging of Giuseppe Verdi's Aida, took place on 10 August of that year, to mark the birth of Verdi 100 years before in 1813. Musical luminaries such as Puccini and Mascagni were in attendance. Since then, summer seasons of opera have been mounted continually at the arena, except in 1915â18 and 1940â45, when Europe was convulsed in war.

Nowadays, at least four productions (sometimes up to six) are mounted each year between June and August. During the winter months, the local opera and ballet companies perform at the L'Accademia Filarmonica.

Modern-day travellers are advised that admission tickets to sit on the arena's stone steps are much cheaper to buy than tickets giving access to the padded chairs available on lower levels. Candles are distributed to the audience and lit after sunset around the arena.

Every year over 500,000 people see productions of the popular operas in this arena.[3] Once capable of housing 20,000 patrons per performance (now limited to 15,000 because of safety reasons), the arena has featured many of world's most notable opera singers. In the post-World War II era, they have included Giuseppe Di Stefano, Maria Callas, Tito Gobbi and Renata Tebaldi among other names. A number of conductors have appeared there, too. The official arena shop has historical recordings made by some of them available for sale.

The opera productions in the Verona Arena had not used any microphones or loudspeakers until an electronic sound reinforcement system was installed in 2011.

In recent times, the arena has also hosted several concerts of international rock and pop bands, among which Laura Pausini, Pink Floyd, Alicia Keys, One Direction, Simple Minds, Duran Duran, Deep Purple, The Who, Dire Straits, Mike Oldfield, Rod Stewart, Sting, Pearl Jam, Radiohead, Peter Gabriel, Björk, Muse, Paul McCartney, Jamiroquai, and Whitney Houston.

In 1981, 1984 and 2010 it hosted the podium and presentation of the Giro d'Italia with thousands packing the arena to watch the prizes being handed out.

The 2011 Bollywood film Rockstar directed by Imtiaz Ali starring Ranbir Kapoor with music composed by Academy Award winner A.R.Rahman opens and closes with musical concerts shot here.

On 26 March 2013, Paul McCartney confirmed a show at the venue as part of his 2013 Tour. The show is scheduled to take place on Tuesday, 25 June 2013.

British-Irish boy band One Direction performed on 19 May 2013 as part of their Take Me Home Tour

Piazza Bra , or simply the Bra (a name derived from a corruption of the term "Braida", which in turn derives from the Lombard breit , or "off"), is the largest square in Verona , located in its center historian .

The square of Piazza Bra began to turn into only the first half of the sixteenth century , when the architect Michele San Micheli concluded the palace of Honorij : this building was to delimit the western side of the square of the future, as well as to establish a correct outlook on the ' Arena . The first attempt to transform the clearing dirt road instead of walking, however, was the mayor Alvise Mocenigo, who wanted to create a meeting place for the rising bourgeoisie Verona: he was able to inaugurate the first part of the Liston , a paved sidewalk that lines connecting the Bra Corso Porta Nuova in Via Mazzini , in 1770. La Gran Guardia , begun by the Venetians in the seventeenth century and completed by the Austrians in the ' Nineteenth Century , went to delimit the southern side of the square, while in 1836 the architect Giuseppe Barbieri designed the eastern edge, where a hospital were demolished, some houses and a church, which was built in place of the Gran Guardia Nuova , better known as Palazzo Barbieri. This, initially used as a barracks by the Austrians, became, as a result of ' annexation of Veneto to the Kingdom of Italy , the seat of the municipality of the City of Verona.

History

Origins

In Roman times , the place where you would then open the Bra was outside the city and yet away from the main roads. It is only since the first century AD, when it was built the ' amphitheater in the Roman Empire, better known as the Arena of Verona , who came to define the northern edge of what centuries later would become one of the main squares of Verona. In 305 the Emperor Galerius , during a short stay in the city, he opened a door along the walls which was built in 265 by the Emperor Gallienus , which surrounded the Arena went thus creating a first connection between the city and the place where later would be born Bra.

The square, however, began to abbozzarsi only in the Middle Ages: the walls of the city was enlarged at that point between 1130 and 1153, going to close so that piece of land that later would become, coming to have the size of a square. Those areas between the walls and the Roman city walls were called braide, from the Lombard breit ; the braida that could match the current Bra in the twelfth century was far more extensive than at the edge of the square today.

A door that the Braida along the city walls is already mentioned in a document dated 1257, but later his place was taken by the gates of the Bra , probably due to the Visconti and to the Venetians : the first arch is dated to the late fourteenth century and the second to the second half of the fifteenth century. The clock that is located between the two arches of the gates of the Bra was a gift of Count Antonio Nogarola made ââin 1871: it was installed with the dials is visible from one side on the other walls. The clock was inaugurated on June 2, 1872 and refurbished in 1879 because of its vagueness.

Development

Piazza Bra after the arrangement of the central gardens

Piazza Bra in the mid-twentieth century.

The Bra began to be defined as a square only in the first decade of the seventeenth century, when they started on the south side of the factories Gran Guardia and the seat of the ' Accademia Filarmonica of Verona . In conjunction with the factory della Gran Guardia became the leveling the square as possible, and also create some gradients to regulate the flow of stormwater, operation up to that time never practiced because the space was used by stonemasons, that here, as well as work, abandoning the resulting material, and because the clearing was used for the discharge of material from construction in progress in the area.

For others, one hundred and fifty years the space was in clay, in fact, only in 1770 the foundations were laid of Liston will of the mayor Alvise Mocenigo. On March 13, 1782 Francis Menegatti presented a project to the final lastricamento of Liston that the City Council approved and, after this surgery, the bra became the favorite place for afternoon walks in place of Piazza dei Signori . Goethe , in his essay Journey to Italy , describes enjoyed the arrival carriage with ladies and gentlemen, and said that the sunset loitered along the rim of the amphitheater enjoying the most beautiful views of the city. I insole and down on the pavement off the Bra 'walked a multitude of people .

The square was smoothed more times: in 1808 he was entrusted with the task of remaking the Liston architect Luigi Trezza and in 1820 excavations were carried out along the Arena, in order to bring to light the basis of the same, as it was buried about two feet because of the sediments that were deposited after the numerous floods that had undergone the city. He also opted for a lowering of the average level of Bra about 70 centimeters along a line slightly inclined from the Gran Guardia At Arena, lowering the share of Liston.

Plan of Bra in a drawing by Giuseppe Barbieri

As for the lighting, until the eighteenth century the bra at night was totally immersed in the dark; only in the nineteenth century were installed lights in oil and gas lighting in 1845, so that the Liston also became a place for evening strolls. Then important for the conformation of the square today, is the accommodation in the central part of the garden Bra occurred in 1873: the central gardens were created with three circles forming a triangle with a central fountain.

Between 1884 and 1951 the square was affected by the rails of the tramway town .

Events

It is interesting to read the description of Liston of an astonished reporter of the magazine Esperia in an article of 1837:

" ... the audience is walking the plank of 'Veronesi, extended space, which is located in a few cities: here business people are dining and comforting conversation, idleness is recreated, and the beautiful flock there to get tributes of glances and sighs of their worshipers ... and many cafes offer brilliant and sufficient acceptance to the numerous meetings that there agree. Street musicians and improvisers, unpleasant indeed, but the liveliness of the inhabitants always well received, breaking the monotony of chatter; and the music of the military garrison increase much fun. Very pleasing to the eye is in the summer thousands of people of both sexes, and before sitting under the porch; and a more active crowd by constantly prowling the paths formed by the rows of seats, and now dispense with a bow, and now dwell near some nice, vibrate envious compliments and words of hope and voting ... while the beautiful turn cautious gaze looking at the confused teeming with ill-concealed impatience, greeting or stop most expensive among the happy meeting ... "

In the past, however, the Bra was used for uses other than those described well by this reporter: in particular, after the twelfth century it was included in the city walls it was used for the wood, hay, straw and cattle, so that in ancient documents is called the Bra cattle market. More often is cited as the parade ground, as was the case here the review of the troops from the beginning of the Venetian rule, which is why this was one of the points of conflict between the French and Venetian soldiers during the Veronese Easters in 1797 . Starting from 1633, after the approval of the Venetian Senate for the creation of an exhibition of goods in the city, there were held two annual fairs fifteen days each, which continued to be held until one of them was destroyed by fire October 28, 1712, and then restored in another place, it was established only in 1822, a new exhibition, which would last in Piazza Bra for twenty years.

Fair in very old custom is instead to Saint Lucia : it takes place every year from 11 to 13 December, but do not know its origins. Legend has it that, probably in the communal, an epidemic broke out in the city that struck my eyes, it was so that the Veronese decided to make a pilgrimage to the church of Saint Lucia (no longer exists): the children, who did not want to participate , were persuaded to return with the promise that they would find the shoes filled with gifts. The miracle occurred, and since then the fair is held to coincide with the feast of Saint Lucia.

The comet of Verona during a night snowfall

During the Christmas season takes place within the Arena arches dell ' Arena, the International Festival of the Nativity , an event born in 1984 from the mind of Alfredo Troisi , along with the comet symbol of the event, from the reservoir from the Arena, go to dive in Bra. Over the years the star has taken on meanings and values ââare independent of the review of the nativity, as to be appreciated by itself. This architecture-sculpture was designed by architect and designer Rinaldo Olivieri : his intuition came to looking at a map of the city, characterized by two large voids, one of the auditorium and that of the square in front of the Arena. It was from this impression that he was born an ideal line, a huge arch that connects the Arena with the urban space, an arc of light and steel from the Temple of the music goes to fall and explode among citizens.

+++ DISCLAIMER +++

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

Some background:

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

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

General characteristics:

Crew: 1

Length: 31 ft 10 in (9.70 m)

Wingspan: 36 ft 10 in (11.23 m)

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

Wing area: 242.1 ft² (22.5 m²)

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

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

Powerplant:

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

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

Performance:

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

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

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

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

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

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

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

Armament:

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

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

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

The kit and its assembly:

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

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

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

Painting and markings:

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

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

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

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

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

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

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

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

+++ DISCLAIMER +++

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

Some background:

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

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

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

Specifications:

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

Weight: 18 tons (22.000 lb)

Length: 4.61 m (15 ft 1 in)

Width: 2.63 m (8 ft 8 in)

Height: 2.63 m (8 ft 8 in)

Ground clearance: 40 cm (15 ¾ in)

Suspension: Leaf spring

Fuel capacity: 320 litres (85 US gal)

Armor:

10 – 60 mm (0.39 – 2.36 in)

Performance:

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

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

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

Operational range: 177 km (110 mi)

Power/weight: 10 PS/t

Engine:

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

Transmission:

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

Armament:

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

The kit and its assembly:

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

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

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

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

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

Painting and markings:

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

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

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

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

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

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

Guía 7: Iluminación fotográfica.

Actividad: Fotografías en estudio con temática de Halloween.

Nombre de la foto: Strong and capable.

Tipo de iluminación: Luz lateral.

Para esta fotografía, le pedí a mi modelo que cruzará sus brazos junto con las pistolas en forma de x pues quería que ella se viera capaz, lista, fuerte y decidida para la batalla.

Pues los piratas siempre andaban preparados con armas, espadas o cuchillos en caso de que atacaran el barco o a ellos.

Como vemos en la foto, la luz lateral, genera sombras al lado izquierdo del rostro de la modelo y así se verá de acuerdo al lado en el que se coloque la luz. Nos genera volumen, profundidad y genera más textura en el lado derecho del rostro, ropa y accesorios.

La fotografía fue tomada en las instalaciones de la Universidad Don Bosco en el campos de Antiguo Cuscatlán.

Like many of the fans who endured the cold, drizzly conditions inside Reliant Stadium to start the game, the Texans took a few minutes to warm up Sunday afternoon in the regular season finale against the Chicago Bears.

After a wake-up call courtesy of a momentum-changing sack by defensive end Mario Williams and a stern message from coach Gary Kubiak, the fans were treated to a spectacular offensive display led by Pro Bowler Andre Johnson and rookie running back Steve Slaton .

The 31-24 win gave Houston its second-consecutive 8-8 record to end the season, and it shut out the Bears from postseason contention.

Texans owner Bob McNair admired the team's strong finish to the season.

"I'd rather be 16-0," McNair said. "But I think starting out the way we did, 0-4, coming back, understand that only nine other teams have ever done that (start 0-4 and finish .500 or better) in this history of the NFL. So I think it was an accomplishment for our team."

Early on, the Texans appeared to suffer from the same malaise they showed at Oakland a week earlier. But the team erased a 10-0 deficit in the first quarter with 21 unanswered points to take a 21-10 lead early in the third quarter.

In that stretch, Johnson scored back-to-back touchdowns to bring the franchise-record crowd of 70,838 to its feet. The Pro Bowler finished with 10 catches for 148 yards (14.8 avg.) to end the season with the NFL lead in receptions (115) and receiving yards (1,575).

Meanwhile, Slaton rebounded from a first half in which he totaled only 19 rushing yards and lost a fumble to put the offense on his back in the final quarter of play. By gaining 128 total yards from scrimmage and scoring a touchdown in the game, Slaton may have sealed NFL Offensive Rookie of the Year honors.

Slaton’s five-yard gain with 1:24 remaining in the contest gave Houston a first down and allowed the team to run out the remainder of the clock.

"I really like the way we came back and played after we played pretty poorly on both sides of the ball throughout the first quarter," Kubiak said.

Chicago scored its first touchdown with 5:57 remaining in the first quarter when wide receiver Brandon Lloyd stretched out for a four-yard touchdown grab near the front left pylon. A 15-yard reception by wide receiver Devin Hester and a 15-yard penalty on defensive end Tim Bulman for roughing the passer set up the score.

Wide receiver André Davis ' 39-yard kickoff return down the Bears' sideline gave the Texans solid field position at their 42-yard line to begin their second possession. But Slaton fumbled on the first play from scrimmage after being tackled by cornerback Charles Tillman. Defensive end Alex Brown recovered the fumble and returned it 17 yards to the Houston 38.

Three plays later, Robbie Gould's 37-yard field goal made the score 10-0.

The next drive started promising when quarterback Matt Schaub threw a tight spiral to Davis for a 33-yard gain up the middle of the field. But tight end Owen Daniels was penalized 15 yards for unnecessary roughness on the next play, and Schaub was flagged 10 yards for intentional grounding one play later to derail the drive and force a punt.

Upon returning to the sideline, the offense received an earful from Kubiak.

"I just didn't think we were going about our business the way we were capable of playing," Kubiak said. "That's not us. We're usually a pretty poised group as a football team and right there is losing poise and getting a shot in on a guy and all of a sudden it took a lot of momentum away from us."

With 11:26 left in the first half, Chicago took over at the Houston 49 following a three-and-out series by the Texans. But Williams saved the defense with his 12th sack of the season by tackling quarterback Kyle Orton at the Chicago 45 for a 10-yard loss on third down.

From there, Johnson caught three passes for 72 yards, including a 43-yard touchdown where he dragged two defenders with him over the goal line. Kris Brown's extra point cut the Bears' lead to 10-7 with 5:50 remaining before halftime.

Running back Ryan Moats forced a fumble on the ensuing kickoff when he tackled Devin Hester. Brown dove on the ball at the Chicago 38 for the Texans' first takeaway.

On third-and-goal at the three-yard line, Schaub threw a fade route to Johnson in the back right corner of the end zone, and Johnson ripped away the ball from Tillman for the score.

Safety Danieal Manning returned the opening kickoff of the second half 40 yards to the Chicago 45. But on third-and-six, rookie safety Dominique Barber blitzed off the right side to sack Orton for a nine-yard loss.

Picking up where he left off in the first half, Johnson gained 21 yards to the Houston 48 on his first reception of the third quarter. Later, Slaton's 17-yard catch and wide receiver Kevin Walter's 23-yard grab helped give the Texans a first down at the Chicago 17.

Moats scored his first touchdown with the team on a two-yard rush off the left guard to cap the nine-play drive. Brown's extra point extended the Texans' lead to 21-10 with 8:30 left in the third quarter.

The Bears refused to lie down and responded with a seven-play, 77-yard drive over 3:00. A 37-yard catch by Hester to the Texans' one-yard line set up Orton's touchdown pass to tight end Greg Olsen.

Late in the third quarter, the Texans moved into scoring range thanks to a 33-yard catch by Daniels to the Chicago 15. On third-and-10 at the 15-yard line, wide receiver David Anderson made a diving nine-yard reception, and Schaub dove forward on fourth down to keep the drive alive.

Following two short rushes by Slaton, Schaub's pass intended for Anderson on third-and-goal from the four-yard line fell incomplete, setting up Brown's 22-yard field goal.

Following a Chicago punt to the Houston 11 midway through the fourth quarter, Schaub drove the offense 89 yards in 11 plays. On the first play of the series, he avoided a safety on first down by tossing a pass in the flats to Slaton, who outran a defensive lineman for an 11-yard gain. Two plays later, Slaton rushed for 47 yards before Manning tackled him at the Chicago 29.

A 14-yard reception by Johnson set up Slaton's 15-yard touchdown run, but a holding call on right guard Mike Brisiel negated the score. On the next run by Slaton, he was tackled and fumbled after a one-yard run, but Kubiak challenged the call. Replays showed Slaton's elbow was down before the ball came loose, and officials overturned the call.

On third-and-14, Bears linebacker Nick Roach was penalized for holding, giving the Texans an automatic first down at the 14-yard line. Slaton capped the team’s second-consecutive 11-play series with a two-yard touchdown run to make the score 31-17 after Brown's extra point.

The Bears made things interesting by picking apart the Texans' prevent defense on an 11-play, 72-yard drive over 1:55. On fourth-and-one at the Houston 11, Orton dove forward for a first down at the two-minute warning. He moved the Bears to the one-yard line by finding running back Adrian Peterson open on a nine-yard screen pass.

Safety Eugene Wilson was injured on the play, resulting in a burned timeout for Houston. Once play was restored, Orton pushed his way over the goal line for a touchdown that made the score 31-23 with 1:29 left in the game.

But Gould’s onside kick was recovered by Walter at the Chicago 44, and Slaton preserved the win on his final carry of the game for five yards and a first down.

The display reads:

ADA in Vietnam – M42 Duster

Combat experience in the Korea War quickly showed that while the M19 40mm Gun Motor Carriage was a capable platform, it needed improvement. By 1952, a new anti-aircraft tank was in development, designated the T141. The new vehicle used the same turret and gun mount from the M19, but mated it with the larger, more powerful M41 Walker Bulldog light tank hull. The resulting vehicle was standardized as the M42 40mm Gun Motor Carriage by 1952 and entered full production that year.

However, with the service entry of the Nike Ajax system in 1953, the Army was focused on missile systems and with the introduction of the Hawk missile in the late 1950s, the M42 was quickly passed to National Guard units and all but removed from the active inventory by 1963.

Just two years later, US forces entered combat in South Vietnam. Two Hawk missile battalions were deployed to provide air defense around Saigon and along the DMZ, but an additional system was needed to cover potential low-altitude threats. In addition to the air defense requirement, the Army also needed a vehicle that could provide heavy firepower for both convoy escort and firebase defense. The M42 was back in demand and by the beginning of 1966, three battalions were formed for service in Vietnam.

Those three units, 1st Battalion, 44th Artillery; 4th Battalion, 60th Artillery; and 5th Battalion, 2nd Artillery arrived in-theater by mid-year and immediately had a significant impact on operations in their respective areas of operation. Each “Duster” battalion had a quad .50 battery and searchlight battery attached, forming an air defense task force that could respond to both air and ground threats, day or night.

On 20 June 1968, Air Defense and Field Artillery split the Artillery branch and the Duster, Quad, Searchlight and Hawk units were then designated ADA rather than “Artillery,” with the parenthetical Automatic Weapons, Searchlight or Guided Missile designation.

The story of Army Air Defense in Vietnam provides a fascinating contrast to the operations and equipment of the rest of the branch during the 1960s and early 1970s. While Army Air Defense of the day was focused on the strategic threat of a Soviet nuclear strike and were using the latest technology to deter that threat, the three ADA Duster battalions effectively used weapon systems from the “last war” to provide low altitude air defense and on-call direct fire support to infantry and artillery units across the entirety of South Vietnam from 1966 through 1972.

M42 Duster Specifications:

Weight: 50,000 lbs fully loaded

Height: 9 feet 4 inches

Length: 19 feet

Width: 10 feet 7 inches

Crew: Commander, driver, two loaders, two gunners

Armament: Two M2A1 40mm automatic anti-aircraft guns with 240 rounds per gun; 1-2 7.62 M60 Machine Guns with 1,750 rounds

Main Armament Rate of Fire: 120 rounds per minute, per gun

Engine: Continental AOS-895-3 6-cylinder opposed gasoline engine

Range: 100 miles

Speed 45 mph

The museum’s Duster served with the 1-44th Artillery in 1968.

The Duster occasionally towed the M332 ammunition trailer, which doubled the Duster’s ammunition capacity. However, it would be a liability in combat and would normally be removed before the Duster would be used in the convoy escort role.

Most Dusters in Vietnam carried some form of artwork. Usually the crew would name both the front hatch and the gun shield above the main armament.

Sergeant Mitchell W. Stout was born in Lenoir City, Tennessee on 24 February, 1950. He enlisted in the Army on 15 August 1967 and served his first tour in Vietnam as a rifleman with the 2nd Battalion, 47th Infantry Regiment in the Mekong Delta from August 1968 to August 1969. After completing his first tour, SGT Stout rotated back to the US, but returned to South Vietnam just five months later as a M42 Duster crewman.

Three months into his second tour, SGT Stout was commanding an M42 Duster at the Khe Gio bridge along Route 9, a strategic east-west route that was the supply lifeline to friendly outposts in western I Corps.

SGT Mitchell Stout

C/1-44th Artillery (Automatic Weapons), Khe Gio Bridge

The U.S. Army outpost at Khe Gio Bridge on Highway 9 near the DMZ was overrun by North Vietnamese troops on 12 March 1970. Fourteen Americans held the outpost along with a platoon of ARVN Infantry. Two M42 Dusters from C Battery 1-44th Artillery gave the small force a significant amount of firepower to protect the bridge, while an M151A1 searchlight jeep from G Battery, 29th Artillery provided nighttime battlefield illumination. Of those fourteen Americans, two were killed in action, five wounded and one was captured. Yet they fought valiantly and protected the bridge on Route 9, sparing it from destruction. Sergeant Mitchell Stout’s actions during the battle would earn him a posthumous Medal of Honor:

Citation:

Sgt. Stout distinguished himself during an attack by a North Vietnamese Army Sapper company on his unit's firing position at Khe Gio Bridge. Sgt. Stout was in a bunker with members of a searchlight crew when the position came under heavy enemy mortar fire and ground attack. When the intensity of the mortar attack subsided, an enemy grenade was thrown into the bunker. Displaying great courage, Sgt. Stout ran to the grenade, picked it up, and started out of the bunker. As he reached the door, the grenade exploded. By holding the grenade close to his body and shielding its blast, he protected his fellow soldiers in the bunker from further injury or death. Sgt. Stout's conspicuous gallantry and intrepidity in action, at the cost of his own life, are in keeping with the highest traditions of the military service and reflect great credit upon him, his unit and the U.S. Army.

Taken December 13th, 2013.

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

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

Lockheed F-117A Nighthawk again went into action during Operation Desert Shield and Operation Desert Storm in 1990-1991 when the 415th Tactical Fighter Squadron and 416th Tactical Fighter Squadron of the 37th Tactical Fighter Wing moved to a base in Saudi Arabia.During Operation Desert Storm,the Lockheed F-117A nighthawks flew 1,271 sorties,achieving an 80 percent mission success rate,and suffered no losses or battle damage.A total of 59 Lockheed F-117a Nighthawks were built between 1981 and 1990.In 1989 the Lockheed F-117a Nighthawk was awarded the Collier Trophy,one of the most prized aeronautical awards in the world.

The Lockheed F-117A built and was specially modified for systems testing.In 1991 after its testing program was completed.It marked as appeared during tests conucted for the Air Force Systems Command between 1981 and 1991.

Boeing B-52 Stratofortrss

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After it became operational in 1955,the Boeing B-52 Stratofortress remained the main long-range heavy bomber of the U.S.Air Force during the Cold War,and continues to be an important par of the U.S.Air Force bomber force today.Nearly 750 were built before production ended in October 26,1962; 170 of these were Boeing B-52D Stratofortresses

The Boeing B-52 Stratofortress had set numerous records in its many years of service.On January 18,1957,three Boeing B-52B Stratofortresses completed the first non-stop round-the-world flight by jet aircraft,lasting 45 hours and 19 minute and required only three aerial refueling.It was also a Boeing B-52 Stratofortress that made the first airborne hydrogen bomb drop over Bikini Atoll,Island on May 21,1956.

In June 1965 Boeing B-52 Stratofortresses entered combat in Southeast Asia.By 1973,they had flown 126,615 combat sorties with 17 Boeing B-52 Stratofortresses lost to enemy action

The Boeing B-52D Stratofortress saw extensive action in Southeast Asia was several damaged by an surface-to air missile on April 9,1972.In December 1972 after being repaired,it flew four addional missions over North Vietnam.

Boeing B-47 Stratojet

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During the early part of the Cold War,the U.S.Air Force needed an aircraft the Boeing B-47 Stratojet.During this time,it was deployed to several locations,including Incirlik Air Base,Turkey,and Yokota Air Base,Japan,and flew missions over the Union of Soviet Socialist Republics (USSR) Soviet Union.

The B-47 Stratojet in the Cold War

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The Boeing B-47 Stratojet became an essential component of the U.S.Air Force's Strategic Air Command (SAC) during the 1950s and early 1960s,both as a nuclear bomber and a reconnaissance aircraft.Designed to meet a 1944 requirements,the first Boeing XB-47 Stratojet prototype flew in December 1947,performing far beyond its compertitors.It incorporated many advanced features for the time,including swept wings,jet engines in underwing pods,fuselage mounted landing gear and automated systems that reduced the stadard crew size to three.

In May 1951 the Boeing B-47 Stratojet began replacing the propelleed-driven Boeing B-29 Superfortresses and Boeing B-50 Superfortresses in Strategic Air Command's (SAC) medium bomber units.While it could carry about the same bomb as the aircraft it replaced,the Boeing B-47 Stratojet's top speed was more than 200 mph faster.Since the Boeing B-47 Stratojet did not have the range of Strategic Air Command's (SAC) heavy bombers (the Convair B-36 Peacemaker and later the Boeing B-25 Stratofortress),Boeing B-47 Stratojet units regularly deployed to forward air bases around the world on teporary duty.Initially these deployments lasted three months,but beging in 1957 under the Reflex Action program,they were shortened to three weeks.

In addition to its role a nuclear strike bomber,the Boeing B-47 Stratojet's speed and payload made it a useful strategic reconnaissance aircraft.Between 1952 and 1956 photographic reconnaissance Boeing B-47 Stratojets conducted several overflight of the Union of Soviet Socialist Republics (USSR) Soviet Union,proving detailed pitures of Soviet Military and Soviet Industrial facilities.Boeing B-47 Statojets gethered intelligence about Soviet air defense systems and the Soviet intercontinental ballistic missile program.Weather reconnaissance version of the Boeing B-47 Stratojet not only collected weather data,but also took air samples of Soviet nuclear detonations.These essential Boeing RB-47 Stratojet missions over and along the border of the Soviet Union (USSR) were hazardous,and Soviet fighters damaged one reconnaissance Boeing RB-47 Stratojet and shot two,with the loss of seven U.S.Air Force personnel killed and two temporarily imprisoned.

Between 1947 and 1957,The Boeing Aircraft Company,Douglas Aircraft,and Lockheed Corporation built over 2,000 Boeing B-47 Stratojets.At its peak use in 1958,the U.S.Air Force operateed 28 Boeing B-47 Stratojet bombing wings and four Boeing RB-47 Stratojet reconnaissance wings,totaling 1,357 Boeing B-47 Stratojets and 175 Boeing RB-47 Stratojets.The U.S.Air Force phased out its last Boeing B-47 Stratojet bombers in 1965,and the U.S.Air Force retired its last Boeing WB-47 Stratojet,in 1969.

McDonnell Douglas F-4 Phantom II

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First flown in May 1958,the McDonnell Douglas F-4 Phantom II originally was developed for the U.S.Navy fleet defense.The U.S.Air Force's first version the McDonnell Douglas F-4C Phantom II,made its first flight in May 1963,and production deliveries began six months later.McDonnell Douglas F-4 Phantom II production ened in 1979 after over 5,000 had been built--more than 2,600 for the U.S.Air Force,about 1,200 for the U.S.Navy and U.S.Marine Corps,and the rest for friendly forein nations.

In 1965 the U.S.Air Force sent its first McDonnell Douglas F-4C Phantom IIs to Southeat Asia,where they flew air-to-air missions agaist North Vietnamese fighters as well as attacking ground targets.The first U.S.Air Force pilot to score four combat victories with McDonnell F-4 Phantom IIs in Southeast Asia was Colonel Robin Olds,a World War II ace.In which Colonel Robin Olds,the pilot and 1st Lieutenant Stephen B.Croker,the weapons system officer,destroyed two Mikoyan-Gurevich MIG-17s in a single day,May 20,1967.

In its air-to-ground role,the McDonnell Douglas F-4C Phantom II could carry twice the normal load of a World War II Boeing B-17 Flying Fortress.The armamet loaded on the aircraft McDonnell Douglas F-4 Phantom II is a typical configuration for an McDonnell Douglas F-4C Phantom II in 1967.It consists of four AIM-7E Sparrow III and four AIM-9B sidewinder air-to-air missiles,and eight 750 pound M117 general purpose bombs.The aircraft McDonnell Douglas F-4 Phantom II also carries two exteral fuel tanks on the outboard pylone and one ALQ-87 electronic contermeasures (EMC) pod on the right inboard pylon.

Lockheed U-2

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In completed secrecy,a team headed by Clerence L."Kelly" Johnson at Lockheed's "Skunk Works" in Burbank,California,designed and built the Lockheed U-2 Dragon Lady to fly surveillance missions.With sailplane-like wings suited for the thin atmosphere over 55,000 feet (over 70,000 feet for later models),this single-engine aircraft made its first flight inAugusat 1955.Entering operational service in 1956,its use remained secret until May 1,1960,when a surface-to-air missile shot down a Central Intelligence Agency (CIA) a civilian-piloted by Francis Gary Powers Lockheed U-2 Dragon Lady on a reconnaissannce flight over Union of Soviet Socialist Republics (USSR) territory.

One of the important Lockheed U-2 Dragon Lady missions took place on October 14,1962,when a Lockheed U-2 Dragon Lady piloted by Major Richard S.Heyser obtained the first photographs of Union of Soviet Socialist Republics(USSR) offensive missile sites in Cuba.Eight days later,Major Rudolf Anderson Jr.was killed on a similar mission when his Lockheed U-2 Dragon Lady also mhave been used for programs as divere as mapping studies,atmospheric sampling and collecting crop and land management photographic data for the Department of Energy.

During the 1960s,it made 285 flights to gather data on high-altitude,clear-air turbulence,and in the 1970s it flight tested reconnaissance systems.