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+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on authentic facts. BEWARE!
Some background:
In Autumn 1946, the Saab company began internal studies aimed at developing a replacement aircraft for the Saab B 18/S 18 as Sweden's standard attack aircraft. In 1948, Saab was formally approached by the Swedish Government with a request to investigate the development of a turbojet-powered strike aircraft to replace a series of 1940s vintage attack, reconnaissance and night-fighter aircraft then in the Flygvapnet: the B 18/S 18, J 21R/A 21R and J 30 (de Havilland Mosquito).
On 20 December 1948, a phase one contract for the design and mock-up of the proposed aircraft was issued. The requirements laid out by the Swedish Air Force were demanding: it had to be able to attack anywhere along Sweden's 2,000 km (1,245 miles) of coastline within one hour of launch from a central location. It had to be capable of being launched in any weather conditions and at day or night. In response, Saab elected to develop a twin-seat aircraft with a low-mounted wing, and equipped with advanced electronics.
On 3 November 1952, the first prototype conducted its first flight. A small batch of prototypes completed design and evaluation trials with series production of the newly designated Saab 32 Lansen beginning in 1953. The first production A 32A Lansen attack aircraft were delivered to the Swedish Air Force and proceeded through to mid 1958, at which point manufacturing activity switched to the other two variants of the Lansen, the J 32B and S 32C. These two models differed substantially from the first, the J 32 B being fitted with a new, more powerful engine for greater flight performance along with new navigation and fire control systems. On 7 January 1957, the first J 32 B Lansen conducted its maiden flight; on 26 Match 1957, the first S 32C Lansen performed its first flight. Production of the Lansen continued until May 1960.
The A 32 Lansen was Sweden's last purpose-built attack aircraft. This was the ground attack and maritime strike version. It replaced Saab B 18 and was later replaced by Viggen. In the years 1955-58 287 were delivered to the Swedish air force. This version had four 20 mm guns in the nose, covered by shutters. The shutters were opened upon "safety off", but had to be closed by command. Empty casings were kept from the air intakes by a pair of small plates under the nose. As they then impacted the external fuel tank, its nose was covered in neoprene to protect it.
The radar used in the A 32A was designated PS-431/A, actually of French design but built in Sweden. Instrumented ranges were 8, 20, 80 and 160 km. The radar gave the A 32 a true all-weather capability and was also used to aim the indigenous RB 04 anti-ship missiles.
As these aircraft always operated in groups, and as an economy measure only about 25% of them were given radars, Typically, only these leader aircraft had navigators aboard and marked the target with illumination flares, while the others, only operated by a single pilot, carried out the actual attack with bombs or missiles.
The replacement of the A 32A formally began in June 1971, the more advanced Saab 37 Viggen being slowly used to take over its attack responsibilities. The last A 32A was retired from active service in 1978. Accidents destroyed a third of all Lansens during 25 years of service.
As the type was gradually being replaced by more modern types, the versatile Saab 32 still continued to be operated into the late 1990s as target tugs and electronic warfare platforms, a total of 20 J 32Bs were converted for these duties into J 32D and Es. By 2010, at least two Lansens were still operational, having the sole task of taking high altitude air samples for research purposes in collaboration with the Swedish Radiation Safety Authority; one of these collected volcanic ash samples in mid 2010. By 2012, a total of three Lansens reportedly remained in active service.
General characteristics:
Crew: two
Length: 14.94 m (49 ft 0 in)
Wingspan: 13.0 m (42 ft 8 in)
Height: 4.65 m (15 ft 3 in)
Wing area: 37.4 m² (402.6 ft²)
Empty weight: 7,438 kg (16,383 lb)
Max. takeoff weight: 13,600 kg (29,955 lb)
Powerplant:
1× Svenska Flygmotor RM5A afterburning turbojet
(a Rolls Royce Avon Mk.21/21A outfitted with an indigenous afterburner),
delivering 3,460 kp dry and 4,700 kp with afterburning
Performance:
Maximum speed: 1,125 km/h (700 mph)/Mach 0.91
Never-exceed speed: 1.200 km/h (745 mph)
Cruising speed: Mach 0.8
Range with internal fuel only: 1.850 km (1,150 mi)
Service ceiling: 14,000 m (45,800 ft)
Rate of climb: 60 m/s (11,800 ft/min)
Armament:
4× 20 mm cannon with 180 rounds per gun (7 s of firing) in the lower nose section
A total of thirteen external hardpoints for a wide variety of up to 3.000 kg ordnance,
including a pair of Rb04 anti-ship missiles, unguided missiles and bombs of different calibers,
and special loads like a BOZ 3 chaff dispenser pod.
The kit and its assembly:
This is another contribution for the “Old Kit Group Build” running at whatifmodelers.com in late 2016. I had this project on the agenda for a long time, even kit and decals stashed away, but this was now a good occasion to start it.
The basis is the venerable Saab 32 Heller kit, since 1982 the only available 1:72 IP model of the Lansen – just recently Hobby Boss and Tarangus presented their own kits in 1:48 and 1:72.
The kit offers parts for an A 32A attack aircraft and optional parts for an S 32C recce aircraft (a J 32B interceptor and its derivatives needs some detail mods at the exhaust and under the nose).
This old kit has good detail, but it comes with then-state-of-the-art raised panel lines, some flash and election marks. Fit varies a lot – while the wing/fuselage intersection matches perfectly, the fuselage halves needed a lot of attention and serious bodywork. The optional lower nose section for the A and C variants is also not without trouble: the part fits, but the seams run right along the middle of the air intake channels, a pretty delicate solution. Overall, the kit builds well without major issues. But it’s a shame that it comes ”clean”, some of the exotic Swedish ordnance (e. g. the unique Rb04 missiles or the conformal under-fuselage tank) would have been a nice addition.
The Heller kit was basically built OOB as an A 32A attack aircraft, just with a few enhancements and additions. These include lowered flaps for a more lively presentation (no aftermarket parts, just a mod of the kit itself), extended air intake walls (inside, with simple styrene sheet), some new antennae and emergency fuel valves under the tail section, and twelve pylons under the wings with a dozen heavy unguided missiles. The latter come from an Airfix/Heller A-1 Skyraider and the pylons (four bigger ones, which can also hold heavier ordnance, plus eight smaller hardpoints for light loads only like 120 kg iron bombs or unguided missiles) were scratched from styrene sheet. Instead of the characteristic conformal belly tank, I installed a large, central pylon for a camera pod. After all, this aircraft flies for a test institution.
Painting and markings:
This is the whiffy and more interesting part. The paint scheme on this Lansen is based on an illustration that has been around for ages and which pops up every now and then in literature and online - always without any further information:
img.wp.scn.ru/camms/ar/171/pics/90_4.jpg
AFAIK the illustration was created in the GDR by an artist with the family name "Römer", probably in the Seventies. What I could find out is that the aircraft is s/n 32209, and that it was sold to the USA for private use (as a target tug) in flying condition, and the machine served, in an all-grey livery, until 1989. The only vague proof for the the odd and disruptive three-tone-scheme I found is a blurred picture of FC/29 still in Swedish service, but with a totally weathered camouflage, a nose probe and with one wing upper surface painted black while the other appears white. But the machine seems to have existed in the profile's guise, or something similar.
The scheme looks pretty experimental, though, and camouflage trials were actually carried out with the Lansen in the early Sixties and eventually led to the green/blue scheme that was adopted for the type and later for the Saab 35, too. The aircraft’s operator, the Försökscentralen (The Swedish Air Force’s research and test institution, with its traditional tactical code “FC” instead of the usual unit number on the fuselage), supports the machine’s trials role further.
Anyway, this scheme here, probably inspired by the USAF’s SEA scheme, rather looks like an early study for what would later become the unique "Fields & Meadows" splinter scheme, made famous by the Viggen in the Seventies? All these leads suggest a relatively tight, potential time frame for this aircraft in the late Sixties/very early Seventies.
Because there’s only a port side profile available of “FC/29”, the rest of the scheme had to be guessed – and for the first time I created a digital four-side view for the task. Since there’s no reference, I guesstimated the tones: The light green is Humbrol 150 (Forest Green, FS 34127) later shaded with Humbrol 80 (Grass Green). Humbrol 91 (Black Green, ~RLM70) was used for the for the dark, bluish green. Finally the brown tone was mixed with Humbrol 29 and RLM 79 (Sandgelb, from the Modelmaster Authentics range) plus a bit of Humbrol 62 (Leather) for an orange-ish, sandy tan tone, so that it does not look too much like USAF FS 30219.
The underside was painted with RLM 76 (Humbrol 247), a tone that IMHO comes very close to the dull Blågrå tone of Swedish military aircraft since WWII.
The cockpit interior was painted, according to pictures of the real aircraft, in a greenish grey – I used RLM 02 for the standard surfaces and Humbrol 111 for the dashboards and other instrument panels.
The silver wing leading edges were created with decal sheet, not painted - a clean and convenient solution.
The landing gear wells als well as the flaps’ interior became Aluminum (Humbrol 56), while the landing gear struts became dark green (Humbrol 30), a detail seen on some real life Saab 32s. The unguided missiles were – typical for the Swedish Air Force – painted as training rounds in light green (Humbrol 120, FS 34227).
Most markings come from an RBD Studio aftermarket sheet (excellent stuff!), puzzled together from various aircraft and with the benefit of additional stencils, since the OOB sheet is pretty minimalistic. To make matters worse, the OOB sheet was printed off-register, so that almost nothing with 2 colors or more could be used.
The cool thing about the RBD Studio sheet is, though, that it actually allows to create the “29” from the inspiring profile! The orange nose band, a typical marking for fighters operated by the Försökscentralen, was scratched from decal sheet.
One detail that is certainly not correct is the squadron emblem on the air intake - it is shown in the inspiring profile, so I chose something that comes visually close, F15's emblem.
Only light panel shading was done, more for the dramatic effect than true weathering. Finally, the kit was sealed with matt acrylic varnish.
A relatively simple build, without major donations or transplantations. “FC/29” - fictional or not - turned out to be quite colorful, I am positively surprised.
Its high contrast camouflage proves to be quite effective in the beauty pics, and the green ordnance as well as the bright markings are nice contrasts. Looks very different from "normal" Saab 32s, especially from the all-green fighters.
This will certainly not the last Saab 32 I’ll build, it’s a very impressive and elegant aircraft!
Contracted image from the 2007 Annual Yoga Journal Conference in San Francisco, CA 01-20-07 and 01-21-07.
© All Rights Reserved - Yoga Journal and Larissa Rogers; Spirit Essence Photography. Do Not Use Without Permission.
If you sign it - then you’re in, it’s as simple as that!! We don’t mess about. This is ironclad!
Now i know anyone who is going to get out and do some graff doesn’t need to sign a contract as you’re already out there doing it but this is for all those people who sit on their sofas wishing they could get out and do something but don’t. This is for all those people who need to put their money where their mouth is. This contract is for me.
I need to sign it because as deepest winter sets in i can come up with a number of excuses to sit indoors and do nothing apart from playing the xbox, reading a book or cooking a stew. Ok i’ve never cooked a stew in my life but i’m sure i could learn as an excuse to not go outside into the freezing cold.
And it’s exactly for these reasons that i will both distribute and sign this contract. Also i don’t know who this 2can is but credit to him for getting out and hitting the streets...
Cheers
id-iom
Lori started taking pictures of me while I was deeply immersed in the Register.com v. Verio case. I promise my eyes are open behind the book.
contract on calculator. You are allowed to use this image on your website. If you do, please link back to my site as the source: creditscoregeek.com/
Example: Photo by Credit Score Geek
Thank you!
Mike Cohen
Maskill Contracting are a small family owned operation from Palmerston north specialising in machinery transport for Equip Logistics & their own general frieght cartage nationwide. The fleet consists of Kenworth K104(3), K108, T404, Daf XF95, CF105, Mitsubishi FUSO(2). This unit no.2 is an 8x4 Mitsubishi FUSO flatdeck truck & trailer unit powered by a 430hp Mitsubishi motor coupled to an 18 speed Road-Ranger. It is shot northbound passed Upper Atiamuri with McCormick & John Deere 6610 tractors, a 4-furrow plough and what appears to be a front end loader wrapped & palletised on the front.
Owned by Cornwall Council, and at the time operated on their behalf by Western Greyhound on the Truro park-and-Ride contract, no 201 in the city centre.
The company is a front runner in offering contract manufacturing services to tablet manufacturers across the globe.
For more details: nueranutra.com/
David Bronkhorst ondertekent contract bij Uitgeverij L.J. Veen op de Herengracht, vrijdag 4 juni 2010.
SWTs latest Volvo, still blue at the moment though now minus Taw and Torridge lettering leaving the college yard earlier today.
The crewmen were masked and nervous and it wasn’t only because Ch’loi stood on the rail over them, balancing herself with a ratline. Nine days of their macabre task had not been enough to inure them to the risks. “I do not care for our odds of making it back to port without contracting the fever ourselves. This is a cursed voyage if ever there was one.” Captain Rayjay summed up what they were thinking. “Stand by there!” The crewmen grabbed their first wrapped bundle of the night at the corners with thick gloves. “Heave ho!” The first plague cadaver went over the stern, followed by Ch’loi leaping to the sand below, closely followed by the other three sheet-wrapped corpses as fast as they could grab them and heave them. When the last one was safely in their wake, they stripped off the gloves and tossed them too. Captain Rayjay removed his mask and spat. “Good riddance.” Kurga thought it prudent not to ask which the good captain was more pleased to be rid of, though he did wonder. “Are you still set upon your fool’s errand?” the Captain asked Amisbhake.
“I am,” the Lord Counselor said.
They skimmed the dune crest, gathering speed from the higher winds and then when the Captain felt something only he could sense, he heeled the catamaran over and down the back side and into the trough. The boat careened and plunged with familiar if sickening speed and Kurga waited for his stomach to find its customary place again. The other nine nights they had put as much distance as they could, upon her orders, from Ch’loi and her silent cast aways until the second watch when they would tack back and pick her up, alone, well after dawn.
Tonight however, the Captain navigated the boat through a maneuver designed to bring them as near to the drop point as he felt he could without being seen. This took some time with the contrary winds and his efforts to keep the mast’s tip from breaking the horizon. He drove on in a glowering silence but the time came and he announced it, “Make ready.”
“I’d like to join you if i may,” Kurga heard himself say.
“Really?” Amisbhake said.
“Yes.”
“I’m .. mildly shocked.”
“As am I,” Kurga said, “I wasn’t sure myself until just this moment, though I’d been considering it all day.”
“I suspect it’s going to be rather dangerous?”
Kurga smacked his lips and found them dry, “yes.”
“Alright then,” the Lord Counselor assented, somewhat to Kurga’s chagrin.
Captain Rayjay shook his head. “Get the fool a weapon,” he ordered his first mate. The mate brought a heavy rifle to the merchant.
“You’ve used one of these before?”
“Something similar.” The mate pointed out the safety, the ejector and which end the bolts came out. Handed him an extra clip and patted him on the shoulder. Kurga was less than reassured but he had no time to reconsider for the Captain gave the word and Amisbhake grabbed and handful of Kurga mounted the rail and leapt.
U.S. Department of Agriculture (USDA) Agricultural Marketing Service (AMS) Contracting Specialist David Munford addresses the 2015 Industry Meeting for USDA Foods Contractors and Suppliers in Arlington, VA on Tuesday, Oct. 27, 2015. The annual meeting is an opportunity to discuss the contracting side of the cooperation between the federal government, commodity producers and suppliers. USDA photo by Bob Nichols.
The handshake as a ritual for sealing the terms of contracts has been practiced for at least since the 5th century BC.
Contract law Books including Principles of Irish Contract Law and Irish Business Law Quarterly. Contract Law Books for Students and legal Practitioners in Ireland.
After First Devon & Cornwall pulled out of running the X80 around 18 months before, the final remaining First operated working in Torbay was the Dartmouth Academy service, which took students from the Torquay, Paignton, Brixham areas to Dartmouth Academy, leaving just after 7am from Torquay & arriving back around 5pm. Sadly however they discontinued running the service from the end of that term (24 July). Tally Ho! taking over the running of the service from the start of the Autumn term (1 September 2015)
Regular bus, Volvo Olympian 34003-K803ORL was having some maintenance carried out on at the start of this week, so Dennis Trident 33173-LR02LYS stood in for a few days. It is pictured here heading along past Livermead with the morning working to Dartmouth.
Company: First Devon & Cornwall
Registration: LR02LYS
Fleet Number: 33173
New: 2002
Chassis: Dennis Trident
Bodywork: Plaxton president H63F
Route: Contract (Torquay-Dartmouth Academy)
Location: Torbay Road, Livermead, Torquay
Exposure: 1/640 @ f6.3 400ISO
Date: 1 July 2015
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The Henschel Hs 123 was a single-seat biplane dive bomber and close-support attack aircraft flown by the German Luftwaffe during the Spanish Civil War and the early to midpoint of World War II. It proved to be robust, durable and effective especially in severe conditions.
The aircraft was designed to meet the 1933 dive bomber requirements for the reborn Luftwaffe. Both Henschel and rival Fieseler (with the Fi 98) competed for the production contract requirement, which specified a single-seat biplane dive bomber. The first prototype Hs 123, the Hs 123V1 was cleared for its maiden flight on 1 April 1935, and General Ernst Udet, a World War I ace, flew the first prototype on its first public demonstration flight on 8 May 1935. The first three Henschel prototypes, with the first and third powered by 485 kW (650 hp) BMW 132A-3 engines and the second by a 574 kW (770 hp) Wright Cyclone, were tested at Rechlin in August 1936. Only the first prototype had "smooth" cowlings; from that point on, all aircraft had a tightly-fitting cowling that included 18 fairings covering the engine valves.
The Henschel prototypes did away with bracing wires and although they looked slightly outdated with their single faired interplane struts and cantilever main landing gear legs attached to smaller (stub) lower wings, the Hs 123 featured an all-metal construction, clean lines and superior maneuverability. Its biplane wings were of a "sesquiplane" configuration, whereby the lower wings were significantly smaller than the top wings.
The overall performance of the Hs 123 V1 prototype prematurely eliminated any chance for the more conventional Fi 98, which was cancelled after a sole prototype had been constructed. During testing, the Hs 123 proved capable of pulling out of "near-vertical" dives; however, two prototypes subsequently crashed due to structural failures in the wings that occurred when the aircraft were tested in high-speed dives. The fourth prototype incorporated improvements to cure these problems; principally, stronger centre-section struts were fitted. After it had been successfully tested, the Hs 123 was ordered into production with an 656 kW (880 hp) BMW 132Dc engine.
The Hs 123 was intended to replace the Heinkel He 50 biplane reconnaissance and dive bomber as well as acting as a "stop-gap" measure until the Junkers Ju 87 became available. As such, production was limited and no upgrades were considered, and production of the type ended in October 1938 with around 250 aircraft in all series.
The Hs 123 was used in various conflict theatres, including the Spanish Civil War, the 2nd Sino-Japanese War and the invasions of Poland and Greece. Later, the Hs 123 took part in the North Africa campaign and the Eastern Front, where the machines were kept in service until literally none was left in servicable condition in 1944, and a few soldiered on in second line duties such as supply dropping and glider towing in 1945.
During the Afrika Korps' two-year campaign in North Africa, duties were dominated by the Siege of Tobruk in 1941, which lasted for over seven months. Together with the more modern and capable Ju 87, a handful of Hs 123s served during the Battle of Gazala and the First Battle of El Alamein, as well as during the decisive Second Battle of El Alamein, which drove Rommel back to Tunisia.
Outfitted with dust filters and adapted to nocturnal duties (e. g. with flame dampers on the exhausts and guns), the Hs 123s flew interdiction missions and primarily hunted for unarmored vehicles or outposts. As the tide turned and Allied air power grew in the autumn of 1942, the German attack aircraft became very vulnerable and losses were heavy.
The entry of the Americans into North Africa during Operation Torch made the situation far worse and the slow Hs 123s suffered heavy losses. Even the relatively new Ju 87 had become obsolete in what was now a fighter-bomber's war. The Bf 109 and Fw 190 could at least fight enemy fighters on equal terms after dropping their ordnance but the dive bombers could not, so that the HS 123 was completely retired from North Africa in early 1942 and the remaining machines sent to the Eastern Front.
General characteristics:
Crew: 1
Length: 8.33 m (27 ft 4 in)
Wingspan: 10.50 m (34 ft 5.5 in)
Height: 3.20 m (10 ft 6 in)
Wing area: 24.85 m² (267.49 ft²)
Empty weight: 1,500 kg (3,307 lb)
Loaded weight: 2,215 kg (4,884 lb)
Powerplant:
1× BMW 132Dc 9-cylinder radial engine, rated at 880 hp (656 kW)
Performance:
Maximum speed: 341 km/h (183 knots, 211 mph) at 1,200 m (3,900 ft)
Range: 860 km (463 nmi, 533 mi with drop tank; 480 km (298 mi) with 200 kg of bombs)
Service ceiling: 9,000 m (29,530 ft)
Rate of climb: 15 m/s (2,950 ft/min) at sea level
Armament:
2× 7.92 mm MG 17 machine guns with 400 RPG in the upper fuselage
Up to 450 kg (992 lb) of bombs (1x SC250 bomb under fuselage and 4x SC50 bombs
under wings), alternatively a 300l drop tank under the fuselage;
field modification of 2× 20 mm (0.79 in) MG FF cannon in underwing pods
The kit and its assembly:
A quick interim build; some time ago I had bought a cheap Airfix Hs 123 but had no clear plan for it. But in order to reduce the kit pile, I decided to take this one to the hardware stage.
When I delved into the Hs 123's history I was astonihsed that this tough little aircraft had not been deployed to North Africa, and so the idea of a tropicalized version was born.
Further inspiration came from a Ju 87 photo of the 1941 era which showed a Stuka in desert camouflage and roughly blackened undersides and distinctive side markings. That became the benchmark, together with the Luftwaffe's practice to use outdated types as night attackers.
Since no big conversion was planned, the Airfix kit (which is, despite some sink holes on the thick wing struts and fitting issues between the lower wings and the fuselage) turned out to be an easy build with IMHO good (raised, though) details - and the voluminous pilot figure conceals the lack of internal details.
Anyway, I made some minor changes/additions:
- For the night attacker role I added longer exhaust pipes (1mm iron wire) with flame dampers (styrene) on the flanks.
- A bigger carburetor fairing (with a dust filter) was added under the engine.
- Flaps lowered and some details like engine braces and wires added
- The machine received gun pods under the wings, instead of the four SC50 bombs. The optional podded MG FF (with 65 RPG) were a real world option, but I was not able to find material that shows the pods' shape, so I made my own. In this case the pods come from a Hawker Hurricane, but the barrels were scratched from styrene.
Painting and markings:
The more creative part. During the early stages of the Afrikafeldzug a lot of German verhicles still bore their standard livery - tanks and trucks were painted in Panzergrau and aircraft arrived in RLM 71/70/65 or, newer types, in RLM 74/75/76. Anyway, everything more or less unsuited for the new theatre of operations.
Consequently, many aircraft received improvised camouflage in field workshops, using any paint at hand: mostly Italian colors. Therefore, a huge number of German aircraft received individual paint schemes with 'Giallo Mimetico' (of which several tones existed, ranging from pale yellow to earth brown) and/or 'Verde Mimetico'. The yellow was frequently applied over the original camouflage, so that the original paint would be visible. The dedicated desert camouflage tone RLM 80 (Olivgrün) was already a frequent sight, as well as RLM 78 for the undersides, but the German sand tone RLM79 turned up relatively late, towards the end of the North Africa campaign.
My night attacker Hs 123 was to carry a typical improvised scheme on the upper sides: the type's standard RLM 70/71 splinter scheme with a low waterline was to be roughly painted over, with light green splotches added, while the original colors would here and there shine through.
The paintwork was built up accordingly with enamels and brushes. For the upper sides I used Humbrol 91 (Black Green) and Modelmaster 2081 (Dark Green), for the Italian extra colors I used Humbrol 237 (Sand) and Modelmaster 2149 (RAL 6003).
On the undersides, the finish was to represent the former RLM 65, but overpainted with flat black but well worn. The leading edges and some areas (e. g. under national markings) were primed with light blue (Modelmaster 2078), and then a coat of flat black was added (Revell acrylics). After drying, the lower surfaces were carefully and directionally wet-sanded, so that the blue came through again.
The national markings on the fuselage were painted over with thinned black acrylic paint, so that they remained barely visible. The typical white fuselage band for operations in the Mediterranean was also painted over on the sides and from below, so that only the dorsal quarter remained visible. The squadron code (T6) is actually there, but in very small black letters. The control letter for the aircraft's group beyond the yellow code color (a 'P') was left away - not an uncommon practice. The aircraft's individual code (the yellow D) would be the only clearly visible fuselage marking.
The squadron's emblem on the cowling comes from a Peddinghaus aftermarket sheet, placed on a dark green basis, and the crosses on the upper wings were placed on dark green squares, as if the new camouflage had been painted around these older markings.
Further overall weathering was achieved through light dry-brushing and some further wet-sanding, the raised surface details of this kit makes this method very effective. Once all decals were in place, partly covered and everything sealed with matt acrylic varnish, some gun and exhaust soot was added with grinded graphite. The overall result looks rather rotten, but the aforementioned picture of the Ju 87 night attacker just left this impression!
A quick build, realized in just two and a half days (plus the pictures, though, these took another two days), a nice weekend project. And even though not much was changed the fictional North Africa version appears pretty realistic – simple and effective.
First have ran 398/399 for years in Huddersfield. Ironically a Ex First Scania is on the route with Yorkshire Buses.
SN05 HWV - 36027 ex First Scotland East
1818 - Ex McGills
Another cool photo. It was a cloudy day, the light was coming from behind me as it was later in the day. I love this shot.
This exercise provides training across the spectrum of OCS readiness from requirements and development of warfighter staff integration and synchronization through contract execution supporting the joint force commander. (U.S. Air Force Photo by Tech. Sgt. Chad Chisholm/Released)
Mazzali fully furnished executive offices, entrance areas and bathrooms of the new headquarters and production unit of OPEM, leader company in the international market for the construction of industrial plants.
Mazzali furnished:
. the office of Chairman of the Board
. the office of Chief Executive Officer
. the entrance area
. 6 bathrooms and hallway areas.
Mazzali ha realizzato:
. l’ Ufficio di Presidenza
. l’ Ufficio di Direzione
. l’ Area ingresso
. 6 aree bagni e disimpegno.
In linea con il valori dell’azienda OPEM, il progetto, on demand, ha previsto l’utilizzo esclusivo di materiali ad alta qualità e sensibilità ambientale con una verniciatura esclusivamente all’acqua.
Space Florida President and CEO Frank DiBello looks on, at left, as Space Florida Chairman of the Board of Directors William T. Dymond Jr. and NASA Kennedy Space Center Director Robert Cabana, at right, shake hands following the signing of a new agreement, marking another step in the transformation of NASA’s Kennedy Space Center in Florida to a multi-user spaceport. A 30-year property agreement for the operations and management of the historic Shuttle Landing Facility, located at Kennedy, was signed June 22, 2015, by NASA and Space Florida, the aerospace and spaceport development authority for the state of Florida. Photo credit: NASA/Kim Shiflett