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Welcome ladies, to your third panel of The Aspiring: All-Stars Cycle One.
For any of you new viewers, I’m Ruby Lowe… The host & head judge. My portfolio: www.flickr.com/photos/94274459@N07/albums/72157634937020726
Once again, I am joined with one of our marvellous judges; Bella Smith, a modelling icon & my very own best friend. Check out her portfolio: www.flickr.com/photos/bratzrlife13/albums/72157676012026063
For this cycle, we are also joined with a new judge! Seulgi; Supermodel & popular Social Media Influencer. We’re super excited have you join us!
This cycle has some amazing prizes! The prizes include…
Cover of MOOD Magazine + 6 page spread
3 Year Contract with QX Model Management
Cover of various magazines such as:
Gauntlet Magazine (@dolls4eva6)
Triad Magazine
Become a brand ambassador for Nike
Campaigns with:
MAC Cosmetics
Before I start. I have an issue to bring up. Kendall, will you please step forward…
I was informed that there was an incident at the photoshoot where you yelled & screamed, and threw a shoe at Viviana. As a well season model, I am disgusted in your behaviour. I will not be tolerating this sort of mess in the competition, and neither will the modelling industry. I’m going to have to disqualify you. Please exit, now.
Anyway… This week, you girls posed in a natural shoot with giant succulent plants.
Let’s begin scoring!
Lera: www.flickr.com/photos/129951153@N02/39867661353/in/datepo...
Ruby: 8.5/10
Bella: 8.5/10
Seulgi: 7.5/10
Fan Score: 6.2/10
Athena: www.flickr.com/photos/129951153@N02/45918186195/in/datepo...
Ruby: 8/10
Bella: 7.5/10
Seulgi: 8.5/10
Fan Score: 7.3/10
Emily: www.flickr.com/photos/129951153@N02/31891410097/in/datepo...
Ruby: 8/10
Bella: 8/10
Seulgi: 8/10
Fan Score: 8.4/10
Anya: www.flickr.com/photos/129951153@N02/45918186665/in/datepo...
Ruby: 8.5/10
Bella: 8/10
Seulgi: 5/10
Fan Score: 4.3/10
Bianca: www.flickr.com/photos/129951153@N02/46832873571/in/datepo...
Ruby: 8/10
Bella: 9.5/10
Seulgi: 10/10
Fan Score: 7.8/10
Amber: www.flickr.com/photos/129951153@N02/46107700814/in/datepo...
Ruby: 8/10
Bella: 7.5/10
Seulgi: 9.5/10
Fan Score: 7.7/10
Hanna: www.flickr.com/photos/129951153@N02/39867663183/in/datepo...
Ruby: 8.5/10
Bella: 8.5/10
Seulgi: 8.5/10
Fan Score: 9/10
Yama: www.flickr.com/photos/129951153@N02/46107686764/in/datepo...
Ruby: 9/10
Bella: 8/10
Seulgi: 9.5/10
Fan Score: 7.4/10
Haydin: hhttps://www.flickr.com/photos/129951153@N02/39867662323/in/dateposted-public/
Ruby: 9.5/10
Bella: 9.5/10
Seulgi: 9/10
Fan Score: 6.2/10
Charlotte: www.flickr.com/photos/129951153@N02/46832872071/in/datepo...
Ruby: 8.5/10
Bella: 9/10
Seulgi: 7.5/10
Fan Score: 7.6/10
Viviana: hhttps://www.flickr.com/photos/129951153@N02/31891401587/in/dateposted-public/
Ruby: 8/10
Bella: 9/10
Seulgi: 8/10
Fan Score: 8.5/10
Cali: www.flickr.com/photos/129951153@N02/45918184815/in/datepo...
Ruby: 5/10
Bella: 8.5/10
Seulgi: 6/10
Fan Score: 5.8/10
Alaya: www.flickr.com/photos/129951153@N02/46832875321/in/datepo...
Ruby: 8/10
Bella: 8.5/10
Seulgi: 8/10
Fan Score: 6/10
Sian: www.flickr.com/photos/129951153@N02/46107687804/in/datepo...
Ruby: 10/10
Bella: 9/10
Seulgi: 9/10
Fan Score: 8.1/10
Elyssa: www.flickr.com/photos/129951153@N02/45918182765/in/datepo...
Ruby: 8/10
Bella: 9.5/10
Seulgi: 8.5/10
Fan Score: 8.6/10
We will now go and add up the scores, then will be back to reveal the call out and who gets FCO.
Even with Kendall disqualified, we will still be having an elimination.
………….
Top photo this week goes to…
Sian: 36.1/40
Congratulations on your first ever FCO, Sian! You looked incredible.
2. Bianca: 35.3/40
3. Hanna: 34.5/40
4. Elyssa: 34.2/40
5. Haydin: 34.2/40
6. Yama: 33.9/40
7. Viviana: 33.3/40
8. Amber: 32.7/40
9. Charlotte: 32.6/40
10. Emily: 32.4/40
11. Athena: 31.3/40
12. Lera: 30.7/40
13. Alaya: 30.5/40
BOTTOM TWO:
CALI & ANYA
Before me, I have two very experienced models… But neither of you have been doing so well during this competition. Your constant low scores make us question… Are either of you suited to be an all-star? One of you has proved that she deserves to stay, with only .5 better of a score. And that girl is…
Anya! Congratulations. We know you can do so much better, so please start bringing it.
Score: 25.8/40
Cali (Score: 25.5), I’m actually really upset to see you leaving so early. You have such a unique look, that I’m sure you will do great out in the modelling world. You may exit.
Keep scoring & commenting!
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I was originally enrolled into the GETTY IMAGES collection as a contributor on April 9th 2012, and when links with FLICKR were terminated in March 2014, I was retained and fortunate enough to be signed up via a second contract, both of which have proved to be successful with sales of my photographs all over the world now handled exclusively by them.
On November 12th 2015 GETTY IMAGES unveiled plans for a new stills upload platform called ESP (Enterprise Submission Platform), to replace the existing 'Moment portal', and on November 13th I was invited to Beta test the new system prior to it being officially rolled out in December. ESP went live on Tuesday December 15th 2015 and has smoothed out the upload process considerably.
These days I take a far more leisurely approach to my photographic exploits, a Nikon D850 FX Pro body as my trusted companion, I travel light with less constraints and more emphasis on the pure capture of the beauty that I see, more akin to my original persuits and goals some five decades previously when starting out. I would like to say a huge and heartfelt 'THANK YOU' to GETTY IMAGES, and the 32.809+ Million visitors to my FLICKR site.
***** Selected for sale in the GETTY IMAGES COLLECTION on June 8th 2016
CREATIVE RF gty.im/537772954 MOMENT OPEN COLLECTION**
This photograph became my 3,701st frame to be selected for sale in the Getty Images collection and I am very grateful to them for this wonderful opportunity.
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This photograph of a Mother Bull Wood Bison and her calf, was taken an altitude of Five hundred and sixty six metres, at 14:08pm on Wednesday May 11th 2016 past Muncho Lake Provincial Partk and heading towards Liard River Hot springs at Mile 475 on the Alaska Highway 97,British Columbia, Canada.
Often referred to incorrectly as Buffalo, the Bull Wood Bison roams the plains along the Alaska Highway, and I was fortunate to have a few encounters with these huge,majestic beauties, having several of the herd pass close by me at one point. These are the largestnative terrestrial Mammals in North America and are commonly regerred to as the American Bison. At six years, a mature Bull can exceed 2metres at the shoulder and weigh 900kgs.
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Nikon D800 300mm 1/320s f/10.0 iso320 RAW (14Bit) Hand held with Nikon VR Vibration rfeduction enabled. Nikon back focus button enabled. AF-C Continuous point focus with 3-D tracking. Manual exposure. Matrix metering. Auto white balance. Nikon AF Fine tune on (+10).
Nikkor AF-S 200-500mm f/5.6G ED VR. Power up 95mm UV filter. Nikon MB-D12 battery grip. Two Nikon EN-EL15 batteries. Nikon DK-17M 1.2x Magnifying Eyepiece. Nikon DK-19 soft rubber eyecup. Digi-Chip 64GB Class 10 UHS-1 SDXC card. Lowepro Transporter camera strap. Lowepro Vertex 200 AW Photo/ 15.4" Notebook Backpack camera bag. Nikon GP-1 GPS unit.
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LATITUDE: N 59d 21m 25.68s
LONGITUDE: W 125d 57m 34.37s
ALTITUDE: 566.0m
RAW (TIFF) FILE SIZE: 103.00MB
PROCESSED (JPeg) SIZE: 28.76MB
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PROCESSING POWER:
Nikon D800 Firmware versions A 1.10 B 1.10 L 2.009 (Lens distortion control version 2)
HP 110-352na Desktop PC with AMD Quad-Core A6-5200 APU processor. AMD Radeon HD8400 graphics. 8 GB DDR3 Memory with 1TB DATA storage. 64-bit Windows 10. Verbatim USB 2.0 1TB desktop hard drive. WD My Passport Ultra 1tb USB3 Portable hard drive. Nikon ViewNX2 Version 2.10.3 64bit. Adobe photoshop Elements 8 Version 8.0 64bit.
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.
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.
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
I never thought I'd see "Contract Killers" advertising in public :-)
And the number plate is a scream as well lol
Just imagine seeing a line for "Contract Killers" on your credit card bill.......................................
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
The company is a front runner in offering contract manufacturing services to tablet manufacturers across the globe.
For more details: nueranutra.com/
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.
Discover the latest developments in nutraceutical contract manufacturing! 🚀💊
Are you curious about how the industry is evolving? One of the biggest trends right now is the focus on clean label products. 🌿👍
Consumers want products that are free from artificial additives and preservatives, and manufacturers are listening. Click the link in our bio to learn more about recent developments in nutraceutical contract manufacturing! 💻🌟
+++ 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’s inventory. 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: the aircraft 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, and it had to be capable of being launched in any weather conditions, at day or night.
In response, Saab elected to develop a twin-seat aircraft with a low-mounted swept wing and equipped with advanced electronics. On 3 November 1952, the first prototype, under the handle “Fpl 32” (flygplan = aircraft) 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 Lansen’s other two major scheduled variants, the J 32B all-weather fighter and the photo reconnaissance S 32C, optimized for maritime operations.
The idea behind the J 32 originated from the late 1940s: Even before the SAAB 29 Tunnan had taken to the air, discussions began between SAAB and the Swedish Aviation Administration regarding a future night fighter aircraft with a jet engine. Since the end of the war, the Swedish Air Force had wanted a night fighter aircraft but was forced to put these on the shelf due to cost reasons. In the end, they managed to obtain sixty de Haviland Mosquito night fighter aircraft (then designated J 30) from Great Britain as a low-budget solution, but the J 30 was far from modern at the end of the 1940s and talks with SAAB regarding a domestic alternative continued.
At the beginning of the 1950s, the Fpl 32 project was in full swing and the aircraft was selected as the basis for an indigenous all-weather jet night fighter with a sighting radar and various heavier weapons to be able to shoot down bombers – at the time of the J 32B’s design, the main bomber threat was expected to enter Swedish airspace at subsonic speed and at high altitude. The original idea was that this aircraft would replace the J 30 Mosquito from 1955 onwards, but this proved to be impossible as the J 30 fleet needed to be replaced long before this and the A 32A as initial/main varia of the Fpl 32 had priority. Because of this operational gap, in January 1951 the Swedish Air Force ordered the British de Haviland Venom (then designated J 33) as an interim all-weather fighter and plans for the J 32B were postponed until later with the idea that the Lansen’s fighter variant would replace the J 33 at the end of the 1950s and benefit from technological progress until then.
On 7 January 1957, the first J 32B conducted its maiden flight, and it was a considerable step forward from the A 32A attack aircraft – in fact, excepts for the hull, it had only little in common with the attack variant! The new fighter version was powered by a Rolls-Royce Avon Mk 47A (locally designated RM6A) which gave as much thrust without an afterburner as the SAAB A 32A's original RM5A2 did with an afterburner, greatly improving the aircraft’s rate of climb and acceleration, even though the J 32B remained only transonic.
The armament consisted of four heavier fixed 30 mm ADEN m/55 automatic cannon in a slightly re-contoured nose, plus Rb 24/AIM-9B Sidewinder IR-guided AAMs and various unguided rockets against air and ground targets. Instead of the A 32A’s Ericsson mapping and navigation radar, which was compatible with the indigenous Rb 04C anti-ship missile, one of the earliest cruise missiles in western service, the J 32B carried a PS-42/A. This was a search/tracking X-band radar with a gyro-stabilized antenna with a swivel range of 60° to each side and +60°/−30° up/down. The radar featured the option of a 3D display for both WSO and pilot and its data could be directly displayed in the pilot’s Sikte 6A HUD, a very modern solution at the time.
A total of 118 aircraft (S/N 32501-32620) were produced between 1958 and 1960, serving in four fighter units. However, the J 32B only served for just under 12 years as a fighter aircraft in the Swedish Air Force: aviation technology progressed very quickly during the 1960s and already in 1966, the J 32B began to be replaced by the J 35F, which itself was already an advanced all-weather interceptor version of the supersonic Draken. In 1969 only the Jämtland's Air Flotilla (F4) still had the J 32B left in service and the type began to be completely retired from frontline service. In 1970 the plane flew in service for the last time and in 1973 the J 32B was officially phased out of the air force, and scrapping began in 1974.
However, the J 32Bs’ career was not over yet: At the beginning of the 1970s, Målflygdivisionen (MFD for short, the “Target Air Division”) was still using old J 29Fs as target tugs and for other training purposes, and they needed to be replaced. The choice fell on the much more capable, robust and readily available J 32B. Twenty-four machines were transferred to the MFD in 1971 to be used for training purposes, losing their radar and cannon armament. Six of these six J 32Bs were in 1972 modified into dedicated target tugs under the designation J 32D, six more J 32Bs were left unmodified and allocated to various second-line tasks such as radio testing and ground training.
The other twelve J 32Bs (s/n 32507, -510, -512, -515, -529, -541, -543, -569, -571, -592, -607 and -612) became jamming aircraft through the implementation of ECR equipment under the designation J 32E. This electronics package included internally:
- An INGEBORG signal reconnaissance receiver with antennae in the radome,
covering S, C and L radar frequency bands
- A G24 jamming transmitter, also with its antenna in the radome, covering alternatively
S, C and L frequency bands. This device co-operated with the external ADRIAN jamming pod
- Apparatus 91B; a broadband jammer, later integrated with INGEBORG
- MORE, a jammer and search station for the VHF and UHF bands
- FB-6 tape player/recorder; used, among other things, to send false messages/interference
Additional, external equipment included:
- PETRUS: jamming pod, X-band, also radar warning, intended for jamming aircraft
and active missile radars
- ADRIAN: jamming pod, active on S- and C-band, intended for jamming land-based and
shipboard radars
- BOZ-1, -3, -9 and -100 chaff dispenser pods
Outwardly, the J 32E differed from its brethren only through some blade antennae around the hull, and they initially retained the fighters’ blue-green paint scheme and their tactical markings so that they were hard to distinguish from the original fighters. Over time, orange day-glow markings were added to improve visibility during training sessions. However, during the mid-Nineties, three machines received during scheduled overhauls a new all-grey low-visibility camouflage with toned-down markings, and they received the “16M” unit identifier – the only MFD aircraft to carry these openly.
When a J 32E crashed in 1975, three of the remaining six training J 32Bs were modified into J 32Es in 1979 to fill the ranks. The MFD kept operating the small J 32Ds and Es fleet well into the Nineties and the special unit survived two flotilla and four defense engagements. At that time, the Målflygdivisionen was part of the Swedish Air Force’s Upplands Flygflottilj (F16), but it was based at Malmen air base near Linköpping (where the Swedish Air Force’s Försökscentralen was located, too) as a detachment unit and therefore the machines received the unit identifier “F16M”, even though the “M” suffix did normally not appear on the aircraft. However, through a defense ministry decision in 1996 the Target Air Division and its associated companies as well as the aircraft workshop at Malmen were to be decommissioned, what meant the end of the whole unit. On June 26, 1997, a ceremony was held over the disbandment of the division, where, among other things, twelve J 32Es made a formation flight over Östergötland.
After the decommissioning of the division, however, the Lansens were still not ‘dead’ yet: the J 32D target tugs were kept operational by a private operator and received civil registrations, and eight flightworthy J 32Es were passed over to FMV:Prov (Provningsavdelningen vid Försvarets materielverk, the material testing department of the Swedish Air Force’s Försökscentralen) to serve on, while other airframes without any more future potential were handed over to museums as exhibition pieces, or eventually scrapped. The surviving J 32Es served on in the electronic aggressor/trainer role until 1999 when they were finally replaced by ten modified Sk 37E Viggen two-seaters, after their development and conversion had taken longer than expected.
However, this was still not the end of the Saab 32, which turned out to be even more long-lived: 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, and by 2012 a total of three Lansens reportedly remained in active service in Sweden.
General characteristics:
Crew: 2
Length: 14.94 m (49 ft 0 in)
Wingspan: 13 m (42 ft 8 in)
Height: 4.65 m (15 ft 3 in)
Wing area: 37.4 m² (403 sq ft)
Airfoil: NACA 64A010
Empty weight: 7,500 kg (16,535 lb)
Max takeoff weight: 13,500 kg (29,762 lb)
Powerplant:
1× Svenska Flygmotor RM6A afterburning turbojet
(a Rolls Royce Avon Mk.47A outfitted with an indigenous afterburner),
delivering 4,88 kp dry and 6,500 kp with reheat
Performance:
Maximum speed: 1,200 km/h (750 mph, 650 kn)
Range: 2,000 km (1,200 mi, 1,100 nmi) with internal fuel only
Service ceiling: 15,000 m (49,000 ft)
Rate of climb: 100 m/s (20,000 ft/min)
Armament:
No internal weapons.
13× external hardpoints (five major pylons and eight more for light weapons)
for a wide variety of up to 3.000 kg of ordnance, typically only used
for ECM and chaff/flare dispenser pods and/or a conformal ventral auxiliary tank
The kit and its assembly:
This is a what-if project that I had on my idea list for a long time, but never got the nerve to do it because it is just a mild modification – the model depicts a real aircraft type, just with a fictional livery for it (see below).
The plan to create a J 32E from Heller’s A 32 kit from 1982 predated any OOB option, though. Tarangus has been offering a dedicated J 32B/E kit since 2016, but I stuck to my original plan to convert a Heller fighter bomber which I had in The Stash™, anyway)- also because I find the Tarangus kit prohibitively expensive (for what you get), even though it might have saved some work.
The Heller A 32A kit was basically built OOB, even though changing it into a J 32B (and even further into an “E”) called for some major modifications. These could have been scratched, but out of convenience I invested into a dedicated Maestro Models conversion set that offers resin replacements for a modified gun bay (which has more pronounced “cheek fairings” than the attack aircraft, the lower section is similar to the S 32C camera nose), a new jet exhaust and also the Lansen’s unique conformal belly tank – for the cost of a NIB Heller Saab 32 kit alone, though… :-/
Implanting the Maestro Models parts was straightforward and relatively easy. The J 32B gun bay replaces the OOB parts from the Heller kit, fits well and does not require more PSR than the original part. Since the model depicts a gun-less J 32E, I faired the gun ports over.
The RM6A exhaust was a bit more challenging – it is a bit longer and wider than the A 32A’s RM5. It’s not much, maybe 1mm in each dimension, so that the tail opening had to be widened and slightly re-contoured to accept the new one-piece resin pipe. The belly tank matched the kit’s ventral contours well. As an extra, the Maestro Models set also offers the J 32B’s different tail skid, which is placed further back on the fighter than on the attack and recce aircraft.
The J 32E’s characteristic collection of sizable blade antennae all around the hull was scratched from 0.5 mm styrene sheet. Furthermore, the flaps were lowered, an emergency fuel outlet was added under the tail, the canopy (very clear, but quite thick!) cut into two parts for optional open display, and the air intake walls were extended inside of the fuselage with styrene sheet.
Under the wings, four pylons (the Heller kit unfortunately comes totally devoid of any ordnance or even hardpoints!) from the spares box were added that carry scratched BOZ-1 chaff dispensers and a pair of ADRIAN/PETRUS ECM pod dummies – all made from drop tanks, incidentally from Swedish aircraft (Mistercraft Saab 35 and Matchbox Saab 29). Sure, there are short-run aftermarket sets for this special equipment that might come closer to the real thing(s), but I do not think that the (quite considerable) investments in all these exotic aftermarket items are worthwhile when most of them are pretty easy to scratch.
Painting and markings:
The paint scheme was the actual reason to build a J 32E: the fundamental plan was to build a Lansen in the Swedish air superiority low-viz two-tone paint scheme from the Nineties, and the IMHO only sensible option beyond pure fantasy was the real J 32E as “canvas”. I used JAS 39 Gripens as reference: their upper tone is called Pansargrå 5431-17M (“Tank Grey”, which is, according to trustworthy sources, very close to FS 36173, U.S. Neutral Grey), while the undersides are painted in Duvagrå 5431-14M (“Dove Grey”; approximately FS 36373, a tone called “High Low Visibility Light Grey”). Surprisingly, other Swedish types in low-viz livery used different shades; the JA 37s and late J 35Js were painted in tones called mörkgrå 033M and grå 032M, even though AJSF 37s and AFAIK a single SK 37 were painted with the Gripen colors, too.
After checking a lot of Gripen pictures I selected different tones, though, because the greys appear much lighter in real life, esp. on the lower surfaces. I ended up with FS 36231 (Dark Gull Grey, Humbrol 140, a bit lighter than the Neutral Grey) and RLM 63 (Lichtgrau, Testors 2077, a very pale and cold tone). The aircraft received a low waterline with a blurry edge, and the light grey was raised at the nose up to the radome, as seen on JA 37s and JAS 39s. To make the low-viz Lansen look a little less uniform I painted the lower rear section of the fuselage in Revell 91 and 99, simulating bare metal – a measure that had been done with many Lansens because leaking fuel and oil from the engine bay would wash off any paint in this area, leaving a rather tatty look. Di-electric fairings like the nose radome and the fin tip were painted with a brownish light grey (Revell 75) instead of black, reducing contrast and simulating bare and worn fiber glass. Small details like the white tips of the small wing fences and the underwing pylons were adapted from real-world Lansens.
After a light black ink wash, I emphasized single panels with Humbrol 125 and 165 on the upper surfaces and 147 and 196 underneath. Additionally, grinded graphite was used for weathering and a grimy look – an effective method, thanks to the kit’s fine raised panel lines. The silver wing leading edges were created with decal sheet material and not painted, a clean and convenient solution that avoids masking mess.
The ECM and chaff dispenser pods were painted in a slightly different shade of grey (FS 36440, Humbrol 40). As a subtle contrast the conformal belly tank was painted with Humbrol 247 (RLM 76), a tone that comes close to the Lansens’ standard camouflage from the Sixties’ green/blue livery, with a darker front end (Humbrol 145) and a bare metal tail section.
The cockpit interior was, according to pictures of real aircraft, painted in a greenish grey; I used Revell 67 (RAL 7009, Grüngrau) for most surfaces and slightly darker Humbrol 163 for dashboards and instrument panels. The landing gear wells as well as the flaps’ interior became Aluminum Bronze (Humbrol 56), while the landing gear struts were painted in a bluish dark green (Humbrol 195) with olive drab (Revell 46) wheel hubs - a detail seen on some real-life Saab 32s and a nice contrast to the light grey all around.
All markings/decals came from RBD Studio/Moose Republic aftermarket sheets for Saab 32 and 37. From the latter the low-viz national markings and the day-glo orange tactical codes were taken, while most stencils came from the Lansen sheet. Unfortunately, the Heller kit’s OOB sheet is pretty minimalistic – but the real A/S 32s did not carry many markings, anyway. Finally, the kit was sealed with matt acrylic varnish. As a confusing detail I gave the aircraft an explicit “16M” unit identifier, created with single black 4 mm letters/numbers. As a stark contrast and a modern peace-time element I also gave the Lansen the typical huge day-glo orange tactical codes on the upper wings that were carried by the Swedish interceptors of the time.
A relatively simple build, thanks to the resin conversion set – otherwise, creating a more or less believable J 32E from Heller’s A 32 kit is a tough challenge. Though expensive, the parts fit and work well, and I’d recommend the set, because the shape of the J 32B’s lower nose is quite complex and scratching the bigger jet pipe needs a proper basis. The modern low-viz livery suits the vintage yet elegant Lansen well, even though it reveals the aircraft’s bulk and size; in all-grey, the Lansen has something shark- or even whale-ish to it? The aircraft/livery combo looks pretty exotic, but not uncredible - like a proven war horse.
Contract law Books including Principles of Irish Contract Law and Irish Business Law Quarterly. Contract Law Books for Students and legal Practitioners in Ireland.
+++ 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 Boeing B-52 Stratofortress is a long-range, subsonic, jet-powered strategic bomber, designed and built by Boeing, which has continued to provide support and upgrades.
Beginning with the successful contract bid in June 1946, the B-52 design evolved from a straight wing aircraft powered by six turboprop engines to the final prototype YB-52 with eight turbojet engines and swept wings. The B-52 took its maiden flight in April 1952. Built to carry nuclear weapons for Cold War-era deterrence missions by the United States Air Force (USAF), the B-52 Stratofortress replaced the Convair B-36. A veteran of several wars, the B-52 has dropped only conventional munitions in combat, capable of carrying up to 70,000 pounds (32,000 kg) of weapons.
The B-52 has been in active service with the USAF since 1955. The bombers flew under the Strategic Air Command (SAC) until it was inactivated in 1992 and its aircraft absorbed into the Air Combat Command (ACC). In 2010 all B-52 Stratofortresses were transferred from the ACC to the new Air Force Global Strike Command (AFGSC).
Superior performance at high subsonic speeds and relatively low operating costs have kept the B-52 in service despite the advent of later, more advanced aircraft, including the canceled Mach 3 B-70 Valkyrie, the variable-geometry B-1 Lancer, and the stealth B-2 Spirit. The B-52 has so far completed sixty years of continuous service with its original operator, and after being upgraded between 2013 and 2015, it is expected to serve with the USAF even into the 2040s, maybe even beyond that.
The only foreign operator of the B-52 had been the Royal Air Force in the 1980ies and 19990ies, and just in a small number. After the USAF's retirement of the earlier B-52 types, the remaining G and H models were used for nuclear standby ("alert") duty as part of the United States' nuclear triad. This triad was the combination of nuclear-armed land-based missiles, submarine-based missiles and manned bombers.
After the end of the Falkland War, the Royal Air Force withdrew its final long-range bomber type, the Avro Vulcan - which was to be replaced by the MRCA Tornado which was designed to a totally different tactical profile. Fearing the loss of international influence, the Ministry of Defence decided to fill this gap and leased twelve revamped and heavily modified B-52Gs from the USA. This was a convenient deal for both sides, since these bombers were earmarked to be scrapped per the terms of the Strategic Arms Reduction Treaty (START).
These modified aircraft were designated B-52K by Boeing, while the RAF officially called them later in service Stratofortress B.I, even though B-52K was more common. Most obvious change was the introduction of new engines. The B-52K benefited from a Boeing study for the U.S. Air Force in the mid-1970s which investigated replacing the original TF33 engines, changing to a new wing, and other improvements to upgrade B-52G/H aircraft as an alternative to the B-1A, then in development. Boeing had suggested re-engining the complete USAF B-52 fleet with four Rolls-Royce RB211 535E-4 each. The RB211 had originally been developed for the Lockheed L-1011 TriStar in the early 1970ies, but also saw use with several Boeing airliners, the "535" being a special development for the 757 airliner.
This new, bigger engine would not only improve overall weight and power (total thrust 8× 17,000 lb vs .4× 37,400 lb), it would also increase range and reduce fuel consumption and simplify the whole aircraft. Despite these direct benefits the USAF did not opt for this offer: the costs for aircraft modifications, infrastructure, logistics and also for the running operations of the complete fleet would have been prohibitively high, as well as only a partial conversion. For the UK, where the weapon system was to be introduced from scratch and also on a much smaller scale, the update made sense, though.
Boeing supported the British project, since the company expected to present the UK conversion as a field case study for potential later large-scale sales to the USAF. This included extensive wind tunnel testing, in order to optimize the engine pylons. These tests also demonstrated that the new four-engined aircraft may not have enough rudder authority to counter the adverse yaw generated by an outboard engine-out scenario. As a consequence, an enlarged fin was (re-)introduced, even though it was different from the earlier B-52 variants. Actually, as a cost saving measure, fin elements from the Boeing 747 airliner were used - and its integral tank enhanced the overall fuel capacity even further.
The ex-USAF B-52Gs converted into K models were taken from surplus stock that not been modified into cruise missile carriers, they were rather conventional bombers with nuclear capabilities - its main purpose for the RAF. A secondary role were martime operations like mine laying or missile attacks against surface ships over long distances.
Hence, the RAF aircraft underwent a series of modifications to improve conventional bombing and to adapt them to RAF standards. They were fitted with a new Integrated Conventional Stores Management System (ICSMS) and new underwing pylons that could hold larger bombs or other stores, including up to twelve AGM-84 Harpoon anti-ship missiles. The B-52K also introduced new radios, integrated Global Positioning System into the aircraft's navigation system and replaced. The under-nose FLIR was retained, even though with a modernized system. A fixed refluelling probe for the RAF's drogue system was installed on top of the cockpit section (earn ing the B-52K the nickname "unicorn"), and the tail gun station was deleted and replaced with ECM equipment and flare/chaff dispensers.
Delivery started in 1990, and the B-52K was just too late to become operational during the First Gulf War (Operation Desert Storm), in which RAF Tornados took part in, though, as well as USAF B-52s. In fact, the modified BUFF took three years to become fully operational, despite - or perhaps because of - the small fleet. In parallel, the Tornado was gradually introduced, too.
Eventually, the B-52Ks were baptized with fire: in 1999, when 'Operation Allied Force' began and USAF and RAF bombers bombarded Serb targets throughout the Federal Republic of Yugoslavia - even though with mixed success, since more than 600 of the 1.000 bombs dropped by the RAF during the Kosovo conflict missed their target, the Ministry of Defence admitted in 2000.
In 2003 the B-52Ks also took part in the invasion of Iraq as part of 'Operation Telic'. The Iraqi Forces were unable to mobilize their air force to attempt a defense, and the U.S. Air Force, Marine Corps and Naval Aviation, as well as the Royal Air Force, operated with impunity throughout the country, pinpointing heavily defended resistance targets and destroying them before ground troops arrived.
This success reinstated the B-52K's performance reputation a little, but could not deny the fact that the global political situation had changed since the fall of the Soviet Union, and that the heavy bomber was a concept of the past. Furthermore, the changing character of conflicts and the respective mission profiles made the British MoD in 2004 decide to retire the small, costly B-52K fleet, of which four aircraft had already to be grounded due to the end of their airframe lifetime. Consequently, all B-52Ks were scrapped until 2005.
Besides, the program results did not change the USAF's decision to keep the B-52H with its eight engine layout in service.
General characteristics:
Crew: 5 (pilot, copilot, Weapon Systems Officer, navigator, Electronic Warfare Officer)
Length: 159 ft 4 in (48.5 m)
Wingspan: 185 ft 0 in (56.4 m)
Height: 42 ft (12.8 m)
Wing area: 4,000 sq ft (370 m²)
Airfoil: NACA 63A219.3 mod root, NACA 65A209.5 tip
Zero-lift drag coefficient: ~0,0119
Drag area: 47,60 sq ft (4,42 m²)
Aspect ratio: 8,56
Fuel capacity: 48.630 U.S. gal (40.495 imp gal; 181.090 l)
Empty weight: 185.000 lb (83.250 kg)
Loaded weight: 265.000 lb (120.000 kg)
Max. takeoff weight: 488.000 lb (220.000 kg)
Powerplant:
4× Rolls-Royce RB211 535E-4 turbofan jet engines, rated at 17.000 kp (37.400 lb) each
Performance:
Maximum speed: 560 kn (650 mph, 1.047 km/h)
Cruise speed: 442 kn (525 mph, 844 km/h)
Combat radius: 4.750 mi (4.125 nmi, 7.650 km)
Ferry range: 10.715 mi (9.300 nmi, 17.250 km)
Service ceiling: 50.000 ft (15.000 m)
Rate of climb: 6.270 ft/min (31,85 m/s)
Wing loading: 120 lb/ft² (586 kg/m²)
Thrust/weight: 0.31
Lift-to-drag ratio: 21.5 (estimated)
Armament:
Approximately 70.000 lb (31.500 kg) mixed ordnance; bombs, mines, missiles, in various
configurations in an internal bomb bay and/or on wing pylons
Avionics:
Electro-optical viewing system that uses platinum silicide forward looking infrared and high
resolution low-light-level television sensors
LITENING Advanced Targeting System
Sniper Advanced Targeting Pod
IBM AP-101 computer
The kit and its assembly:
I remember that I read about the re-engine project of the USAF's late B-52 versions when I was in school, many years ago, and the BUFF is still flying - even though in its original eight engine layout. Anyway, I wonder why this topic has not been adopted by modelers more often? O.K., a B-52 is a large aircraft, but there are good small scale version around, like the Dragon kit in 1:200 which I converted.
Work was pretty straightforward, and the basis is/was a B-52G. The kit was built almost OOB, only mods include:
- engine nacelles from a Hasegawa Boeing 747-400
- the upper section of the latter's fin, too
- a scratched refuelling probe
- a modified tail without the four machine guns
Fit is good and surface structure/details are more than satisfactory for a kit of this small scale. Only thing that bugged me was the slightly tinted canopy that is a bit too wide for the fuselage, it's hard to blend it into the rest of the body. Another building horror were the 24 itsy-tiny bombs for the quadruple MERs under the wings.
Integrating the Jumbo nacelles was easier than expected, even though, after finishing the conversion, I'd recommend reducing the height of the outer pyolns by 2-3 mm, so that the engines come higher and closer to the wings. Space to the ground is very little - and to mend this I lengthened the outrigger wheels slightly.
Another issue were the wing parts - the left wing was slightly warped, upwards, and even though I tried to bend and force it into a stright line it somehow move back into its original position, so that a B-52 on the ground was hard to realize. If you build one, tuck the landing gear up and put it on a stand. It looks better, anyway... ;)
Painting and markings
This was the fun part. A B-52 with four bigher jet engines is one thing, and at first I intended to create a contemporary USAF aircraft. But then I remembered the weird Hemp apint scheme for large RAF birds like the Nimrod, VC.10 or Tristar tankers, and I wondered if that could not be applied to a B-52 in "foreign service"...?
Said and done, and from there things unfolded in a straightforward fashion. The only consequence of the RAF as useer was the refuelling probe, and the 340kg iron bombs that came as ordnance with the kit were a welcome option, too.
Even though Hemp is available from Humbrol (168) I rather used a darker tone, 187. Hemp was later used for shading, though. The undersides were painted in Barley Grey (Humbrol 167) and shaded with Light Ghost Grey (FS 36375, Humbrol 127), after a light wash with highly thinned black ink. Radomes and antennae received a yellow-ish, beige finish, the landing gear and the air intakes were painted white, as well as the MERs.
Decals come from several kits, e .g. a Cyber Hobby 1:200 Vulcan, a Matchbox Hawk 200 and a Tornado sheet from the Operation Allied Force era (the nose art was taken from there, as well as the ZA447 code).
A relatively simple whif - the large engine nacelles look strange and demonstrate how slender the B-52's body actually is, compared with an airliner. But the Hemp/Grey livery suits it very well, and the pics taken from above show how effective this scheme is when the aircraft is parked on a concrete airfield - and it is even effective in the air!
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
Haus Vaterland (Fatherland House) was a pleasure palace on the southwest side of Potsdamer Platz in central Berlin. Preceded by Haus Potsdam, a multi-use building including a large cinema and a huge cafe, from 1928 to 1943 it was a large, famous establishment including the largest cafe in the world, a major cinema and numerous theme restaurants, promoted as a showcase of all nations. It was partially destroyed by fire in World War II, reopened in a limited form until 1953, and was finally demolished in 1976.
Haus Vaterland[edit]
Haus Potsdam became less successful during the 1920s, and in 1927 was sold to the Bank für Handel und Grundbesitz, which leased it for ten years to the Kempinski family of restaurateurs. They had an exclusive contract to provide all food and drink and to manage the business, which became their flagship.[16][17][n 2] In 1928, the building was reopened as Haus Vaterland, based on an idea by Leo Kronau, who had visited Coney Island in New York and wanted to emulate the international attractions in the amusement parks there and improve on Berlin's own imitation, Lunapark.[18] He persuaded the Kempinski family, who had a 65-year track record of success as restaurateurs in Berlin, to convert Haus Potsdam into a Haus der Nationen (house of nations), and became its first artistic director, arranging entertainment to suit the flavour of each of the gastronomic units.[19]
The architect for the conversion, Carl Stahl-Urach, the architect for Fritz Lang's Doctor Mabuse films,[n 3] modernised the exterior by applying stucco and in particular by wiring the domed section to be illuminated at night as an example of Architecture of the Night (Architektur der Nacht) or Light Architecture (Licht-Architektur)[9] which also emulated Coney Island lighting effects.[20] The lettering around the rotunda was illuminated, and approximately 4,000 bulbs arranged in intersecting arcs on the dome turned on and off to create the illusion of spinning motion. A reporter in Germania applauded the "Babylonian dome" as irrefutable evidence that "here, world-capital life is pulsing."[21] David Clay Large describes it as "a beacon of commercial kitsch".[22] Inside, the cafe was renovated and the building extended and the cinema moved to make room for a new entrance block in the centre of the building; in the rest of the space, restaurants dedicated to different countries and regions of the world were constructed.[5] Each was decorated appropriately with dioramas up to 6 metres deep,[23] panoramas, and lighting effects, and served appropriate food; it was an early example of modern theme dining or experiential gastronomy.[24] While the main shows took place in the ballroom,[25] each theme restaurant also had musicians of the appropriate origins on staff to complete the dining experience, including at least six dance bands.[26][27][n 4] A central kitchen occupied the entire top floor, connected to the different dining establishments by pneumatic tubes, through which orders came up, and dumbwaiters, by means of which food was sent down and dirty dishes sent back up; conveyor belts at kitchen level transferred the dishes to be machine washed, dried and stacked.[20] The whole was run on American-influenced principles of industrial efficiency.[28] It published a house magazine called Berolina - Latin for Berlin and most famously embodied in the statue in the Alexanderplatz.[29]
It was an enormous and popular establishment,[30] and like Haus Potsdam before it, is frequently alluded to in both artistic and tourist contexts, for example in Irmgard Keun's 1932 novel Das kunstseidene Mädchen (The Artificial Silk Girl).[14] Its combination of spectacle, variety performances, international dining and cinema was unique.[31] Large sees it as having been "a kind of proto-Disney World".[22] The building could accommodate up to 8,000 people; the 4,454 square metres of theme restaurants had a capacity of 3,500 people and Café Vaterland was the largest in the world; the one millionth guest was recorded in October 1929, barely a year after the opening.[32][33]
Third Reich and World War II[edit]
In the Nazi years, the mix of restaurants was modified and the Jewish Kempinskis had to sell the building for a pittance to "Aryans" and leave the country.[28] A 1936 French film, Les Loups entre eux (English title: The Sequel to Second Bureau), features scenes in Haus Vaterland, including "the Horst Wessel song booming from the loud-speaker".[34][35] The business continued to host throngs of customers even after Berlin began to suffer heavy bombing by the Allies. In 1943 the building was damaged, particularly in the central section, in the raid on the night of 22 November that destroyed much of the centre of the city.[36] On 2 February 1945 it was bombed out, only the walls left standing.[28]
Under occupation[edit]
After the war, Potsdamer Platz was the centre from which the four Allied occupation zones were demarcated. The ruined Haus Vaterland was in the Russian sector, but had doors to both the British and the American. In 1947, Café Vaterland was reopened in an acclaimed gesture of will to rebuild the city, and in 1948 the Communist cabaret Frischer Wind was playing there,[37] while because of its position on the sector lines, it was a hotbed of spying, flight from the East, and black marketing in currency and goods.[28][38]
Destruction[edit]
The building was finally completely burnt out on 17 June 1953, along with Erich Mendelsohn's Columbushaus, during the East German strike and protest.[39] It was then left in ruins, the windows simply being walled up. It was adjacent to the Berlin wall after its construction in 1961.[28] In 1966 Der Spiegel described the desolation of the Potsdamer Platz during those years, with birch trees growing out of the rubble of what had been the busiest traffic intersection in Europe and kestrels nesting in the ruin of Haus Vaterland and hunting rats which emerged from locked S-Bahn entrances.[40]
In 1972, the Senate of West Berlin bought the building as part of 8.5 hectares of land to build a road,[41] and had it demolished in 1976. The 600 tonnes of iron and steel were sold as scrap.[28]
Ironically, when Potsdamer Platz was rebuilt after German reunification, the site of Haus Vaterland was the only parcel on which no entertainment facility was sited, only offices, because it was felt to be too small. The building abutting the square was given a semi-circular façade in homage to the round section of the building which had once stood there.[42]
Description[edit]
Haus Vaterland promised die Welt in einem Haus - "the world in one house".[43][25] Siegfried Kracauer said, "Haus Vaterland includes the entire globe".[44] He also pointed out the contrast between the "exaggerated" New Objectivity in the style of the "immense" lobby and the "luxuriant sentimentality" of the dining establishments as little as one step away.[45] He used this example to argue that the New Objectivity was merely a façade.[46] To Franz Hessel, it was a "perfectly planned city of entertainment" which demonstrated the nascent totalitarianism of "monster Germany".[47] Sydney Clark summed it up in his guide for British tourists as a must-see because it typified Berlin:
I can think of no better way to top off a Berlin night . . . than an hour or two or three in Haus Vaterland. The place is certainly not "high hat," nor is it low hat, but it is of the very essence of Berlin.[48]
The original attractions were:
Kammerlichtspiele im Haus Vaterland[edit]
The cinema, from about 1920 renamed UFA-Haus am Potsdamer Platz, was moved and enlarged to 1,415 seats in Stahl-Urach's renovation. The auditorium was strikingly modern,[23] on a circular plan and with vibrant red carpeting and gold-painted wooden trim on the seats.[3] It was one of five Berlin cinemas Sydney Clark recommended to the American tourist in 1933 as worth seeing (the others being the Titania-Palast, the UFA-Palast am Zoo, the Primus-Palast and the Phoebus Palast).[49]
Ballroom[edit]
The ballroom, also called the Palmensaal (palm room) was under the dome, and intended as a re-creation of the Garden of Eden.[50] It was decorated with silver palm fronds and sculptures by Josef Thorak, who was to be popular during the Nazi era.[5] Jazzmeister Bill Bartholomew led the house dance band[27] and the "Vaterland-Girls" performed.[33]Grinzinger Heuriger[edit]
A re-creation of a Viennese Heuriger in Grinzing, on the third floor. The menu included Sachertorte prepared from the authentic recipe; the Kempinskis had an exclusive licence to offer it in Berlin.[51] Guests sampled the new wine looking out at the steeple of St. Stephen's cathedral against a starry sky, and a tram with interior lights lit crossed the bridge over the Danube.[45] In the Berliner Tageblatt, the Austrian writer Arnold Höllriegel declared the place to be far more genuine than the real thing.[52]
Rheinterrasse[edit]
The Rheinterrasse (Rhine terrace) on the third floor in the circular section of the building, had a diorama to give the illusion of sitting outdoors overlooking the river between Sankt Goar and the Lorelei rock. A troupe of twenty "Rhine maidens" danced between the tables under hoops twined with grape vines.[51] Hourly thunderstorms were created by lighting and sound effects; one American visitor reputedly "beam[ed] like a movie theater façade on Broadway" when told about this.[53]