9" X 12"

Picture taken 1983 - digitally captured from paper print

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The Dayak or Dyak or Dayuh /ˈdaɪ.ək/ are the native people of Borneo. It is a loose term for over 200 riverine and hill-dwelling ethnic subgroups, located principally in the interior of Borneo, each with its own dialect, customs, laws, territory and culture, although common distinguishing traits are readily identifiable. Dayak languages are categorised as part of the Austronesian languages in Asia. The Dayak were animist in belief; however many converted to Islam and since the 19th century, mass conversion to Christianity.

HISTORY

The Dayak people of Borneo possess an indigenous account of their history, mostly in oral literature, partly in writing in papan turai (wooden records), and partly in common cultural customary practices. Among prominent accounts of the origin of the Dayak people includes the mythical oral epic of "Tetek Tahtum" by the Ngaju Dayak of Central Kalimantan, it narrates the ancestors of the all Dayak people descended from the heavens before dispensing from the inland to the downstream shores of Borneo.

In the southern Kalimantan flourished the independent state of Nansarunai established by the Ma'anyan Dayaks prior to the 12th century. The kingdom suffered two major attacks from the Majapahit forces that caused the decline and fall of the kingdom by the year 1389, the attacks are known as Nansarunai Usak Jawa (meaning the destruction of the Nansarunai by the Javanese) by the oral accounts of the Ma'anyan people. This contributed to the migration of the Ma'anyans to the Central and South Borneo region.

The colonial accounts and reports of Dayak activity in Borneo detail carefully cultivated economic and political relationships with other communities as well as an ample body of research and study considering historical Dayak migrations. In particular, the Iban or the Sea Dayak exploits in the South China Seas are documented, owing to their ferocity and aggressive culture of war against sea dwelling groups and emerging Western trade interests in the 19th and 20th centuries.

In 1824, as a result of the Anglo-Dutch Treaty of 1824 to settle their commercial regional disputes by switching Java from British to Dutch in return for Malacca, the Malay Archipelago was permanently divided into formerly Dutch-colonized Indonesia and British-colonized Malaysia to this day.

In 1838, British adventurer James Brooke arrived to find the Sultan of Brunei fending off rebellion from warlike inland tribes. Sarawak was in chaos. Brooke put down the rebellion, and was made Governor of Sarawak in 1841, with the title of Rajah. Brooke pacified the natives, including the Dayaks, who became some of his most loyal followers. He suppressed headhunting and piracy. Brooke's most famous Iban enemy was Libau "Rentap"; Brooke led three expeditions against him and finally defeated him at Sadok Hill. Brooke had many Dayaks in his forces at this battle, and famously said "Only Dayaks can kill Dayaks." Sharif Mashor, a Melanau from Mukah, was another enemy of Brooke.

During World War II, Japanese forces occupied Borneo and treated all of the indigenous peoples poorly - massacres of the Malay and Dayak peoples were common, especially among the Dayaks of the Kapit Division. In response, the Dayaks formed a special force to assist the Allied forces. Eleven US airmen and a few dozen Australian special operatives trained a thousand Dayaks from the Kapit Division in guerrilla warfare. This army of tribesmen killed or captured some 1,500 Japanese soldiers and provided the Allies with vital intelligence about Japanese-held oil fields.

Coastal populations in Borneo are largely Muslim in belief, however these groups (Tidung, Banjarese, Bulungan, Paser, Melanau, Kutainese, Kedayan, Bakumpai, Bisayah) are generally considered to be Malayised and Islamised Dayaks, native to Borneo, and heavily amalgated by the Malay people, culture and sultanate system.

Other groups in coastal areas of Sabah and northeastern Kalimantan; namely the Illanun, Tausūg, Sama and Bajau, although inhabiting and (in the case of the Tausug group) ruling the northern tip of Borneo for centuries, have their origins from the southern Philippines. These groups though may be indigenous to Borneo, they are nonetheless not Dayak, but instead are grouped under the separate umbrella term of Moro.

ETHNICITY

The Indigenous people of the Heart of Borneo are commonly known as Dayak. The term was coined by Europeans referring to the non-Malay inhabitants of Borneo. There are seven main ethnic divisions of Dayaks according to their respective native language which are the Ngaju, Apau Kayan, Iban (Sea Dayak), Klemantan (Land Dayak), Murut, Punan and Ot Danum groups. Under the main classification, there are dozens of ethnics and hundreds of sub-ethnics dwelling in the Borneo island. There are over 50 ethnic Dayak groups speaking different languages. This cultural and linguistic diversity parallels the high biodiversity and related traditional knowledge of Borneo.

LANGUAGES

Dayaks do not speak just one language, even if just those on the island of Borneo (Kalimantan) are considered.[16] Their indigenous languages belong in the general classification of Malayo-Polynesian languages and to diverse groups of Bornean and Sabahan languages (including Land Dayak), and the Ibanic languages of the Malayic branch. The Dayak are very adaptable and also speak the lingua franca of the place such as those of Malay, Chinese and European origin.

Many of Borneo’s languages are endemic (which means they are spoken nowhere else). It is estimated that around 170 languages and dialects are spoken on the island and some by just a few hundred people, thus posing a serious risk to the future of those languages and related heritage.

HEADHUNTING

In the past, the Dayak were feared for their ancient tradition of headhunting practices (the ritual is also known as Ngayau by the Dayaks) . Among the Iban Dayaks, the origin of headhunting was believed to be meeting one of the mourning rules given by a spirit which is as follows:

- The sacred jar is not to be opened except by a warrior who has managed to obtain a head, or by a man who can present a human head, which he obtained in a fight; or by a man who has returned from a sojourn in enemy country.

Often, a war leader had at least three lieutenants (called manuk sabong) who in turn had some followers. The war (ngayau) rules among the Iban Dayaks are listed below:

- If a warleader leads a party on an expedition, he must not allow his warriors to fight a guiltless tribe that has no quarrel with them.

- If the enemy surrenders, he may not take their lives, lest his army be unsuccessful in future warfare and risk fighting empty-handed war raids (balang kayau).

- The first time that a warrior takes a head or captures a prisoner, he must present the head or captive to the warleader in acknowledgement of the latter's leadership.

- If a warrior takes two heads or captives, or more, one of each must be given to the warleader; the remainder belongs to the killer or captor.

- The warleader must be honest with his followers in order that in future wars he may not be defeated (alah bunoh).

There were various reasons for headhunting as listed below:

- For soil fertility so Dayaks hunted fresh heads before paddy harvesting seasons after which head festival would be held in honour of the new heads.

- To add supernatural strength which Dayaks believed to be centred in the soul and head of humans. Fresh heads can give magical powers for communinal protection, bountiful paddy harvesting and disease curing.

- To avenge revenge for murders based on "blood credit" principle unless "adat pati nyawa" (customary compensation token) is paid.

- To pay dowry for marriages e.g. "derian palit mata" (eye blocking dowry) for Ibans once blood has been splashed prior to agreeing to marriage and of course, new fresh heads show prowess, bravery, ability and capability to protect his family, community and land.

- For foundation of new buildings to be stronger and meaningful than the normal practice of not putting in human heads.

- For protection against enemy attacks according to the principle of "attack first before being attacked".

- As a symbol of power and social status ranking where the more heads someone has, the respect and glory due to him. The warleader is called tuai serang (warleader) or raja berani (king of the brave) while kayau anak (small raid) leader is only called tuai kayau (raid leader) whereby adat tebalu (widower rule) after their death would be paid according to their ranking status in the community.

- For territorial expansion where some brave Dayaks intentionally migrated into new areas such as Mujah "Buah Raya" migrated from Skrang to Paku to Kanowit while infighting among Ibans themselves in Batang Ai caused the Ulu Ai Ibans to migrate to Batang Kanyau River in Kapuas, Kalimantan and then proceeded to Katibas and later on Ulu Rajang in Sarawak. The earlier migrations from Kapuas to Batang Ai, Batang Lupar, Batang Saribas and Batang Krian rivers were also made possible by fighting the local tribes like Bukitan.

Reasons for abandoning headhunting are:

- Peacemaking agreements at Tumbang Anoi, Kalimantan in 1874 and Kapit, Sarawak in 1924.

- Coming of Christianity, with education where Dayaks are taught that headhunting is murder and against the Christian Bible's teachings.

- Dayaks' own realisation that headhunting was more to lose than to gain.

Among the most prominent legacy during the colonial rule in the Dutch Borneo (present-day Kalimantan) is the Tumbang Anoi Agreement held in 1874 in Damang Batu, Central Kalimantan (the seat of the Kahayan Dayaks). It is a formal meeting that gathered all the Dayak tribes in Kalimantan for a peace resolution. In the meeting that is reputed taken several months, the Dayak people throughout the Kalimantan agreed to end the headhunting tradition as it believed the tradition caused conflict and tension between various Dayak groups. The meeting ended with a peace resolution by the Dayak people.

After mass conversions to Christianity, and anti-headhunting legislation by the colonial powers was passed, the practice was banned and appeared to have disappeared. However, it should be noted that the Brooke-led Sarawak government, although banning unauthorized headhunting, actually allowed "ngayau" headhunting practices by the Brooke-supporting natives during state-sanctioned punitive expeditions against their own fellow people's rebellions throughout the state, thereby never really extinguished the spirit of headhunting especially among the Iban natives. The state-sanctioned troop was allowed to take heads, properties like jars and brassware, burn houses and farms, exempted from paying door taxes and in some cases, granted new territories to migrate into. This Brooke's practice was in remarkable contract to the practice by the Dutch in the neighbouring West Kalimantan who prohibited any native participation in its punitive expeditions. Initially, James Brooke (the first Rajah of Sarawak) did engage the British Navy troop in the Battle of Beting Maru against the Iban and Malay of the Saribas region and the Iban of Skrang under Rentap's charge but this resulted in the Public Inquiry by the British government in Singapore. Thereafter, the Brooke government gathered a local troop who were its allies.

Subsequently, the headhunting began to surface again in the mid-1940s, when the Allied Powers encouraged the practice against the Japanese Occupation of Borneo. It also slightly surged in the late 1960s when the Indonesian government encouraged Dayaks to purge Chinese from interior Kalimantan who were suspected of supporting communism in mainland China and also in the late 1990s when the Dayak started to attack Madurese emigrants in an explosion of ethnic violence. After formation of Malaysia, some Iban became trackers during the Malayan Emergency against the Communist Insurgency and thereafter they continue to be soldiers in the armed forces.

Headhunting resurfaced in 1963 among Dayak soldiers during the Confrontation Campaign by President Sukarno of Indonesia against the newly created formation of Malaysia between the pre-existing Federation of Malaya, Singapore, Sabah and Sarawak in 16 September 1963. Subsequently, Dayak trackers recruited during the Malayan Emergency against the Communists' Insurgency wanted to behead enemies killed during their military operations but disallowed by their superiors.

It should be noted headhunting or human sacrifice was also practised by other tribes such as follows:

- Toraja community in Sulawesi used adat Ma’ Barata (human sacrifice) in Rambu Solo’ ritual which is still held until the arrival of the Hindi Dutch which is a custom to honour someone with a symbol of a great warrior and bravery in a war.

- In Gomo, Sumatra, there ware megalithic artefacts where one of them is "batu pancung" (beheading stone) on which to tie any captive or convicted criminals for beheading.

- One distinction was their ritual practice of head hunting, once prevalent among tribal warriors in Nagaland and among the Naga tribes in Myanmar. They used to take the heads of enemies to take on their power.

AGRICULTURE

Traditionally, Dayak agriculture was based on actually Integrated Indigenous Farming System. Iban Dayaks tend to plant paddy on hill slopes while Maloh Dayaks prefer flat lands as discussed by King. Agricultural Land in this sense was used and defined primarily in terms of hill rice farming, ladang (garden), and hutan (forest). According to Prof Derek Freeman in his Report on Iban Agriculture, Iban Dayaks used to practice twenty seven stages of hill rice farming once a year and their shifting cultivation practices allow the forest to regenerate itself rather than to damage the forest, thereby to ensure the continuity and sustainability of forest use and/or survival of the Iban community itself. The Iban Dayaks love virgin forests for their dependency on forests but that is for migration, territorial expansion and/or fleeing enemies.

Dayaks organised their labour in terms of traditionally based land holding groups which determined who owned rights to land and how it was to be used. The Iban Dayaks practice a rotational and reciprocal labour exchange called "bedurok" to complete works on their farms own by all families within each longhouse. The "green revolution" in the 1950s, spurred on the planting of new varieties of wetland rice amongst Dayak tribes.

To get cash, Dayaks collect jungle produce for sales at markets. With the coming of cash crops, Dayaks start to plant rubber, pepper, cocoa, etc. Nowadays, some Dayaks plant oil palm on their lands while others seek employment or involve in trade.

The main dependence on subsistence and mid-scale agriculture by the Dayak has made this group active in this industry. The modern day rise in large-scale monocrop plantations such as palm oil and bananas, proposed for vast swathes of Dayak land held under customary rights, titles and claims in Indonesia, threaten the local political landscape in various regions in Borneo.

Further problems continue to arise in part due to the shaping of the modern Malaysian and Indonesian nation-states on post-colonial political systems and laws on land tenure. The conflict between the state and the Dayak natives on land laws and native customary rights will continue as long as the colonial model on land tenure is used against local customary law. The main precept of land use, in local customary law, is that cultivated land is owned and held in right by the native owners, and the concept of land ownership flows out of this central belief. This understanding of adat is based on the idea that land is used and held under native domain. Invariably, when colonial rule was first felt in the Kalimantan Kingdoms, conflict over the subjugation of territory erupted several times between the Dayaks and the respective authorities.

RELIGION

The Dayak indigenous religion has been given the name Kaharingan, and may be said to be a form of animism. The name was coined by Tjilik Riwut in 1944 during his tenure as a Dutch colonial Resident in Sampit, Dutch East Indies. In 1945, during the Japanese Occupation, the Japanese referred Kaharingan as the religion of the Dayak people. During the New Order in the Suharto regime in 1980, the Kaharingan is registered as a form of Hinduism in Indonesia, as the Indonesian state only recognises 6 forms of religion i.e. Islam, Protestantism, Roman Catholicism, Hindusim, Buddhism and Confucianism respectively. The integration of Kaharingan with Hinduism is not due to the similarities in the theological system, but due to the fact that Kaharingan is the oldest belief in Kalimantan. Unlike the development in Indonesian Kalimantan, the Kaharingan is not recognised as a religion both in Malaysian Borneo and Brunei, thus the traditional Dayak belief system is known as a form of folk animism or pagan belief on the other side of the Indonesian border.

Underlying the world-view is an account of the creation and re-creation of this middle-earth where the Dayak dwell, arising out of a cosmic battle in the beginning of time between a primal couple, a male and female bird/dragon (serpent). Representations of this primal couple are amongst the most pervasive motifs of Dayak art. The primal mythic conflict ended in a mutual, procreative murder, from the body parts of which the present universe arose stage by stage. This primal sacrificial creation of the universe in all its levels is the paradigm for, and is re-experienced and ultimately harmoniously brought together (according to Dayak beliefs) in the seasons of the year, the interdependence of river (up-stream and down-stream) and land, the tilling of the earth and fall of the rain, the union of male and female, the distinctions between and co-operation of social classes, the wars and trade with foreigners, indeed in all aspects of life, even including tattoos on the body, the lay-out of dwellings and the annual cycle of renewal ceremonies, funeral rites, etc.

The best and still unsurpassed study of a traditional Dayak religion in Kalimantan is that of Hans Scharer, Ngaju Religion: The Conception of God among a South Borneo People; translated by Rodney Needham (The Hague: Martinus Nijhoff, 1963). The practice of Kaharingan differs from group to group, but shamans, specialists in ecstatic flight to other spheres, are central to Dayak religion, and serve to bring together the various realms of Heaven (Upper-world) and earth, and even Under-world, for example healing the sick by retrieving their souls which are journeying on their way to the Upper-world land of the dead, accompanying and protecting the soul of a dead person on the way to their proper place in the Upper-world, presiding over annual renewal and agricultural regeneration festivals, etc. Death rituals are most elaborate when a noble (kamang) dies. On particular religious occasions, the spirit is believed to descend to partake in celebration, a mark of honour and respect to past ancestors and blessings for a prosperous future.

Among Iban Dayaks, their belief and way of life can be simply called the Iban religion as per Jenson's book with the same title and has been written by Benedict Sandin and others extensively. It is characterised by a supreme being in the name of Bunsu (Kree) Petara who has no parents and creates everything in this world and other worlds. Under Bunsu Petara are the seven gods whose names are: Sengalang Burong as the god of war and healing, Biku Bunsu Petara as the high priest and second in command, Menjaya as the first shaman (manang) and god of medicine, Selampandai as the god of creation, Sempulang Gana as the god of agriculture and land along with Semarugah, Ini Inda/Inee/Andan as the naturally born doctor and god of justice and Anda Mara as the god of wealth.

The life actions and decision-making processes of Iban Dayaks depend on divination, augury and omens. They have several methods to receive omens where omens can be obtained by deliberate seeking or chance encounters. The first method is via dream to receive charms, amulets (pengaroh, empelias, engkerabun) or medicine (obat) and curse (sumpah) from any gods, people of Panggau Libau and Gelong and any spirits or ghosts. The second method is via animal omens (burong laba) which have long-lasting effects such as from deer barking which is quite random in nature. The third method is via bird omens (burong bisa) which have short term effects that are commonly limited to a certain farming year or a certain activity at hands. The forth method is via pig liver divination after festival celebration At the end of critical festivals, the divination of the pig liver will be interpreted to forecast the outcome of the future or the luck of the individual who holds the festival. The fifth but not the least method is via nampok or betapa (self-imposed isolation) to receive amulet, curse, medicine or healing.

There are seven omen birds under the charge of their chief Sengalang Burong at their longhouse named Tansang Kenyalang (Hornbill Abode), which are Ketupong (Jaloh or Kikeh or Entis) (Rufous Piculet) as the first in command, Beragai (Scarlet-rumped trogon), Pangkas (Maroon Woodpecker) on the righthand side of Sengalang Burong's family room while Bejampong (Crested Jay) as the second in command, Embuas (Banded Kingfisher), Kelabu Papau (Senabong) (Diard's Trogon) and Nendak (White-rumped shama) on the lefthand side. The calls and flights of the omen birds along with the circumstances and social status of the listeners are considered during the omen interpretations.[38]

The praying and propitiation to certain gods to obtain good omens which indicate God's favour and blessings are held in a series of three-tiered classes of minor ceremonies (bedara), intermediate rites (gawa or nimang) and major festivals (gawai) in ascending order and complexity. Any Iban Dayak will undergo some forms of simple rituals and several elaborate festivals as necessary in their lifetime from a baby, adolescent to adulthood until death. The longhouse where the Iban Dayaks stay is constructed in a unique way to function as for both living or accommodation purposes and ritual or religious practices. Nearby the longhouse, there is normally a small and simple hut called langkau ampun/sukor (forgiveness/thanksgiving hut) built to place offerings to deities. Sometimes, when potentially bad omens are encountered, a small hut is quickly built and a fire is started before saying prayers to seek good outcomes.Common among all these propitiations are that prayers to gods and/or other spirits are made by giving offerings ("piring"), certain poetic leka main and animal sacrifices ("genselan") either chickens or pigs. The number (leka or turun) of each piring offering item is based on ascending odd numbers which have meanings and purposes as below:

- piring 3 for piring ampun (mercy) or seluwak (wastefulness spirit)

- piring 5 for piring minta (request) or bejalai (journey)

- piring 7 for piring gawai (festival) or bujang berani (brave warrior)

- piring 9 for sangkong (including others) or turu (leftover included)

Piring contains offering of various traditional foods and drinks while genselan is made by sacrificing chickens for bird omens or pigs for animal omens.

Bedara is commonly held for any general purposes before holding any rites or festivals during which a simple "miring" ceremony is done to prepare and divide piring offerings into certain portions followed by a "sampi ngau bebiau" (prayer and cleansing) poetic speeches. This most simple ceremonies have categories such as bedara matak held at the longhouse family bilek room, bedara mansau performed at the family ruai gallery, berunsur (cleansing) carried out at the tanju and river, minta ujan tauka panas (request for rain or sunniness).

The intermediate and medium-sized propitiatory rites are known as "gawa" (ritually working) with its main highlight called "nimang" (poetic incantation) that is recited by lemambang bards besides miring ceremonies. This category is smaller than or sometimes relegated from the full-scaled and thus costly festivals for cost savings but still maintaining the effectiveness to achieve the same purpose. Included in this category are "sandau ari" (mid-day ritual) held at the tanju verandah, gawai matak (unripe feast), gawa nimang tuah (Luck feast), enchaboh arong (head feast) and gawa timang beintu-intu (life caring feasts.

The major festivals comprise at least seventh categories which are related to major aspects of Iban's traditional way of life i.e. agriculture, headhunting, fortune, health, death, procreation and weaving.

With paddy being the major sustenance of life among Dayaks, so the first major category comprises the agricultural-related festivals which are dedicated to paddy farming to honour Sempulang Gana who is the deity of agriculture. It is a series of festivals that include Gawai Batu (Whetstone Festival), Gawai Ngalihka Tanah (Soil Ploughing Festival), Gawai Benih (Seed Festival), Gawai Ngemali Umai (Farm Healing Festival), Gawai Matah (Harvest Initiation Festival) and Gawai Basimpan (Paddy Storing Festival). According to Derek Freeman, there are 27 steps of hill paddy farming. One common ritual activity is called "mudas" (making good) any omens found during any farming stages especially the early bush clearing stage.

The second category includes the headhunting-related festivals to honour the most powerful deity of war, Sengalang Burong that comprises Gawai Burong (Bird Festival) and Gawai Amat/Asal (Real/Original Festival) with their successive ascending stages with most famous one being Gawai Kenyalang (Hornbill Festivla). This is perhaps the most elaborate and complex festivals which can last into seven successive days of ritual inchantation by lemambang bards. It is held normally after instructed by spirits in dreams. It is performed by tuai kayau (raid leader) called bujang berani (leading warriors) and war leader (tuai serang) who are known as "raja berani" (bravery king). In the past, this festival is vital to seek divine intervention to defeat enemies such as Baketan, Ukit and Kayan during migrations into new territories.

With the suppression of headhunting, the next important and third category relates to the death-related rituals among which the biggest celebration is the Soul Festival (Gawai Antu) to honour the souls of the deads especially the famous and brave ones who are invited to visit the living for the Sebayan (Haedes) to feast and to bestow all sorts of helpful charms to the living relatives. The raja berani (brave king) can be honoured by his descendants up to three times via Gawai Antu. Other mortuary ceremonies are "beserara bungai" (flower separation) held 3 days after burial, ngetas ulit (mourning termination), berantu (Gawai Antu) or Gawai Ngelumbong (Entombing Festival).

The fourth category in term of complexity and importance is the fortune-related festivals which consist of Gawai Pangkong Tiang (Post Banging Festival) after transferring to a new longhouse, Gawai Tuah (Luck Festival) with three ascending stages to seek and to welcome lucks, and Gawai Tajau (Jar Festival) to welcome newly acquired jars.

The fifth category consists of the health-related festivals to request for curing from sickness by Menjaya or Ini Andan such as in Gawai Sakit (Sickness Festival) which is held after other smaller attempts have failed to cure the sicked persons such as begama (touching), belian (various manang rituals), Besugi Sakit (to ask Keling for curing via magical power) and Berenong Sakit (to ask for curing by Sengalang Burong) in the ascending order. Manang is consecrated via an official ceremony called "Gawai Babangun" (Manang Consecration Festival). The shaman (manang) of the Iban Dayaks have various types of pelian (ritual healing ceremony) to be held in accordance with the types of sickness determined by him through his glassy stone to see the whereabouts of the soul of the sick person. Besides, Gawai Burung can also be used for healing certain difficult-to-cure sickness via magical power by Sengalang Burong especially nowadays after headhunting has been stopped. Other self-caring ritual ceremonies that are related to wellness and longevity are Nimang Bulu (Hair Adding Ceremony), Nimang Sukat (Destiny Ceremony) and Nimang Buloh Ayu (Life-Bamboo Ceremony).

The sixth category of festivals pertains to procreation. Gawai Lelabi (River Turtle Festival) is held to pray to the deity of creation called Selampadani, toannounce the readiness of daughters for marriage and to solicit a suitable suitor. This is where those men with trophy head skulls become leading contenders. The wedding ceremony is called Melah Pinang (Areca nut Splitting). The god of creation Selampandai is invoked here for fertility of the daughters to bear many children. There is a series of ritual rites from birth to adolescence of children.

The last and seventh category is Gawai Ngar (Cotton-Dyeing Festival) which is held by women who are involved in weaving pua kumbu for conventional use and ritual purposes. Ritual textiles woven by Iban women are used in the Bird Festival and in the past used to receive trophy heads. The ritual textiles have specific "enkeramba" (anthropomorphic) motifs that represent igi balang (trophy head), tiang ranyai (shrine pole), cultural heroes of Panggau and Gelong, deities and antu gerasi (demon figure).

Over the last two centuries, some Dayaks converted to Christianity, abandoning certain cultural rites and practices. Christianity was introduced by European missionaries in Borneo. Religious differences between Muslim and Christian natives of Borneo has led, at various times, to communal tensions. Relations, however between all religious groups are generally good.

Muslim Dayaks have however retained their original identity and kept various customary practices consistent with their religion. However many Christian Dayak has changed their name to European name but some minority still maintain their ancestors traditional name.

An example of common identity, over and above religious belief, is the Melanau group. Despite the small population, to the casual observer, the coastal dwelling Melanau of Sarawak, generally do not identify with one religion, as a number of them have Islamised and Christianised over a period of time. A few practise a distinct Dayak form of Kaharingan, known as Liko. Liko is the earliest surviving form of religious belief for the Melanau, predating the arrival of Islam and Christianity to Sarawak. The somewhat patchy religious divisions remain, however the common identity of the Melanau is held politically and socially. Social cohesion amongst the Melanau, despite religious differences, is markedly tight within their small community.

Despite the destruction of pagan religions in Europe by Christians, most of the people who try to conserve the Dayaks' religion are missionaries. For example Reverend William Howell contributed numerous articles on the Iban language, lore and culture between 1909 and 1910 to the Sarawak Gazette. The articles were later compiled in a book in 1963 entitled, The Sea Dayaks and Other Races of Sarawak.

WIKIPEDIA

+++ 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 Arsenal (de l'Aéronautique) VB 31 was a French naval fighter aircraft developed shortly after World War II. In January 1947 Arsenal were given a contract to develop a powerful naval fighter for the four French aircraft carriers. Since the modernization of the Aéronavale was pressing, the aircraft had to be developed fast. In order to cut time, the initial concept, the VB 30, was based on the unrealized German Messerschmitt Me 155 project.

The operational era of the VB 31 did not last long, though. The type was powerful, but complicated. The VB 31 also needed much more maintenance than the sturdy Corsair, which could also take more damage and had a considerable larger range. Hence, already in June 1953, all VB 31 were returned to Europe and based at Hyères, where they replaced obsolete F6F-5 Hellcats and were mainly used for training purposes. In the early sixties, with naval jet fighters finally available, the VB 31 were quickly withdrawn and scrapped, being replaced by Sud-Ouest SO-203 'Aquilon' (license-built D.H. Sea Venom) and Dassault Etendard IVM.

General characteristics:

Crew: one, pilot

Length: 11.63 m (38 ft 8 in)

Wingspan: 13.07 m (43 ft 6 in)

Height (peopeller at max. elevation): 4,9 m (16 ft 1 in)

Powerplant:

1 × Arsenal 24 H, 2.260 kW (3.000 hp), driving a four-bladed propeller

Performance:

Maximum speed: 665 km/h (413 mph)

Range: 1.191 km (740 miles)

Service ceiling: 11.125 m (37.100 ft)

Rate of climb: 10.2 m/s (2008 ft/min)

Armament:

1× 30 mm cannon with 100 RPG, firing through the propeller axis

4× 20 mm HS-404 cannons with 200 RPG or 6×12,7mm machine guns with 250 RPG in the outer wings

1.500kg (3.300 lbs.) of external ordnance, including bombs of of to 454kg (1.000 lbs) calibre, drop tanks or up to eight unguided missiles under the outer wings.

The Kit and its assembly:

I wonder if you recognize the basis for this fantasy airplane? It's actually a modified Bv 155 kit from ART Model/Special Hobby from Russia (Both kits are identical; the ART Model contains an injected clear canopy while the Special Hobby kit offers two vacu canopies, though).

Inspiration struck when I read about the huge VB 10, which has, in its profile view, much resemblance to the Bv 155 - and the latter actually has some naval-friendly features, e .g .the raised cockpit, placed pretty far forward at the wings' leading edge, or the massive landing gear. Since France used some German aircraft after WWII (e.g. Fw 190 for the Air Force and Ju 188 for the Navy), why not create a naval fighter from the Me 155/Bv 155 concept? Well, here it is... the Arsenal VB 31.

For this fantasy conversion, the Bv 155 kit saw major modifications, e. g.:

● The wing span was reduced - from each wing, 4.2cm/1.65" were taken away

● The wings received a new inverted gull wing shape, the cuts came handy

● Outer wings were clipped by 10mm/0,4" each

● Original wing tips were transplanted and re-sculpted to fit

● The rear fuselage was shortened by about 1.3cm/0.5"

● A carburetor intake was added under the nose (from a Hawker Hurricane)

● New horizontal stabilizers from a Grumman Panther (Matchbox)

● Lower position of the horizontal stabilizers

● New landing gear wells had to be cut out, a simple interior was scratch-built

● The landing gear retracts now inwards, original struts and covers were slightly shortened

● New main wheels from a Douglas Skyknight (Matchbox) were used

● New tail wheel (front wheel of a Revell F-16, I guess)

● Modified tail section with an arrestor hook

● The original, extensive exhaust piping between the engine and the turbo charger had to go

● New exhausts at the nose were added (scratch, HO scale roof tiles)

● New propeller from a Matchbox Hawker Tempest was mated with the original spinner

● Cockpit was taken OOB, but a different seat, a pilot and a radio in the rear were added

● Some panel lines had to be re-engraved, due to putty work and/or logical reasons

● Missile hardpoints under the wings come from an F4U

● Antennae were added, accoring to French F4U-7 pictures

There actually was no big plan - I had an idea of what to make from the kit, but modifications came step by step, as the parts fell together and looked or looked not right.

The 24 cylinder Arsenal 24 H engine was really under development in France, so it was a neat choice for such a relatively large aircraft. The huge turbocharger bath under the fuselage of the Bv 155 could easily be taken as a radiator bath for the large, liquid-cooled engine, so that no additional adaptations had to be made.

Overall, I wanted to save the elegant lines of the Bv 155. With the reduced wing span the aircraft looks even elegant, IMHO. All in all, and with its slender, inverted gull wings, the VB 31 somehow reminds of the Ju 87 and the later paper Ju 187 development. There's also something IL-2ish to it?

A side note concerning the kit itself: it has nice engraved details and some fine resin parts for the cockpit or the radiators. But wall strength is high (up to 2mm!), the material is somewhat soft and waxy, and fit is mediocre, so expect serious putty work. Not a bad kit, but something for the experienced modeler. Things surely were worse here, since my modifications to wings and fuselage called for even more sculpting.

Painting and markings:

It took some time to settle on a French naval aircraft, since I already have an all dark-blue whif in my collection (the whiffy F1J Sea Mustang). But I had some appropriate decals at hand, and the time frame as well as the potential user offered a good and plausible story behind the VB 31 in Aéronaval service.

Overall, the aircraft was painted in Blue Angels Blue (FS 15050, Testors 1718) and weathered with slightly lighter shades of blue and grey, for a sun-bleached look and in order to emphasize the panel lines. One can argue about this tone: many Aéronavale aircraft look much darker, rather like FS 15042, but I have seen pictures of such bright aircraft - I'd assume that the color standard was not very strict, as long as the aircraft was "dark blue"?

After basic painting the VB 31 looked very bright, so I did some major dry painting with darker/duller shades like Humbrol 67, 77 and 104 to tame things down, and the result is O.K. now.

The interior surfaces were painted in Mid Stone and dry-painted with Chromate Yellow (Humbrol 225 and 81). AFAIK, this is the typical interior finish for Aéronavel aircraft of that time, and it is a nice contrast to the dark and uniform outside.

Most markings come from an F4U-7 decal sheet, some things like the tail rudder Tricolore had to be improvised (comes from a 30 year old Airfix Bristol Blenheim decal sheet!).

Beyond the dry-painted blue and grey hues on the upper surfaces, the model was slightly weathered with exhaust and soot stains and some dry-painted silver on the leading edges. This makes the all-blue aircraft look a bit more lively and is IMHO authentic for Aéronavale fighters of the 50ies, esp. under the harsh climate of South East Asia.

Finally, everything was sealed under a semi-matt varnish (Tamiya Acryllics, rattle can), and some additional matt varnish was applied on the upper surfaces, also for a dull and sun-bleached look.

The kit was built in a week from sprues to pictures, overall a sleek and elegant aircraft with plausible lines - an hommage to the many elegant and innovative aircraft which were developed in France in WWII and later but which are easily overlooked today!

i make the vast majority of the racks at bilenky cycle works. some of them can get pretty elaborate and fancy, this one was meant to be pretty simple. mostly to hold up the headlight, and possibly carry a very light load (sleeping bag on a light tour or a bag of groceries on the way home from work?). it's made of stainless steel, and i haven't done any surface finishing yet. i may add some wire guide loops later.

Brian Massey, the Conversion Scientist, leads a DMA workshop entitled "Optimizing Your Web Site for Conversion and Business Success" in Austin, Texas on October 8, 2009.

Data conversion can convert any type of document (e.g. PDF, HTML, XML, etc.) into a format that suits your needs. Get unbeatable data conversion services at DEO.

For more information visit : www.dataentryoutsourced.com/conversion-services/

+++ 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 P-51H (NA-126) was the final production Mustang, embodying the experience gained in the development of the lightweight XP-51F and XP-51G aircraft. This aircraft, brought the development of the Mustang to a peak as one of the fastest production piston-engine fighters to see service in WWII.

In July of 1943, U.S. Army approved a contract with North American Aviation to design and build a lightweight P-51. Designated NA-105, 5 aircraft were to be built and tested. Edgar Schmued, chief of design at NAA, began this design early in 1943. He, in February of 1943, left the U.S. on a two-month trip to England. He was to visit the Supermarine factory and the Rolls Royce factory to work on his lightweight project.

In 1951, when New Zealand’s Territorial Air Force (TAF) was established, only the stored P-51D Mustangs were revived and entered service in the newly established 1 (Auckland), 2 (Wellington), 3 (Canterbury), and 4 (Otago) squadrons. Due to the small number, lack of spares and communality with the P-51D, the remaining mothballed RNZAF F-51Ms were eventually scrapped, too.

General characteristics:

Crew: 1

Length: 33’ 4” (10.173 m)

Wingspan: 37‘ (11.28 m)

Height: 13‘ 8” (4.17 m) with tail wheel on ground, vertical propeller blade

Wing area: 235 sq ft (21.83 m²)

Airfoil: NAA/NACA 45-100 / NAA/NACA 45-100

Empty weight: 7.180 lb (3,260 kg)

Gross weight: 9,650 lb (4,381 kg)

Max takeoff weight: 11,800 lb (5,357 kg)

Fuel capacity: 255 US gal (212 imp gal; 964 l)

Aspect ratio: 5.83

Powerplant:

1× Packard (Rolls Royce) V-1650-9A Merlin 12-cylinder liquid cooled engine, delivering 1,380 hp

(1,030 kW) at sea level, driving a 4-blade constant-speed Aeroproducts 11' 1" Unimatic propeller

Performance:

Maximum speed: 465 mph (750 km/h; 407 kn) at 18,000 ft (5,500 m)

Cruise speed: 362 mph (583 km/h, 315 kn)

Stall speed: 100 mph (160 km/h, 87 kn)

Range: 855 mi (1,375 km, 747 nm) with internal fuel

1,200 mi (1,930 km, 1,050 nmi) with external tanks

Service ceiling: 30,100 ft (9,200 m)

Rate of climb: 3,200 ft/min (16.3 m/s) at sea level

Wing loading: 30.5 lb/sq ft (149 kg/m²)

Power/mass: 0.19 hp/lb (315 W/kg)

Lift-to-drag ratio: 14.6

Recommended Mach limit 0.8

Armament:

6× 0.50 caliber (12.7mm) AN/M2 Browning machine guns with a total of 1,880 rounds

2× underwing hardpoints for drop tanks or bombs of 500 pounds (227 kg) caliber each,

or 6 or 10 5” (127 mm) T64 HVAR rockets

The kit and its assembly:

A relatively simple project, a whiffy color variant based on RS Model’s 1:72 P-51H kit – which I quickly turned into a P-51M, which was planned as mentioned in the background, but never produced in real life.

The model was strictly built OOB, and while this short-run kit goes together quite well, I encountered some problems along the way:

- There are massive and long ejector pin markers, sometimes in very confined locations like the radiator intake. Without a mini drill, getting rid of them is very difficult

- Somehow the instructions for the cockpit are not correct; I put the parts into place as indicated, and the pilot’s seat ended up way too far forward in the fuselage

- The canopy, while clear, is pretty thick and just a single piece, so that you have to cut the windscreen off by yourself if you want to show the otherwise very nice cockpit.

- The separated windscreen section itself includes a piece of the cowling in front of the window panes, which makes its integration into the fuselage a tricky affair. However, this IMHO not-so-perfect construction became a minor blessing because the separated windscreen turned out to be a little too narrow for the fuselage – it had to be glued forcibly to the fuselage (read: with superglue), and the section in front of the window panes offered enough hidden area to safely apply the glue on the clear piece.

- While there are some resin parts included like weighted wheels, it is beyond me why tiny bits like the underwing pitot or most delicate landing gear parts have been executed in resin, as flat parts of a resin block that makes it IMHO impossible to cut them out from.

- The tail wheel is a messy three-piece construction of resin and IP parts, with a flimsy strut that’s prone to break already upon cutting the part from the IP sprue. Furthermore, there’s no proper location inside of the fuselage to mount it. Guess and glue!

- The fit of the stabilizers is doubtful; it’s probably best to get rid of their locator pins and glue them directly onto the fuselage

- The propeller consists of a centerpiece with the blades, which is enclosed by two spinner halves (front and back). This results in a visible seam between them that is not easy to fill/PSR away

On the positive side I must say that the engraved surface details, the cockpit interior and the landing gear are very nice, and there is even the complete interior of the radiator and its tunnel included. PSR requirements are also few, even though you won’t get along well without cosmetic bodywork.

The only personal modification is a styrene tube inside of the nose for the propeller, which was mounted onto a metal axis for free rotation; OOB, the propeller is not moveable at all and is to be glued directly to the fuselage.

While the kit comes with optional ordnance (six HVARs or a pair of 500 lb bombs, both in resin), I just used the bomb pylons and left them empty, for a clean look.

Painting and markings:

Even though the model was a quick build, finding a suitable color concept took a while; I had a whiffy P-51H on my agenda for a long time (since the RS Models kit came out), and my initial plan was to create an Australian aircraft. This gradually changed to an RNZAF aircraft during the last weeks of WWII in the PTO, and evolved from an NMF finish (initial and IMHO most logical idea) through am Aussie-esque green/brown camouflage to a scheme I found for a P-40: a trainer that was based in New Zealand and (re)painted in domestic colors, namely in Foliage Green, Blue Sea Grey and Sky. This might sound like a standard RAF aircraft, but in the end the colors and markings make this Mustang look pretty exotic, just as the P-51H looks like a Mustang that is “not quite right”.

The Foliage Green is Humbrol 195 (Dark Green Satin, actually RAL 6020 Chrome Oxide Green), which offers IMHO a good compromise between the tone’s rather bluish hue and yellow shades – I find it to be a better match than the frequently recommended FS 34092, because RAL 6020 is darker. The RNZAF “Blue Sea Grey”, also known as “Pacific Blue” or “Ocean Blue”, is a more obscure tone, which apparently differed a lot from batch to batch and weathered dramatically from a bluish tone (close to FS 35109 when fresh) to a medium grey. I settled for Humbrol 144 (FS 35164; USN Intermediate Blue), which is rumored to come close to the color in worn state.

The undersides were painted with Humbrol 23 (RAF Duck Egg Blue), which I found to be a suitable alternative to the more greenish RAF Sky, even though it’s a pretty light interpretation.

Tail and spinner were painted white, actually a mix of Humbrol 22 (Gloss White) and 196 (Light Grey, RAL 7035) so that there would be some contrast room left for post-shading with pure white.

The interior of cockpit and landing gear wells was painted with zinc chromate primer yellow (Humbrol 81), while the landing gear struts became Humbrol 56 (Aluminum Dope). The radiator ducts received an interior in aluminum (Revell 99).

In order to simulate wear and tear as well as the makeshift character of the camouflage I painted the wings’ leading edges and some other neuralgic areas in aluminum (Revell 99, too) first, before the basic camouflage tones were added in a somewhat uneven fashion, with the metallized areas showing through.

Once dry, the model received an overall washing with thinned black ink and a through dry-brushing treatment with lighter shades of the basic tones (including Humbrol 30, 122 and 145) for post-panel-shading and weathering, esp. on the upper surfaces.

The decals are a mix from a Rising Decals sheet for various RNZAF aircraft (which turned out to be nicely printed, but rather thin so that they lacked opacity and rigidity), and for the tactical markings I stuck to the RNZAF practice of applying just a simple number or letter code to frontline aircraft instead of full RAF-style letter codes. The latter were used only on aircraft based on home soil, since the RNZAF’s frontline units had a different organization with an aircraft pool allocated to the squadrons. Through maintenance these circulated and were AFAIK not rigidly attached to specific units, hence there was no typical two-letter squadron code applied to them, just single ID letters or numbers, and these were typically painted on the aircraft nose and/or the fin, not on the fuselage next to the roundel. The nose art under the cockpit is a mix of markings from P-40s and F4Us.

The white ID bands on fuselage and wings are simple white decal strips from TL-Modellbau. While this, together with the all-white tail, might be overdone and outdated towards mid-1945, I gave the Kiwi-Mustang some extra markings for a more exciting look – and the aircraft’s profile actually reminds a lot of the Ki-61, so that they definitely make sense.

Towards the finish line, some additional dry-brushing with grey and silver was done, soot stains were added with graphite to the exhaust areas and the machine gun ports, and the model was finally sealed with matt acrylic varnish.

After the recent, massive YA-14 kitbashing project, this Mustang was – despite some challenges of the RS Models kit itself – a simple and quick “relief” project, realized in just a couple of days. Despite being built OOB, the result looks quite exotic, both through the paint scheme with RNZAF colors, but also through the unusual roundels and the striking ID markings (for a Mustang). I was skeptical at first, but the aircraft looks good and the camouflage in RNZAF colors even proved to be effective when set into the right landscape context (beauty pics).

At Fort Ord, a decommissioned Army Base in Monterey, CA.

Night, completely dark room, about 2 minutes at f5.6, red and blue-gelled flashlight and strobe-flash.

Reprocessed and replaced, November 2023.

Mercedes Benz SL Black Series Conversion. Facelift conversion for SL500, SL55, SL65, SL600 and SL63 AMG

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+++ 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:

Immediately after the 1989 Velvet Revolution, the Czech president Václav Havel declared a de-mobilization of the Czech defense industry. Nevertheless, after the dissolution of the Soviet Union in 1991, the Czech company Aero Vodochody continued developing the basic L-39 Albatros design with a view toward greater export. The resulting L-39MS, later re-designed as L-59 Super Albatros, featured a more powerful turbofan engine, advanced avionics, and has been bought in quantity by Egypt and Tunisia. In 1993, a group of Czech military experts launched a project of production of a modern domestic fighter to replace the obsolete Soviet aircraft. Since the proposed Aero L-X supersonic fighter development proved to be financially demanding (up to US$2 billion), the less costly L-159 subsonic attack aircraft was approved for procurement instead.

However, in 2018 the company sold them, under indirect pressure from NATO, to the Catalonian government at a “symbolic”, yet unspecified, price. This small fleet was soon augmented by five more L-159As and ten L-159T1s which were directly procured from the Czech Republic in 2019. These aircraft formed the initial, small backbone of the young country’s air defense, armed with AIM-9 Sidewinders (AIM-120 AMRAAM was possible, to, but not procured due to severe budget restraints) and Mauser BK-27 cannon in conformal pods. Since no military airfields with a suitable infrastructure for jet aircraft were available for the GARC at the time of their purchase and introduction, the L-159s were initially based at two public regional airports: at Reus, in the proximity of Tarragona at the Mediterranean coast, and at Girona in the country’s north, where airfield sections were separated of the military operations.

General characteristics:

Crew: one

Length: 12.72 m (41 ft 8¾ in)

Wingspan: 9.54 m (31 ft 3½ in)

Height: 4.87 m (16 ft)

Wing area: 18.80 m² (202.4 ft²)

Airfoil: NACA 64A-012

Aspect ratio: 4.8:1

Empty weight: 4,350 kg (9,590 lb)

Max. takeoff weight: 8,000 kg (17,637 lb)

Powerplant:

1× Honeywell F124-GA-100 turbofan, delivering 28.2 kN (6,330 lbf) thrust

Performance:

Never exceed speed: 960 km/h (518 knots, 596 mph)

Maximum speed: 936 km/h (505 knots, 581 mph) at sea level, clean

Stall speed: 185 km/h (100 knots, 115 mph)

Range: 1,570 km (848 nmi, 975 mi) max internal fuel

Combat radius: 565 km (305 nmi, 351 mi) lo-lo-lo, with a gun pod, 2× Mark 82 bombs, 2× AIM-9

Sidewinder and 2× 500 L drop tanks

Service ceiling: 13,200 m (43,300 ft)

Rate of climb: 62 m/s (12,220 ft/min)

Armament:

7Í hardpoints in total, 3 under each wing (outer pylons only for AAMs) and 1 under the fuselage,

holding up to 2,340 kg (5,159 lb) of ordnance

The kit and its assembly:

This model was spawned by a grain of truth: as mentioned in the background, EADS Spain had actually bought a few L-159s in 2009 from the CzAF in exchange for transporters, and together with the ongoing plans of an independent Catalonia I merged both into this ALCA single seater for the fictional Republic of Catalonia Air Guard.

The kit is the relatively new KP L-159. This is basically a nice model, but the kit has some severe flaws (see below). The model was basically built OOB, I just added AIM-9L Sidewinders and their respective launch rails as external ordnance on the outermost underwing hardpoints. Since I did not find the standard gun pod (a ZVI PL-20 Plamen pod with 2×20 mm guns) suitable, I decided to give the GARC aircraft a heavier, Western weapon in the form of a Mauser BK-27 (the same weapon used onboard of the Panavia Tornado or the Saab Gripen) in a conformal cannon pod under the fuselage. This piece was taken and adapted from a Heller Alpha Jet. Its shape perfectly fitted between the two ventral air brakes.

Concerning the kit itself, the build turned out to be a medium nightmare. The kit looked promising in the box, with fine engravings, but nothing fits well. There are no locator pins, you have (massive) ejection marks almost everywhere, and the parts’ attachment points to the sprues protrude into the parts themselves, so there’s a lot to clean up. At least there are no sinkholes.

Upon assembly, the cockpit tub – nicely detailed – would not fit into the fuselage at all and ended up in an oblique position (hidden through a pilot figure from the scrap box and a re-mounted avionics fairing in the rear cockpit). The air intakes left me guessing, too: while the edges are crisp and thin, the overall fit with the fuselage and the orientation of the parts had to be guesstimated, plus a mediocre fit, too. The instructions are not very helpful, either. I am quite disappointed and tried to make the best of the situation.

Painting and markings:

Much more thought was put into the model’s looks. What camouflage should such an aircraft carry? And I had to invent roundels/markings for a Catalonian air force aircraft, too.

Since the Catalonian L-159s were multi-purpose aircraft, yet primarily tasked with air space defense, I opted for an subdued air superiority scheme instead of a tactical low-level camouflage. Furthermore, the camouflage was supposed to be suited for a mountainous landscape (Pyrenees), relatively flat and dry land and also to open sea. This was a good opportunity to give a model the Greek “Ghost” scheme: a three-tone wraparound scheme consisting of FS 36307 (Light Sea Grey), 36251 (Aggressor Grey) and 35237 (Medium Grey, but actually a rather greyish blue). The pattern was adapted from Hellenic F-16s. I think it’s a good compromise, and it suits the ALCA well.

The national markings caused more headaches. I was looking for something that would not look like the Spanish roundel, but still reflect the Catalonian indpendence flag and – most important – I wanted to be able to create it from stock material (not printing them at home), with the option to replicate it on potential future builds.

In the end and after long safaris through my spare decal repository, I came up with a round marking. It consists of an Ukrainian roundel with a relatively thin outer yellow ring (from a Begemot MiG-29 sheet), placed on top of a Hinomaru, so that a thin, red outer ring was added. Onto the central, blue disc a white star (from a TL Modellbau sheet with US Army markings) was added. I think that this looks original enough?

There was a problem, though… In my first attempt to apply this construction, the roundels turned out to be VERY large overall. While the design itself looked O.K. (despite reminding of Captain America somehow), this looked ridiculous, esp. on an aircraft with a wraparound low-viz paint scheme. I was not satisfied, so I heavy-heartedly ripped the decals off again (using adhesive tape, works like a charm) and tried it again, in a smaller version.

Hinomaru became the basis once more, even though smaller, and then die-punched discs in yellow and blue (from generic decal sheet) were added, and finally small white stars again, one size smaller than during the first attempt. While this is still colorful and stands out from the grey background, the second attempt looked much more balanced now, and I stuck with it.

In order to add more flavor, I added Catalonian fin flashes and squadron emblems on the nose, depicting the “burro”, the Catalonian donkey which has become a kind of unofficial regional symbol as a kind of anti-mascot to the Spanish bull. These markings/decals were printed at home on white sheet.

The tactical codes were based on the Spanish system. The Spanish Air Force has its own alphanumeric system for identifying aircraft: This forms a prefix to the airframe serial number, usually marked on the tail. C means cazabombardero (fighter bomber); A, ataque (attack); P, patrulla (patrol); T, transporte (transport); E, enseñanza (training); D, search and rescue; H, helicopter; K, tanker; V, Vertical Take Off and Landing (VTOL); and U, utility. An example would be that the F-18 with "C.15-08" on the tail is the fifteenth type of fighter that arrived in the Spanish Air Force (the Eurofighter is the C.16) and is the eighth example of this type to enter the SAF. On the nose or fuselage, the aircraft has a numeral specific to the unit in which it is based.

Variants of planes in service, for example two-seater versions or tanker versions of transports planes, add another letter to differentiate their function, and have their own sequence of serial numbers separate from the primary versions. Example: "CE.15-02" will be the second F-18 two-seater (Fighter Trainer) delivered to the SAF. In addition, the aircraft used by the Spanish Air Force usually carry a code consisting of one or two digits followed by a dash and two numbers, painted on the nose or fuselage. The first number corresponds to the unit to which they belong, and the second the order in which they entered service. Example: the fourth F-18 arriving at Ala 12 will have on the nose the code "12-04". Those codes do change when the aircraft is re-allocated to a different unit. Quite complicated…

This led to the tactical code “2-03”, for the 3rd aircraft allocated to the 2nd fighter squadron, and “C.1-03” as individual registration as the 3rd aircraft of the 1st fighter type in Catalonian service. All codes were puzzled together with single black letters and numbers from TL Modellbau in 3 and 5mm size.

Finally, the kit was sealed with matt acrylic varnish.

+++ 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:

Towards the end of WWII, the Swedish Army's main tank was the Stridsvagen 42. It was a medium tank, modern in design and it was also well protected and mobile. It fielded a 75 mm L/34 gun, the first of its size in a Swedish tank and entered service with the Swedish army in November 1941. As a neutral nation in World War II Sweden did not engage in combat; thus its tanks had no battlefield record. Between April 1943 to January 1945, 282 Strv 42s were delivered.

The Strv 50 served on until 1984, when it was phased out together with the Strv 74 and superseded by the Strv 103, the famous and unique, turret-less Swedish “S” tank.

Specifications:

Crew Four (commander, gunner, loader, driver)

Weight 35 tonnes

Length 6.03 metres (23 ft in) (hull only)

8,36 metres (27 ft 5 in) with gun forward

Width 2,95 metres (9 ft 6 in)

Height 2.49 metres (8 ft 1 1/2 in) w/o AA machine gun

Suspension: torsion-bar

Ground clearance: 495 to 510 mm (1 ft 7.5 in to 1 ft 8.1 in)

Fuel capacity: 820 l (180 imp gal; 220 US gal)

Armor:

10–64 mm (0.8 – 2.5 in)

Performance:

Speed:

- Maximum, road: 46 km/h (28.5 mph)

- Sustained, road: 40 km/h (25 mph)

- Cross country: 15 to 25 km/h (9.3 to 15.5 mph)

Operational range: 200 km (125 mi)

Power/weight: 17.14 hp/t

Engine:

VL 570 turbocharged V-8 diesel engine with 570 PS (420 kW)

Transmission:

ZF electromagnetic (6 forward and 2 reverse)

Armament:

1× 90 mm kanon strv 50 L55 with 58 rounds

1× co-axial 8mm ksp m/39 strv machine gun with 3.000 rounds

Optional, but rarely used, another 8mm ksp m/39 strv machine gun anti aircraft machine gun

The kit and its assembly:

Another entry for the “Cold War” Group Build at whatifmodelers.com, and, as a shocker, it’s not a fictional aircraft but a tank! I came across Sweden as an operator because the country tested some German tanks (bought from France) after WWII, including the Panzer V ‘Panther’. While I considered a Swedish Army Panther I eventually went for an indigenous design for the late 50ies – the Strv 50 was born.

The basis is a JGSDF Type 61 tank (Trumpeter kit), more or less the whole body and chassis were taken over. The turret is different/new, a mix of a late WWII M4 Sherman (‘Jumbo’) turret from Wee Friends (resin and white metal) coupled with a white metal gun barrel and some implants from the Type 61 tank like the commander’s cupola or the gun mantle.

The result is a rather generic tank with some retro appeal – like a big brother to the M24 Chaffee or M41 Walker Bulldog, or like a dramatically modernized M4 Sherman?

Painting and markings:

Benchmark were pictures of Swedish post-WWII 42 tanks, painted in a disruptive 3 color scheme of grayish green, black and a light, reddish tan. I used FS 34096, RAL 7021 and French Earth Brown (all Modelmaster enamels) as basic tones. In order to give the vehicle a post WWII look I painted the small wheel hub covers in bright red – a decorative detail inspired by British Army vehicles.

Later the surface received a dark brown wash and some dry-brushing with ochre and grey. After decals were applied (all from the scarp box: the Swedish flags come from a H0 scale Roco Minitanks UN units sheet, the numbers are actually German WWII font), the kits was sealed with matt acrylic varnish.

Finally, the tank was treated with grey and brown artist pigments, simulating dust especially around the lower chassis.

This was the first. The prototype based on Catachan legs, arms and lasguns with Cadian torso and forgeworld Cadian respirator helmets

+++ 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 Temco Model 63 "Buckskin" trainer was designed by Texas Engineering & Manufacturing Company (TEMCO) as a private venture to replace the US Navy's piston-engine, land-based Beech Model B45 'Mentor' primary trainers in the mid 1960ies, but with better performance and more likeliness to modern jet fighters.

The Model 63’s forerunner, the Temco Model 51, had been initially proposed to the US Air Force in response to an Air Force competition for a jet-powered primary trainer, which was eventually won by the Cessna T-37 Tweet. A small number of the Model 51 were built and put into service, powered by a Continental Motors J69-T-9 (a license-built Turbomeca Marboré) jet engine and officially designated TT-1 ‘Pinto, but only saw a limited career.

The US Navy liked the turboprop engine, though, but wanted a less complex aircraft. This eventually materialized in the early Seventies with the T-34C Turbo-Mentor. After a production hiatus of almost 15 years, the Beech Model 45 returned, powered by a Pratt & Whitney Canada PT6A-25 turboprop engine. Mentor production restarted in 1975 for deliveries of T-34Cs to the USN and of the T-34C-1 armed version for export customers in 1977, this version featuring four underwing hardpoints. Since the late 1970s, T-34Cs have been used by the Naval Air Training Command to train numerous Naval Aviators and Naval Flight Officers for the U.S. Navy, U.S. Marine Corps, U.S. Coast Guard, and numerous NATO and Allied nations - and the small T2T fleet was phased out by 1979.

General characteristics:

Crew: two

Length: 32 ft 7 in (9.93 m)

Wingspan (incl. tip tanks): 29 ft 10 in (9.09 m)

Height: 8 ft 1 1/2 in (2.48 m)

Wing area: 150 sq ft (13.9 m2)

Empty weight: 2,848 lb (1,292 kg)

Loaded weight: 5,400 lb (2,448 kg)

Powerplant:

2× Turbomeca Bastan IV turboprop engines, rated at 650 shp (485 kW) each

Performance:

Maximum speed: 345 mph (300 knots, 556 km/h) at 15,000 ft (4,600 m)

Never exceed speed: 518 mph (450 knots, 834 km/h)

Cruise speed: 247 mph (215 knots, 398 km/h) at 25,000 ft (7,600 m)

Stall speed: 69 mph (60 knots, 111 km/hr)

Endurance: 2.5 hr

Service ceiling: 30,000 ft (9,145 m)

Rate of climb: 1,900 ft/min (9.7 m/s)

Armament:

2x underwing hardpoints for a total load of up to 1.000 lb (454 kg)

2x optional wing tip tanks

The kit and its assembly:

The final entry for the 2016 "In the Navy" Group Build at whatifmodelers.com, and a close call since I started work on this conversion only 5 days before the GB's deadline!

The original inspiration was the photoshopped picture of a private TT-1 in all-blue USN markings, created by artist "Stéphane Beaumort" in 2010 (check this illustration originally posted at AviaDesign: aviadesign.online.fr/images/temco-buckskin2.jpg).

A slightly bizarre aircraft with the tandem propellers and the twin tail booms, and IMHO with some fishy details in the CG rendition, e.g. including the idea of driving both propellers with a single engine through shafts and gearboxes. But the concept looked overall feasible and Special Hobby offers a very nice TT-1 Pinto kit, which I was able to procure from Poland an short notice. As a bonus, this kit comes with markings for this specific, blue aircraft (“13/S”), actually a re-constructed, privately owned machine.

The Special Hobby kit became the basis for my personal interpretation of the T2T, and it underwent some conversions, being outfitted with a variety of donation parts:

- The front engine once was a cut-away Merlin from a Hobby Boss Hawker Hurricane

- The tail booms and fins come from a Revell Focke Wulf Flitzer

- The stabilizer was created from two Hobby Boss He 162 tail elements

- Propellers come from a vintage, box scale Revell Convair Tradewind

- In order to attach them, styrene tubes were implanted and the props mounted on metal axis’

- The front wheel also belongs to a Hobby Boss He 162, longer than the OOB parts

- The main wheels are bigger, from a Matchbox Folland Gnat

Work started with the central fuselage, the added front engine and conversions for the rear pusher engine. Once the wings were in place and the propeller diameter clear, attachment points for the tail booms were scratched from styrene tube and added to the wings' upper sides (leaving the lower surface free, so that the OOB landing gear could be used). Then the tail booms and the tailored stabilizer were mounted, as well as the wing tip tanks.

The landing gear came next; the main struts and covers were used, but slightly bigger wheels chosen from the scrap box. For the front wheel well, a "hole" had to be dug out of the massive new nose section (consisting of 2C putty and lead beads) - the OOB covers were used, though, and a longer and more massive front wheel was mounted.

Sounds simple and conclusive, but things evolved gradually and the job involved a lot of body work - under dire time pressure. The fact that the kit fell from my workbench after day #2 and hit the floor in a nasty angle, so that the tails suffered severely and needed repair, did not help either...

Another issue became the canopy. I am not certain where the problem lies, but the canopy turned out to be 2mm too short for the fuselage? Could be the result of the massive rhinoplasty with the added front engine, but I am also a bit worried about the position of the cockpit tubs – when I mounted them, the appeared to be in the correct position, but once the fuselage was closed both seat positions appear to be too far to the back – even though the dashboards seem to be correct?

Painting and markings:

I used the CG drawing as benchmark, also because the Special Hobby kit came with the right decal set for an all-blue USN livery, which historically was about to be changed in the late Fifties to brighter schemes.

The interior surfaces, both cockpit and the landing gear, were painted in a very light gray (FS 36495, Humbrol 147), just as on the real world TT-1. All outside surfaces became Sea Blue FS 35042 (ModelMaster). Very simple, and some panel shading with was done for a more dramatic look on the otherwise uniform airframe.

The silver leading edges on wings and stabilizer, as well as the yellow canopy framing, were created from decal strips. The propeller spinners became, as a small highlight, bright red, and some of the OOB sheet’s red trim for “13/S” were used, too. No more weathering was done, and, finally, everything sealed under a coat of gloss acrylic varnish, except for the propeller blades and the black anti-glare panel, which became matt.

An odd creation, and taking into account the four and a half days time frame from sprues to beauty pics (including background research and text), as well as the body work involved in the building process with the new front engine and the tail booms, I am quite happy with the result. Could have been better, sure, but it was finished in time, just as planned/hoped for. ;)

Anyway, the T2T looks interesting; my build slightly differs from the benchmark CG renditions, but remains true to Stéphane Beaumort’s basic idea. Cheers!

+++ 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 Bell P-39 Airacobra was a fighter produced by Bell Aircraft produced for the U.S. Army Air Forces during World War II. It was one of the principal American fighters in service when the United States entered combat. It had an unusual layout, with the engine installed in the center fuselage, behind the pilot, and driving a tractor propeller in the nose with a long shaft. Although its mid-engine placement was innovative, the P-39 design was handicapped by the absence of an efficient turbo-supercharger, preventing it from performing high-altitude work, and it only had a limited fuel capacity. For this reason, it was rejected by the RAF for use over western Europe but adopted by the USSR, where most air combat took place at medium and lower altitudes.

For the remainder of the war, 14 Squadron rotated between forward and rear bases in the Pacific and 6-week periods of home leave in New Zealand. On 11 June 1943, 14 Squadron moved to the forward base of Kukum Field on Guadalcanal—on its first contact with the enemy, the following day, six Japanese aircraft were destroyed. The squadron later deployed to different bases in the South Pacific as demanded: In November 1943, 14 Squadron moved for the first time to New Georgia, followed by Bougainville in February 1944, Green Island in December, and Emirau in July 1945. In 1944, No. 14 Squadron became one of thirteen RNZAF squadrons re-equipped with Vought F4U Corsairs, which replaced all remaining P-39s. By this time the Japanese fighters had been all but eliminated and the unit increasingly attacked ground targets.

General characteristics:

Crew: One

Length: 30 ft 2 in (9.19 m)

Wingspan: 34 ft 0 in (10.36 m)

Height: 12 ft 5 in (3.78 m)

Wing area: 213 sq ft (19.8 m²)

Empty weight: 6,516 lb (2,956 kg)

Gross weight: 7,570 lb (3,434 kg)

Max takeoff weight: 8,400 lb (3,810 kg)

Powerplant:

1× Allison V-1710-85 V-12 liquid-cooled piston engine,

delivering 1,200 hp (890 kW) at 9,000 ft (2,743 m) at emergency power,

driving a 3-bladed constant-speed propeller

Performance:

Maximum speed: 389 mph (626 km/h, 338 kn)

Stall speed: 95 mph (153 km/h, 83 kn) power off, flaps and undercarriage down

Never exceed speed: 525 mph (845 km/h, 456 kn)

Range: 525 mi (845 km, 456 nmi) on internal fuel

Service ceiling: 35,000 ft (11,000 m)

Rate of climb: 3,805 ft/min (19.33 m/s) at 7,400 ft (2,300 m), using emergency power

Time to altitude: 15,000 ft (4,600 m) in 4 minutes 30 seconds, at 160 mph (260 km/h)

Wing loading: 34.6 lb/sq ft (169 kg/m²)

Power/mass: 0.16 hp/lb (0.26 kW/kg)

Armament:

1× 37 mm (1.5 in) M4 cannon with 30 rounds, firing through the propeller hub

4× 0.5 in (12.7 mm) Browning M2 machine guns,

two synchronized with 200 RPG in the nose, one with 300 RPG under each outer wing

1× ventral hardpoint for up to 500 lb (230 kg) of bombs or a drop tank

The kit and its assembly:

This was a quick project, a simple “livery whif” based on a profile drawing of a fictional RNZAF P-39, created by fellow board member PantherG at whatifmodellers.com and published in June 2021. Since the fictional livery aspect of this build would be the centerpiece, I chose the cheap and simple Hobby Boss P-39 kit from 2007 as basis. There are two Hobby Boss kits of the P-39: an N and a Q boxing, but both are identical and only differ through the decals. To build an N, you leave away the underwing gun pods, and for a Q you cut away the machine gun barrels from the wings.

The kit is rather primitive and sturdy, but it still needs some PSR around the fuselage seams. However, from the outside the Hobby Boss kit is a decent representation of a P-39 – if you want a (really) quick build and/or you are on a budget, it’s O.K. The kit was built OOB, I just added a pilot figure to the (primitive) cockpit with seat belts made from masking tape, since this would be the only detail inside to be recognizable, and I added a radio set behind the seat to fill the empty space above the engine cover. The openings for the fuselage-mounted machine guns had to be carved into the hull. I used the OOB propeller mount with its thin steel axis, because it is more compact than my own usual styrene tube arrangement – the leftover space in the nose was filled with lead to keep the front wheel on the ground. However, the literally massive tail of the model necessitated even more nose weight, so that the front landing gear well was partly filled with lead, too. Not pretty, but the lead beads are only visible directly from below – and it was eventually enough to keep the nose down!

Painting and markings:

This model is not a 1:1 hardware rendition of PantherG’s drawing, rather a personal interpretation of the idea that the RNZAF had operated the P-39 in the PTO around 1943. However, I took over the basic USAAF livery in overall Olive Drab 41 with Neutral Grey 43 (FS 36173) undersides, plus generous Medium Green 42 (~FS 34094) contrast blotches on the edges of the aerodynamic surfaces to break up the aircraft’s outlines.

The paints became Tamiya XF-62 (IMHO the best rendition of the USAAF tone) with Humbrol 105 (FS 34097) for the additional wing cammo, and Humbrol 165 (RAF Medium Grey, a lighter tone than Neutral Grey) underneath. 105 was chosen because it gives a good contrast to the Olive Drab background, and it is not too bluish. The cockpit interior and the landing gear wells were painted in zinc chromate green - Humbrol 159 was used.

A black ink washing and some post-panel-shading followed, with stronger weathering on the upper surfaces to simulate sun-bleaching. The markings are roughly based on a contemporary RNZAF P-40M, and it is a wild mix. The ex-USAAF camouflage would not be used by the RNZAF, but the white ID bands on wings and fuselage as well as the white spinner are typical for the time. The same goes for the roundels, which still contained tiny red discs at the fuselage roundels’ center. Oddly, very different roundels were carried above and below the wings. As a repaired and re-badged ex-USAAF aircraft, I added overpainted markings of this former operator – the serial number on the fin as well as the former bars of the American markings were painted over with (a sort of) Foliage Green (Humbrol 172).

The national markings, the serial number and the small nose art came from a Rising Decals sheet for various RNZAF aircraft types, while the white stripes were improvised with generic decal sheet material (TL Modellbau). The RAF-style tactical code was not carried by the RNZAF’s machines, but I added them, anyway, because they might have been left over from early RNZAF operations. However, together with the white ID bands, there’s a lot going on along the fuselage – white code letters would certainly have been “too much”. The code letters in Medium Sea Grey came from an Xtradecal sheet, and due to the little space on the rear fuselage the unit code “HQ” was placed on the nose – in a fashion similar to the RAAF’s few P-39s.

After a light black ink washing and some post shading and weathering (e. g. exhaust stains with graphite), the model was sealed with matt acrylic varnish and wire antennae from heated sprue material added.

Well, from the construction perspective, this was a very simple project, and despite the Hobby Boss kit’s basic constriction, the result looks quite good. Even the canopy – normally a weak spot of these kits – looks decent. And I was lucky that I could cramp enough weight into the nose space that the model actually rests on all of its wheels. The camouflage is not spectacular, either, just the markings, esp. the ID bands, caused some headaches, but thanks to generic white decal stripes even such details lose their horror. A nice-looking what-if Airacobra, and I feel inclined to create a contemporary ML-KNIL machine someday, too. :D

alternate style CD cover for big finish audio

20 mazorcas == 800 gramos de Cacao en grano == 1 Kg de Chocolate amargo.

Dan Carter's conversion, minute 53 for a 29-10 score.

The folks at Genuine Bicycle Products offer this conversion headset. It's a basic 1-1/8" threadless headset with the cups turned down to fit an old-school Chicago Schwinn, so you can run a contemporary fork on your vintage whip

+++ 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 Hawker Sea Hawk was a British single-seat jet fighter of the Royal Navy, built by Hawker Aircraft and its sister company, Armstrong Whitworth Aircraft. In the final years of the Second World War, Hawker's design team had become increasingly interested in developing a fighter aircraft that took advantage of the newly developed jet propulsion technology. On 1 September 1944, the first prototype of the company's latest piston engine fighter aircraft, the Hawker Fury/Sea Fury, conducted its maiden flight; it was this aircraft that would serve as the fundamental design basis for Hawker's first jet-powered aircraft, the P.1035, which was submitted for evaluation by the Air Ministry in November 1944.

The Sea Hawks in Fleet Air Arm service began being phased out from first line service in 1958, the year in which the Supermarine Scimitar and de Havilland Sea Vixen entered service, both of which types would eventually replace the Sea Hawk in the fighter and attack role. The last front line Sea Hawk squadron, No. 806, disbanded at RNAS Brawdy on 15 December 1960, ending a very brief operational career for the Sea Hawk. Most Sea Hawks in second line service were withdrawn by the mid-1960s, the trainers were retired in 1967, but four of them were refurbished and sold to India, where they served until 1983, partly from the Indian aircraft carrier Vikrant.

General characteristics:

Crew: One

Length: 40 ft 5 in (12.34 m)

Wingspan: 39 ft 0 in (11.89 m)

Height: 9 ft 8 in (2,95 m )

17 ft 8 in (5,39 m with folded wings)

Wing area: 278 ft² (25.83 m²)

Empty weight: 9,482 lb (4,305 kg)

Loaded weight: 13,220 lb (5,996 kg)

Max. takeoff weight: 16,150 lb (7,325 kg)

Powerplant:

1× Rolls-Royce Nene 101 turbojet, rated at 5,000 lbf (22.24 kN) thrust

Performance:

Maximum speed: 583 mph (940 km/h)

Range: 480 mi (770 km)

Service ceiling: 44,500 ft (13,564 m)

Rate of climb: 5,700 ft/min (29.0 m/s)

Wing loading: 48 lb/ft² (232 kg/m²)

Thrust/weight: 0.38

Armament:

2× 20 mm (0.79 in) Hispano Mk V cannons (200 RPG) in the lower front fuselage

Underwing hardpoints and provisions to carry combinations of:

16× 60 lb (27 kg) unguided 3" rockets or 8× 5” (127 mm) unguided HVAR rockets, and

2× 500 lb (227 kg) bombs, or

2 × 90 Imp gal (410 l) drop tanks

The kit and its assembly:

This one is my submission to the 2018 One Week Group Build at whatifmodelers.com, and it was originally inspired by the work a fellow modeler in 2015 (Glenn Gilbertson, from that year’s One Week GB) who mated a Hawker Sea Hawk with the nose section from a Hawker Hunter trainer. The result was, for my personal taste, a rather nose-heavy affair, but it looked very convincing. I liked the concept and I kept the idea in the back of my mind. And the 2018 GB was now a good occasion to tackle this project, also because I had proper ingredients at hand.

This included a Hobby Boss Sea Hawk kit that I had purchased as a cheap, special offer (but without a plan for it yet), and a surplus BAC Strikemaster fuselage (Matchbox) that I had in my stash after the recent BAC Bushmaster kitbashing. A quick test revealed that a transplantation of the Strikemaster nose section appeared feasible, since the width is very similar. Compared with the Hunter nose section from Glenn Gilbertson’s build, the Strikemaster nose is considerably shorter and more compact, but it still offers the plausible side-by-side arrangement.

From this starting point things evolved straightforward, since there was only a limited time frame available to complete the build from box to beauty pics. Most of the Sea Hawk (the Hobby Boss model is a lovely “real” kit!) was built OOB, only the cut for the nose transplant caused some headaches. I eventually settled on a staggered solution, keeping the Strikemaster’s floor section and internal cockpit rear bulkhead in front of the wing roots, but with an extended spine donation so that the whole slide-back canopy could be transferred and opened. All in all, and in contrast to Glenn Gilbertson’s 2015 build, the length of the new aircraft just grew only little, so that the overall proportions could be kept.

Using the Sea Hawk Mk. 100/101 kit had the benefit of a taller fin – which would have had to be scratched in some way in order to balance the trainer’s profile, since the original short fin would look pretty wacky with the enlarged nose section. The whole thing still looks a little goofy, though…?

Inside of the cockpit, I replaced the Strikemaster’s OOB double seat with two single seats from an Intech TS-11 Iskra, and I added a new floor and a rear bulkhead. The dashboard was taken OOB but decorated with instrument decals (from a Matchbox Hunter two-seater). Two scratched gunsights decorate the dashboard, too. The rest of the nose was stuffed with lead beads for a proper stance.

The canopy was cut into two pieces for an opened presentation, and for this purpose I also cut away a part of the Strikemaster spine which is, in real life, attached to the canopy’s sliding part.

The landing gear was taken OOB from the Sea Hawk, I just shortened the length of the nose wheel strut and modified the front wheel well covers (made from much thinner plastic sheet), since the Strikemaster has a shorter and smaller arrangement than the Sea Hawk.

Being a trainer, I just added a pair of OOB drop tanks under the wings.

Painting and markings:

Well, there are only a few potential options for a Fifties RN aircraft, and I guess that a silver livery with orange dayglow markings would have been the most probable option. But I wanted to attach the trainer to an active carrier unit, so I rather settled upon an elegant, shiny Extra Dark Sea Grey/White livery with some orange accents.

Basic colors are a very light grey (instead of pure white, acrylic paint from a rattle can) and Humbrol 123, with the upper tone carried around the leading edges.The kit received a very light black ink wash, so that the engraved panel lines would catch some pigments, as well as some light post-shading with Humbrol 164 and 125 (Dark Sea Grey and FS 36118, respectively) and Humbrol 34, flat white.

The fluorescent orange stripes are all decals, generic material from TL Modellbau. The RN markings were puzzled together from various sources, since the Hobby Boss Sea Hawk Mk. 100/101 only comes with German and Indian markings. The serial number, XA454, actually belongs to a Fairey Gannet and was adapted from a respective Xtradecal sheet. The 809 NAS emblems come from an Model Alliance Buccaneer sheet, while other markings come from a Sea Harrier sheet from the same company.

The aircraft’s tactical code number had to be improvised: placing it on a uniform background on the medium waterline for better contrast and readability was inspired by contemporary types like the Scimitar. Both cases of black code on white or white code on EDSG were used, as far as I can tell, as well as black letters with a thin, white outline. I settled for white, generic decal material as background, which adds to the impression that the code had been applied in the field, and black letters.

Finally the kit was sealed with a mix of Italeri acrylic varnishes, 2/3 “semi gloss” and 1/3 “matt”, for a slightly shiny finish.

You can say that this Sea Hawk trainer “has character”, but the tadpole cockpit from the Strikemaster somewhat ruins the original fighter’s clean lines? The result reminds me of the TF-102, at least when you compare the trainer variant with the original fighter, and the Sea Hawk trainer’s overall lines somewhat resemble a McDonnell F2H Banshee night fighter or even a Grumman A-6 intruder?

However, I like the outcome of this quick rhinoplasty adventure, and within the Group Build’s limited timeframe (and real life happening in parallel) I am quite pleased with the result, even though there are some flaws. Tough job, though, since it involved some serious bodywork and I just did not only build the model, but also produced a beauty pics series.

It isn't obvious, but I made a mistake while drilling the holes. Because of the way I transferred the bolt pattern between the mounts, the screw pattern on the new mount was the mirror image of the original. Since there were four evenly spaced screws, the mirror image was the same as the original. Unfortunately, the orientation of the 4 screws relative to the top of the lens was not symmetric. While I carefully matched the top of the lens with the top of the Canon body, I forget to reverse the offset to account for the mirroring. Now, the lens is about 15 degrees off center. It took so much hand effort to get the mount to fit that I did not bother making another one to correct this problem. The lens and hood are otherwise rotationally symmetric, so this slight rotation did not matter.

Sunnyvale, CA

Protest demanding a ban on conversion therapy - Whitehall, London

+++ 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:

In the aftermath of the Second World War, Sweden required a strong air defense, utilizing the newly developed jet propulsion technology. This led to a pair of proposals being issued by the Saab design team, led by Lars Brising. The first of these, codenamed R101, was a cigar-shaped aircraft, which bore a resemblance to the American Lockheed P-80 Shooting Star. The second design, which would later be picked as the winner, was a barrel-shaped design, codenamed R 1001, which proved to be both faster and more agile upon closer study.

Nevertheless, the J 29D soldiered on, together with the rest of the J 29F and S 29C fleet, until 1970, even though not in front line duties anymore.

General characteristics:

Crew: 1

Length: 10.80 m (35 ft 4 1/2 in)

Wingspan: 11.0 m (36 ft 1 in)

Height: 3.75 m (12 ft 4 in)

Wing area: 24.15 m² (260.0 ft²)

Empty weight: 4,845 kg (10,680 lb)

Max. takeoff weight: 8,375 kg (18,465 lb)

Powerplant:

1× Svenska Flygmotor RM2B afterburner turbojet, rated at 6,070 lbf (27 kN)

Performance:

Maximum speed: 1,060 km/h (660 mph)

Range: 1,100 km (685 mi)

Service ceiling: 15,500 m (50,850 ft)

Rate of climb: 32.1 m/s (6,320 ft/min)

Armament:

4x 20mm Hispano Mark V autocannon in the lower front fuselage

Typically, a pair of 400-liter (106 US gallon) or 500-liter (132 US gallon) drop tanks was carried on the outer “wet” pylons

Further air-to-air ordnance initially consisted of 75 mm (3 in) air-to-air rockets, from 1963 onwards the J 29D could also carry up to 4x Rb 24 (AIM-9B Sidewinder) IR-guided air-to-air missiles.

Optionally (but never carried in service), the J 29D could also deploy a wide range of bombs and unguided missiles, including 145 mm (5.8 in) anti-armor rockets, 150 mm (6 in) HE (high-explosive) rockets or 180 mm (7.2 in) HE anti-ship rockets

The kit and its assembly:

Sweden is a prolific whiffing territory, and the Saab 29 offers some interesting options. The all-weather Tunnan was a real Saab project, and things actually got as far as the aforementioned radome shape test stage. But eventually the project was fully dropped, since Saab had been busy with standard J 29 production and conversions, so that this aircraft never materialized, just as the projected side-by-side trainer Sk 29 of the same era.

However, I recently came across a nice Saab 29 book which also covers some projects – including drawings of the radar-equipped Tunnan that never was. My converted model with the thimble radome and the raked air intake is based on these drawings.

The basic kit is the Heller Saab 29, which I deem superior to the Matchbox Tunnan, with its mix of raised and engraved panel lines and overall rather soft detail (despite the surprisingly nice cockpit). Anyway,, the Heller kit has its flaws, too, e. g. a generally weak material thickness, lack of locator pins or other stabilizing aids and some sinkholes here and there.

The kit was built mostly OOB, with as much lead in the gun tray as possible - and it actually stands on its own three feet/wheels! The only major change is the modified nose section. It sounds simple to graft a radome onto the Tunnan's nose, but the rhinoplasty was challenging. The whole front end had to be renewed, based on the profile drawings and sketches at hand.

The thimble radome is actually a recycled drop tank front end from a Hasegawa F6F Hellcat. The raked, lower aitr intake lip comes from a Matchbox Mystère IVA - but it lost its splitter, was reshaped and had the OOB air intake duct glued into place from behind. Once the intake was glued into its place, a wedge opeing was cut into the area in front of the canopy and the drop tank radome adapted to the gap, a step-by-step approach, since I wanted to have the radome slightly protrude into the airtake, but also keep a staright line in front of the windscreen.

Additional details include new pitots on the wing tips and some additional antennae. The heat shield for the afterburner engine is OOB, as well as the streamlined drop tanks and their pylons. I just added an additional pair of pylons (from an Acedamy MiG-23) to the inner wing, holding a pair of AIM-9Bs.

Painting and markings:

Finding a suitable, yet “different” scheme for the J 29 night fighter was not easy; most J 29 were left in bare metal, some carried dark green upper surfaces and some S 29C wore a paint scheme in olive green and dark blue. I eventually settled for the RAF style paint scheme that had been adopted with the J 30 Mosquito and J 33 Venom night fighters – not spectacular, but different from the Swedish early Sixties norm, and it subtly underlines the J 29D’s role.

The scheme was lent from RAF Venom night fighters (which was used on the Swedish J 33, too), and of the upper surfaces I used RAF tones, too: Humbrol 163 (Dark Green) and 165 (Medium Sea Grey). However, I did not want to use the grey on the lower surfaces, since I found that scheme a bit too uniform and British, so I painted the lower surfaces in NMF, with a waterline at medium height - higher than the camouflaged S 29C’s and lower than the early, camouflaged J 29A fighters (with an experimental all-green upper surface).

The bare metal finish was created with acrylic Aluminum (Revell 99) and Polished and Matt Aluminum Metallizer (Humbrol) added on top, highlighting single panels. Around the engine bay and the exhaust, a base with Iron (Revell 91) was laid down, with Steel Metallizer (Modelmaster) on top.

Under the wing tips, green formation markings (again Humbrol 163) were added, as well as black ID stripes (cut from generic decal sheet material). Other, Swedish adornment, like the roundels, codes or squadron markings, was taken from the OOB sheet, a PrintScale sheet for the J 29 and leftover decals from a Heller J 21.

Interior details were painted according to Swedish standard, thankfully there are many good pictures available. The cockpit interior became grey-green (Revell 67 comes very close to the real thing) with light grey dashboard and side consoles. The landing gear wells medium (Revell 57) grey with some dry-brushed Aluminum, while the wheel discs became grey-green, too.

An interesting result, through relatively little effort: the dog nose changes the look of the tubby J 29 a lot, it looks much sleeker and somewhat German now – but somehow also more retro than the original aircraft? The different paint scheme looks unusual, too, despite being relatively down-to-earth. This will certainly not be my last modified J 29, a two-seat trainer would certainly be another cool and reality based Tunnan whif?

+++ 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 Parder was a successor of the Tiger I & II tanks, combining the latter's thick armor with the armor sloping used on the Panther medium tank (which was, in fact, inspired by Soviet designs, most of all by the T-34). While several Entwicklungspanzer designs were under development, the Parder was a short-term attempt to overcome the Tiger II's main shortcoming: its weight of almost seventy metric tons (it was protected by up to 180 mm/7.1" of front armor!), the resulting lack of mobility and an overburdened drivetrain originally intended for a lighter vehicle. Leaking seals and gaskets also took their toll on reliability.

The Parder was issued to heavy tank battalions of the Army (Schwere Heerespanzerabteilung – abbreviated s.H.Pz.Abt) where it replaced the Tiger I & II.

Specifications:

Crew Four (commander, gunner, loader, driver)

Weight 54 tonnes (60 short tons)

Length 7.02 metres (23 ft in) (hull only)

10.64 metres (34 ft 10 1/3 in) with gun forward

Width 3.88 metres (12 ft 9 in)

4.14 metres (13 ft 6 3/4 in) with optional Thoma shields

Height 2.84 metres (9 ft 4 in) w/o AA machine gun

Suspension torsion-bar

Ground clearance: 495 to 510 mm (1 ft 7.5 in to 1 ft 8.1 in)

Fuel capacity: 820 l (180 imp gal; 220 US gal)

Armor:

30–120 mm (1.2 – 4.7 in)

Performance:

Speed

- Maximum, road: 41.5 km/h (25.8 mph)

- Sustained, road: 38 km/h (24 mph)

- Cross country: 15 to 20 km/h (9.3 to 12.4 mph)

Operational range: 240 km (150 mi)

Power/weight: 12,96 PS/tonne (11,5 hp/ton)

Engine:

V-12 Maybach HL 230 P30 gasoline with 700 PS (690 hp, 515 kW)

Transmission:

Maybach OLVAR EG 40 12 16 B (8 forward and 4 reverse)

Armament:

1× 8.8 cm KwK 43 L/71 with 80 rounds

1× co-axial 7.92 mm Maschinengewehr 34 with 3.000 rounds

The kit and its assembly:

Something different… a whif tank! This was spawned from curiosity and the “wish” to build a German vehicle that would fit right into the E-25… E-100 range of experimental tanks.

It was to become a battle tank, and while browsing options and donation kits, I settled upon a replacement for the formidable but heavy and cumbersome Tiger B, also known as Tiger II, Königstiger or (wrongfully translated) King Tiger.

Anyway, creating a tank that would look (late war) German and still be whiffy was trickier than expected, and finally easier than expected, too. My solution would be a kit bashing: using many Tiger B parts (including the stylish Porsche tower and the running gear) and combining it with a hull that would offer better armor angles and look less “boxy”.

I effectively bashed two kits: one is the excellent 1:72 early Tiger B from Dragon, the other is Roden’s Soviet IS-3 tank – also very nice, even though the styrene is somewhat brittle.

My biggest fear was the running gear – combining the IS-3 hull with the Tiger B’s totally different legs scared me a lot – until I found that the parts from both kits (the Tiger B’s lower hull with all the suspension and the IS-3’s upper hull) could be combined rather easily combined. Just some cuts and improvised intersections, and the “new” tank hull was done!

As a side effect, the huge turret moved forward, and this considerably changes the silhouette. The IS-3’s opening had only to be widened slightly in order to accept the Porsche turret. Things matched up pretty well, also concerning size and proportions.

Otherwise, not much was changed. All wheels and tracks come from the Trumpeter Tiger B, the turret was also borrowed wholesale. I just changed some details (e. g. moving the spare track elements to the hull front), added some handles and also a heavy AA machine gun on the commander’s cupola, which is OOB, too.

Too simple? Well, for me it was not enough. For a more personal edge to the kit I decided to add Thoma skirts! Not the massive 5mm plates you frequently see on late Panzer IV tanks and its derivatives, rather the mesh type – lighter, less material-consuming, and a very special detail.

These were scratched. There are PE sets available, but that was too expensive and I was not certain if such items would fit in shape and size? So I made a cardboard template for the flanks and built a pair of skirts from styrene strips and a fine PET mesh that I had salvaged from a wallet long time ago.

The stuff is hard to glue onto something, so the styrene frame had to carry the mesh parts – and it works! The attachments to the hull were also scratched from styrene.

The Thoma shields add more width to the flat tank, but I think that they set the kit even more apart than just the borrowed IS-3 hull?

Painting and markings:

Hmmm, not totally happy with the finish. This was supposed to become a simple Hinterhalt (Ambush) paint scheme in Dark Yellow, Olive Green and Red Brown, but I did so much weathering that not much from the scheme can be recognized…

Painting was straightforward, though – I used Humbrol 94 and 173 as well as Modelmaster’s RAL 6003 as basic colors. The scheme’s benchmark is the official Tiger B scheme.

The basic colors received mottles in green on the yellow and yellow on the green and brown, and then the thing was thoroughly weathered with a black ink wash, dry-brushing, some aquarelle paint to simulate dust, and finally some pigments that simulate mud.

The tracks are made from soft vinyl, and also received a paint treatment in order to get rid of that shiny vinyl look: at first, with a mix of black and silver, which was immediately wiped off again, and later with a second, similar turn with silver and dark brown.

The mud was added just before the whole running gear was mounted as one of the final assembly stages, and final retouches were made with acrylic umbra paint.

Alas, I think I overdid it – much of the formidable and very attractive paint scheme was lost, even though the yucky, brownish finish now also works fine and looks like rough duty?

So, an experiment with good and bad results. Certainly not the last whif tank (at least one more on the agenda), and after so many aircraft a new kind of challenge. ^^

Interesting trailer made from the rear of an eighties Dodge Maxivan. Aerodynamics is likely not its strong suit.

I saw this in Dallas, and I thought it looked cool.

+++ 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:

After the first German experiences with the newer Soviet tanks like the T-34 or the Kliment Voroshilov tank during Operation Barbarossa, the need for a Panzerjäger capable of destroying these more heavily armoured tanks became clear.

Despite the suspension improvements, the tank’s relatively high weight remained a constant source of trouble. Technical reliability was poor and the cramped interior did not add much to the vehicle’s popularity either, despite the SdKfz. 163 immense firepower even at long range. When the bigger SdKfz. 171, the Jagdpanther, as well as the Jagdpanzer IV/L70 with an uprated 7.5 cm cannon became available in mid-1944, SdKfz. 163 production was prematurely stopped, with only a total of 223 vehicles having been produced. The Eastern Front survivors were concentrated and re-allocated to newly founded Panzerjäger units at the Western front, where the Allied invasion was expected and less demanding terrain and enemies were a better match for the overweight and clumsy vehicles. Roundabout 100 vehicles became involved in the defense against the Allied invasion, and only a few survived until 1945.

Specifications:

Crew: Five (commander, gunner, loader, driver, radio operator)

Weight: 28.2 tons (62,170 lbs)

Length: 5.92 m (19 ft 5 in) hull only

8.53 m (28 ft) overall

Width: 2.88 m (9 ft 5 in)

Height: 2.52 m (8 ft 3 in)

Suspension: Leaf spring

Fuel capacity: 470 l (120 US gal)

Armour:

10 – 50 mm (0.39 – 1.96 in)

Performance:

Maximum road speed: 38 km/h (23.6 mph)

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

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

Operational range: 210 km (125 mi)

Power/weight: 10,64 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:

1× 8.8 cm Panzerabwehrkanone PaK 43/1 L71 with 46 rounds

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

an optional MG 34 could be mounted to the commander cupola,

and an MP 40 sub-machine gun was carried for self-defense

The kit and its assembly:

This fictional tank is, once more, a personal interpretation of a what-if idea: what if an 8.8 cm Pak 43/1 could have been mounted (effectively) onto the Panzer IV chassis? In real life, this did not happen, even though Krupp apparently built one prototype of a proposed Jagdpanzer IV with a 8.8 cm Pak 43 L/71 on the basis of the SdKfz. 165 (the “Brummbär” assault SPG) – a fact I found when I was already working on my model. Apparently, my idea seems to be not too far-fetched, even though I have no idea what that prototype looked like.

However, the PaK 43/1 was a huge weapon, and mating it with the rather compact Panzer IV would not be an easy endeavor. Taking the Jagdpanther as a benchmark, only a casemate layout would make sense, and it would be tall and voluminous. The “Brummbär” appeared to be a suitable basis, and I already had a Trumpeter model of a late SdKfz. 165 in the stash.

Just changing the barrel appeared too simple to me, so I decided to make major cosmetic changes. The first thing I wanted to change were the almost vertical side walls, giving them more slope. Easier said than done – I cut away the side panels as well as wedges from the casemate’s front and rear wall, cleaned the sidewalls and glued them back into place. Sound simple, but the commander’s hatch had to be considered, the late SdKfz. 165’s machine gun mount had to go (it was literally cut out and filled with a piece of styrene sheet + PSR; the front bow machine gun was relocated to the right side of the glacis plate) and, due to the bigger angle, the side walls had to be extended downwards by roughly 1.5mm, so that the original mudguard sideline was retained.

The gun barrel caused some headaches, too. I had an aftermarket metal barrel for a PaK 43/1 from a Tiger I in the stash, and in order to keep things simple I decided to keep the SdKfz. 165’s large ball mount. I needed some kind of mantlet as an adapter, though, and eventually found one from a Schmalturm in the stash – it’s quite narrow, but a good match. It had to be drilled open considerably in order to accept the metal barrel, but the whole construction looks very plausible.

Another cosmetic trick to change the SdKfz. 165’s look and esp. its profile was the addition of protective side shields for the entry hatch area at the rear (frequently seen on Jagdpanzer IVs) – these were created from 0.5 mm styrene sheet material and visually extend the casemate almost the up to hull’s rear end.

Painting and markings:

Inspiration for the paint scheme came from a picture of a Jagdpanther that took part in the 1944 Ardennenoffensive (Battle at the Bulge): It was painted in the contemporary standard tones Dunkelgelb (RAL 7028), Olivgrün (RAL 6003) and Rotbraun (RAL 8012), but I found the pattern interesting, which consisted primarily of yellow and green stripes, but edged with thin, brown stripes in order to enhance the contrast between them – not only decorative, but I expected this to be very effective in a forest or heath environment, too.

The picture offered only a limited frontal view, so that much of the pattern had to be guessed/improvised. Painting was done with brushes and enamels, I used Humbrol 103 (Cream), 86 (Light Olive) and 160 (German Red Brown) in this case. The green tone is supposed to be authentic, even though I find Humbrol’s 86 to be quite dull, the real RAL 6003 is brighter, almost like FS 34102. The brown tone I used, RAL 8012, is wrong, because it was only introduced in Oct. 1944 and actually is the overall factory primer onto which the other colors were added. It should rather be RAL 8017 (Schokoladenbraun), a darker and less reddish color that was introduced in early 1944, but I assume that frontline workshops, where the camouflage was applied in situ, just used what they had at hand. Dunkelgelb is actually very close to Humbrol 83 (ochre), but I decided to use a lighter tone for more contrast, and the following weathering washing would tone everything down.

I also extended the camouflage into the running gear – not a typical practice, but I found that it helps breaking up the tank’s outlines even more and it justifies wheels in different colors, too. The all-metal road wheels were painted with a mix of medium grey and iron. The black vinyl track was treated with a cloudy mix of grey, red brown and iron acrylic paint.

The kit received a washing with highly thinned dark brown acrylic paint as well as an overall dry-brushing treatment with light grey. Around the lower front of the hull I also did some dry-brushing with red brown and iron, simulating chipped paint. After the decals had been applied, the model was sealed with acrylic matt varnish and finally I dusted the lower areas and esp. the running gear with a grey-brown mix of mineral artist pigments, partly into a base of wet acrylic varnish that creates a kind of mud crust.

+++ 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 term "Schwerer Panzerspähwagen" (= heavy armoured reconnaissance vehicle) covers a broad family of 6- and later 8-wheeled armored cars Germany used before and during the Second World War.

In the German Army, armored cars were originally intended for the traditional cavalry missions of reconnaissance and screening. They scouted ahead and to the flanks of advancing mechanized units to assess enemy location, strength and intention. Their primary role was reconnaissance, but they would engage similar or light units and at times attempt to capture enemy patrols.

At the Eastern front they were retired after the battle of Moscow in December 1941, and the last vehicles were used by the Afrikakorps in Northern Africa until late 1942.

Specifications:

Crew: Four (commander, gunner, driver, radio operator/rear driver)

Weight: 5,2 tons (11.450 lb)

Length: 5,57 metres (18 ft 3 in)

Width: 1,82 metres (5 ft 11 ½ in)

Height (incl. antenna): 2,87 metres (9 ft 4 ¾ in)

Ground clearance: 28.5 cm (10 in)

Suspension: Torsion bar and leaf springs (front axle)

Fuel capacity: 105 litres (23 imp gal; 28 US gal)

Armor:

8–30 mm (0.31 – 1.18 in)

Performance:

Maximum road speed: 65 km/h (41 mph)

Sustained road speed: 48 km/h (30 mph)

Cross country speed: up to 35 km/h (22 mph)

Operational range: 250 km (155 miles)

Power/weight: 19,23 PS/ton

Engine:

Maybach HL42 TRKM water-cooled straight 6-cylinder petrol engine with 100 hp (74 kW)

Transmission:

Maybach 7 + 3 speed VG 102128 H

Armament:

1× 20 mm KwK 30 L/55 autocannon with 200 rounds

1× MG 13 machine gun mounted co-axially with 1.300 rounds

6× smoke dischargers, mounted to the vehicle’s front

The kit and its assembly:

This little, fictional vehicle was inspired by one of some profile drawings created and published by Logan Hartke at whatifmodelers.com, showing the Sd. Kfz. 232 with different half track arrangements – including the Sd. Kfz. 250's. When I finally got hold of the Italeri Sd. Kfz. 232 kit with the unique antenna (there’s also a more frequent one without this detail), I decided to re-create the 232/251 combo, because the vehicle looked really good and plausible, and there would actually have been a historic gap between 1939 and 1941 when it could have been realized, as outlined in the background.

The Italeri kit was basically built OOB, just the chassis had to be modified – with the help of a resin set with 1:72 Sd. Kfz. 250 tracks and front wheels from German short run manufacturer ModelTrans/Silesian Models. The parts were crisp and quite clean, and the track parts as well as the front wheels were mated to the original suspension with the help of added axis' as spacers between the two tracks. Just the mudguards had to be modified in order to match the more spacious, new running gear - since an extension was not easy I decided to just use their front and back ends and implant a new upper deck between them, adding a styrene profile on the flanks so that the original shape of the wheel arches could be more or less retained. Ended up better than expected!

The small gap between the tracks' and the front wheels' mudguards was closed with a small piece of styrene - similar to the Sd, Kfz. 250's arrangement.

As a vehicle operating in North Africa I added an improvised sun sail to the antenna array, made from paper tissue that was soaked in highly thinned white glue and later painted.

Painting and markings:

Many German vehicles that had been transferred to Northern Africa initially retained their original camouflage, and that was a uniform, very dark grey (RAL 7021, to be specific), sometimes with dark brown mottles added. This was totally unsuited for the environment, so that the crews had to improvise. Some vehicles were painted with Italian colors, even British paints (from salvaged enemy bases and convoys) were used. Alternatively, many crews mixed sand and dirt with water in a bucket and “painted” their grey vehicles over, or the hull was smeared with oil and sand was thrown onto it. It took quite a while until dedicated Africa colors had been developed and used in the factories or even in the field, so that some interesting schemes appeared.

My Sd. Kfz. 232 was to represent one of these all-grey vehicles that had received an improvised desert camouflage “on the go”. In order to create this look, I gave the whole vehicle an initial primer coat in Humbrol 67. Once dry, I added a streaky coat of thinned Revell 16 (Sand) on every upper/external surface, letting the dark grey shine through here and there. The areas for the national markings and tactical codes were spared, so that the decals would later astand out on a dark "halo" of the original color.

On top of the improvised desert camouflage I also added sand and dust through highly thinned paintbox colors (ochre and some burnt umber).

The sun sail was painted in field grey, but it received a dry brushing treatment in order to emphasize the tissue texture as well as the antenna shape below, and it was also "dusted" with paintbox colors.

Finally, everything was sealed with a coat of matt acrylic varnish from the rattle can and teh lower vehicle areas were lightly dusted with mineral pigments.

A quick project, realized in just three days. The running gear conversion itself was quite simple - the biggest issues were the extension of the rear mudguards and the fiddly and highly delicate antenna array. But the result looks quite good - and in the unusual desert camouflage for this type of vehicle it's really a weird sight.

VW Eurovan MV 2000 drapes, curtains, modifications mods camping volkswagen You can find van conversions like this eurovan on Gowesty and the samba www.gowesty.com and www.thesamba.com/vw/. Eurovan is a great van to go stealth camping in. Camping in the Eurovan is amazing. What I'd like to do is add a swivel seat to the drivers side of the van, add a heater to the van, do some mods to the van, tint the windows in the van, add a high top or a poptop to the van, and also take out the seat that is in it and have a full time bunk bed in the van. VW Eurovan blog and Eurovan camping journal Go to: eurovanmv.wordpress.com

+++ 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 Fokker D.VII was a German World War I fighter aircraft designed by Reinhold Platz of the Fokker-Flugzeugwerke. Late in 1917, Fokker built the experimental V 11 biplane, fitted with the standard Mercedes D.IIIa engine. In January 1918, IdFlieg held a fighter competition at Adlershof, and for the first time, front line pilots participated in the evaluation and selection of new fighters. Fokker submitted the V 11 along with several other prototypes. Manfred von Richthofen flew the V 11 and found it tricky, unpleasant and directionally unstable in a dive. On short notice, Platz reacted and lengthened the rear fuselage by one structural bay and added a triangular fin in front of the rudder. Richthofen tested the modified V 11 and praised it as the best aircraft of the competition. It offered excellent performance from the outdated Mercedes engine, yet was safe and easy to fly. Richthofen's recommendation virtually decided the competition but he was not alone in recommending it. Fokker immediately received a provisional order for 400 production aircraft, which were named D.VII by IdFlieg.

After the war, the Allies confiscated large numbers of D.VII aircraft after the Armistice. The United States Army and Navy evaluated no less than 142 captured examples and used them in what would today be called “aggressor” units for dissimilar air combat in training and for the development of indigenous military aircraft. Several of these aircraft were re-engined with American-built Liberty L-6 motors, which were very similar in appearance to the D.VII's original German power plants and hard to tell apart. France, Great Britain and Canada also received numbers of war prizes, but these aircraft did not enter active service. Other countries used the D.VII operationally, though: the Polish deployed approximately 50 aircraft during the Polish-Soviet War, using them mainly for ground attack missions; the Hungarian Soviet Republic used a number of D.VIIs, both built by MAG and ex-German aircraft in the Hungarian-Romanian War of 1919; the Dutch, Swiss, and Belgian air forces also operated the D.VII. The aircraft proved still so popular that Fokker completed and sold a large number of D.VII airframes that he had smuggled into the Netherlands after the Armistice. As late as 1929, the Alfred Comte company manufactured eight new D.VII airframes under license for the Swiss Fliegertruppe.

General characteristics:

Crew: 1

Length: 6.95 m (22 ft 10 in)

Wingspan: 8.9 m (29 ft 2 in)

Height: 2.75 m (9 ft 0 in)

Wing area: 20.5 m² (221 sq ft)

Empty weight: 670 kg (1,477 lb)

Gross weight: 906 kg (1,997 lb)

Powerplant:

1 × 137.95 kW (185 hp) BMW IIIa 6-cyl. water-cooled in-line piston engine with a 180 kW (240 hp)

emergency only rating at low level, driving a wooden 2-bladed fixed-pitch propeller

Performance:

Maximum speed: 189 km/h (117 mph, 102 kn) at normal power

200 km/h (124 mph; 108 kn) at emergency power

Range: 266 km (165 mi, 144 nmi)

Service ceiling: 6,000 m (20,000 ft)

Rate of climb: up to 9.52 metres per second (1,874 ft/min) at emergency rating

Time to altitude:

1,000 m (3,281 ft) in 1 minutes 40 seconds

2,000 m (6,562 ft) in 4 minutes 5 seconds

3,000 m (9,843 ft) in 13 minutes 49 seconds

4,000 m (13,123 ft) in 10 minutes 15 seconds

5,000 m (16,404 ft) 14 minutes 0 seconds

6,000 m (19,685 ft) 18 minutes 45 seconds

Armament:

2× synchronized 7.92 mm (0.312 in) LMG 08/15 "Spandau" machine guns,

firing through the propeller disc

The kit and its assembly:

My fifth submission for the “Captured” group build at whatifmodellers.com, and a very simple one, since the kit was built OOB. Inspiration came from a profile of a captured Albatros D.III in USAAC markings, unfortunately without further explanation. However, the aircraft sported a garish paint scheme, including bright green and even pink, so that I assumed that it would be not only WWI booty, but also in some operational use, since the paint scheme/camouflage did not look like a German pattern, but rather like an American design, similar to the aircraft operated by the American Expeditionary Force (AEF) in continental Europe, just with bright colors.

When I checked options for a different aircraft to apply this idea to, I came across the common Fokker D.VII and the fact that a lot of these aircraft had been captured and tested/flown by the USAAC – and then the weird scheme started to make sense, and this what-if model was born.

The D.VII kit is the ESCI offering, which was released in 1983 but is actually a mold from 1968. I thought I gave it a chance, instead of the Revell kit, which dates back to 1963 and is rumored to be not a pleasant build. The bet and newest one in 1:72 is probably the Eduard kit, which also has the benefit of offering optional parts for various production versions.

As a small biplane model, the ESCI kit is a simple, straightforward affair, and no major conversions were made, I just added a pilot figure, because the ESCI kit lacks one as well as any interior detail except for a kind of tub that it molded into the fuselage halves. IIRC, the figure I used comes from a Revell biplane, and I had to chop the legs off to make it fit into the D.VII’s tight cockpit. However, this solution had the benefit that I did not have to worry about any interior details.

Another weak point of the ESCI kit is that it lacks some finer details like the boarding ladder or handles at the tail. These were scratched with thin wire. Overall fit is also not the best – PSR on the fuselage halves, and on some visible ejection markers (e.g. under the single-part wings) and sinkholes. Esp. the integral cockpit tub with its rather massive walls left visible dents in the flanks that had to be filled! On the other side, the fabric structure on the wings and the fuselage is nicely reproduced, and the cowling is apparently from a late production D.VII with additional/bigger air scoops, so I decided that my model would also be one of the final machines with the uprated BMW engine.

A problem that cannot be blamed on the mold but rather the specific 2nd hand kit I bought is that the stabilizer was missing – it had probably detached from the sprue long ago, and slipped through the box lid, gone and eaten by some carpet monster… ☹ I had to improvise and decided to cut a replacement stabilizer from 1mm styrene sheet. I used the painting instructions (which are almost 1:72 scale) as benchmark and tailored a piece of sheet into shape, sanding away the edges for some light curvature and also added some shallow grooves to mimic the rib structure. Not perfect, but I also did not want to spend too much time on this. As a bonus, though, I added the (tiny) rudder levers of the tail surfaces and the ailerons, which originally are also not part of the ESCI mold. These were later, after painting, outfitted with wires during the final rigging process with heated sprue material – thankfully the D.VII does not require too many strings, just some wires between the landing gear struts and on the tail.

Painting and markings:

The funnier part, with many, really bright colors united in a tiny space – almost like an anime movie prop! I stuck to the original Albatros benchmark and applied scheme, colors and markings truthfully to the D.VII. Paints/tones became, as a guesstimate, Humbrol 155 (Olive Drab), 7 (Light Buff), 47 (Sea Blue) and a mix of 200 (Pink) with a little 68 (Purple), maybe at a 5:1 ratio, for a deeper tone. The contrast between the colors is pretty strong and aircraft looks very individual!

The wing struts were painted in black, the interior in a light olive drab tone. The engine was painted with Revell 99 (Aluminum) and treated with grinded graphite for a more metallic look, and the propeller was painted with a streaky wet-in-wet mix of Humbrol 71 and 113.

The roundels come from a Hobby Boss F4F, and since they have a rather odd style with a kind of dark blue border, they suit the model pretty well, because these roundels were introduced around 1920, so that deviations from the later, “classic” look appear plausible. The tactical code comes from an RAF Gloster Gladiator and the BuNo on the fin were created from a post-war Spitfire code.

A light black ink washing was applied, and some light post-shading was done, in order to emphasize edges and the boxy form of the aircraft with its fabric-covered surfaces. After the decals had been applied, I also added an overall light dry-brushing with khaki drill (Humbrol 72) and light grey (Revell 75). Finally, the model was sealed with matt acrylic varnish (Italeri), final bits were assembled and the rigging was added.

A simple build, but a very colorful one – hard to believe that there were aircraft in real life that actually looked this way! But the small D.VII now really stands out among “seriously” camouflaged biplanes in my collection, a very picturesque model. BTW, I am also surprised how effective the camouflage is, at least in the air - despite the garish colors!

Another bus conversion.

I thought maybe this was a band, but it's been parked here for more than a week.

Minus points for not having anything in the destination sign.

+++ 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:

Never colonised, Oman has benefited from a long and close alliance with Britain, which helped transform the tribal levies and palace guard of Muscat and Oman into modern armed forces. The 1950s had seen several challenges to Oman’s sovereignty, which led to the modernisation of the Sultan’s Armed Forces. This was driven by increased nationalism in the Middle East and the discovery of oil. The successful use of air power during the Jebel Akhdar Campaign provided the impetus for the formation of the Sultan of Muscat and Oman’s Air Force, as it illustrated the importance of air power.

The Swifts did not serve with the Omani forces that long - the machines had become outdated and by 1970 three had been lost (two through AA fire, one through a ground accident) and the harsh climate took its toll on the airframes and engines – by the early 1970ies all Swifts were eventually replaced by Hawker Hunter FR.10.

General characteristics:

Crew: 1

Length: 42 ft 3 in (12.88 m)

Wingspan: 32 ft 4 in (9.85 m)

Height: 13 ft 2 in (4.02 m)

Wing area: 328 ft² (30.5 m²)

Empty weight: 13,435 lb (6,094 kg)

Max. take-off weight: 21,673 lb (9,381 kg)

Powerplant:

1× Rolls-Royce Avon RA.7R/114 turbojet, rated at 7,175 lbf (31.9 kN) dry thrust

and at 9,450 lbf (42.0 kN) with afterburner

Performance:

Maximum speed: at sea level 713 mph (1,148 km/h)

Range: 630 mi (1,014 km)

Service ceiling: (service) 45,800 ft (13,960 m)

Rate of climb: (initial) 14.660 (74.5 m/s)

Armament:

2 × 30 mm ADEN cannon under the air intakes

Underwing provisions for drop tanks, bombs, AIM-9 Sidewinder AAMs

or up to eight unguided missiles

The kit and its assembly:

A rather unglamorous whif kit. The Swift did not have a breathtaking career in RAF service, and the Oman is not a country that comes to your mind when you consider air power. Anyway, since Great Britain exported many aircraft in the post WWII era to "friendly countries", inclusing the Venom and the Hunter, why shouldn't the Swift have seen a second life after RAF retirement?

The kit is the Xtrakit offering, not the new Airfix kit, I had it in the stash for some time until the background story came to fruition. It's a nice rendition of the FR.5, with fine, engraved panel lines, a nice interior and superb clear parts. The only issue I had upon building it was that the wing section (which also forms a part of the lower fuselage) was 1mm too long for the fuselage opening, and the interscetion between these major parts called for some putty work.

The only personal additions are the wing pylons, the Sidewinders and the drop tanks - the Xtrakit model comes clean. The nose camera was replaced by a small radome and a new camera fairling - carved from a piece of 1.5mm styrene sheet - mounted under the fuselage. Furthermore the flaps were lowered, for a more lively look.

Painting and markings:

This livery is based on 1st generation Omani aircraft like the Provost or Strikemaster, with a livery in Dark Green, Dark Earth and Light Aircraft Grey (Humbrol 163, 29 and 166, respectively). The pattern is the original RAF scheme, just the Dark Sea Grey was replaced by Dark Earth. The cockpit became very dark grey (RAL 7021) while the landing gear remained in Aluminum. Very simple.

The Swift depicted in this model is supoosed to have seen some service, so the kit received a black ink wash and the panels were lightened, esp. directly from above, with several green and brown tones (including RLM82, Faded Olive Drab, French Earth Brown and even Israeli Armor Brown, all ModelMaster enamels).

Decals come primaily from an Xtradecal aftermarket sheet for the BAC Strikemaster, which offers several Omani aircraft. Stencils come from the OOB sheet, and some more details like the white ring behind the radome or the yellow markings on the canopy were scratched from generic stripes and sheet.

Finally, after the white AIM-9 and the drop tanks were mounted, the kit received a final coat with acrylic matt varnish.

A simple and quick project, but I think the Swift has a lot of whiffing potential - concerning both operators as well as further, fictional versions?

+++ 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 Tiger I was a German heavy tank of World War II deployed from 1942 in Africa and Europe usually in independent heavy tank battalions. Its final designation was Panzerkampfwagen VI Tiger Ausf. E often shortened to Tiger. The Tiger I gave the Wehrmacht its first armored fighting vehicle that mounted the KwK 36 88-mm gun. Production lasted from August 1942 until August 1944, but production phased out in favor of the Tiger II.

On the production lines the Jagdpanzer VI was soon replaced by the even heavier Jagdtiger, a derivative of the Panzer VII “Königstiger” battle tank. The Jagdpanzer VI, much like its successor, suffered from a variety of mechanical and technical problems due to its immense weight and under-powered engine. The vehicle had frequent breakdowns; ultimately more Jagdpanzer VI were lost to mechanical problems or lack of fuel than to enemy action.

Specifications:

Crew: Six (commander, gunner, 2x loader, driver, radio operator/bow machine-gunner)

Weight: 68 tonnes (75 short tons; 67 long tons)

Length: 6.316 m (20 ft 8.7 in) hull; 7.02 metres (23 ft 0 in) with gun

Width: 3.57 m (11 ft 9 in)

Height: 2.84 metres (9 ft 4 in) w/o AA machine gun

Suspension: Torsion-bar

Ground clearance: 0.47 m (1 ft 7 in)

Fuel capacity: 540 l (140 US gal) including reserve

Armor:

28 –150 mm (1.1 – 5.9 in)

Performance:

Speed

- Maximum, road: 39 km/h (24 mph)

- Sustained, road: 26 km/h (16 mph)

- Cross country: 16 km/h (10 mph)

Operational range: 110–195 km (68–121 mi)

Power/weight: 10.77 PS/tonne

Engine:

V-12, water-cooled Maybach HL230P45 engine with 700 PS (690 hp, 515 kW)

Transmission:

Maybach-Olvar hydraulically controlled semi-automatic pre-selector eight-speed gearbox

Armament:

1× 12,8 cm 12.8 cm Pak 44 with 45 rounds

2× 7.92 mm Maschinengewehr 34; one in the front bow and provision for an

AA machine gun on the commander’s cupola (total 2.500 rounds)

The kit and its assembly:

Another German whif tank, and this one was inspired by the typical German procedure to build a tank destroyer variant from current combat types with turrets, but with a hull-mounted, bigger gun. While there was the Elefant/Ferdinand tank destroyer, based on the surplus Tiger I Porsche chassis and armed with the powerful 8.8cm Pak 43/2 L/71, and the "Sturer Emil" (12.8 cm Selbstfahrlafette L/61) self-propelled anti-tank gun, why not combine both?

A potential basis was already available, both in real life and in kit form: the Sturmtiger, of which two Trumpeter kits are available in 1:72.

The kit was mostly built OOB, fit is very good except for the hull front where you recognize that it’s basically a Tiger I kit with different parts – a gap had to be closed with putty, but the rest went together smoothly. Mounting all those wheels (32!) and the tight, wide track was a bit tricky, though.

A personal addition is the commander’s cupola, taken from a Panther turret, the large opening on the roof for the Sturmtiger’s large mortar rounds was sanded away and replaced by a smaller door. The original short mortar barrel was replaced with a white metal 12.8cm barrel for a Jagdtiger. In order to fit it onto the OOB base, and adapter had to be scratched from styrene tubes, and an additional, upper shield for the mantlet was added.

Painting and markings:

I wanted something simple, and went for a winter camouflage – seen on a Tiger I. The scheme consists of a base in Sandgelb (I used RAL 8000, today Grünbraun, which is a bit darker and actually a German WWII desert color, Gelbbraun, used 1941 in North Africa) over which simple white horizontal stripes were painted manually. The basic tone was applied from a rattle can, the stripes painted with a brush.

On top of that a dark brown acrylic weathering wash (an irregular mix of black and Raw Sienna) was applied, the few decals added and protected with matt varnish, and then a coat of snow was applied.

As a side note: the black white rings on the gun barrel are a detail taken over from German Tiger I crews: these are kill markers, created from decals that are original intended to be wrapped around USN arrester hooks… ;)

Simulating snow is always tricky, esp. at small scales. If you use paint, it just looks like that, because the snow coat’s depth is missing. You also have to make sure that the coat primarily covers the upper/horizontal surfaces, and you need a certain “unevenness” for a good impression.

My favorite method and material is white tile grout. It is water-based, fade-resistant (plaster turns yellow over time) and can be applied just like real snow flakes. Furthermore you can mix it with water for a more or less stable slush that can be applied to mudguards, wheels or other sections that accumulate snow and slobber.

Application is easy: at first I stained the lower hull and the chassis section with tile grout slush. After thorough drying the kit was wetted with low surface tension water, gently sprayed onto it. The dry tile grout is then dusted onto the kit with the help of an improvised “shaker”: a glass covered with a nylon stocking. This “tool” offers a fine mesh that even can be adjusted, depending how tight you span it over the glass – the less tension, the finer the tile grout flakes are, and the less material you rinse over the object. It also prevents lumps and clusters of tile grout from landing on the kit.

I tried to apply the flakes evenly all over the kit directly from above, until a closed blanket of snow covered the upper hull. I also made sure that enough tile grout flakes would end on the sloped side walls. An uneven “smeared” or slumped look was welcome – actually, the whole snow coat was created through gravity with no manual interference. You can easily over-do and –manipulate the finish.

While still wet (some of the dark brown wash became liquid again, mixing with the white tile grout and creating a muddy, if not rusty look in certain areas) the snow was stabilized with hair spray. While wet, the engine’s cooling openings were emphasized with a little bit if black ink. Later, when everything had dried thoroughly, a coat of acrylic matt varnish from the rattle can fixed the coat of fake snow further. Actually, only little of the original paint scheme can be made out, but I kept the finish just the way it turned out.

The Jagdpanzer VI turned out well, even though I had to fight with the tight tracks. And I am amazed how Russian it looks, through the long gun barrel?

Anyway, the winter finish sets the kit apart from standard liveries, even though taking pictures took some extra effort because the winter bases had to be prepared accordingly. One of these, for instance, is a generic stock piece from a tabletop game, pimped with some higher grass and bushes, some murky umbra color to tone the bright grass fibers down and then covered under a coat of snow.

BMW 135i/1M Conversion

Front:

18x9.5" et22 SM-10 Wheels

265/35 Toyo R888

5mm spacer

Rear:

18x10.5" et22 SM-10 Wheels

265/35 Toyo R888

5mm spacer

KW Clubsport

H& R swaybars

E9x Control Arms

Delrin Bushings

Owner: www.instagram.com/stalewenas/

+++ 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 Folland 150 was directly inspired by the (modest) successes experienced by the Saro SR./A.1, a jet-powered flying boat fighter that went through trials in the late 1940ies.

In 1960, WS685 was also used for the development and tests of hydroskis, while its sister ship was retired and used for spares. This program lasted until 1963, and after that, the worn-out airframe was scrapped, too.

General characteristics:

Crew: 1

Length: 10.44 m (34 ft 5 in)

Wingspan: 8,71 m (28 ft 6 in)

Heigh (keel to fin tip)t: 3.74 m (12 ft 3 in)

Wing area: 19.00 m² (204.5 ft²)

Empty weight: 2,560 kg (5,644 lb)

Max. takeoff weight: 4,235 kg (9,336 lb)

Powerplant:

1× Bristol Siddeley Viper turbojet, rated at 3,100 lbf (14 kN)

Performance:

Maximum speed: 695 km/h (375 knots, 432 mph) at sea level

Cruise speed: 324 km/h (175 knots, 201 mph)

Stall speed: 145 km/h (92 knots, 106 mph) with flaps down

Endurance: 1 hour 45 min

Service ceiling: 30,000 ft (9,150 m)

Armament:

2× 30mm ADEN cannon with 80 RPG in underwing pods

Two overwing hardpoints for 500lb (227kg) each,

e.g. for SNEB rocket pods containing seven 68 mm rockets

or pods with 7.62 mm machine guns

Two underwing hardpoints for 500lb (227kg) each,

for bombs or a pair of 50-Imp Gal (226 litre) drop tanks

The kit and its assembly:

Another submission to the 2016 “In the Navy” Group Build at whatifmodelers.com, and actually the consequence of a spontaneous post/comment on another modeler’s project just called “Royal Navy Gnat”, when the means and degree of navalization were still shrouded in mystery. I suggested a flying boat, inspired by the real Saro SR./A.1 and the Gnat’s high-mounted wings, which make the aircraft – or at least a model of it – suitable for a conversion.

Well, since the other Gnat turned out to become a ZELL aircraft, and I had a Matchbox Gnat in the stash, I decided to take my weird alternative idea to the (model) hardware stage.

Even though it is not obvious, pretty much of the Matchbox Gnat was used for this build, but it is masked under lots of putty and donation parts. These include:

- The lower half of a Smer SC-1 Seahawk float – a bit wide, but perfect in length

- The SC-1 also donated its stabilizer floats

- Leftover parts from a vintage (35+ years!) Matchbox F-14’s stabilizers, used as wing extensions

- Air intakes from a Matchbox F-5A, mounted upside down

- Stabilizers from a Hobby Boss MiG-15

The build went pretty straightforward: after the fuselage was done the SC-1 float was trimmed down and glued under it. Putty conceals the seams, and I am actually surprised how good these parts that were surely never meant to be united went together.

The cockpit features only the front seat, the rear position was omitted. The clear canopy was cut into three pieces, and the rear part glued onto the fuselage and blended into the overall shape with putty.

I felt that the deeper fuselage necessitated bigger wings, and instead of mounting complete donation parts I decided to keep the OOB parts and their shape, but extend them slightly with plugs – these are leftover parts from F-14 stabilizers from former projects, their width, length and also the sweep angle were perfect. In order to keep the relative wing tip position, the wing roots had to be moved forward, so that they ended up close to the cockpit and the air intakes. Again, putty conceals the intersections and was used to blend everything into each other – and with the enlarged wings this converted Gnat reminds a bit of the Me 163 Komet rocket fighter? At least, as long as the stabilizers were not mounted yet.

These come from a MiG-15 – bigger than the OOB parts, which appeared just too small for the bigger wing surface and their new position: in order to keep them clear from spray and the waterline I moved them upwards, together with a bullet fairing into the fin, which was simply divided above the rudder. The resulting fin extension was an appreciated extra, and the new cruciform tail looks very retro.

Placing the original air intakes onto the fuselage I found them to be too susceptible to water ingestion, so I wanted to extend them forward. But instead of using the OOB parts and bridging gaps with styrene pieces and putty, I found an old pair of F-5A air intakes with relative long ducts in the spares box. They were of good shape and size for the conversion, I just mounted them upside down, so that the longer leading edge is now on the intakes’ lower end, looking like a spray protector. A pair of spray dams was added to the nose, too.

How to balance the aircraft while afloat caused some headaches. The initial plan had been to place the SC-1 stabilizer floats with their slender pylons close to the wing tips, but I found this to be a very draggy solution for a jet aircraft.

The solution came while wondering where to place some armament: I used the Gnat’s (shortened) OOB slipper tanks as integral gun pods and modified their rear end into fairings for a semi-retracting float installation. The respective struts were scratched from wire and styrene.

The beaching trolley was highjacked from a vintage Revell F-16 kit (the rather clumsy one that represents the prototypes and which comes with a separate jet engine, its dolly and a small tractor). It was slightly modified and lowered, paper tissue cushions hold the model in place.

Painting and markings:

Since the flying boat version of the tiny Gnat (even if is based on the bigger trainer version!) is already exotic enough I decided to keep the livery true to the post WWII Royal Navy style, with Extra Dark Sea Grey upper surface, Sky undersides and a high waterline. In this case, Humbrol 123 and 95 are the basic tones, later treated with a black ink wash, panel lines drawn with a pencil and some panel shading with Humbrol 79 and 23, respectively. The planning surfaces were in the first place painted/primed with acrylic aluminum, so that later the enamel paint cover could be chipped away, for a lightly worn look.

The cockpit interior was painted in very dark grey (Humbrol 32). Thankfully, no landing gear had to be built and painted, but instead the custom beaching trolley became trainer yellow.

The RN markings come from various sources, and finally the kit was sealed under a coat of semi-matt acrylic varnish.

A funny project, and despite the weird idea and combination of parts the result does not look bad at all – in fact, one could think that it is a design or prop from a 1960’s James Bond movie or a Gerry Anderson creation?

+++ DISCLAIMER +++

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

It took China long way to develop and produce a true supersonic fighter aircraft: in March, 1964, Shenyang Aircraft Factory began the first domestic production of the J-7 jet fighter. However, the mass production of the aircraft, which had been developed through Soviet help, license production and reverse-engineering, was severely hindered by an unexpected problem—the Cultural Revolution. This incident and its consequences resulted in poor initial quality and slow progress.

Production was still continuing in small numbers in late 2016, but the number of built specimen is uncertain. About 150 J-7DH are supposed to be in active service, mostly with PLANAF Northern and East Fleet units. Unlike many former J-7 variants (including its ancestor, the PLAAF's more or less stillborn C and D variants), the J-7DH was not offered for export.

General characteristics:

Crew: 1

Length: 14.61 m (47 ft 10½ in)

15.69 m (51 ft 5 in) with pitot

Wingspan: 7,41 m (24 ft 3½ in)

Height: 4.78 m (15 ft 8½ in)

Wing area: 28.88 m² (309.8 ft²)

Aspect ratio: 2.8:1

Empty weight: 5,892 kg (12.977 lb)

Loaded weight: 8,240 kg (18.150 lb)

Max. take-off weight: 9,800 kg (21.585 lb)

Powerplant:

1× Guizhou WS-13 turbofan with a dry thrust of 51.2 kN (11,510 lbf)

and 84.6 kN (19,000 lbf) with afterburner

Performance

Maximum speed: Mach 2.0, 2,200 km/h (1.189 knots, 1.375 mph)

Stall speed: 210 km/h (114 knots, 131 mph) IAS

Combat radius: 1.050 km (568 nmi, 652 mi) (air superiority, two AAMs and three drop tanks)

Ferry range: 2,500 km (1.350 nmi, 1.550 mi)

Service ceiling: 17,500 m (57.420 ft)

Rate of climb: 195 m/s (38.386 ft/min)

Armament:

1× Type 30-I 30mm (1.18") cannon with 150 rounds in the port forward fuselage;

7× hardpoints (6× under-wing, 1× centerline under-fuselage) with a capacity of 3,000 kg maximum (up to 500 kg each); Ordnance primarily comprises air-to-air missiles, including PL-2, PL-5, PL-7, PL-8, PL-9 and PL-11 AAMs, but in a secondary CAS role various rocket pods an unguided bombs of up to 500kg caliber can be carried

The kit and its assembly:

Another Chinese whif, and again a MiG-21 derivative - a fruitful source of inspiration. The J-7DH is not based ona real world project, though, but was rather inspired by an article about a Chinese 2020 update for the MiG-21 from Japan, including some drawings and artwork.

The latter depicted a late MiG-21 with some minor mods, but also some characteristic F-16 parts like the chines and the BWB flanks grafted to it - and it looked good!

Since I recently butchered an Intech F-16 for my Academy T-50 conversion (primariliy donation the whole landing gear, including the wells), I had a donor kit at ahnd, and I also found a Mastercraft MiG-21MF in my stash without a true plan. So I combined both for "something Chinese"...

The build was pretty starightforward - except for the fact that the Intech F-16 is a rather clumsy affair (donating the fin and the fuselage flanks) and that no part from the Mastercraft MiG-21 matches with another one! Lots of improvisation and mods were necessary.

On the other side, the F-16 parts were just glued onto the MiG-21 fuselage and blended into one with putty (in several layers, though).

The fin was taken wholesale from the F-16, but clipped by about 5mm at the top. I originally wanted to use F-16 wings with wing tip launch rails and the stabilizers, too, but when I held them to the model it looked wacky - so I reverted to the Fishbed parts. The stabilizers were taken OOB, but the wing span was reduced at the roots, so that the original MiG-21 wing span was retained. Only the landing gear wells had to be adapted accordingly, but that was easier than expected and the result looks very organic.

With more wing area, I added a third pair of hardpoints under the wing roots, and I kept the gun under the cockpit in the LERX. That offered room inside of the fuselage, filled by a laser rangefinder in a canoe fairing where the original gun used to be.

On the tail, a new jet nozzle was mounted, on the fuselage some air scoops and antennae were added an an IR sensor on the nose. A new seat was used in the cockpit instead of the poor L-shaped OOB thing. The PL-2 & -11 ordnance consists of simple AIM-9Bs and slightly modified AIM-120, plus some launch rails from the scrap box.

Paintings and markings:

Modern Chinese military aircraft are hardly benchmarks for creative paint schemes - and the only "realistic" option in this case would have been a uniform grey livery. The original J-7C PLAAF night fighters carried a high contrast sand/dark green/light blue livery, similar to the MiG-21 export scheme (a.k.a. "Pumpkin"), but I found the latter not suitabel for a naval operator.

I eventually found a compromise, using one of the J-7C schemes as pattern but using grey tones instead - still not very colorful, but the "clover" patterns would help disrupt the aircraft's outlines and support the modern look and feel of this whif.

Basic colors are Humbrol 140 (Dark Gull Grey, FS 36231) and 165 (RAF Medium Sea Grey) from above, plus 122 (IAF Pale Blue, FS 35622) on the undersides. With the dark grey pattern placed with no direct connection to the Pale Blue undersides, there's even a blending effect between the tones - not spectacular, but IMHO effective.

The cockpit interior became pale teal (a mix of Soviet Cockpit Blue and white), while the landing gear wells were painted with a mix of Humbrol 56, 119 and 225 - for a yellow-ish, dull metallic brown. The wheel discs became bright green (Humbrol 131), and any di-electric panel and the radome became deep green (Humbrol 2).

The decals come from a Begemot MiG-21 sheet (roundels), while the tactical 5-digit code comes from an Airfix 1:72 B-17 sheet. The yellow code is a bit unusual, as well as its place on the fin, but both occur on Chinese fighters.

The code itself is based on the information published in the 2010 book “Chinese Air Power” by Yefim Gordon und Dmitriy Komissarov, where the Chinese code system is explained – I hope that it is more or less authentic.

The kit received a light black ink wash and some dry painting with lighter blue-grey shades, but no weathering, since modern Chinese aircraft tend to look pretty clean and pristine. Since the kits both did not feature much surface details, and a lot of the few OOB details got lost during the PSR process for the BWB wing sections, I painted some details and panel lines with a soft pencil - a compromise, though. Finally, the kit was sealed with matt acrylic varnish.

The result is a pretty subtle whif, and with the F-16 parts added the result even looks very conclusive! From above, the extra fuselage width makes the Fishbed look very massive, which is underlined by the extended stabilizer span. But I think that retailing the original MiG-21 delta wing was a good decision, because it helps retaining the Fishbed's "fast" look.

I am just not 100% happy with the finish - but for the crappy kits I used as basis it's O.K.

conversion done by myself.

The kit and its assembly:

A whiffy aircraft – even though it actually existed! This became a bigger project than originally intended – it started when I wondered what one could whif from a Matchbox Mystère IVA? When I browsed sources I stumbled across the real IVN prototype several times, a very attractive aircraft. An all-weather version sounded like a plan.

At first I just wanted to add a radome and a chin air intake to the basic kit, creating a fantasy single-seater, but then I decided to tackle the challenge and create something that could be called a IVN model – even though a later service aircraft, and certainly not 100% true to the real thing.

Another factor that spoke for the IVN was that there is no kit available. AFAIK there’s a short-run, mixed-media 1:48 scale kit from Fonderie Miniatures of this aircraft – but in 1:72?

In real life, only a single Mystère IVN was actually built and flown – the type became a victim to the Vautour, as mentioned above. The only prototype served as a radar and equipment test bed, and AFAIK it still exists today as an exhibit at the Conservatoire de l'Air et de l'Espace d'Aquitaine in Bordeaux–Merignac. As a side note: With this plane Jacqueline Auriol beat the women world speed record in May 1955, flying 1.151 km/h

Basis for my conversion is the simple Matchbox Mystère IVA kit. Good news is that you just need to modify the fuselage for an IVN – wings and tail surfaces can be taken OOB. But the fuselage…?

The easier part is the rear end, as the exhaust pipe needs to be widened and lengthened for the IVN’s bigger afterburner engine. I cut the original tail section under the fin away and replaced it with parts from 1:100 A-10 engine nacelles, with a new nozzle inside and 2C putty sculpting around the fin base in order to get some cleaner lines. Pretty straightforward.

The front end was another thing, though. Almost anything in front of the wings had to be re-designed. Initial step was to lengthen the fuselage by almost exactly 20mm, but then you need the chin air intake with the radome above (very F-86D-like), too, and a tandem seat cockpit has to be integrated. Complicated!

I found a suitable cockpit hood in the Matchbox Meteor NF.11/12/14 kit (Hannant’s Xtrakit re-boxing). It offers, as optional parts for a late NF.14, a strutless, relatively short canopy together with a matching fuselage part. A very convenient combo for the conversion, as the clear parts can be glued onto correct foundations, and even the dorsal radius of Meteor and Mystère is very similar.

After cutting the fuselage in front of the wings in half I also cut out a dorsal gap around the original cockpit opening and tried to insert the donation part, while filling the 20mm gaps on the fuselage flanks with styrene strips on the inside of the fuselage and 2C and finally NC putty on the outside.

In the same step I also had to improvise a new cockpit floor. The dashboard and radar screen for the WSO were taken from the Meteor. I also added cockpit side walls from styrene sheet and ejection seats.

A dorsal spine had to be scratched, too, as the Meteor NF.14 had a bubble canopy, while the Mystère IVN features a straight spine. The canopy was cut at its rear end, and a part of a vintage FROG Me 410 engine nacelle(!) was implanted to fill the spine gap. More messy putty work, but things started to look like the real aircraft!

With the cockpit and the glass parts in place I started sculpting the nose section next. The radome is a WWII drop tank front end, cut out to match the IVA’s nose shape. Then the air intake below was added, it comes from a Italeri F-16 but had to be considerably modified in order to fit into the new place (narrowed, shortened, and with cutout on top for the radome). Being flatter and wider I extended the new intake’s lines and shape into cheek fairings, up to the cannon muzzles.

During the same process I also blended the radome with the circular front end of the original Mystère IVA. Again, lots of putty sculpting, but worth the effort. It’s certainly not 100% like the real thing, but IMHO the impression counts in this case.

The landing gear was taken OOB. Under the wings four pylons were added (from two Revell G.91 kits, the inner pairs), the inner pair received drop tanks (also from a Revell Fiat G.91), the outer pair holds the IVA kit’s streamlined rocket pods, those that come OOB.

For those who quibble about the Matchbox kit’s small drop tanks: No, these 'blobs' are typical French air-to-air missile pods of the 50ies/60ies, with 19 68mm missiles inside. They have vertical front and back ends, but they carry aerodynamic caps on both ends. Looks wacky, but if you know what they are they make sense. They can also be seen on contemporary Vautour aircraft.

In a wake of terminal detailism I also decided to modify the wings with lowered flaps – this is easy to realize, since area under the wings is limited by wide and deep trenches, and the flaps are just “boards”. The respective areas were sanded away, and new flaps made from thin styrene sheet.

Several pitots from wire or styrene were added, the gun ports drilled open and filled witn short pieces of hollow steel needles.

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

On 27th November 1940, Moldova followed closely behind its neighbor and protector, Romania, and joined the Axis Powers. Now eligible for German military equipment, the Royal Moldovan Air Force sought to update its inventory with German types and gain access to German training. In January 1941 an agreement was reached that enabled both; by then, German troops had already entered Moldova to “secure the border [with the Socialist Union] from Red aggression.”

(Background and model inspired by fellow modeler comrade harps at whatifmodelers.com)

General characteristics:

Crew: One

Length: 8.95 m (29 ft 7 in)

Wingspan: 9.925 m (32 ft 6 in)

Height: 2.60 m (8 ft 2 in)

Wing area: 16.05 m² (173.3 ft²)

Empty weight: 2,247 kg (5,893 lb)

Loaded weight: 3,148 kg (6,940 lb)

Max. take-off weight: 3,400 kg (7,495 lb)

Powerplant:

1× DB 601 E V12 engine, rated at 1,350 PS (1,332 hp, 993 kW), driving a VDM 9-12010 propeller

Performance:

Maximum speed: 659 km/h (410 mph) at 6,200 m (20,341 ft)

Cruise speed: 590 km/h (365 mph) at 6,000 m (19,680 ft)

Range: 850 km (528 mi) with internal fuel only

Service ceiling: 12,000 m (39,370 ft)

Rate of climb: 17.0 m/s (3,345 ft/min)

Wing loading: 196 kg/m² (40 lb/ft²)

Power/mass: 344 W/kg (0.21 hp/lb)

Armament:

2× 7.92 mm (.312 in) MG 17s with 500 RPG in the upper cowling

1× 20 mm Mauser MG 151/20 with 200 RPG, firing through the propeller hub (Motorkanone)

Underfuselage hardpoint for 1× 250 kg (551 lb) bomb, 4× 50 kg (110 lb) bombs

or 1× 300-litre (79 US gal) drop tank

The kit and its assembly:

A simple, quick build, and effectively the use of leftover material for which I had lacked an idea so far. The kit, the Heller Bf 109F, had been resting very low in the pile for ages, since I had bought it years ago with no real plan – it had just been dead cheap…

Well, this build is more or less a tribute to another modeler’s idea, comrade harps from whatifmodelers.com, who came up with a Moldovan Bf 109E and a respective background story. After all, the Russian Liberation Army (ROA) also operated German aircraft like the Bf 109G, so the idea was not as weird as it might seem at first. I liked the idea of an overlooked Moldovan operator very much, and since I had a surplus set of Moldovan Air Force markings, too…

Concerning the kit and the build, I must admit that I got what I paid for. The Bf 109 F is one of the (really) weak Heller kits: It’s basically of simple construction, like many other Heller kits of its era (1972), but there are some crisp offerings that are still impressive today and a pleasant build. The Bf 109 F is not one of these, though, it reminds me a lot of the “soft” Airfix kits of that time. You get lots of raised rivets and a minimal cockpit interior. The landing gear struts just a pair of bare, L-shaped stilts. Nothing really fits, esp. the wing/fuselage intersection is questionable, and everything appears somewhat rounded-off. Ugh!

Anyway, I wanted a quick build with focus on the livery, so I did not invest too much effort into improvements. But some things were nevertheless changed, for the better, I hope:

· Foamed plastics inside of the air intakes as radiator bath dummies (& sight blockers)

· Flaps were lowered, for a more lively look

· The main landing gear struts and covers and the tail wheel were replaced (Hobby Boss Bf 109)

· The propeller received a metal axis and an adapter tube in the fuselage

In considered a 300l drop tank under the fuselage, too, but the Bf 109 F is so beautiful and clean, I left it away. No distractions in this case.

Painting and markings:

Since the Bf 109 F base remained untouched, livery and exotic markings make this a whif. I added in my complemented background the idea that withdrawn German aircraft from Northern Africa were transferred to the Eastern Front, matching Heller’s kit of a tropicalized Bf 109 F variant. This is not as fantastic as the idea might sound, such transfers frequently happened within the Luftwaffe at that time.

The livery was to “tell” this story, and I wanted to visualize the rushed period of time between the aircraft’s arrival at the Russian Front from Northern Africa and its immediate employment in Moldovan hands.

Consequentially, the livery would be based on standard German desert colors, but with the former operator’s markings painted over, and an additional makeshift camouflage and markings of the new operator and Axis forces tactical markings in the Eastern TO around late 1941 applied on top. Sounds complicated – but it’s the logical translation of the made-up background, and I think that such a concept makes a whif more convincing than just putting some obscure markings on an off-the-rack kit.

The original German scheme consists of a uniform RLM 79 (Sandbraun) on the upper surfaces and RLM 78 (Himmelblau) from below, with a hard, wavy medium height waterline. I just added some RLM 80 (Olivgrün) blotches to the upper surfaces, a typical field modification in Northern Africa. All RLM tones are enamels from Modelmaster’s Authentic line. Wing tips, propeller spinner and a ring on the cowling right behind it became initially white, because these original markings were to be barely visible on the finished kit.

The next step was to paint over the former German and African TO markings. This would probably have been done by German field crews, so I used RLM 76 (newly introduced in late 1941) and classic all-round RLM 02 for this task. With these tones, a virtual/non-existent white fuselage band was painted over, too. As a weird twist, the propeller boss remained white, though, somewhat reflecting the aircraft’s tactical code.

The new yellow ID markings (wing tip and engine undersides (both painted with Revell 310) and fuselage band (decal) were added at this stage, too. This already created a rather shaggy look. The red rudder is not a tactical marking – it is just a replacement part (basically painted with Humbrol 180), another weird color detail.

Finally, the new Moldovan operator’s markings were added. Since the desert camouflage is rather light, a darker makeshift camouflage was retrofitted. Many upper areas, mostly where the underlying RLM 79 was still visible, were crudely painted over with mottles and streaks in a tone I found in literature, called “Romanian Air Force Dark Green”, which is supposed to be close to classic US Olive Drab.

I used highly diluted Humbrol 108, unevenly applied with a short and hard brush, in an attempt to create a finish that looks as if different 1:72 mechanics had hastily overpainted the aircraft by hand, area by area. This final layer was taken down on the flanks into the RLM 78, as well as over the already overpainted former markings and onto the red replacement rudder, too.

In a final step, after the kit had been treated with a light black ink wash in order to emphasize contrast, the surfaces and esp. the leading edges as well as the cockpit area received a wet sanding treatment, lightening up again the final, dark camouflage and revealing the raised surface details of the Heller kit here and there.

Then the Moldovan markings were applied. The distinct roundels come from a Begemot MiG-29 decal set, the tactical code number comes from a Lend Lease P-40 in Soviet service (Trumpeter kit). On the fin, a flash in blue, yellow and red was added at the tip, too – these come from an Italeri HS 129, IIRC. I could not resist them due to the fact that the colors match up so well with the roundels and add another nice detail to the Bf 109! The yellow fuselage band comes from a Matchbox Me 262 kit, and a few stencils (e.g. the typical gasoline warning markings) were added, too, but not many. The decals also received another light sanding treatment for weathering, and, here and there, some very light dry-brushing with light grey (Revell 75) was done in order to simulate dust and more wear.

Finally the kit was sealed with matt acrylic varnish and some gun and exhaust soot stains added with grinded graphite, as well as some traces of flaked paint on the wings’ leading edges and around the cockpit.

What started as a quick build eventually became a complex operation – trying to improve the weak kit was one thing, but the multi-layer livery also took some time and effort. The result cannot be called “pretty”, but I think the extra work paid out. The fictional Moldovan Bf 109 F looks really …different, especially in the BW beauty shots, the aircraft looks pretty convincing.