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Record Strada cranks converted to single ring mount with proper 12mm counter-bore for nut. The raised portion around the axle hole has been milled down like a Pista crank as well for more clearance at the BB.
Surface cleaned up and polished.
Tzeentch Herald conversion using the WHFB plastic VC Necromancer. Should be completing the rest of the army in a week or so, going for a 1990's horror/shock video game vibe with these.
If you have not read Conversion Part#1 and Part#2 then read these first and come back here....
Conversion.... Continued....
Me: Come on, you are contradicting yourself! You say god is love and he forgives then why does he have to DESTROY the people who are not with him... why cant he forgive if what you are saying is for real...
Missionary: (pissed off since i asked a checkmate question) well becuase satan is luring in us, he is evil god cant accept evil...
Me: (now im lafin my ass off and thinking thats the best excuse i've had in a long time) im not sure.... ?!?!?!
Missionary: So would you come tomorrow to our church and pray with us.
Me: listen im gonna act like an ass and lie to you that im gonna come, i teach children at an orphanage every sunday 9 AM - 5PM, if im done early i may turn up but no guarentue's
Missionary: Okay, i appreciate you being honest....
Me: :)
Missionary: (by this time her husband joins in) Hi this is peter....
Me: Hi peter, good evening....
Missionary: (she continues) so would you come tomorrow....
Me: (unpacking gear, grrr.... what the ***** my day is screwed and not one shot fired) like i said "Probably"
Missionary: ok then nice talkin to you, jesus loves you...
Me: Good night....
Out of the whole context what i dont understand is the reason why no missionary i have talked to has never been able to put forth one sane andf logical reason as to why conversion to christianity is a better option that hinduism. Frankly im literally tired of this hinduism bashing churches here promoting conversion with the aid of funding from abroad....
Here are some extracts from Francous Gautier, i decided to quote him since he has the exact ways to describe my feelings in this regards and yes, im lazy of typing :-P
I have seen with my own eyes how conversions in India are not only highly unethical -- that is, using unethical means of conversion -- but also that they threaten a whole way of life, erasing centuries of tradition, customs, wisdom, teaching people to despise their own religion and look Westwards to a culture which is alien to them, with disastrous results. In Kerala, particularly in the poor coastal districts, you find 'miracle boxes' in local churches. The gullible villager writes out a paper mentioning his wish: A fishing boat, a loan for a pucca house, fees for the son's schooling, etc. And a few weeks later, the miracle happens! Of course, the whole family converts, making others in the village follow suit. During the tsunami, entire Dalit villages in Tamil Nadu were converted to Christianity with the lure of money. Then there is this rapid Westernisation of India. There are good things in the West -- its material consciousness, care for nature, logical mind -- but it is nevertheless in crisis. If you have a look at most of the mainstream English-speaking Indian magazines and newspapers today, you will notice that all their cover stories deal with Western concepts, that they are looking at India from a Western point of view, such as
talking about 'New Age' spirituality. As if spirituality is new to India!You will notice that there is never any reference to India's great past, or to India's philosophy, or medicine -- which, by the way, is becoming fashionable in the West.
Having said all of this i studied in an Anglo Indian School, 90% of my friends are anglo indians (chirstians) and i admire thier way of living. No one can life cool and take it as easy as it comes like an anglo but the illegal conversions have to stop...
I would like to go more on this but i think i will Blog this sometime later since flicker is not really the place for this.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
Following the selection by the RLM of the Bf 109 as its next single-seat fighter over the He 112, Ernst Heinkel became interested in a new fighter that would leap beyond the performance of the Bf 109 as much as the Bf 109 had over the biplanes it replaced.
Other German designers had similar ambitions, including Kurt Tank at Focke-Wulf. There was never an official project on the part of the RLM, but Rudolf Lucht felt that new designs were important enough to fund the projects from both companies to provide "super-pursuit" designs for evaluation. This would result in the single-engined Projekt 1035, and eventually the He 100 fighter.
Learning from past mistakes on the 112 project, the design was to be as easy to build as possible yet 700 km/h (380 kn; 430 mph) was a design goal. To ease production, the new design had considerably fewer parts than the 112 and those that remained contained fewer compound curves.
The first prototype He 100 V1 flew on 22 January 1938, only a week after its promised delivery date. The aircraft proved to be outstandingly fast. However, it continued to share a number of problems with the earlier He 112, notably a lack of directional stability. In addition, the Luftwaffe test pilots disliked the high wing loading, which resulted in landing speeds so great that they often had to use brakes right up to the last 100 m (330 ft) of the runway.
The ground crews also disliked the design, complaining about the tight cowling which made servicing the engine difficult. But the big problem turned out to be the cooling system, a somewhat risky and still experimental method of cooling the engine via evaporative cooling. After a series of test flights V1 was sent to Rechlin in March.
The second prototype He 100 V2 addressed the stability problems by changing the vertical stabilizer from a triangular form to a larger and more rectangular form. The oil-cooling system continued to be problematic, so it was removed and replaced with a small, semi retractable radiator below the wing.
In the course of the following months the complex He 100 went through several detail evolutions, culminating in the He 100 D-0. This pre-production model featured a larger vertical tail in order to finally solve the stability issues. Furthermore, the cockpit and canopy were slightly redesigned, with the pilot sitting high in a large canopy with excellent vision in all directions.
Three D-0 aircraft were completed by the summer of 1939, followed by a D-1 production batch that comprised 25 aircraft.
The main change was the eventual abandonment of the surface cooling system, which proved to be too complex and failure-prone for frontline service. Instead, an even larger version of the retractable radiator was installed, and this appeared to completely cure the problems. The radiator was inserted in a "plug" below the cockpit, and as a result the wings were widened slightly. All He 100 D-1 fighters were used to form Heinkel's Marienehe factory defense unit.
When the war opened in 1939 Heinkel was allowed to look for foreign licensees for the design. Japanese and Soviet delegations visited the Marienehe factory on 30 October 1939, and were both impressed with what they saw.
The He 100 D-1 was directly followed by the first true production version for the Luftwaffe, the D-2, of which 98 were built until mid 1940. It was technically even more simplified, now with a fixed radiator tunnel under the fuselage, and featured an armament of three 20 mm (0.79 in) MG FF cannon, one in the engine V firing through the propeller spinner and two in the outer wings, plus two synchronized 7.92 mm (.30-caliber) MG 17s in the wings close to the fuselage.
These machine were just ready for service when the Battle of Britain began. While the D-2 aircraft didn't match the He 100's original design goal of 700 km/h (430 mph) once it was loaded down with weapons, the larger canopy and the radiator, it was still capable of speeds in the 630 km/h (391 mph) range in level flight.
Furthermore, the type's low drag airframe was also good for range: as a result the He 100 had a combat range between 900 to 1,000 km (560 to 620 mi) compared to the Bf 109's 600 km (370 mi). While not in the same league as the later escort fighters, this was at the time a superb range and offset the need for the Bf 110 to some degree.
In November 1940 the D-2 was replaced by the D-3, which basically featured a more powerful engine, the 1,350 PS (1,332 HP) DB 601E.
General characteristics:
Crew: One (pilot)
Length: 8.2 m (26 ft 11 in
Wingspan: 9.4 m (30 ft 10 in)
Height: 3.6 m (11 ft 10 in)
Wing area: 14.6 m2 (157 sq ft)
Empty weight: 1,810 kg (3,990 lb)
Max takeoff weight: 2,500 kg (5,512 lb)
Powerplant:
1× Daimler-Benz DB 601N supercharged V12 piston engine, rated at 1,175 PS (845 kW) at sea-level with 2,700 RPM
Performance:
Maximum speed: 628 km/h (390 mph; 339 kn)
Cruising speed: 510 km/h (316 mph; 275 kn)
Range: 1,010 km (628 mi; 545 nmi)
Service ceiling: 11,000 m (36,089 ft)
Time to altitude: 2.2 minutes to 2,000 meters (6,600 ft),
7.9 minutes to 6,000 meters (20,000 ft)
Armament:
3x20mm MG/FF cannon, one engine-mounted firing through the propeller hub, plus a cannon per wing outside of the propeller disc;
2x 7.92 mm (.30-caliber) MG 17s in the wing roots
The kit and its assembly:
Another contribution to the 'Battle of Britain' Group Build at whatifmodelers.com that ran in late 2015. The sleek and tiny He 100 made a great submission for the German side - and in this case the build was supposed to become an early service variant, differing only marginally from the (real) D-0 pre-production types.
This time I used the MPM kit, and I was curious how different it is from the Special Hobby kit that I had already built/converted twice. Well, I would not call the MPM kit a disappointment, but this is clearly an early short-run IP kit, the Special Hobby offering appears light years ahead.
You get LOTS of flash, rather clumsy parts, massive ejection pin markers and mediocre fit. The added PE parts do only help to a certain degree – e. g. for the landing gear covers or some cockpit interior details.
Furthermore, the resin parts that were indicated in the building instructions (for the whole interior) were missing - not certain if they were not packed at all, or got lost in another fashion? I was rather underwhelmed, even though the kit’s surface details are fine, featuring very fine engravings.
Anyway, still I tried to make something from it, and I built it mostly OOB with some of the PE parts integrated. The propeller was replaced by an Italeri La-5 part and received a completely new internal construction (OOB it is to be glued directly to the flat fuselage nose, there's even not a pin to center it properly.
I used my standard styrene tube and metal axis solution) and the retractable radiator was replaced by a fixed tunnel construction - making the modified He 100 look very much like a Ki-61?
The main landing gear was also replaced with parts from a Hobby Boss Bf 109E, since the OOB parts were rather blunt. Another small mod are the machine guns and cannons in the wings.
Painting and markings:
Rather conservative, with typical Luftwaffe colors and markings from the BoB era, but I wanted something colorful. The scheme is a mix of several German Bf 109E designs. Basic colors are RLM 02/71/65 with a high waterline.
Modelmaster enamels from their Authentic line were used. All interior surfaces were painted with RLM 02.
On the flanks, camouflage in large clouds of thinned RLM 02 and 71 were added. The engine cowling became white while the rudder and the nose tip section became yellow (RLM 04). The spinner was painted 2/3 RLM 70 and 1/3 yellow.
The red band on the cowling is a typical feature of JG53 aircraft from the BoB era. It’s purpose is unclear - some sources assume that it was simply used for re-formation, others claim that it had a deeper meaning: it was applied because the squadron/wing commander (Major Jürgen von Cramon-Taubadel)'s wife was Jewish - following a personal order from Göring, the whole squadron had to remove the original emblem and carry the red band like a stigma instead. Later when the squadron's wing commander changed the crews were allowed to carry JG 53's ace of spades badge again. Hence, my livery is a bit contradictive, because the machine should either carry the red band OR the Pik As emblem.
Anyway, the band was realized with simple, red decal strips. The rest of the markings were puzzled together from various Luftwaffe aircraft sheets, too, and the kit received a final coat of matt acrylic varnish.
So, nothing truly fancy or exotic – but the He 100 looks pretty. And it is amazing how small and sleek this aircraft was!
24-2-2020 - Fe y Desarrollo celebra la semana de Ecología en la Sala Borja para compartir y reflexionar juntos del compromiso en el cuidado de la Casa Común. Charla con Margarida Alvim en la Sala Borja de Valladolid
Record Strada cranks converted to single ring mount with proper 12mm counter-bore for nut.
Surface cleaned up and polished.
It is day 7 and the workmen are due soon. This photograph shows the progress yesterday.The crude work bench on the left wall is gone and the storage closet is built and the three doors hung and ready to finish. We are really getting excited about the progress.
To follow the progress, check out the set Garage to Studio Conversion.
167.5 Strada cranks modified for single chain-ring mounting.
Full edge re-profile.
Tapered flutes added to front and back.
Spiders re-fluted and milled opened.
Surface re-anodized to OEM appearance.
Gipiemme Pista ring drilled and milled. Inner web has been removed and profiled to match the width of the spiders.
Former hay loft has had steel building inserted and is now part of the music school and used as a studio
+++ 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 Fokker D.XXI fighter was designed in 1935 for use by the Royal Netherlands East Indies Army Air Force (Militaire Luchtvaart van het Koninklijk Nederlands-Indisch Leger, ML-KNIL). As such, it was designed as an inexpensive and small, but rugged aircraft, which had respectable performance for its time.
Entering operational use in the early years of World War II, it provided yeoman service for both the Luchtvaartafdeling (Dutch Army Aviation Group) and the Finnish Air Force. Other operators were Denmark and Norway, and a few were built by the El Carmolí factory before it fell into rebel hands during the Spanish Civil War.
The Fokker D.XXI was a low-wing monoplane with a fixed spatted undercarriage. Following standard Fokker design practice of the period, it had a steel tube fuselage covered in large part by fabric, with wooden cantilever wings. Power was provided by a Bristol Mercury radial driving a three-blade two-pitch propeller. When it entered service in 1938 it was a significant leap forward for the Dutch Army Aviation Group, whose fighter force had until that time consisted of aging biplanes with open cockpits.
The new Fokker proved to be an extremely sturdy aircraft capable of attaining a speed of 700 km/h in a dive, making it one of the few aircraft that could follow a Stuka bomber into its dive. The Fokker D.XXI, although much slower and more lightly armed than the Bf 109, performed surprisingly well in dogfights, due to its maneuverability.
With its rugged design, a simple, radial engine and fixed undercarriage the Fokker D.XXI was also very suitable for nordic conditions. The fixed undercarriage lent itself to both unimproved runways and conversion to skis for winter use, both of which were advantages in this demanding theater of operations. That did not help much when Norway was invaded in April 1940, though: At that time only five Fokker D.XXI-5 were operational with the Norwegian Army Air Service, while eight more were still on order and never reached their destination.
The Fokker D.XXI-5s differed from the Dutch standard machines mainly through an upgraded engine: the Bristol Mercury with 830 hp (680 kW) was replaced by a Bristol Pegasus XX, rated at 920 hp (686 kW). The most obvious difference from the Mercury-powered machines was a shorter but more angular cowling, coupled with a three blade propeller, an aerodynamic spinner and an engine fairing. The armament still comprised four 7.7mm Vickers machine guns in the wings.
The Norwegian Campaign in early 1940 saw both Norwegian and British fighters battling the Luftwaffe, with the Norwegian Jagevingen fighting in the defence of Oslo on the first day of Operation Weserübung, the German invasion. Later British fighters fought to provide cover for the allied reinforcements sent to the assistance of the Norwegian government.
The pilots of the Norwegian Jagevingen (fighter flight) were based at Fornebu Airport, equipped with a mix of Fokker D.XXI-5s and Gloster Gladiators. On 9 April, the first day of the invasion of Norway, the total of twelve serviceable aircraft managed to shoot down six German aircraft: two Messerschmitt Bf 110 fighters, two He 111 bombers and one Fallschirmjäger-laden Ju 52 transport, all downed by Gloster Gladiators, while the only air victory of a Fokker D.XXI-5 was a Bf 109 escort fighter.
One Gladiator and one Fokker were shot down during the air battle, while three more aircraft (one Fokker, two Gladiators) were strafed and destroyed while refuelling and rearming at Fornebu airport. The remaining operational fighters were ordered to land wherever they could away from the base, landing on frozen lakes around Oslo. They were abandoned by their pilots, then wrecked by souvenir-hunting civilians or destroyed through further air attacks strafing. None of the Norwegian Fokker D.XXI-5s survived.
General characteristics:
Crew: one
Length: 8.2 m (26 ft 11 in)
Wingspan: 11 m (36 ft 1 in)
Height: 2.92 m (9 ft 7 in)
Wing area: 16.2 m2 (174 sq ft)
Empty weight: 1,594 kg (3,514 lb)
Gross weight: 1,970 kg (4,343 lb)
Powerplant:
1 × Bristol Pegasus XX 9-cyl. air-cooled radial piston engine, rated at 920 hp (686 kW).
Performance:
Maximum speed: 460 km/h (286 mph; 248 kn)
Cruising speed: 429 km/h (267 mph; 232 kn)
Never exceed speed: 700 km/h (435 mph; 378 kn)
Range: 930 km (578 mi; 502 nmi)
Service ceiling: 11,350 m (37,238 ft) service ceiling
Time to altitude: 6,000 m (19,685 ft 0 in) in 7 min 30 sec
Power/mass: 0.309 kW/kg (0.188 hp/lb)
Armament:
4 × 7.7 mm (0.303 in) Vickers machine guns in the outer wings
The kit and its assembly:
The third contribution to the 'Battle of Britain' Group Build at whatifmodelers.com that ran in late 2015. This time, an exotic twist on history with a modern fighter in Norwegian service: the Fokker D.XXI. The kit is the PM Models incarnation of the 1990s Pioneer 2 kit from Turkey: a very basic affair with fine, raised panel lines, some flash and an optional ski landing gear.
In order to add a whiffy touch beyond fictional Norwegian colors I decided to change the engine – the real Fokker D.XXI-5 with its Pegasus engine was a fine inspiration – even though I am uncertain how the actual aircraft looked like. In my case, I transplanted a Polish engine from a KP PZL 37 “Los” bomber. The original cowling was shortened slightly and the Pegasus’ diameter reduced.
The propeller is a combination of an Academy Messerschmitt Bf 109E part with a spinner of uncertain origin. New exhaust stubs and a slightly bigger carburetor intake were added, too. Rather simple, but the modified nose changes the look of the D.XXI completely!
The rest was taken OOB. The only other changes are lowered flaps and a dashboard for the cockpit, as well as a fairing behind the pilot’s seat. I also cut the clear but very thick canopy into three pieces, in order to present the kit on the ground – even though this turned out not to be the smartest solution, since canopy fit and the immense thickness of the clear part(s) prevented a proper fit. If you want an open cockpit, better invest into a vacu canopy! :-/
Painting and markings:
Again a rather conservative approach, since most Norwegian aircraft at the time of the German invasion had rather simple liveries: overall aluminum dope was common, or the aircraft bore the camouflage of their countries of origin’s forces, e .g. from Italy.
Anyway, there was also something that appears like an improvised camouflage over alu dope, seen on some Gladiators and Caproni C.310s: a “net” of brown lines.
This is what I adopted for the Fokker and it was created with a basic coat of acrylic Aluminum (Revell), plus some panels in different shades of light alloys, on top of which a wavy net with Modelmaster FS 34087 (Olive Drab) was painted/dabbed with a brush. Once dry, this was slightly wet-sanded in order to reveal the raised panel lines and simulate chipped paint, and a light black ink wash was added, too.
After the decals were applied (leftover from an MPM Northrop A-33 bomber kit, plus the tactical code “440”, which actually comes from a Czech MiG 29), some more dry-painting with earth tones was done to the leading edges and upper surfaces, and finally everything was sealed under a coat of not-totally matt acrylic varnish.
A very quick build: the whole kit was realized in just two days, plus one more for the pics - thanks to its simple construction and paintjob.
This intersection had doghouse PPLT's. The intersection upgrade included a new NEMA TS2-1 cabinet, Alpha BBS, Ethernet radios, PTZ camera, upgraded Opticoms (764 phase selector and 768 AIP) a Naztec 2070 running Apogee V.76 local along with new signs Wavetronix Advance radar detection and LED overhead illumination.
Within a week of the upgrade, we had a significant power outage that lasted through the PM Peak hour, and the BBS kept the signal running happily along for the 4 hours the power was out. This one is right next to a regional shopping center and regional fire station. My wife was shopping at the Target in the shopping center when the power went out. She called me up at work and told me that the power was out but the signals were still running.
3rd Sergeant (3SG) Alvin Lim (right) who finished his fast march test early, handing out water to trainees after their test.
Infrared Landscape shot with Canon EOS 7D using a 590 nm converted infrared lens with Conversion by LifePixel
Rob's fixie (Old Holdsworth road frame now retro-cool city bike.)
Oh, and Santa left me a little present too...
MERRY CHRISTMAS
I removed more of the back of the lens to get more access to the iris mechanism in the center. All of the body controlled aperture mechanics were gone, so the internal body aperture lever was free floating. I taped the lever in place with a scrap of adhesive flocking.
Sunnyvale, CA
A conversion I carried out some 40 years ago.
Left: the result (from ambulance to bus) / Right: the (untouched) 'virgin' model.
"The fact is, brothers, and I want you to realise this, the Good News I preached is not a human message that I was given by men, it is something I learnt only through a revelation of Jesus Christ. You must have heard of my career as a practising Jew, how merciless I was in persecuting the Church of God, how much damage I did to it, how I stood out among other Jews of my generation, and how enthusiastic I was for the traditions of my ancestors.
Then God, who had specially chosen me while I was still in my mother’s womb, called me through his grace and chose to reveal his Son in me, so that I might preach the Good News about him to the pagans. I did not stop to discuss this with any human being, nor did I go up to Jerusalem to see those who were already apostles before me, but I went off to Arabia at once and later went straight back from there to Damascus. Even when after three years I went up to Jerusalem to visit Cephas and stayed with him for fifteen days, I did not see any of the other apostles; I only saw James, the brother of the Lord, and I swear before God that what I have just written is the literal truth. After that I went to Syria and Cilicia, and was still not known by sight to the churches of Christ in Judaea, who had heard nothing except that their one-time persecutor was now preaching the faith he had previously tried to destroy; and they gave glory to God for me."
- Galatians 1:11-24
Detail from the Pauline Jubilee doors in the basilica of San Paolo fuori le mura in Rome. Today, 25 January, is the feast of St Paul's Conversion.
Next on my Desk. The Avatar of Khaine. I changed the proportions of this figure by extending the arms, legs and torso. I also created a display base for it.
Part of my Eldar "Army in a Year" Project
474 was the first Palatine to leave Blackpool and is seen here at S&T, Blackburn being repannelled and converted to a refreshment kiosk. 14 June 2004
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Polaroid 95B "600SE" conversion. Notes telling me the correct aperture/time combinations of EV numbers 10 to 17. Also, feet to meters conversion table (for the focusing).
Spring Barn - Day 1 with an overhead shot of the barns and the plot. These are industrial units that are in disrepair but myself and my wife Catherine have a vision.
The concept is to take four industrial barns and turn them into one luxury home with about 5000 square feet of space. Using the permitted development route we have made great progress.
Our pictures show a timeline of progress, of course this is just a snapshot of all the challenges we have faced. I may well think about writing a book as some of our experiences have been nothing short of incredible.