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Manage to catch exactly the effect I was looking for with this one with a textbook image of a conversion being kicked.
Velvia 100 converted to BW - Nikon FE2, Sigma 28mm. Store racks outside a shop in Little India , Toronto
Quick shots from a recent project I was invited to be involved with. This guy takes a standard van and converts it into a camper van. Awesome stuff!
It doesn't happen very often, but today I was forced to crack a smile. For rather longer than planned ... due to staff shortage and too much work, we've been operating on this ex Mayne's AEC Regent V ably assisted by its owner. The object of the exercise was to fit an ex MoD reconditioned AEC AV760 lorry spec. engine in lieu of the bus's aged and worn AEC AV590. Finally the last conversion parts were manufactured and fitted today which allowed the first road test and I'm happy to report it was a success. Although it's my opinion that its not getting full throttle, it is however getting more than sufficient so we'll leave it as it is. A few little tweaks and it should be able to go home tomorrow.
8860 VR is seen paused for a celebratory picture near the top of the climb out of Chatterley Valley between Tunstall and Talke.
East Lancs bodies of this era were really quite a thing of beauty in my opinion ... what became of them in the 1980s beggars belief when a comparison is drawn.
Latest acquisition: a Leica II of 1932 however modified by Leitz probably in the early 1950-ties:
1. addition of synchronized flash, flash became very popular short after WWII, therefore Leitz offered this conversion for older Leica models;
2. upgraded shutter speed: top speed became 1/1000 sec in stead of the old 1/500.
3. apart from these technical bits, the camera was completely overhauled, and therefore it became a new topplate and baseplate, a new shell, new chromium knobs and fittings in stead of the older nickel ones. Therefore almost a complete new camera which explains why these factory conversions were very expensive at the time.
Just finished up this model! I had a lot of fun working on this guy for my collection, I just might make another one!
The best lifeboat conversion I know of.
Fred Licht's boat 'Theodorus' is sailing high & fast and is very cleverly designed and re-built by himself.
Originaly a teak lifeboat built by Kerstholt for the Dutch merchant ship 'Batu'.
Photo: collection family Licht
A northbound flask train stands in the centre roads at Workington on 7 June 1984. Between the two RBX barrier wagons is MJJ flatrol 550003 built in 1969 at Shildon. The TOPS codes for these wagons seemed to change frequently and were always a bit confusing to me. The batch that included 550003 (seen here) is often quoted in railway publications as XKB (until 1983 when they became air brake only and designated FNA). The TOPS panel on this picture is unclear but has obviously been overpainted to (possibly) FKB or FXB. This overpainting probably reflects the modification made to this wagon when it had a sliding cover added.
In the 1980s BNFL decided they wanted flasks to be covered. This gave an extra level of security but also weather protection. In the 1970s, radioactive contamination was occasionally detected on flasks in transit. The levels were extremely low, but one source of the contamination was thought to be rainwater flushing out small amounts of material from areas of the flask that were normally inaccessible. Keeping the flasks dry also ensured nothing could be flushed off the wagon.
The new design of stainless clad FNAs were introduced in 1984 but - as an interim measure - older open, steel framed wagons like this one were converted, with the new girder work to support the sliding cover clearly visible here. Also, note the fillet inserted to block the gap between the sliding cover support girder and the floor of the well.
What better place for a photographic studio? Set in tranquil surrounds, with air conditioning, overlooking a small lake in the Australian bushland. I am sure the lawned area will be a popular place for some of her outside work.
I had an interesting conversation with the owner, who was very excited about moving into the studio that day.
Photo shows this conversion at the 'virtually completed' stage - the finished pics were for some reason not good enough to use.
The conversion involved two Britbus Omnidekkas cut and joined to create the long 12M version as used by Brighton & Hove.
Open top conversion needed the front upper side windows to be formed, which was done from 1mm brass sheet, brass panelling fitted along each upper side and a re-shaped rear end.
Lower deck was then a doddle with a new set of extended windows made from 1mm clear Plasticard.
The conversion was once again guided by one of Terry Blois' excellent drawings.
Hover conversions for classic vehicles! Keep those old cars on the new roads with hover-drive retrofit kits from Sirius Cyberdine Industries! Don't be bound to the ground any longer! No more expensive tires! Greater comfort and ride-handling! Each kit is custom-designed for the classic auto of choice, and once prototyped, will be available in SCI inventory until all documented examples of that make/model are extinct. From cruisers, to sports cars, to utility vehicles, let SCI become your vendor of choice for updating your ride!
Mono conversion (for a photo club theme on B&W and Selective colour,) from colour original poster earlier. Taken in Poitiers city centre 17 December) - on a night photo-shoot with the Civray Photo Club. Fairly misty evening, though the city lights tend to disguise that. Fog got quite thick later so driving back was not pleasant.
To view large on black press 'L' key on keyboard Repeat to return. Left-click to enlarge further.
Camera: Nikon D300
Lens: 24-120 mm Nikkor @ 24 mm
Manual settings: ƒ/4; 1/20 sec;; ISO 200
File ref: 20161217_DSC9538
All rights reserved.
Time to move on from the Streetdeck I think! It's a complex conversion to achieve with every version demanding something different , and it's getting very time consuming at the expense of other projects. With a real danger now that it will become a chore rather than an enjoyable exercise.
So there will be no more Streetdeck conversions done for the forseeable future.
There are other interesting projects lined up for the new year, some very complex, others routine - but for now at least, they won't include Streetdecks in any variation.
Leitz Hektor f:6.3 / 2.8cm
(built 1952, coated)
IR-modified Sony A6300
Silver Efex Pro2 black and white conversion
Another Ragged Victorian B&W conversion. I am experimenting with Lightroom, Photoshop and Nik Effex to try to get the right look.
Making a Class 69 out of a Class 56.
CCTV keeps a close watch on the site. Turned wheels are ready for delivery.
1:76 scale OO gauge
Wakefield Model Railway Show 2022.
Hover conversions for classic vehicles! Keep those old cars on the new roads with hover-drive retrofit kits from Sirius Cyberdine Industries! Don't be bound to the ground any longer! No more expensive tires! Greater comfort and ride-handling! Each kit is custom-designed for the classic auto of choice, and once prototyped, will be available in SCI inventory until all documented examples of that make/model are extinct. From cruisers, to sports cars, to utility vehicles, let SCI become your vendor of choice for updating your ride!
From a my flat photo taken in Chengyang, Guangxi, China
CROSSVIEW
To view 3D pics cross your eyes focusing between at the pictures until both images overlap one another in the middle.
Per vedere le foto in 3D incrociare (strabuzzare) gli occhi fino a che le due immagini si sovrappongono formandone una sola centrale.
One of Purfleet based EnsignBus more elaborate projects involving a DMS was the conversion of the former DMS729 to Left Hand Drive configuration.
The bus was withdrawn from Uxbridge in July 1980 and was purchased by Ensign the next month. The conversion was reported as completed in March 1983 and the bus was exported to the USA with orders in mind from sightseeing operators. Although many more DMS's made it to export, with a number ending up in America, this was the only one that had the full no expense spared conversion work carried out.
It was purchased in 1986 by Chicago Motor Company for sightseeing work and converted to open top form and lasted a further ten years before being cut up in March 1996.
The bus is seen here at an Ensign open day in July 1982.
while in albay, bicol, philippines my son and i came across this old cemetery , which is always a lure for a taphophile like me. took photos of some niches and gravestones, some dating back to the 19th century. after some research and investigation i found out that the land of this cemetery had been sold and will be due for conversion and development into a mall or a shopping centre. well, i'm lucky i was able to take some photos for posterity. here are some images of this moment
This is a first for me, most Starbucks conversions I've seen are done very well, and while this one looks good, I honestly thought it was still a McDonalds until I saw the sign.
I tried looking up the conversion date, but couldn't find much info. What I did find was that the building was built in 1982, and has been a Starbucks since at least 2007.
Picture Taken at: Starbucks 4901 Walzem Rd, San Antonio, TX 78218
____________________________________________________These photos may not be used, reproduced, etc.. without permission. If you would like to utilize these photos please contact me through FlickrMail or at retailpictures@yahoo.com
+++ 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 Fiat G.91 was an Italian jet fighter aircraft, the winner of the NATO competition in 1953 as standard equipment for Allied air forces. European manufacturers were invited to submit their designs for this requested Light Weight Strike Fighter (LWSF) role. The G.91 was designed to this specification by the Italian engineer Giuseppe Gabrielli, hence the "G" designation. The competition was intended to produce an aircraft that was light, small, expendable, equipped with basic weapons and avionics and capable of operating with minimal ground support. These specifications were developed for two reasons: the first was the nuclear threat to large air bases, many cheaper aircraft could be better dispersed, and the other was to counter the trend towards larger and more expensive aircraft.
The technical requirements were:
• 1,100 m (3,610 ft) takeoff distance over a 15 m (49 ft) obstacle
• Capability to operate from grass strips and streets
• Maximum speed of Mach 0.95
• Range of 280 km (170 mi) with 10 minutes over the target
• Armoured protection for the pilot and the fuel tanks
• 4 × 12.7 mm (.5 in) or 2 × 20 mm or 30 mm guns
• A maximum of 2,200 kg (4,850 lb) empty weight and 4,700 kg (10,360 lb) max weight
The challenge of providing an engine that matched the requirements of lightness and power, reliability and ease of maintenance was solved by using the Bristol Siddeley Orpheus turbojet.
After the loss of the G.91 prototype, the French government preferred to pursue development of the locally-designed Étendard. The British government similarly ignored the competition to concentrate on Hawker Hunter production for the same role. The type was also considered by Austria, Norway, Switzerland, and even the United States Army, which briefly evaluated the type as a possible Forward Air Control (FAC) aircraft before relinquishing all fixed-wing aircraft operations to the USAF.
The G.91 entered operational service with the Italian Air Force in 1961, with West Germany's Luftwaffe in 1962, and later with the Portuguese Air Force (German surplus machines). The first G.91s entered service with the Royal Norwegian Air Force in August 1967. The original R/5 variant for Norway with increased range had been cancelled, but the RNoAF took over fourty-two G.91 R/4 aircraft from a cancelled Greek/Turkish order. These planes were originally armed with four 12.7 mm (0.5 in) Colt-Browning machine guns and powered by the Rolls-Royce Orpheus turbojet engine. Their main role was close air support, tactical sea combat and reconnaissance. One special Norwegian feature was the retrofitted brake parachute housing under the base of the fin.
In 1980, the Norwegian planes saw a major overhaul (MLU), combined with an update concerning both performance and attack capability. The Orpheus was replaced by a single Rolls-Royce Turbomeca Adour Mk. 106 turbofan (developed for the SEPECAT Jaguar), which offered not only slightly better dry thrust than the former engine but also a better fuel consumption and an afterburner for enhanced rate of climb and acceleration. As a side effect. top speed was slightly improved, as well as range and the weapon load. A similar step was taken with the G.91 Y in Italy, where the original Bristol Siddeley Orpheus engine was replaced with two General Electric afterburner J85 units - only that this "Yankee" was literally a new aircraft.
In order to achieve true all-weather capability, esp. against targets at sea, the G.91N, how the planes were called now, were fitted with a Thomson-CSF Agave radar in a new nose section, reminiscent of the F-86D/K "Sabre Dog" interceptor. The original cameras in the nose were deleted, an external camera pod was developed for reconnaissance duties.
The planes’ strike potential was also heavily augmented by the integration of the Norwegian AGM-119 "Penguin" short-to-medium range (up to 50km) naval guided missile. The AGM-119 was developed by Kongsberg Defence & Aerospace (KDA) and was the first AShM of the western world with a passive IR seeker instead of the commonly used active radar technology. Propelled by a solid rocket engine and flying at low altitude and high subsonmic speed, it performs random weaving maneuvres at target approach and hits the target close to the waterline, its 120 kg warhead detonates inside the target ship by using a delay fuze. Additionally, the original four 0.5” machine guns were replaced by a pair of DEFA 552 30 mm cannons with 125 RPG, and AIM-9 Sidewinder could be carried for self-defense.
In this new guise, the Norwegian "Ginos", as they were called by their crews, soldiered on until 1991, when they were retired and replaced by the much more capable and versatile F-16.
All in all, the G.91 remained in production for 19 years, the last planes retired in Italy in 1995. 756 aircraft were completed, including the prototypes and pre-production models. The assembly lines were finally closed in 1977. The Fiat G.91 enjoyed a long service life that extended over 35 years.
General characteristics:
Crew: 1
Length: 10.5 m (34 ft 5 in)
Wingspan: 8.56 m (28 ft 1 in)
Height: 4.0 m (13 ft 1 in)
Wing area: 16.4 m² (177 ft²)
Empty weight: 3,300 kg (6,830 lb)
Loaded weight: 5,640 kg (11,990 lb)
Max. take-off weight: 5,700 kg (12,100 lb)
Maximum speed: 1,125 km/h (608 kn, 700 mph) at optimum height
Range: 1,700 km (920 nmi, 1.060 mi)
Service ceiling: 13,100 m (43,000 ft)
Rate of climb: 85 m/s (16.725 ft/min)
Wing loading: 331 kg/m² (67.8 lb/ft²)
Thrust/weight: 0.42
Powerplant:
Rolls-Royce/Turbomeca Adour Mk 106 turbofan with 6,000 lb (27.0 KN) dry / 8,430 lb (37.5 KN) with reheat
Armament:
2× 30 mm (1.18 in) DEFA 552 30 mm cannon with 125 rounds per gun
4× under-wing pylon stations holding up to maximum of 1,814 kg/4,000 lb of payload, including 2x AGM-119 Penguin missiles, Matra rocket pods (each with 19× SNEB 68 mm rockets or 18× Hispano SURA R80 80 mm rockets. AIM-9 Sidewinder can be carried for self defense, as well as a wide variety of air-to-ground ordnance including unguided iron bombs, gun pods in addition to auxiliary drop tanks for extended range.
The kit and its assembly
This model came to be after finding a discussion at whatifmodelers.com, where the (tragic) fate of the Fiat G.91 was discussed. This light NATO attack fighter would have entered the air forces of virtually all European countries, but it became victim of politics and just ended up in Italy, Germany and (in late days) Portugal. Anyway, an inspiring thought is what would have been possible, e .g. in countries like Spain, Greece or Norway?
The basis is a G.91 P.A.N. from the Frecce Tricolori 50th anniversary kit, made by Italeri. It is, in fact, the Revell kit, nicely detailed and only with few trouble zones (e .g. the fuselage halves needed putty to fit, as well as the panels with the alternative guns). The kit was mostly built right out of the box. Only changes are the new radar nose - the front part of a P-61 drop tank - some antennae on the fin which sports a radar warning system. Additionally, a new and longer jet exhaust nozzle was fitted, simulating the new afterburner engine.
Landing flaps were partly opened from neutral position, the air brakes under the belly fixed into an open position (the latter is a standard kit feature, though). Further mods include a brake parachute container under the tail fin and the armament: The DEFA guns come as alternative side panels with the kit, and the guns themselves were simulated with steel tubes (syringes). The Penguin missiles as well as the ALQ-131 ECM pod come from Hasegawa weapon sets. The fourth free weapon station was filled with a Bofors BOZ-107 chaff/flare dispenser, lent from a Tornado.
Painting
The true whif comes with livery and markings, and IMHO the more subtle the look, the more convincing the result. Hence I chose a very simple livery for my G.91N: an overall finish in FS36270 (US Medium Grey, Humbrol 126), the same as RNoAF F-16 aircraft. Only contrast marks are the black nose, the colourful roundels and some red warning markings all over the plane.
The national markings come from an aftermarket sheet from TL Decals. Stencilling is taken from an old Matchbox G.91Y and the scrap box. Numbers etc. were improvised, too, based on pictures from other Norwegian planes (airliners.net is a great source for reference here).
I did some light washing with black ink to emphasize panel lines and engravings, and also did some weathering with dry-brushed lighter shades of grey (mainly Humbrol 140, very subtle), giving the uniform grey a faded/bleached look on the upper sides and leading edges. Finally, the kit received a coat of matte varnish (Dupli Color Acryllic, form the rattle can), the radome was painted with Humbrol's semi-matte varnish.
The result: a simple but effective whif, which also shows what could have become of the original G.91 design over time and technical development, if it had not become victim to political decisions and national vanities.