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Pictured is the prototype of my 2x3 film carrier. A 4x5 sheet was cleared in fix and then a window cut. Strips of polyester from another sheet were added to hold the edges and provide a channel for the negative to be slid in. I used black silicone sealer so I could see where it was and where it shouldn't be. Later I found that epoxy brushed on works well.
This picture was shot using my 1946 Graflex Mini Speed Graphic. The resulting 2x3 FP4+ sheet was then slipped into the prototype carrier, then onto the pictured 4x5 reel and developed in HC-110 (B) for 9 minutes using my JOBO tank and the Uniroller. f/32 for 1.5 potato seconds.
It may smell like fixer but to me it smells like success.
5½ inch 80# cardstock circles, a good, stiff medium for this model.
Perfect model for CraftROBOing or die-stamping.
Some background:
The VF-1 was developed by Stonewell/Bellcom/Shinnakasu for the U.N. Spacy by using alien Overtechnology obtained from the SDF-1 Macross alien spaceship. Its production was preceded by an aerodynamic proving version of its airframe, the VF-X. Unlike all later VF vehicles, the VF-X was strictly a jet aircraft, built to demonstrate that a jet fighter with the features necessary to convert to Battroid mode was aerodynamically feasible. After the VF-X's testing was finished, an advanced concept atmospheric-only prototype, the VF-0 Phoenix, was flight-tested from 2005 to 2007 and briefly served as an active-duty fighter from 2007 to the VF-1's rollout in late 2008, while the bugs were being worked out of the fully functional VF-1 prototype (the VF-X-1).
Introduced in 2008, the VF-1 would be produced en masse within a short period of time, a total of 5,459 airframes were delivered until 2013. The space-capable VF-1's combat debut was on February 7, 2009, during the Battle of South Ataria Island - the first battle of Space War I - and remained the mainstay fighter of the U.N. Spacy for the entire conflict. From the start the VF-1 proved to be an extremely capable and versatile craft, successfully combating a variety of Zentraedi mecha even in most sorties which saw UN Spacy forces significantly outnumbered. The versatility of the Valkyrie design enabled the variable fighter to act as both large-scale infantry and as air/space superiority fighter. The signature skills of U.N. Spacy ace pilot Maximilian Jenius exemplified the effectiveness of the variable systems as he near-constantly transformed the Valkyrie in battle to seize advantages of each mode as combat conditions changed from moment to moment.
The basic VF-1 was deployed in four sub-variants (designated A, D, J, and S) and its success was increased by continued development of various enhancements and upgrades, including the GBP-1S "Armored" Valkyrie, FAST Pack "Super" Valkyrie and the additional RÖ-X2 heavy cannon pack weapon system for the VF-1S with additional firepower. The FAST Pack system was designed to enhance the VF-1 Valkyrie variable fighter, and the initial V1.0 came in the form of conformal pallets that could be attached to the fighter’s leg flanks for additional fuel – primarily for Long Range Interdiction tasks in atmospheric environment. Later FAST Packs were designed for space operations.
After the end of Space War I, production on Earth was stopped but the VF-1 continued to be manufactured both in the Sol system and throughout the UNG space colonies. Although the VF-1 would be replaced in 2020 as the primary Variable Fighter of the U.N. Spacy by the more capable, but also much bigger, VF-4 Lightning III, a long service record and its persistent production after the war in many space sectors proved the lasting worth of the design.
The versatile aircraft underwent constant upgrade programs. For instance, about a third of all VF-1 Valkyries were upgraded with Infrared Search and Track (IRST) systems, placed in a small, streamlined fairing in front of the cockpit. This system allowed passive long-range search and track modes, freeing the pilot from the need to give away his/her position through active radar emissions. The sensor could also be used for target illumination and precision weapons guidance.
Many Valkyries also received improved radar warning systems, with sensor arrays mounted on the wingtips, the fins and/or on the LERXs. Improved ECR measures and other defensive measure like flare/chaff dispensers were also added to some machines, typically in conformal fairings on the flanks of the legs/engine pods.
In early 2011, VF-1 production on Earth had already reached the 2.500th aircraft, a VF-1J which received a striking white-and-blue commemorative paint scheme upon roll-out, decorated with the logos of all major manufacturers and system suppliers. After a brief PR tour the machine (Bu. No. 2110406/1) was handed over to SVF-1, the famous Skull Squadron, as an attrition replacement for Major Yingluck 'Joker' Maneethapo's aircraft, leader of the unit’s 5th Flight and a Thai pilot ace from the first stages of the Zentraedi attacks in 2009.
With the opportunity to add more personal style to his new mount, Maneethapo's chose the non-standard modex ML 555 for his fighter - a play of words, because the five is pronounced 'ha' in Thai language and '555' a frequent abbreviation for 'laughing'. Bu. No. 2110406/1 retained its bright PR livery, because its primary colors matched well with SVF-1 ‘Lazulite’ flight’s ID color. The aircraft just lost the sponsor logos and instead received full military markings and tactical codes, including the unit’s renowned skull icon and the characteristic “ML” letter code on the foldable fins. The nose art for the 2.500th production VF-1 jubilee was retained, though.
In SVF-1 service, Bu. No. 2110406/1 was soon upgraded with an IRST and retrofitted with FAST Packs and avionics for various zero-G weapons for operations in space, since the unit was supposed to become based on SDF-1 and go into space with the large carrier ship. However, only SVF-1's Flight #1, 2 and 3 were taken on board of the SDF-1 when the ship left Earth, the remaining unit parts remained at the home base on Ataria Island, tasked with homeland defense duties.
In 2012, at the end of the war, SVF-1’s Lazulite’ flight was re-located on board of ARMD-02 (Armaments Rigged-up Moving Deck Space Carrier vessel), which was and rebuilt and attached to the refitted SDF-1 Macross as originally intended. There, Bu. No. 2110406/1 served into the first year of the New Era 0001 in 2013, when it was replaced as a Flight Leader’s mount by a VF-4 and handed over to SVF-42 back on Earth, where it was repainted in standard U.N. Spacy fighter colors (even though it still retained its commemorative nose art) and served until 2017. Bu. No. 2110406/1 was then retired and unceremoniously scrapped, having already exceeded its expected service life.
The VF-1 was without doubt the most recognizable variable fighter of Space War I and was seen as a vibrant symbol of the U.N. Spacy. At the end of 2015 the final rollout of the VF-1 was celebrated at a special ceremony, commemorating this most famous of variable fighters. The VF-1 Valkryie was built from 2006 to 2013 with several major variants (VF-1A = 5,093, VF-1D = 85, VF-1J = 49, VF-1S = 30), sub-variants (VF-1G = 12, VE-1 = 122, VT-1 = 68) and upgrades of existing airframes (like the VF-1P).
Despite its relatively short and intense production run the fighter remained active in many second line units and continued to show its worthiness even years later, e. g. through Milia Jenius who would use her old VF-1 fighter in defense of the colonization fleet - 35 years after the type's service introduction!
General characteristics:
All-environment variable fighter and tactical combat Battroid,
used by U.N. Spacy, U.N. Navy, U.N. Space Air Force and U.N.S. Marine Corps
Accommodation:
Pilot only in Marty & Beck Mk-7 zero/zero ejection seat
Dimensions:
Fighter Mode:
Length 14.23 meters
Wingspan 14.78 meters (at 20° minimum sweep)
Height 3.84 meters
Battroid Mode:
Height 12.68 meters
Width 7.3 meters
Length 4.0 meters
Empty weight: 13.25 metric tons
Standard T-O mass: 18.5 metric tons
MTOW: 37.0 metric tons
Power Plant:
2x Shinnakasu Heavy Industry/P&W/Roice FF-2001 thermonuclear reaction turbine engines, output 650 MW each, rated at 11,500 kg in standard or 225.63 kN in overboost
4x Shinnakasu Heavy Industry NBS-1 high-thrust vernier thrusters (1 x counter reverse vernier thruster nozzle mounted on the side of each leg nacelle/air intake, 1 x wing thruster roll control system on each wingtip)
18x P&W LHP04 low-thrust vernier thrusters beneath multipurpose hook/handles
Performance:
Battroid Mode: maximum walking speed 160 km/h
Fighter Mode: at 10,000 m Mach 2.71; at 30,000+ m Mach 3.87
g limit: in space +7
Thrust-to-weight ratio: empty 3.47; standard T-O 2.49; maximum T-O 1.24
Design Features:
3-mode variable transformation; variable geometry wing; vertical take-off and landing; control-configurable vehicle; single-axis thrust vectoring; three "magic hand" manipulators for maintenance use; retractable canopy shield for Battroid mode and atmospheric reentry; option of GBP-1S system, atmospheric-escape booster, or FAST Pack system
Transformation:
Standard time from Fighter to Battroid (automated): under 5 sec.
Min. time from Fighter to Battroid (manual): 0.9 sec.
Armament:
2x Mauler RÖV-20 anti-aircraft laser cannon, firing 6,000 ppm
1x Howard GU-11 55 mm three-barrel Gatling gun pod with 200 RPG, fired at 1,200 rpm
4x underwing hard points for a wide variety of ordnance, including…
12x AMM-1 hybrid guided multipurpose missiles (3/point), or
12x MK-82 LDGB conventional bombs (3/point), or
6x RMS-1 large anti-ship reaction missiles (2/outboard point, 1/inboard point), or
4x UUM-7 micro-missile pods (1/point) each carrying 15 x Bifors HMM-01 micro-missiles,
or a combination of above load-outs
The kit and its assembly:
Another small and vintage 1:100 VF-1 Fighter. This time it’s a non-canonical aircraft, based on a limited edition decal sheet that was published with the Japanese Model Graphix magazine in April 2001 (check this here for reference: www.starshipmodeler.com/mecha/jl_clrvalk.htm) with Hasegawa’s first release of their 1:72 Valkyrie Fighter kit. The give-away sheet featured several VF-1s, including an anniversary paint scheme for the 2.500th production Valkyrie. This is AFAIK neither ‘official’ nor canonical – but the pretty blue-and-white livery caught my attention, and I had for a long time the plan to re-create this livery on one of my favored 1:100 models. This would not work 100%, though, so I had to improvise – see below.
The kit was built OOB, with the landing gear down and (after taking the flight scenic pictures) with an open canopy, mounted on a small lift arm. Some typical small blade antennae the 1:100 simple kit lacks were added around the hull as a standard measure to improve the look. In the cockpit I added side consoles and a pilot figure for the in-flight shots.
The only non-standard additions are the IRST sensor fairing in front of the cockpit – the model of the anniversary VF-1 in the Model Graphix magazine carries this canonical upgrade, too, it was created from clear sprue material. Another tiny addition were the RHAWS antenna fairings at the top of the fins, scratched from small styrene profile bits.
The Valkyrie’s ordnance is standard and was taken OOB, featuring twelve AMM-1 missiles under the wings plus the standard GU-11 gatling gun pod; the latter was modified to hold a scratched wire display for in-flight pictures at its rear end. The Model Graphix VF-1 is insofar confusing as it seems to carry something that looks like a white ACMI pod on a non-standard pylon, rather attached to the legs than to the wings? That's odd and I could not make up a useful function, so I rejected this detail. The magazine Valkyrie's belly drop tank was - even though canonical, AFAIK - also not taken over to my later in-service status.
Painting and markings:
The more challenging part of the build, in two ways. First, re-creating the original commemorative livery would have called for home-made decals printed in opaque white for the manufacturers’ logos, something I was not able to do at home. So, I had to interpret the livery in a different way and decided to spin the aircraft’s story further: what would become of this VF-1 after its roll-out and PR event? In a war situation it would certainly be delivered quickly to a frontline unit, and since I had some proper markings left over, I decided to attach this colorful bird to the famous Skull Squadron, SVF-1, yet to a less glorious Flight. Since flight leaders and aces in the Macross universe would frequently fly VF-1s in individual non-standard liveries, sometimes even very bright ones, the 2,500th VF-1 could have well retained its catchy paint scheme.
The second part of the challenge: the actual paint job. Again, no suitable decals were at hand, so I had to re-create everything from scratch. The VF-1J kit I used thankfully came molded in white styrene, so that the front half of the aircraft could be easily painted in white, with no darker/colored plastic shining through. I painted the white (Revell 301, a very pure white) with a brush first. For the blue rear half, I settled upon an intense and deep cobalt blue tone (ModelMaster 2012). For the zigzag border between the colors, I used Tamiya masking tape, trimmed with a tailor’s zigzag scissors and applied in a slightly overlapping pattern for an irregular edge.
The landing gear became standard all-white (Revell 301, too), with bright red edges (Humbrol 174) on the covers. Antenna fairings were painted with radome tan (Humbrol 7) as small color highlights.
The cockpit interior became standard medium grey (Revell 47) with a black ejection seat with brown cushions (Humbrol 119 and Revell 84), and brown “black boxes” behind the headrest. The air intakes as well as the interior of the VG wings were painted dark grey (Revell 77). The jet nozzles/feet were internally painted with Humbrol 27003 (Steel Metallizer) and with Revell 91 on the outside, and they were later thoroughly treated with graphite to give them a burnt/worn look.
The GU-11 pod became standard bare metal (Revell 91, Iron metallic), the AMM-1s were painted in light grey (Humbrol 127) with many additional painted details in five additional colors, quite a tedious task when repeated twelve times...
After basic painting was one the model received a careful overall washing with black ink to emphasize the engraved panel lines, and light post-shading was done to the blue areas to emphasize single panels.
The full-color ’kite’ roundels came from an 1:100 VF-1A sheet, the skull emblems were left over from my Kotobukiya 1:72 VF-4 build some years ago, which OOB carries SVF-1 markings, too. The 2.500th aircraft nose art decoration was printed on clear decal film with an ink jet printer at home, even though it’s so small that no details can be discerned on the model. SVF-1’s “ML” tail code was created with single white decal letters (RAF WWII font), the red “555” modex came from an PrintScale A-26 Invader sheet, it's part of a USAF serial number from an all-black Korean War era aircraft.
The wings' leading edges were finished in medium grey, done with decal sheet material. The Model Graphix Valkyrie does not sport this detail, but I think that the VF-1 looks better with them and more realistic. Red warning stripes around the legs - also not seen on the model in the magazine - were made from similar material.
The confetti along the jagged edge between the white and the blue areas was created with decal material, too – every bit was cut out and put into place one for one… To match the cobalt blue tone, the respective enamel paint was applied on clear decal sheet material and cut into small bits. For the white and red confetti, generic decal sheet material was used. All in all, this was another tedious process, but, at the small 1:100 scale, masks or tape would have been much more complex and less successful with the brushes I use for painting. For this home-made approach the result looks quite good!
Finally, after some typical details and position lights had been added with clear paints over a silver base, the small VF-1 was sealed with a coat of semi-matt acrylic varnish, giving it a slightly shiny finish.
A pretty VF-1 – even though I’d call it purely fictional, despite being based on material that was published in a Japanese magazine more than 20 years ago. The simple yet striking livery was a bit tricky to create, but the result, with the additional SVF-1 unit markings, looks good and makes me wonder how this machine would look with FAST pack elements for use in space or as a transformed Battroid?
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on authentic facts. BEWARE!
Some background:
In Autumn 1946, the Saab company began internal studies aimed at developing a replacement aircraft for the Saab B 18/S 18 as Sweden's standard attack aircraft. In 1948, Saab was formally approached by the Swedish Government with a request to investigate the development of a turbojet-powered strike aircraft to replace a series of 1940s vintage attack, reconnaissance, and night-fighter aircraft then in the Flygvapnet’s inventory. On 20 December 1948, a phase one contract for the design and mock-up of the proposed aircraft was issued. The requirements laid out by the Swedish Air Force were demanding: the aircraft had to be able to attack anywhere along Sweden's 2,000 km (1,245 miles) of coastline within one hour of launch from a central location, and it had to be capable of being launched in any weather conditions, at day or night.
In response, Saab elected to develop a twin-seat aircraft with a low-mounted swept wing and equipped with advanced electronics. On 3 November 1952, the first prototype, under the handle “Fpl 32” (flygplan = aircraft) conducted its first flight. A small batch of prototypes completed design and evaluation trials with series production of the newly designated Saab 32 Lansen beginning in 1953. The first production A 32A Lansen attack aircraft were delivered to the Swedish Air Force and proceeded through to mid-1958, at which point manufacturing activity switched to the Lansen’s other two major scheduled variants, the J 32B all-weather fighter and the photo reconnaissance S 32C, optimized for maritime operations.
The idea behind the J 32 originated from the late 1940s: Even before the SAAB 29 Tunnan had taken to the air, discussions began between SAAB and the Swedish Aviation Administration regarding a future night fighter aircraft with a jet engine. Since the end of the war, the Swedish Air Force had wanted a night fighter aircraft but was forced to put these on the shelf due to cost reasons. In the end, they managed to obtain sixty de Haviland Mosquito night fighter aircraft (then designated J 30) from Great Britain as a low-budget solution, but the J 30 was far from modern at the end of the 1940s and talks with SAAB regarding a domestic alternative continued.
At the beginning of the 1950s, the Fpl 32 project was in full swing and the aircraft was selected as the basis for an indigenous all-weather jet night fighter with a sighting radar and various heavier weapons to be able to shoot down bombers – at the time of the J 32B’s design, the main bomber threat was expected to enter Swedish airspace at subsonic speed and at high altitude. The original idea was that this aircraft would replace the J 30 Mosquito from 1955 onwards, but this proved to be impossible as the J 30 fleet needed to be replaced long before this and the A 32A as initial/main varia of the Fpl 32 had priority. Because of this operational gap, in January 1951 the Swedish Air Force ordered the British de Haviland Venom (then designated J 33) as an interim all-weather fighter and plans for the J 32B were postponed until later with the idea that the Lansen’s fighter variant would replace the J 33 at the end of the 1950s and benefit from technological progress until then.
On 7 January 1957, the first J 32B conducted its maiden flight, and it was a considerable step forward from the A 32A attack aircraft – in fact, excepts for the hull, it had only little in common with the attack variant! The new fighter version was powered by a Rolls-Royce Avon Mk 47A (locally designated RM6A) which gave as much thrust without an afterburner as the SAAB A 32A's original RM5A2 did with an afterburner, greatly improving the aircraft’s rate of climb and acceleration, even though the J 32B remained only transonic.
The armament consisted of four heavier fixed 30 mm ADEN m/55 automatic cannon in a slightly re-contoured nose, plus Rb 24/AIM-9B Sidewinder IR-guided AAMs and various unguided rockets against air and ground targets. Instead of the A 32A’s Ericsson mapping and navigation radar, which was compatible with the indigenous Rb 04C anti-ship missile, one of the earliest cruise missiles in western service, the J 32B carried a PS-42/A. This was a search/tracking X-band radar with a gyro-stabilized antenna with a swivel range of 60° to each side and +60°/−30° up/down. The radar featured the option of a 3D display for both WSO and pilot and its data could be directly displayed in the pilot’s Sikte 6A HUD, a very modern solution at the time.
A total of 118 aircraft (S/N 32501-32620) were produced between 1958 and 1960, serving in four fighter units. However, the J 32B only served for just under 12 years as a fighter aircraft in the Swedish Air Force: aviation technology progressed very quickly during the 1960s and already in 1966, the J 32B began to be replaced by the J 35F, which itself was already an advanced all-weather interceptor version of the supersonic Draken. In 1969 only the Jämtland's Air Flotilla (F4) still had the J 32B left in service and the type began to be completely retired from frontline service. In 1970 the plane flew in service for the last time and in 1973 the J 32B was officially phased out of the air force, and scrapping began in 1974.
However, the J 32Bs’ career was not over yet: At the beginning of the 1970s, Målflygdivisionen (MFD for short, the “Target Air Division”) was still using old J 29Fs as target tugs and for other training purposes, and they needed to be replaced. The choice fell on the much more capable, robust and readily available J 32B. Twenty-four machines were transferred to the MFD in 1971 to be used for training purposes, losing their radar and cannon armament. Six of these six J 32Bs were in 1972 modified into dedicated target tugs under the designation J 32D, six more J 32Bs were left unmodified and allocated to various second-line tasks such as radio testing and ground training.
The other twelve J 32Bs (s/n 32507, -510, -512, -515, -529, -541, -543, -569, -571, -592, -607 and -612) became jamming aircraft through the implementation of ECR equipment under the designation J 32E. This electronics package included internally:
- An INGEBORG signal reconnaissance receiver with antennae in the radome,
covering S, C and L radar frequency bands
- A G24 jamming transmitter, also with its antenna in the radome, covering alternatively
S, C and L frequency bands. This device co-operated with the external ADRIAN jamming pod
- Apparatus 91B; a broadband jammer, later integrated with INGEBORG
- MORE, a jammer and search station for the VHF and UHF bands
- FB-6 tape player/recorder; used, among other things, to send false messages/interference
Additional, external equipment included:
- PETRUS: jamming pod, X-band, also radar warning, intended for jamming aircraft
and active missile radars
- ADRIAN: jamming pod, active on S- and C-band, intended for jamming land-based and
shipboard radars
- BOZ-1, -3, -9 and -100 chaff dispenser pods
Outwardly, the J 32E differed from its brethren only through some blade antennae around the hull, and they initially retained the fighters’ blue-green paint scheme and their tactical markings so that they were hard to distinguish from the original fighters. Over time, orange day-glow markings were added to improve visibility during training sessions. However, during the mid-Nineties, three machines received during scheduled overhauls a new all-grey low-visibility camouflage with toned-down markings, and they received the “16M” unit identifier – the only MFD aircraft to carry these openly.
When a J 32E crashed in 1975, three of the remaining six training J 32Bs were modified into J 32Es in 1979 to fill the ranks. The MFD kept operating the small J 32Ds and Es fleet well into the Nineties and the special unit survived two flotilla and four defense engagements. At that time, the Målflygdivisionen was part of the Swedish Air Force’s Upplands Flygflottilj (F16), but it was based at Malmen air base near Linköpping (where the Swedish Air Force’s Försökscentralen was located, too) as a detachment unit and therefore the machines received the unit identifier “F16M”, even though the “M” suffix did normally not appear on the aircraft. However, through a defense ministry decision in 1996 the Target Air Division and its associated companies as well as the aircraft workshop at Malmen were to be decommissioned, what meant the end of the whole unit. On June 26, 1997, a ceremony was held over the disbandment of the division, where, among other things, twelve J 32Es made a formation flight over Östergötland.
After the decommissioning of the division, however, the Lansens were still not ‘dead’ yet: the J 32D target tugs were kept operational by a private operator and received civil registrations, and eight flightworthy J 32Es were passed over to FMV:Prov (Provningsavdelningen vid Försvarets materielverk, the material testing department of the Swedish Air Force’s Försökscentralen) to serve on, while other airframes without any more future potential were handed over to museums as exhibition pieces, or eventually scrapped. The surviving J 32Es served on in the electronic aggressor/trainer role until 1999 when they were finally replaced by ten modified Sk 37E Viggen two-seaters, after their development and conversion had taken longer than expected.
However, this was still not the end of the Saab 32, which turned out to be even more long-lived: By 2010, at least two Lansens were still operational, having the sole task of taking high altitude air samples for research purposes in collaboration with the Swedish Radiation Safety Authority, and by 2012 a total of three Lansens reportedly remained in active service in Sweden.
General characteristics:
Crew: 2
Length: 14.94 m (49 ft 0 in)
Wingspan: 13 m (42 ft 8 in)
Height: 4.65 m (15 ft 3 in)
Wing area: 37.4 m² (403 sq ft)
Airfoil: NACA 64A010
Empty weight: 7,500 kg (16,535 lb)
Max takeoff weight: 13,500 kg (29,762 lb)
Powerplant:
1× Svenska Flygmotor RM6A afterburning turbojet
(a Rolls Royce Avon Mk.47A outfitted with an indigenous afterburner),
delivering 4,88 kp dry and 6,500 kp with reheat
Performance:
Maximum speed: 1,200 km/h (750 mph, 650 kn)
Range: 2,000 km (1,200 mi, 1,100 nmi) with internal fuel only
Service ceiling: 15,000 m (49,000 ft)
Rate of climb: 100 m/s (20,000 ft/min)
Armament:
No internal weapons.
13× external hardpoints (five major pylons and eight more for light weapons)
for a wide variety of up to 3.000 kg of ordnance, typically only used
for ECM and chaff/flare dispenser pods and/or a conformal ventral auxiliary tank
The kit and its assembly:
This is a what-if project that I had on my idea list for a long time, but never got the nerve to do it because it is just a mild modification – the model depicts a real aircraft type, just with a fictional livery for it (see below).
The plan to create a J 32E from Heller’s A 32 kit from 1982 predated any OOB option, though. Tarangus has been offering a dedicated J 32B/E kit since 2016, but I stuck to my original plan to convert a Heller fighter bomber which I had in The Stash™, anyway)- also because I find the Tarangus kit prohibitively expensive (for what you get), even though it might have saved some work.
The Heller A 32A kit was basically built OOB, even though changing it into a J 32B (and even further into an “E”) called for some major modifications. These could have been scratched, but out of convenience I invested into a dedicated Maestro Models conversion set that offers resin replacements for a modified gun bay (which has more pronounced “cheek fairings” than the attack aircraft, the lower section is similar to the S 32C camera nose), a new jet exhaust and also the Lansen’s unique conformal belly tank – for the cost of a NIB Heller Saab 32 kit alone, though… :-/
Implanting the Maestro Models parts was straightforward and relatively easy. The J 32B gun bay replaces the OOB parts from the Heller kit, fits well and does not require more PSR than the original part. Since the model depicts a gun-less J 32E, I faired the gun ports over.
The RM6A exhaust was a bit more challenging – it is a bit longer and wider than the A 32A’s RM5. It’s not much, maybe 1mm in each dimension, so that the tail opening had to be widened and slightly re-contoured to accept the new one-piece resin pipe. The belly tank matched the kit’s ventral contours well. As an extra, the Maestro Models set also offers the J 32B’s different tail skid, which is placed further back on the fighter than on the attack and recce aircraft.
The J 32E’s characteristic collection of sizable blade antennae all around the hull was scratched from 0.5 mm styrene sheet. Furthermore, the flaps were lowered, an emergency fuel outlet was added under the tail, the canopy (very clear, but quite thick!) cut into two parts for optional open display, and the air intake walls were extended inside of the fuselage with styrene sheet.
Under the wings, four pylons (the Heller kit unfortunately comes totally devoid of any ordnance or even hardpoints!) from the spares box were added that carry scratched BOZ-1 chaff dispensers and a pair of ADRIAN/PETRUS ECM pod dummies – all made from drop tanks, incidentally from Swedish aircraft (Mistercraft Saab 35 and Matchbox Saab 29). Sure, there are short-run aftermarket sets for this special equipment that might come closer to the real thing(s), but I do not think that the (quite considerable) investments in all these exotic aftermarket items are worthwhile when most of them are pretty easy to scratch.
Painting and markings:
The paint scheme was the actual reason to build a J 32E: the fundamental plan was to build a Lansen in the Swedish air superiority low-viz two-tone paint scheme from the Nineties, and the IMHO only sensible option beyond pure fantasy was the real J 32E as “canvas”. I used JAS 39 Gripens as reference: their upper tone is called Pansargrå 5431-17M (“Tank Grey”, which is, according to trustworthy sources, very close to FS 36173, U.S. Neutral Grey), while the undersides are painted in Duvagrå 5431-14M (“Dove Grey”; approximately FS 36373, a tone called “High Low Visibility Light Grey”). Surprisingly, other Swedish types in low-viz livery used different shades; the JA 37s and late J 35Js were painted in tones called mörkgrå 033M and grå 032M, even though AJSF 37s and AFAIK a single SK 37 were painted with the Gripen colors, too.
After checking a lot of Gripen pictures I selected different tones, though, because the greys appear much lighter in real life, esp. on the lower surfaces. I ended up with FS 36231 (Dark Gull Grey, Humbrol 140, a bit lighter than the Neutral Grey) and RLM 63 (Lichtgrau, Testors 2077, a very pale and cold tone). The aircraft received a low waterline with a blurry edge, and the light grey was raised at the nose up to the radome, as seen on JA 37s and JAS 39s. To make the low-viz Lansen look a little less uniform I painted the lower rear section of the fuselage in Revell 91 and 99, simulating bare metal – a measure that had been done with many Lansens because leaking fuel and oil from the engine bay would wash off any paint in this area, leaving a rather tatty look. Di-electric fairings like the nose radome and the fin tip were painted with a brownish light grey (Revell 75) instead of black, reducing contrast and simulating bare and worn fiber glass. Small details like the white tips of the small wing fences and the underwing pylons were adapted from real-world Lansens.
After a light black ink wash, I emphasized single panels with Humbrol 125 and 165 on the upper surfaces and 147 and 196 underneath. Additionally, grinded graphite was used for weathering and a grimy look – an effective method, thanks to the kit’s fine raised panel lines. The silver wing leading edges were created with decal sheet material and not painted, a clean and convenient solution that avoids masking mess.
The ECM and chaff dispenser pods were painted in a slightly different shade of grey (FS 36440, Humbrol 40). As a subtle contrast the conformal belly tank was painted with Humbrol 247 (RLM 76), a tone that comes close to the Lansens’ standard camouflage from the Sixties’ green/blue livery, with a darker front end (Humbrol 145) and a bare metal tail section.
The cockpit interior was, according to pictures of real aircraft, painted in a greenish grey; I used Revell 67 (RAL 7009, Grüngrau) for most surfaces and slightly darker Humbrol 163 for dashboards and instrument panels. The landing gear wells as well as the flaps’ interior became Aluminum Bronze (Humbrol 56), while the landing gear struts were painted in a bluish dark green (Humbrol 195) with olive drab (Revell 46) wheel hubs - a detail seen on some real-life Saab 32s and a nice contrast to the light grey all around.
All markings/decals came from RBD Studio/Moose Republic aftermarket sheets for Saab 32 and 37. From the latter the low-viz national markings and the day-glo orange tactical codes were taken, while most stencils came from the Lansen sheet. Unfortunately, the Heller kit’s OOB sheet is pretty minimalistic – but the real A/S 32s did not carry many markings, anyway. Finally, the kit was sealed with matt acrylic varnish. As a confusing detail I gave the aircraft an explicit “16M” unit identifier, created with single black 4 mm letters/numbers. As a stark contrast and a modern peace-time element I also gave the Lansen the typical huge day-glo orange tactical codes on the upper wings that were carried by the Swedish interceptors of the time.
A relatively simple build, thanks to the resin conversion set – otherwise, creating a more or less believable J 32E from Heller’s A 32 kit is a tough challenge. Though expensive, the parts fit and work well, and I’d recommend the set, because the shape of the J 32B’s lower nose is quite complex and scratching the bigger jet pipe needs a proper basis. The modern low-viz livery suits the vintage yet elegant Lansen well, even though it reveals the aircraft’s bulk and size; in all-grey, the Lansen has something shark- or even whale-ish to it? The aircraft/livery combo looks pretty exotic, but not uncredible - like a proven war horse.
We have some Irish friends, who think Cape Cod is just about all right, particularly Provincetown. We are much of their opinion. But they never go there without being entirely grossed out by all the salt water taffy. Taffy, pronounced with an aggressively flat æ digraph, is a soft, sticky candy that is always sold wrapped up in a twist of wax paper, to protect it, presumably, from the moist sea air. I haven't been anywhere, on either coast, where it isn't made and sold as a necessary part of the shore experience. I don't think the tourists would ever go home, if it wasn't for this stuff, ripping out their fillings.
I sometimes think that our Irish friends take exception to the pronunciation of the word, perhaps thinking it's a Yankee mangling of the insular English word, toffee. Indeed, we have toffee, too, but it's a different animal, entirely. Maybe they resent the use of a word that is a tribal slur in England for the Welsh. Hard to say. They might not have a taste for it. I mean, they actually eat and enjoy Turkish delight, which is just nasty.
Oh, yes, this box suggests a piece of salt water taffy to me. I'm highly impressionable and maybe a little impressionistic.
Shot taken 30 April 2011
Rotterdam Holland
Canon AE-1 Program
50mm F1/1:4 SCC (Lens Doctor)
Kodak Ultramax 400
Self Developed (first time, ha, piece of cake)
Rollei Digibase C-41 kit
Canoscan 9000f
Sugatami, Mt.Asahidake, Higashikawa, Hokkaido.
Mamiya Press Standard 23 with 6x7 film back, Sekor 50mm F6.3 , negative ISO 160 expired, developed normally.
Bigger sizes: www.flickr.com/photos/threepinner/15470061461/sizes/l
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EOS 30
EF 50mm f/1.8 + Yellow 2x
Ilford FP4+ ISO125
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Developed with Agfa Rondinax 35U in Agfa Rodinal 15min
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19 May 2017
From a square, divided 3x3.
This one is nice -- the landmarks are on the corners, mostly, and those tuck in. The curves are sine, more or less, and the volume is knowable. By someone else, I just know it's there.
final rinse 25 feet of hand developed 16mm / Bolex double 8mm Kodak 100D 7285 Motion Picture Film as loose coil
~3 minutes running time of 8mm footage at 24 fps
souped for 8 minutes at 100F in Tetenal E-6 kit using Paterson tank
Hot Tubbin at the Ski Lodge
Fernie, British Columbia, Canada
directed by Martin M.
All Rights Reserved 2013
Paillard Bolex P1 8mm 8 - 64 fps variable shutter camera
SOM Berthiot Pan Cinor 8-40mm f/1.9 zoom lens
Kodak 100D 7285 motion picture film
Telecine on Epson Perfection 4490 Flatbed Scanner at 48 bit 4800 dpi and Cine2Vid 24 fps
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picture taken with Olympus PEN E-PM1
Leica Summicron M DR f2 50mm
Those who do not live in Scotland may be unaware that this YES sign indicates an affirmative response to the question "Should Scotland be an independent country?".
In a referendum to be held on 18 September 2014 this issue will be decided by those who are registered to vote in Scotland.
In my view, the underlying belief of those on the YES side is that it is right and proper for a nation to aspire to govern itself, that it may experience difficulties in doing so but in working through those difficulties it will develop the maturity required to hold its head high in the community of nations. The YES side believes that now is the time to "grasp the thistle".
The NO side appears to hold the view either (i) that a 'mature nation' status is not worth working for or (ii) that, while it might be desirable to become a mature nation, the inevitable difficulties could not be overcome.
I listened live to the 2 hours and 40 minutes of this parliamentary debate and thought that Mike Russell's ten minute winding-up speech (transcript below) characterised by its positive approach, exemplified that contrast with the negative approach of his opponents during that debate.
THE PARLIAMENT OF SCOTS (12 AUGUST 2014)
DEBATE ON THE ECONOMIC OPPORTUNITIES OF INDEPENDENCE
WINDING UP SPEECH FROM MIKE RUSSELL
Official report:-
The Deputy Presiding Officer:
Thank you. I call Michael Russell to wind up the debate. Cabinet secretary, you have until 5 o’clock.
16:49
The Cabinet Secretary for Education and Lifelong Learning (Michael Russell):
Let me give the chamber a revelation: I think that on the evidence of this afternoon’s debate there are no votes in this chamber that are up for grabs in the referendum and that it is pretty clear that there are no undecideds on these benches.
However, there might be some undecideds watching at home. I suspect that they might well have turned off by now, particularly after Jenny Marra’s speech, but if they are still watching I suggest to them that, if they are trying to come to a judgment on the basis of this debate—there are people in the gallery who might want to make such a judgment—they should do so on the basis of what has been the positive view and what has been the negative view.
Look at the positive view that all my colleagues in the chamber have expressed and at the endless, destructive negativity that we have heard from Labour, the Liberals and the Tories.
I will start with the clearest view of the currency issue. As ever, the First Minister got it right in the chamber last week. I will repeat his exact words. He said:
“It is our pound, and we are keeping it.”
There are no ifs and no buts. That is the guarantee. That is plan A to Z. For the benefit of those who are still trying to frighten people out of what is theirs—people such as Mr Henry, who asserted that Scots will not be able to buy food or go on holiday after independence, and Mr Fraser, who tellingly referred—
Hugh Henry:
Will the cabinet secretary take an intervention?
Michael Russell:
No, I will not. I am sorry; one contribution from Mr Henry in an afternoon is more than enough.
Mr Fraser referred to the currency belonging to someone else, which was very interesting. I will repeat what the First Minister said so that there can be no doubt. He said:
“It is our pound, and we are keeping it.”—[Official Report, 7 August 2014; c 33159.]
Hugh Henry:
On a point of order, Presiding Officer. Mr Russell has just made a statement in which he attributed words to me that I did not say. Is it in order for members to fabricate words that were not said during the debate and attribute them to other members? [Interruption.]
The Deputy Presiding Officer:
Order, please. What members say in their speeches is entirely up to them. It is not for me to decide what they should and should not say. However, the Official Report undoubtedly shows every word that has been said in the chamber.
Michael Russell:
I am sure that Mr Henry will reflect on that when he looks at what he has said about me and my writings. I am sure that he will think about that carefully. Mr Henry’s words speak for themselves, as does his depressing demeanour.
The debate has been one of great contrasts. I go back to positivity and negativity. My friend Mr Swinney talked about ambition, achievement, resources, potential and raising the eyes of Scotland to what can be achieved. In my area of special interest, he talked about the need for transformative childcare and the world-leading position of Scottish higher education. What was the result? [Interruption.]
The Deputy Presiding Officer:
Order, please.
Michael Russell:
The result was that, 10 minutes in, Mr Rennie gave the knee-jerk plan B its first outing. Mr Brown then leapt back in. Project fear was in there working hard.
The other side of the unionist coin then showed itself. It was quite stunning. Alex Johnstone chuntered on from a sedentary position about the fact that everything that was mentioned was a product of the wonderful union, but he was interrupted by Jenny Marra, who said that everything was the result of the failed SNP. There we have it: that is a contrast. Labour hates the SNP more than anybody else, and the Tories love the union more than anything else. Neither of those is a prescription for a safe future.
Believing that a Labour Government will remove weapons of mass destruction is also not a prescription for a safe future. There is no evidence for that whatsoever. How else are we to get rid of weapons of mass destruction, except by independence? That is the reality.
It was telling that, when Mr Swinney mentioned Trident and what we need to do, the reaction from Labour and the Tories and even from the sole Lib Dem who was there was derision. They want to put bombs before bairns and Trident before teachers. That is their shame.
Let me carry on.
Neil Bibby (West Scotland) (Lab):
Will the cabinet secretary take an intervention?
Michael Russell:
No, I will not take an intervention. I am sorry.
The reality of the debate was shown clearly. It was about that negative view. Nothing could be done. We had to ask what that was about. Maureen Watt got it 100 per cent right. She analysed the debate early on. The great fear that exists in project fear is the could-should-must progression. If any member on the Labour benches could admit that Scotland could be independent—I will come to Elaine Murray in a moment, as she did that momentarily—the whole fantasy will collapse.
The reason why it collapses is that that leads to the argument that Scotland should be independent, which is the argument that my colleagues made this afternoon. It goes a step further to the argument that Scotland must be independent.
The biggest illustration of that was given by Malcolm Chisholm. Yet again, I was saddened by a speech by Malcolm Chisholm. I have admiration and time for Malcolm Chisholm; he is laughing, but I do. I do not think that he and I differ very much in some of the things that we want to see, but here is the difference. [Interruption.]
The Presiding Officer (Tricia Marwick):
Order.
Michael Russell:
Labour members want to laugh at this, because it is beginning to strike home.
The difference is that I and my colleagues have a plan for how to achieve those things. We know how poverty can be eliminated in Scotland. We know—
Iain Gray:
Will the minister give way?
Michael Russell:
No—I want to finish my point.
I know that it is annoying to Iain Gray, but the truth of the matter is that it is possible to have a plan to change Scotland and to do those things. We can set out with those intentions and we can work hard to meet them, or we can—as Labour members would have us do—simply keep our fingers crossed that we get a Labour Government that could possibly pursue the things that they want to see in Scotland rather than the things that Ed Balls and Miliband want to see south of the border. I say to Malcolm Chisholm that that is not a plan: that is keeping your fingers crossed and putting party before principle.
Malcolm Chisholm:
The cabinet secretary may have a plan, but the whole point of all the Labour speeches has been to point out that it is not a plan that can be delivered without an economic foundation. Before he gives us any more claptrap about the negativity of Labour members, will he reflect on the fact that by far the biggest and most disgraceful scare of the referendum campaign is what the yes side is saying about the NHS? [Interruption.]
The Presiding Officer:
Order! Order!
Michael Russell:
How interesting. Mr Chisholm is being wildly applauded by Jackson Carlaw, who—
The Presiding Officer:
Sit down, Mr Russell.
That is quite enough. There is far too much heckling and far too much noise. The minister is speaking, so allow him to do so. This is a Parliament; it is not a public meeting or a hustings. There are people in Scotland who are listening to the debate. Make it worthy of them.
Michael Russell:
Why was Jackson Carlaw—the person who got so agitated about the issue of the NHS last week—applauding so much? Because we have hit the nail on the head. If the financial power lies outside Scotland, the decision on the priorities of Scotland and how to deliver those priorities will always lie outside Scotland, too. For every £100 by which expenditure is reduced south of the border through privatisation of the health service—privatisation that was started by Labour—£10 is lost from the Scottish budget.
Neil Findlay:
Will the cabinet secretary give way?
Michael Russell:
No.
For every £100 that is removed from public expenditure through privatisation of higher education south of the border, we lose £10. That is the reality. That is the nub of the debate. We can choose to make our decisions in Scotland, to take our responsibilities in Scotland and to have opportunities in Scotland, or we can always dance to someone else’s tune.
Malcolm Chisholm wants to see the progress in Scotland that I want to see. I repeat what I said earlier: the SNP has the plan to do that. It puts its confidence—[Interruption.] We can hear the Tories laughing; we can always hear the Tories laughing when the people of Scotland want to progress.
Here is the choice: we can say to the people of Scotland, “Take responsibility, and then you will have the opportunity to change this country for the better”; or we can tell them to listen to those who will not accept the reality and who will always keep their fingers crossed that England votes the same way that they do. Those voices will always disappoint and let down the people of Scotland. That has got to stop.
The lesson this afternoon is entirely clear: there is a jobs plan for an independent Scotland, there is a finance plan for an independent Scotland, there is a currency plan for an independent Scotland and there is a plan to make an independent Scotland the country that it could and should be. The people who stand in the way of that are this unholy alliance between Labour and the Tories.
The Presiding Officer:
You need to finish, cabinet secretary.
Michael Russell:
They are the people who have plenty of ambition for their political parties and none for their country. [Applause.]
The Presiding Officer:
Order.
That concludes the debate on the economic opportunities of independence.
----------------------------------------------------------------------------------------------------
SUNDAY TIMES - 21st September 2014
Michael Russell
In a sense I have been campaigning for independence across Scotland not just in the last four weeks but for forty years. But I don't think I have ever had such an emotional political experience as last Saturday standing in the Station Square in Oban listening to Dougie Maclean sing his anthem of Scottishness, Caledonia.
It didn't matter that someone had forgotten to bring an extension lead, so there was no power for the microphone. It was irrelevant that an early sea mist, now burning off, had prevented the First Minister from making a helicopter campaign stop and equally irrelevant was the stretch limo with a huge "NO thanks" logo tied round it ( one of the bizzarest sights of the campaign) that kept cruising past. Dougie sang and 250 people - young and old, from all parties but mostly none, sang along with a quiet intensity that brought tears to my eyes and to eyes of many others.
That event started a whole day of remarkable activities - a car cavalcade of more than sixty vehicles that wound its way across Mid Argyll with so many participants that a church hall in Lochgilphead had to be commandeered to feed them, a flash mob of dancers and musicians on a green beside the sea and finally a laser show lighting up a huge YES sign on the island of Kerrera in the bay facing the town.
This was politics, but not as I have known it. YES Scotland started out as an umbrella organisation and ended up as a mass movement . It's creativity and energy was replicated not just across my constituency - in Dunoon, in Campbeltown, in Rothesay, in Lochgoilhead, on Islay and on Mull - but across the whole of Scotland in a diverse, multi layered movement that demanded and will go on demanding not only attention but also real change.
Although Thursday night delivered a bitter blow to many of those who had invested so much of themselves in that movement I do not think it will go away. Indeed it must not go away. It's commitment, enthusiasm and vigour are needed as never before if Scotland is to move forward united.
It is this movement that can really test the will of politicians to deliver the new dispensation that the Westminster parties promised in the final days of the campaign and it is this movement that can press an agenda that is focussed on outcomes which benefit and empower real people not just the political classes.
As Alex Salmond said on Friday in his moving resignation statement, holding Westminster to account for the delivery of its new promises has to be done by the whole of Scotland and that process needs to be lead by citizens themselves. If it changes and benefits all the parts of the present UK so much the better as long as that not an excuse for endless delay.
I have undertaken more than sixty public meetings in Argyll & Bute over the past nine months. One of the biggest took place on Ardrishaig the night before the Dougie MacLean event at which I shared a platform with Professor Allan MacInnes and Lesley Riddoch, both longstanding friends. Lesley spoke about this new politics too and was given a standing ovation by the over capacity crowd jammed into a tiny church hall. That enthusiasm reflected growing demand for a different set of priorities and a changed way of doing things - bottom up not top down.
That is what independence is but it's core values - fairness, equity, hope, opportunity, equality, justice - go well beyond the the 1.6 million who chose that option. Lots of voters on both sides were sending a message about the need for those things that cannot now be ignored.
That is why the "faster, safer and better" change offered in the 3 UK leaders Daily Record "Vow" was in the end persuasive for so many. They disagreed on the means but not on the ends.
So that is also why the SNP as the Scottish Government has to be an active part of the process now being outlined by the UK Government. We must heed the urgings of those we have worked with and take part in a constructive, urgent and focussed process to decide on the range of powers required and accelerate their introduction whilst ensuring that they are devolved further into communities and made capable of adaptation to local need and local direction.
That will not be easy for anyone but it is the essential next step - a step demanded by Thursday's result and which can also act as a unifying mechanism. We can help make a new Team Scotland and learn from it though it will be a Team Scotland weakened when not led by Alex Salmond, to whom the whole country owes an enormous political debt.
I am undoubtedly still a nationalist and I want to see independence. But this referendum campaign, undertaken in an Indian summer of warm sunshine amongst the most beautiful scenery in the world, criss crossing sea lochs, sailing to islands and motoring amongst mountains, has taught me a great deal.
A passionate desire for a better country is shared by many of our fellow citizens, young and old inside and outside conventional politics. A different set of priorities and policies - some already introduced by an SNP Government over the past 7 years - is possible. Alienation from politics and society isn't inevitable because inspiration casts out indifference. Decisions are better when made with people, not for them.
I have had the great pleasure of an invigorating campaign in Dalmally and Dunoon, on Luing and Lismore, through Glendaruel (where I live) and Glen Barr and by the shores of Loch Etive and Loch Riddon. The conclusion of those journeys was not the one I hoped for a month ago when the Sunday Times asked me to contribute at the end of the campaign. But the people have spoken and when that happens politicians have to listen - wherever they are.
Designer: Ha Qiongwen (哈琼文), Qian Daxin (钱大昕)
1959
Develop the revolutionary spirit of the May Fourth Movement, be a civilized worker with socialist awareness
Fayang "wu si" de geming jingshen, zuo yige you shehui zhuyi juewu you wenhua de laodong zhe! (发扬"五四"的革命精神, 做一个有社会主义觉悟有文化的劳动者!)
Call nr.: BG E39/689 (IISH collection)
+++ 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 Lockheed F-94 Starfire was a first-generation jet aircraft of the United States Air Force. It was developed from the twin-seat Lockheed T-33 Shooting Star in the late 1940s as an all-weather, day/night interceptor, replacing the propeller-driven North American F-82 Twin Mustang in this role. The system was designed to overtake the F-80 in terms of performance, but more so to intercept the new high-level Soviet bombers capable of nuclear attacks on America and her Allies - in particular, the new Tupelov Tu-4. The F-94 was furthermore the first operational USAF fighter equipped with an afterburner and was the first jet-powered all-weather fighter to enter combat during the Korean War in January 1953.
The initial production model, the F-94A, entered operational service in May 1950. Its armament consisted of four 0.50 in (12.7 mm) M3 Browning machine guns mounted in the fuselage with the muzzles exiting under the radome for the APG-33 radar, a derivative from the AN/APG-3, which directed the Convair B-36's tail guns and had a range of up to 20 miles (32 km). Two 165 US Gallon (1,204 litre) drop tanks, as carried by the F-80 and T-33, were carried on the wingtips. Alternatively, these could be replaced by a pair of 1,000 lb (454 kg) bombs under the wings, giving the aircraft a secondary fighter bomber capability. 109 were produced.
The subsequent F-94B, which entered service in January 1951, was outwardly virtually identical to the F-94A. Its Allison J33 turbojet had a number of modifications made, though, which made it a very reliable engine. The pilot was provided with a roomier cockpit and the canopy received a bow frame in the center between the two crew members. A new Instrument Landing System (ILS) was fitted, too, which made operations at night and/or in bad weather much safer. However, this new variant’s punch with just four machine guns remained weak, and, to improve the load of fire, wing-mounted pods with two additional pairs of 0.5” machine guns were introduced – but these hardly improved the interceptor’s effectiveness. 356 of the F-94B were nevertheless built.
The following F-94C was extensively modified and initially designated F-97, but it was ultimately decided just to treat it as a new version of the F-94. USAF interest was lukewarm since aircraft technology had already developed at a fast pace – supersonic performance had already become standard. Lockheed funded development themselves, converting two F-94B airframes to YF-94C prototypes for evaluation with a completely new, much thinner wing, a swept tail surface and a more powerful Pratt & Whitney J48. This was a license-built version of the afterburning Rolls-Royce Tay, which produced a dry thrust of 6,350 pounds-force (28.2 kN) and approximately 8,750 pounds-force (38.9 kN) with afterburning. Instead of machine guns, the proposed new variant was exclusively armed with unguided air-to-air missiles.
Tests were positive and eventually the F-94C was adopted for USAF service, since it was the best interim solution for an all-weather fighter at that time. It still had to rely on Ground Control Interception Radar (GCI) sites to vector the interceptor to intruding aircraft, though.
The F-94C's introduction and the availability of the more effective Northrop F-89C/D Scorpion and the North American F-86D Sabre interceptors led to a quick relegation of the earlier F-94 variants from mid-1954 onwards to second line units and to Air National Guards. By 1955 most of them had already been phased out of USAF service, and some of these relatively young surplus machines were subsequently exported or handed over to friendly nations, too. When sent to the ANG, the F-94As were modified by Lockheed to F-94B standards and then returned to the ANG as B models. They primarily replaced outdated F-80C Shooting Stars and F-51D/H Mustangs.
At that time the USAF was looking for a tactical reconnaissance aircraft, a more effective successor for the RF-80A which had shown its worth and weaknesses during the Korea War. For instance, the plane could not fly at low altitude long enough to perform suitable visual reconnaissance, and its camera equipment was still based on WWII standards. Lockheed saw the opportunity to fill this operational gap with conversions of existing F-94A/B airframes, which had, in most cases, only had clocked few flying hours, primarily at high altitudes where Soviet bombers were expected to lurk, and still a lot of airframe life to offer. This led to another private venture, the RF-94B, auspiciously christened “Stargazer”.
The RF-94B was based on the F-94B interceptor with its J33 engine and the original unswept tail. The F-94B’s wings were retained but received a different leading-edge profile to better cope with operations at low altitude. The interceptor’s nose with the radome and the machine guns underneath was replaced by a new all-metal nose cone, which was more than 3 feet longer than the former radar nose, with windows for several sets of cameras; the wedge-shaped nose cone quickly earned the aircraft the unofficial nickname “Crocodile”.
One camera was looking ahead into flight direction and could be mounted at different angled downward (but not moved during flight), followed by two oblique cameras, looking to the left and the right, and a vertical camera as well as a long-range camera focussed on the horizon, which was behind a round window at port side. An additional, spacious compartment in front of the landing gear well held an innovative Tri-Metrogen horizon-to-horizon view system that consisted of three synchronized cameras. Coupled with a computerized control system based on light, speed, and altitude, it adjusted camera settings to produce pictures with greater delineation.
All cameras could be triggered individually by pilot or a dedicated observer/camera systems operator in the 2nd seat. Talking into a wire recorder, the crew could describe ground movements that might not have appeared in still pictures. A vertical view finder with a periscopic presentation on the cockpit panel was added for the pilot to enhance visual reconnaissance and target identification directly under the aircraft. Using magnesium flares carried under its wings in flash-ejector cartridges, the RF-94B was furthermore able to fly night missions.
The RF-94B was supposed to operate unarmed, but it could still carry a pair of 1.000 lb bombs under its wings or, thanks to added plumbings, an extra pair of drop tanks for ferry flights. The F-94A/B’s machine gun pods as well as the F-94C’s unguided missile launchers could be mounted to the wings, too, making it a viable attack aircraft in a secondary role.
The USAF was highly interested in this update proposal for the outdated interceptors (almost 500 F-94A/Bs had been built) and ordered 100 RF-94B conversions with an option for 100 more – just when a severe (and superior) competitor entered the stage after a lot of development troubles: Republic’s RF-84F Thunderflash reconnaissance version. The first YRF-84F had already been completed in February 1952 and it had an overall slightly better performance than the RF-94B. However, it offered more internal space for reconnaissance systems and was able to carry up to fifteen cameras with the support of many automatized systems, so that it was a single seater. Being largely identical to the F-84F and sharing its technical and logistical infrastructures, the USAF decided on short notice to change its procurement decision and rather adopt the more modern and promising Thunderflash as its standard tactical reconnaissance aircraft. The RF-94B conversion order was reduced to the initial 100 aircraft, and to avoid operational complexity these aircraft were exclusively delivered to Air National Guardss that had experience with the F-94A/B to replace their obsolete RF-80As.
Gradual replacement lasted until 1958, and while the RF-94B’s performance was overall better than the RF-80A’s, it was still disappointing and not the expected tactical intelligence gathering leap forward. The airframe did not cope well with constant low-level operations, and the aircraft’s marginal speed and handling did not ensure its survivability. However, unlike the RF-84F, which suffered from frequent engine problems, the Stargazers’ J33 made them highly reliable platforms – even though the complex Tri-Metrogen device turned out to be capricious, so that it was soon replaced with up to three standard cameras.
For better handling and less drag esp. at low altitude, the F-94B’s large Fletcher type wingtip tanks were frequently replaced with smaller ones with about half capacity. It also became common practice to operate the RF-94Bs with only a crew of one, and from 1960 on the RF-94B was, thanks to its second seat, more and more used as a trainer before pilots mounted more potent reconnaissance aircraft like the RF-101 Voodoo, which eventually replaced the RF-94B in ANG service. The last RF-94B was phased out in 1968, and, unlike the RF-84F, it was not operated by any foreign air force.
General characteristics:
Crew: 2 (but frequently operated by a single pilot)
Length: 43 ft 4 3/4 in (13.25 m)
Wingspan (with tip tanks): 40 ft 9 1/2 in (12.45 m)
Height: 12 ft. 2 (3.73 m)
Wing area: 234' 8" sq ft (29.11 m²)
Empty weight: 10,064 lb (4,570 kg)
Loaded weight: 15,330 lb (6,960 kg)
Max. takeoff weight: 24,184 lb (10,970 kg)
Powerplant:
1× Allison J33-A-33 turbojet, rated at 4,600 lbf (20.4 kN) continuous thrust,
5,400 lbf (24 kN) with water injection and 6,000 lbf (26.6 kN) thrust with afterburner
Performance:
Maximum speed: 630 mph (1,014 km/h) at height and in level flight
Range: 930 mi (813 nmi, 1,500 km) in combat configuration with two drop tanks
Ferry range: 1,457 mi (1,275 nmi, 2,345 km)
Service ceiling: 42,750 ft (14,000 m)
Rate of climb: 6,858 ft/min (34.9 m/s)
Wing loading: 57.4 lb/ft² (384 kg/m²)
Thrust/weight: 0.48
Armament:
No internal guns; 2x 165 US Gallon (1,204 liter) drop tanks on the wing tips and…
2x underwing hardpoints for two additional 165 US Gallon (1,204 liter) ferry tanks
or bombs of up to 1.000 lb (454 kg) caliber each, plus…
2x optional (rarely fitted) pods on the wings’ leading edges with either a pair of 0.5" (12.7 mm)
machine guns or twelve 2.75” (70 mm) Mk 4/Mk 40 Folding-Fin Aerial Rockets each
The kit and its assembly:
This project was originally earmarked as a submission for the 2021 “Reconnaissance & Surveillance” group build at whatifmodellers.com, in the form of a Heller F-94B with a new nose section. The inspiration behind this build was the real-world EF-94C (s/n 50-963): a solitary conversion with a bulbous camera nose. However, the EF-94C was not a reconnaissance aircraft but rather a chase plane/camera ship for the Air Research and Development Command, hence its unusual designation with the suffix “E”, standing for “Exempt” instead of the more appropriate “R” for a dedicated recce aircraft. There also was another EF-94C, but this was a totally different kind of aircraft: an ejection seat testbed.
I had a surplus Heller F-94B kit in The Stash™ and it was built almost completely OOB and did – except for some sinkholes and standard PSR work – not pose any problem. In fact, the old Heller Starfire model is IMHO a pretty good representation of the aircraft. O.K., its age might show, but almost anything you could ask for at 1:72 scale is there, including a decent, detailed cockpit.
The biggest change was the new camera nose, and it was scratched from an unlikely donor part: it consists of a Matchbox B-17G tail gunner station, slimmed down by the gunner station glazing's width at the seam in the middle, and this "sandwich" was furthermore turned upside down. Getting the transitional sections right took lots of PSR, though, and I added some styrene profiles to integrate the new nose into the rest of the hull. It was unintentional, but the new nose profile reminds a lot of a RF-101 recce Voodoo, and there's, with the straight wings, a very F-89ish look to the aircraft now? There's also something F2H-2ish about the outlines?
The large original wing tip tanks were cut off and replaced with smaller alternatives from a Hasegawa A-37. Because it was easy to realize on this kit I lowered the flaps, together with open ventral air brakes. The cockpit was taken OOB, I just modified the work station on the rear seat and replaced the rubber sight protector for the WSO with two screens for a camera operator. Finally, the one-piece cockpit glazing was cut into two parts to present the model with an open canopy.
Painting and markings:
This was a tough decision: either an NMF finish (the natural first choice), an overall light grey anti-corrosive coat of paint, both with relatively colorful unit markings, or camouflage. The USAF’s earlier RF-80As carried a unique scheme in olive drab/neutral grey with a medium waterline, but that would look rather vintage on the F-94. I decided that some tactical camouflage would make most sense on this kind of aircraft and eventually settled for the USAF’s SEA scheme with reduced tactical markings, which – after some field tests and improvisations in Vietnam – became standardized and was officially introduced to USAF aircraft around 1965 as well as to ANG units.
Even though I had already built a camouflaged F-94 some time ago (a Hellenic aircraft in worn SEA colors), I settled for this route. The basic colors (FS 30219, 34227, 34279 and 36622) all came from Humbrol (118, 117, 116 and 28, respectively), and for the pattern I adapted the paint scheme of the USAF’s probably only T-33 in SEA colors: a trainer based on Iceland during the Seventies and available as a markings option in one of the Special Hobby 1:32 T-33 kits. The low waterline received a wavy shape, inspired by an early ANG RF-101 in SEA camouflage I came across in a book. The new SEA scheme was apparently applied with a lot of enthusiasm and properness when it was brand new, but this quickly vaned. As an extra, the wing tip tanks received black anti-glare sections on their inner faces and a black anti-glare panel was added in front of the windscreen - a decal from a T-33 aftermarket sheet. Beyond a black ink wash the model received some subtle panel post-shading, but rather to emphasize surface details than for serious weathering.
The cockpit became very dark grey (Revell 06) while the landing gear wells were kept in zinc chromate green primer (Humbrol 80, Grass Green), with bright red (Humbrol 60, Matt Red) cover interiors and struts and wheels in aluminum (Humbrol 56). The interior of the flaps and the ventral air brakes became red, too.
The decals/markings came from a Special Hobby 1:72 F-86H; there’s a dedicated ANG boxing of the kit that comes with an optional camouflaged aircraft of the NY ANG, the least unit to operate the “Sabre Hog” during the Seventies. Since this 138th TFS formerly operated the F-94A/B, it was a perfect option for the RF-94B! I just used a different Bu. No. code on the fin, taken from a PrintScale A/T-37 set, and most stencils were perocured from the scrap box.
After a final light treatment with graphite around the afterburner for a more metallic shine of the iron metallic (Revell 97) underneath, the kit was sealed with a coat of matt acrylic varnish (Italeri).
A camouflaged F-94 is an unusual sight, but it works very well. The new/longer nose considerably changes the aircraft's profile, and even though the change is massive, the "Crocodile" looks surprisingly plausible, if not believable! And, despite the long nose, the aircraft looks pretty sleek, especially in the air.
Pentax 6x7 MLU, Takumar 105mm f2.4 @f4, 1/30s with Extenstion Tube No.3 (56mm), Fuji Acros100 @400, Developed in Caffenol-C-M
+++ 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:
Due to increasing tensions in Europe which led to World War 2, AVRO Aircraft started developing combat aircraft, and as a subsidiary of Hawker, they had access to the Hurricane plans. At the time that the Hurricane was developed, RAF Fighter Command consisted of just 13 squadrons, each equipped with either the Hawker Fury, Hawker Demon, or the Bristol Bulldog – all of them biplanes with fixed-pitch wooden propellers and non-retractable undercarriages. After the Hurricane's first flight, Avro started working on a more refined and lighter aircraft, resulting in a similar if not higher top speed and improved maneuverability.
The result was Avro’s project 675, also known as the "Swallow". The aircraft was a very modern and lightweight all-metal construction, its profile resembled the Hawker Hurricane but its overall dimensions were smaller, the Swallow appeared more squatted and streamlined, almost like a race version. The wings were much thinner, too, and their shape reminded of the Supermarine Spitfire’s famous oval wings. Unlike the Spitfire, though, the Swallow’s main landing gear had a wide track and retracted inwards. The tail wheel was semi-retractable on the prototype, but it was replaced by a simpler, fixed tail wheel on production models.
The Swallow made its first flight on 30th December 1937 and the Royal Air Force was so impressed by its performance against the Hurricane that they ordered production to start immediately, after a few minor tweaks to certain parts of the aircraft had been made.
On 25 July 1939, the RAF accepted their first delivery of Avro Swallow Mk. Is. The first machines were allocated to No.1 Squadron, at the time based in France, where they were used in parallel to the Hurricanes for evaluation. These early machines were powered by a 1.030 hp (770 kW) Rolls-Royce Merlin Mk II liquid-cooled V-12, driving a wooden two-bladed, fixed-pitch propeller. The light aircraft achieved an impressive top speed of 347 mph (301 kn, 558 km/h) in level flight – the bigger and heavier Hurricane achieved only 314 mph (506 km/h) with a similar engine. Like the Hurricane, the Swallow was armed with eight unsynchronized 0.303 in (7.7 mm) Browning machine guns in the outer wings, outside of the propeller disc.
In spring 1940, Avro upgraded the serial production Swallow Mk.I's to Mk.IA standard: the original wooden propeller was replaced by a de Havilland or Rotol constant speed metal propeller with three blades, which considerably improved performance. Many aircraft were retrofitted with this update in the field workshops in the summer of 1940.
In parallel, production switched to the Swallow Mk. II: This new version, which reached the frontline units in July 1940, received an uprated engine, the improved Rolls-Royce Merlin III, which could deliver up to 1,310 hp (977 kW) with 100 octane fuel and +12 psi boost. With the standard 87 Octane fuel, engine performance did not improve much beyond the Merlin II's figures, though. A redesigned, more streamlined radiator bath was mounted, too, and altogether these measures boosted the Swallow’s top speed to 371 mph (597 km/h) at 20,000 ft (6,096 m). This was a considerable improvement; as a benchmark, the contemporary Hurricane II achieved only 340 mph (547 km/h).
However, several fundamental weak points of the Swallow remained unsolved: its limited range could not be boosted beyond 300 miles (500 km) and the light machine gun armament remained unchanged, because the Swallow’s thin wings hardly offered more space for heavier weapons or useful external stores like drop tanks. Despite these shortcomings, the pilots loved their agile fighter, who described the Swallow as an updated Hawker Fury biplane fighter and less as a direct competitor to the Hurricane.
Being a very agile aircraft, the Swallow Mk. II became the basis for a photo reconnaissance version, too, the PR Mk. II. This was not a true production variant of the Swallow, though, but rather the result of field modifications in the MTO where fast recce aircraft were direly needed. The RAF Service Depot at Heliopolis in Egypt had already converted several Hurricanes Is for photo reconnaissance duties in January 1941, and a similar equipment update was developed for the nimble Swallow, too, despite its limited range.
The first five Swallow Mk. IIs were modified in March 1941 and the machines were outfitted with a pair of F24 cameras with 8-inch focal length lenses in the lower rear fuselage, outwardly recognizable through a shallow ventral fairing behind the cooler. Some PR Mk. IIs (but not all of them) were also outfitted with dust filters, esp. those machines that were slated to operate in Palestine and Northern Africa. For night operations some PR Mk. IIs also received flame dampers (which markedly reduced the engine’s performance and were quickly removed again) or simpler glare shields above the exhaust stacks.
The machines quickly proved their worth in both day and night reconnaissance missions in the Eastern Mediterranean theatre of operations, and more field conversions followed. Alternative camera arrangements were developed, too, including one vertical and two oblique F24s with 14-inch focal length lenses. More Swallow Mk. IIs were converted in this manner in Malta during April (six) and in Egypt in October 1941 (four). A final batch, thought to be of 12 aircraft, was converted in late 1941.
Even though the Swallow PR Mk. IIs were initially left armed with the wing-mounted light machine guns, many aircraft lost their guns partly or even fully to lighten them further. Most had their wing tips clipped for better maneuverability at low altitudes, a feature of the Swallow Mk. III fighter that had been introduced in August 1941. Some machines furthermore received light makeshift underwing shackles for photoflash bombs, enabling night photography. These were not standardized, though, a typical field workshop donor were the light bomb shackles from the Westland Lysander army co-operation and liaison aircraft, which the Swallow PR Mk. IIs partly replaced. These allowed a total of four 20 lb (9.1 kg) bombs or flash bombs for night photography to be carried and released individually through retrofitted manual cable pulls. The mechanisms were simply mounted into the former machine gun bays and the pilot could release the flash bombs sequentially through the former gun trigger.
For duties closer to the front lines a small number of Swallow PR Mk. IIs were further converted to Tactical Reconnaissance (Tac R) aircraft. An additional radio was fitted for liaison with ground forces who were better placed to direct the aircraft, and the number of cameras was reduced to compensate for the gain of weight.
However, by 1942, the Swallow had already reached its limited development potential and became quickly outdated in almost any aspect. Since the Supermarine Spitfire had in the meantime been successfully introduced and promised a much bigger development potential, production of the Avro Swallow already ceased in late 1942 after 435 aircraft had been built. Around the same time, the Swallows were quickly phased out from front-line service, too. Several machines were retained as trainers, messenger aircraft or instructional airframes. 20 late production Mk. IIs were sold to the Irish Air Corps, and a further 50 aircraft were sent to Canada as advanced fighter trainers, where they served until the end of the hostilities in 1945.
General characteristics:
Crew: 1
Length: 28 ft 1 in (8.57 m)
Wingspan: 33 ft 7 in (10.25 m)
Height: 8 ft 6 in (2.60 m)
Wing area: 153 ft² (16.40 m²)
Empty weight: 3,722 lb (1,720 kg)
Gross weight: 5,100 lb (2,315 kg)
Powerplant:
1× Rolls-Royce Merlin III liquid-cooled V-12, rated at 1,310 hp (977 kW) at 9,000 ft (2,700 m)
Performance:
Maximum speed: 381 mph (614 km/h) at 20,000 ft (6,096 m)
Range: 360 miles (580 km)
Service ceiling: 36,000 ft (10,970 m)
Rate of climb: 2,780 ft/min (14.1 m/s)
Wing loading: 29.8 lb/ft² (121.9 kg/m²)
Power/mass: 0.15 hp/lb (0.25 kW/kg)
Armament:
No internal guns
2x underwing hardpoints for a pair of 19-pound (8.6 kg) photoflash bombs each
The kit and its assembly:
This is the third incarnation of a whif that I have built some time ago for a Battle of Britain Group Build at whatifmodellers.com. This fictional machine – or better: its model – is based on a profile drawing conceived by fellow forum member nighthunter: an Avia B.135, outfitted with a Merlin engine, a ventral radiator in the style of a Hawker Hurricane, and with RAF markings. It was IIRC a nameless design, so that I created my own for it: the Avro 675 Swallow, inspired by the bird's slender wing and body that somehow resonates in the clean B.35 lines (at least for me).
I’ve already built two of these fictional aircraft as early WWII RAF fighters, but there was still potential in the basic concept – primarily as a canvas for the unusual livery (see below). The basis became, once again, the vintage KP Models B.35 fighter with a fixed landing gear. It’s a sleek and pretty aircraft, but the kit’s quality is rather so-so (the molds date back to 1974). Details are quite good, though, especially on the exterior, you get a mix of engraved and raised surface details. But the kit’s fit is mediocre at best, there is lots of flash and the interior is quite bleak. But, with some effort, things can be mended.
Many donation parts for the Swallow, beyond the Merlin engine, propeller and (underwing) radiator, and pitot, were taken in this case from a Revell 1:72 Spitfire Mk. V. Inside of the cockpit I used more Spitfire donor material, namely the floor, dashboard, seat and rear bulkhead/headrest with a radio set. The blurry, single-piece canopy was cut into three pieces for optional open display on the ground, but this was not a smart move since the material turned out to be very thin and, even worse, brittle – cracks were the unfortunate result.
New landing gear wells had to be carved out of the massive lower wing halves. Since the original drawn Swallow profile did not indicate the intended landing gear design, I went for an inward-retracting solution, using parts from the Spitfire and just mounted them these “the other way around”. Due to the oil cooler in one of the wing roots, though, the stance ended up a little wide, but it’s acceptable and I stuck to this solution as I already used it on former Swallow builds, too. But now I know why the real-world B.135 prototype had its landing gear retract outwards – it makes more sense from an engineering point of view.
The Merlin fitted very well onto the B.35 fuselage, diameter and shape are a very good match, even though there’s a small gap to bridge – but that’s nothing that could not be mended with a bit of 2C putty and PSR. A styrene tube inside of the donor engine holds a styrene pipe for a long metal axis with the propeller, so that it can spin freely. The large chin fairing for a dust filter is a transplant from an AZ Models Spitfire, it helps hide the ventral engine/fuselage intersection and adds another small twist to this fictional aircraft. From the same source came the exhaust stacks, Revell’s OOB parts are less detailed and featured sinkholes, even though the latter would later hardly be recognizable.
With the dust filter the Swallow now looks really ugly in a side view, it has something P-40E-ish about it, and the additional bulge behind the radiator for the cameras (certainly not the best place, but the PR Hurricanes had a similar arrangement) does not make the profile any better!
Further small mods include anti-glare panels above and behind the exhaust stacks (simple 0.5 mm styrene sheet), and the small underwing flash bombs were scratched from styrene profile material.
Painting and markings:
The livery was the true motivation to build this model, as a canvas to try it out: Long ago I came across a very interesting Hawker Hurricane camouflage in a dedicated book about this type, a simple all-over scheme in black blue, also known as “Bosun Blue”, together with very limited and toned-down markings. As far as I could find out this livery was used in the Middle East and later in India, too, for nighttime photo reconnaissance missions.
However, defining this color turned out to be very difficult, as I could not find any color picture of such an aircraft. I guess that it was not a defined color, but rather an individual field mix with whatever was at hand – probably roundel blue and black? Therefore, I mixed the obscure Bosun Blue myself, even though this took some sorting out and experiments. I initially considered pure Humbrol 104 (Oxford Blue) but found it to have a rather reddish hue. FS 35042 (USN Sea Blue) was rejected, too, because it was too greenish, even with some black added. I eventually settled on a mix of Humbrol 15 (Midnight Blue) and 33 (Flat Black), which appeared as a good compromise and also as a very dark variant of a cyan-heavy blue tone.
The cockpit interior and the inside of the landing gear wells were painted with RAF cockpit green (Humbrol 78), while the landing gear struts became aluminum (Humbrol 56) – pretty standard.
The decals/markings were puzzled together from various sources. Using a real-world RAF 208 Squadron MTO night photography Hurricane as benchmark I gave the aircraft a light blue individual code letter (decals taken from the Revell Spitfire Mk. V's OOB sheet, which has the letters’ Sky tone totally misprinted!). The spinner was painted in the same tone, mixed individually to match the letter.
Markings were apparently generally very limited on these machines, e. g. they did not carry any unit letter code) and the Type B roundels only on fuselage and upper wings. The latter were improvised, with wacky Type B-esque roundels from a Falkland era Sea Harrier placed on top of RAF roundels with yellow edges. The sources I consulted were uncertain whether these rings were yellow, white, or maybe even some other light color, but I went for yellow as it was the RAF's markings standard. Looks odd, but also pretty cool, esp. with the Type B roundels’ slightly off proportions.
The subdued two-color fin flash on the dark aircraft was/is unusual, too, and following real world practice on some PR Hurricanes I added a thin white edge for better contrast. The small black serial on a white background, as if it was left over from an overpainted former fuselage band, came from a Latvian Sopwith Camel (PrintScale sheet); in RAF service N8187 would have been used during the pre-WWII period and therefore a plausible match for the Swallow, even though it belongs to a batch of RN aircraft (It would probably have been a Fairey Fulmar)..
No black ink washing was applied to the model due to its dark overall color, just the cockpit and the landing gear were treated this way. Some light weathering and panel shading was done all over, and soot stains as well as light grey “heat-bleached” areas due to lean combustion around the exhausts were painted onto the fuselage. Finally, everything was sealed under a coat of matt acrylic varnish (Italeri) and wire antennae (stretched sprue material) were added.
A simple project, realized in a couple of days – thanks to the experience gathered during former builds of this fictional aircraft. However, the Avro Swallow looked already promising in nighthunter's original profile, almost like a missing link between the sturdy Hurricane and the more glorious Spitfire. The result looks very convincing, and the all-blue livery suits the aircraft well! . At first glance, the Swallow looks like an early Spitfire, but then you notice the different wings, the low canopy and the shorter but deeper tail. You might also think that it was a travestied Yak-3 or LaGG aircraft, but again the details don’t match, it’s a quite subtle creation.
I am amazed how good this thing looks overall, with its elegant, slender wings and the sleek fuselage lines – even though the dust filter and the camera fairing strongly ruin the side profile. Maybe another one will join my RAF Swallow collection someday, this time in Irish Air Corps colors.
Designer: Wang Dexing (王德兴)
1975, June
Develop the spirit to wage bitter struggle
Fayang jianku fendou jingshen (发扬艰苦奋斗精神)
Call nr.: BG E13/811 (Landsberger collection)
More? See: chineseposters.net/themes/seven-may-cadre-schools
Finally i had the chance to get my hand on some fresh Orwo C5168 chemistry for a proper development of this old color film. Since my test on c41 developing were a total failure, i shot some rolls during last year hoping to find the proper chems. I have to say that i love these results, i'm happy i managed to get the best out of this very odd film.
expired Orwocolor NC19
Rolleicord Va
self developed in C5168 Orwocolor chemistry
Epson V700
+++ 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 Lockheed F-94 Starfire was a first-generation jet aircraft of the United States Air Force. It was developed from the twin-seat Lockheed T-33 Shooting Star in the late 1940s as an all-weather, day/night interceptor, replacing the propeller-driven North American F-82 Twin Mustang in this role. The system was designed to overtake the F-80 in terms of performance, but more so to intercept the new high-level Soviet bombers capable of nuclear attacks on America and her Allies - in particular, the new Tupelov Tu-4. The F-94 was furthermore the first operational USAF fighter equipped with an afterburner and was the first jet-powered all-weather fighter to enter combat during the Korean War in January 1953.
The initial production model, the F-94A, entered operational service in May 1950. Its armament consisted of four 0.50 in (12.7 mm) M3 Browning machine guns mounted in the fuselage with the muzzles exiting under the radome for the APG-33 radar, a derivative from the AN/APG-3, which directed the Convair B-36's tail guns and had a range of up to 20 miles (32 km). Two 165 US Gallon (1,204 litre) drop tanks, as carried by the F-80 and T-33, were carried on the wingtips. Alternatively, these could be replaced by a pair of 1,000 lb (454 kg) bombs under the wings, giving the aircraft a secondary fighter bomber capability. 109 were produced.
The subsequent F-94B, which entered service in January 1951, was outwardly virtually identical to the F-94A. Its Allison J33 turbojet had a number of modifications made, though, which made it a very reliable engine. The pilot was provided with a roomier cockpit and the canopy received a bow frame in the center between the two crew members. A new Instrument Landing System (ILS) was fitted, too, which made operations at night and/or in bad weather much safer. However, this new variant’s punch with just four machine guns remained weak, and, to improve the load of fire, wing-mounted pods with two additional pairs of 0.5” machine guns were introduced – but these hardly improved the interceptor’s effectiveness. 356 of the F-94B were nevertheless built.
The following F-94C was extensively modified and initially designated F-97, but it was ultimately decided just to treat it as a new version of the F-94. USAF interest was lukewarm since aircraft technology had already developed at a fast pace – supersonic performance had already become standard. Lockheed funded development themselves, converting two F-94B airframes to YF-94C prototypes for evaluation with a completely new, much thinner wing, a swept tail surface and a more powerful Pratt & Whitney J48. This was a license-built version of the afterburning Rolls-Royce Tay, which produced a dry thrust of 6,350 pounds-force (28.2 kN) and approximately 8,750 pounds-force (38.9 kN) with afterburning. Instead of machine guns, the proposed new variant was exclusively armed with unguided air-to-air missiles.
Tests were positive and eventually the F-94C was adopted for USAF service, since it was the best interim solution for an all-weather fighter at that time. It still had to rely on Ground Control Interception Radar (GCI) sites to vector the interceptor to intruding aircraft, though.
The F-94C's introduction and the availability of the more effective Northrop F-89C/D Scorpion and the North American F-86D Sabre interceptors led to a quick relegation of the earlier F-94 variants from mid-1954 onwards to second line units and to Air National Guards. By 1955 most of them had already been phased out of USAF service, and some of these relatively young surplus machines were subsequently exported or handed over to friendly nations, too. When sent to the ANG, the F-94As were modified by Lockheed to F-94B standards and then returned to the ANG as B models. They primarily replaced outdated F-80C Shooting Stars and F-51D/H Mustangs.
At that time the USAF was looking for a tactical reconnaissance aircraft, a more effective successor for the RF-80A which had shown its worth and weaknesses during the Korea War. For instance, the plane could not fly at low altitude long enough to perform suitable visual reconnaissance, and its camera equipment was still based on WWII standards. Lockheed saw the opportunity to fill this operational gap with conversions of existing F-94A/B airframes, which had, in most cases, only had clocked few flying hours, primarily at high altitudes where Soviet bombers were expected to lurk, and still a lot of airframe life to offer. This led to another private venture, the RF-94B, auspiciously christened “Stargazer”.
The RF-94B was based on the F-94B interceptor with its J33 engine and the original unswept tail. The F-94B’s wings were retained but received a different leading-edge profile to better cope with operations at low altitude. The interceptor’s nose with the radome and the machine guns underneath was replaced by a new all-metal nose cone, which was more than 3 feet longer than the former radar nose, with windows for several sets of cameras; the wedge-shaped nose cone quickly earned the aircraft the unofficial nickname “Crocodile”.
One camera was looking ahead into flight direction and could be mounted at different angled downward (but not moved during flight), followed by two oblique cameras, looking to the left and the right, and a vertical camera as well as a long-range camera focussed on the horizon, which was behind a round window at port side. An additional, spacious compartment in front of the landing gear well held an innovative Tri-Metrogen horizon-to-horizon view system that consisted of three synchronized cameras. Coupled with a computerized control system based on light, speed, and altitude, it adjusted camera settings to produce pictures with greater delineation.
All cameras could be triggered individually by pilot or a dedicated observer/camera systems operator in the 2nd seat. Talking into a wire recorder, the crew could describe ground movements that might not have appeared in still pictures. A vertical view finder with a periscopic presentation on the cockpit panel was added for the pilot to enhance visual reconnaissance and target identification directly under the aircraft. Using magnesium flares carried under its wings in flash-ejector cartridges, the RF-94B was furthermore able to fly night missions.
The RF-94B was supposed to operate unarmed, but it could still carry a pair of 1.000 lb bombs under its wings or, thanks to added plumbings, an extra pair of drop tanks for ferry flights. The F-94A/B’s machine gun pods as well as the F-94C’s unguided missile launchers could be mounted to the wings, too, making it a viable attack aircraft in a secondary role.
The USAF was highly interested in this update proposal for the outdated interceptors (almost 500 F-94A/Bs had been built) and ordered 100 RF-94B conversions with an option for 100 more – just when a severe (and superior) competitor entered the stage after a lot of development troubles: Republic’s RF-84F Thunderflash reconnaissance version. The first YRF-84F had already been completed in February 1952 and it had an overall slightly better performance than the RF-94B. However, it offered more internal space for reconnaissance systems and was able to carry up to fifteen cameras with the support of many automatized systems, so that it was a single seater. Being largely identical to the F-84F and sharing its technical and logistical infrastructures, the USAF decided on short notice to change its procurement decision and rather adopt the more modern and promising Thunderflash as its standard tactical reconnaissance aircraft. The RF-94B conversion order was reduced to the initial 100 aircraft, and to avoid operational complexity these aircraft were exclusively delivered to Air National Guardss that had experience with the F-94A/B to replace their obsolete RF-80As.
Gradual replacement lasted until 1958, and while the RF-94B’s performance was overall better than the RF-80A’s, it was still disappointing and not the expected tactical intelligence gathering leap forward. The airframe did not cope well with constant low-level operations, and the aircraft’s marginal speed and handling did not ensure its survivability. However, unlike the RF-84F, which suffered from frequent engine problems, the Stargazers’ J33 made them highly reliable platforms – even though the complex Tri-Metrogen device turned out to be capricious, so that it was soon replaced with up to three standard cameras.
For better handling and less drag esp. at low altitude, the F-94B’s large Fletcher type wingtip tanks were frequently replaced with smaller ones with about half capacity. It also became common practice to operate the RF-94Bs with only a crew of one, and from 1960 on the RF-94B was, thanks to its second seat, more and more used as a trainer before pilots mounted more potent reconnaissance aircraft like the RF-101 Voodoo, which eventually replaced the RF-94B in ANG service. The last RF-94B was phased out in 1968, and, unlike the RF-84F, it was not operated by any foreign air force.
General characteristics:
Crew: 2 (but frequently operated by a single pilot)
Length: 43 ft 4 3/4 in (13.25 m)
Wingspan (with tip tanks): 40 ft 9 1/2 in (12.45 m)
Height: 12 ft. 2 (3.73 m)
Wing area: 234' 8" sq ft (29.11 m²)
Empty weight: 10,064 lb (4,570 kg)
Loaded weight: 15,330 lb (6,960 kg)
Max. takeoff weight: 24,184 lb (10,970 kg)
Powerplant:
1× Allison J33-A-33 turbojet, rated at 4,600 lbf (20.4 kN) continuous thrust,
5,400 lbf (24 kN) with water injection and 6,000 lbf (26.6 kN) thrust with afterburner
Performance:
Maximum speed: 630 mph (1,014 km/h) at height and in level flight
Range: 930 mi (813 nmi, 1,500 km) in combat configuration with two drop tanks
Ferry range: 1,457 mi (1,275 nmi, 2,345 km)
Service ceiling: 42,750 ft (14,000 m)
Rate of climb: 6,858 ft/min (34.9 m/s)
Wing loading: 57.4 lb/ft² (384 kg/m²)
Thrust/weight: 0.48
Armament:
No internal guns; 2x 165 US Gallon (1,204 liter) drop tanks on the wing tips and…
2x underwing hardpoints for two additional 165 US Gallon (1,204 liter) ferry tanks
or bombs of up to 1.000 lb (454 kg) caliber each, plus…
2x optional (rarely fitted) pods on the wings’ leading edges with either a pair of 0.5" (12.7 mm)
machine guns or twelve 2.75” (70 mm) Mk 4/Mk 40 Folding-Fin Aerial Rockets each
The kit and its assembly:
This project was originally earmarked as a submission for the 2021 “Reconnaissance & Surveillance” group build at whatifmodellers.com, in the form of a Heller F-94B with a new nose section. The inspiration behind this build was the real-world EF-94C (s/n 50-963): a solitary conversion with a bulbous camera nose. However, the EF-94C was not a reconnaissance aircraft but rather a chase plane/camera ship for the Air Research and Development Command, hence its unusual designation with the suffix “E”, standing for “Exempt” instead of the more appropriate “R” for a dedicated recce aircraft. There also was another EF-94C, but this was a totally different kind of aircraft: an ejection seat testbed.
I had a surplus Heller F-94B kit in The Stash™ and it was built almost completely OOB and did – except for some sinkholes and standard PSR work – not pose any problem. In fact, the old Heller Starfire model is IMHO a pretty good representation of the aircraft. O.K., its age might show, but almost anything you could ask for at 1:72 scale is there, including a decent, detailed cockpit.
The biggest change was the new camera nose, and it was scratched from an unlikely donor part: it consists of a Matchbox B-17G tail gunner station, slimmed down by the gunner station glazing's width at the seam in the middle, and this "sandwich" was furthermore turned upside down. Getting the transitional sections right took lots of PSR, though, and I added some styrene profiles to integrate the new nose into the rest of the hull. It was unintentional, but the new nose profile reminds a lot of a RF-101 recce Voodoo, and there's, with the straight wings, a very F-89ish look to the aircraft now? There's also something F2H-2ish about the outlines?
The large original wing tip tanks were cut off and replaced with smaller alternatives from a Hasegawa A-37. Because it was easy to realize on this kit I lowered the flaps, together with open ventral air brakes. The cockpit was taken OOB, I just modified the work station on the rear seat and replaced the rubber sight protector for the WSO with two screens for a camera operator. Finally, the one-piece cockpit glazing was cut into two parts to present the model with an open canopy.
Painting and markings:
This was a tough decision: either an NMF finish (the natural first choice), an overall light grey anti-corrosive coat of paint, both with relatively colorful unit markings, or camouflage. The USAF’s earlier RF-80As carried a unique scheme in olive drab/neutral grey with a medium waterline, but that would look rather vintage on the F-94. I decided that some tactical camouflage would make most sense on this kind of aircraft and eventually settled for the USAF’s SEA scheme with reduced tactical markings, which – after some field tests and improvisations in Vietnam – became standardized and was officially introduced to USAF aircraft around 1965 as well as to ANG units.
Even though I had already built a camouflaged F-94 some time ago (a Hellenic aircraft in worn SEA colors), I settled for this route. The basic colors (FS 30219, 34227, 34279 and 36622) all came from Humbrol (118, 117, 116 and 28, respectively), and for the pattern I adapted the paint scheme of the USAF’s probably only T-33 in SEA colors: a trainer based on Iceland during the Seventies and available as a markings option in one of the Special Hobby 1:32 T-33 kits. The low waterline received a wavy shape, inspired by an early ANG RF-101 in SEA camouflage I came across in a book. The new SEA scheme was apparently applied with a lot of enthusiasm and properness when it was brand new, but this quickly vaned. As an extra, the wing tip tanks received black anti-glare sections on their inner faces and a black anti-glare panel was added in front of the windscreen - a decal from a T-33 aftermarket sheet. Beyond a black ink wash the model received some subtle panel post-shading, but rather to emphasize surface details than for serious weathering.
The cockpit became very dark grey (Revell 06) while the landing gear wells were kept in zinc chromate green primer (Humbrol 80, Grass Green), with bright red (Humbrol 60, Matt Red) cover interiors and struts and wheels in aluminum (Humbrol 56). The interior of the flaps and the ventral air brakes became red, too.
The decals/markings came from a Special Hobby 1:72 F-86H; there’s a dedicated ANG boxing of the kit that comes with an optional camouflaged aircraft of the NY ANG, the least unit to operate the “Sabre Hog” during the Seventies. Since this 138th TFS formerly operated the F-94A/B, it was a perfect option for the RF-94B! I just used a different Bu. No. code on the fin, taken from a PrintScale A/T-37 set, and most stencils were perocured from the scrap box.
After a final light treatment with graphite around the afterburner for a more metallic shine of the iron metallic (Revell 97) underneath, the kit was sealed with a coat of matt acrylic varnish (Italeri).
A camouflaged F-94 is an unusual sight, but it works very well. The new/longer nose considerably changes the aircraft's profile, and even though the change is massive, the "Crocodile" looks surprisingly plausible, if not believable! And, despite the long nose, the aircraft looks pretty sleek, especially in the air.
Holga 120n
Ilford HP5 Plus
Developed in HC-110
I've been a horrible flickr contact as of late. Not a fan of the new flickr and not really any spare time. Hope you all will forgive me. I'll be catching up to everyone's stream shortly! :)
Please also check out my newest project over at www.hrcga.org Historic Rural Churches of Georgia
Director Theophilus Raynsford Mann
~ a Taiwanese social reformer, philosopher, photographer, and film director
“Do Everything for My People”
馬天亮導演
~ 臺灣的社會改革者，哲學家，攝影師，和電影導演
《造福人民》
SUMMARY
Theophilus Raynsford Mann is a naturalist, occultist, Buddhist and Taoist. In 1982, Mann developed a technique for abstract photography, applied “Rayonism” into photographic works. Mann staged 32 individual, extraordinary exhibitions around Taiwan, who was the first exhibitor around Formosa. Mann’s works is the beginning of modernization in the modern abstract arts in the world. At the University of Oxford, Mann’s attractive topic was “A View of Architectural History: Towns through the Ages from Winchester through London Arrived at Oxford in England”; also an author at the University of California, Berkeley and the University of Michigan in the United States; an alumnus from Christ Church College at the University of Oxford in England, the University of Glamorgan in Wales, and National Taiwan University in Taipei on Taiwan. Mann’s works have been quoted by the scholars many times, making Mann one of the highly cited technological, artistic, and managing public administrators in the academia. Mann was listed in “Taiwan Who’s Who In Business” © 1984, 1987, 1989 Harvard Management Service.
Education in Taiwan and a Brief of Latest Generation of History in Taiwan / Formosa
In 1980, Mann obtained his postgraduate certificate from the Graduate Institute of Electrical Engineering of National Taiwan University in Taipei; successfully completed another graduate studies in Information dBase III Plus and Taiwanese Traditional Chinese Mandarin Information System at National Sun Yat-Sen University in Kaohsiung in 1989.
Early Career
In 1989, Mann instituted Mann’s Office of Electrical Engineer, he settled himself in electrical technology and industries as a chief engineer in his early years. He put his professional and precise knowledge to good account in business management. A formal business management with business relationship established to provide for regular services, dealings, and other commercial transactions and deed. He had many customers having a business and credit relationship with his firm then he was a successful engineer.
Study Abroad and Immigration into the United Kingdom
In 1998, Mann studied abroad when he arrived in Great Britain; he studied at School of Built Environment, the University of Glamorgan, Wales for a master of science in real estate appraisal. Until the summer of 2000, Mann completed an academic course on “Towns through the Ages” from Christ Church at the University of Oxford.
PHILOSOPHICAL VIEWS
Mann is a naturalist; he trusts spiritual naturalism and naturalistic spirituality, which teaches that “the unknown” created this wonderful world. “The unknown” arranged the nature with its law so that everything in nature is kept balanced and in order. However, human beings failed to control themselves, deliberately went against the law of nature, and resulted in disasters, which we deserved. He also is an occultist, a Taoist, and a Buddhist; but in Britain, he frequently goes to Christian and Catholic churches, where he makes friends with pastors and fathers as well as churchgoers. In his mind, he recognizes “Belief is truth held in the mind; faith is a fire in the heart”. He is always a freethinker, does not accept traditional, social, and religious teaching, but based on his ideas: a thought or conception that potentially and actually exists in his mind as a product of mental activity - his opinion, conviction, and principle. If people have not come across eastern classics and philosophy, we are afraid that people would never understand Theophilus Raynsford Mann. People cannot judge an eastern philosopher based on western ways of thinking. He studies I Ching discovering eastern classics of ancient origin consisting of 64 interrelated hexagrams along with commentaries. The hexagrams embody Taoist philosophy by describing all nature and human endeavour in terms of the interaction of yin and yang, and the classics may be consulted as an oracle.
Back in the 1990s when Mann just arrived at England, he had been offered places to do Ph.D. and LL.M. degrees (degree in Law and Politics of the European Union) by several western professors in the Great Britain. He has met all the requirements for postgraduate admissions to study at UK’s universities.
During his time at Oxford, he learnt a lot of British culture and folk-custom while carrying out research with many British and Western professors, experts, and archaeologists. This proves that Mann understands various aspects in British society, culture, and lifestyles. Of course, he does not fully understand about the perspectives of thinking of a typical British. For example, what would be the most valuable in life for a British person? What would a British want to gain from life? What is the goal in life for a British? Is it fortune or a lover? Alternatively, perhaps honour? On the other hand, maybe being able to travel around the world and see the world?
FAIRNESS and JUSTICE
As Theophilus Raynsford Mann’s saying are:
“Touching Fairness and Justice”
Feel good about themselves, but do not know the sufferings of the people...
Who can get easy life like them?
What is profile of modern society?
What type and style is truly solemn for this society identify?
Where “the characterization” is? Who can see? Did you see it?
《感動的公平與正義》
自我感覺良好, 不知民間疾苦...
誰能得到安逸的生活如同他們一樣？
這是個什麼樣子的社會？
這個社會認定什麼樣的類型和風格是真正莊重的?
「特徵」在那裡？誰可以看到？你看到了嗎？
Jurisprudence and Political Philosophy and Perspectives
Mann ever studied judicial review and governmental action, the impact of law and legal techniques, constitutional mechanisms for the protection of basic rights, and ensuring the integrity of commercial activity, the impact of law and legal techniques on government, policymaking, and administration, as well as the creation of markets. He tries to understand these critical trends in the political development of modern state. Mann will combine both theoretical and empirical approaches, and the conditions for democratic transition and the nature of state development in the ‘post-industrial’ era of globalisation and economic integration.
According as Mann’s legal experiences, he comprehend that “the knowledge of the law is like a deep well, out of which each man draught according to the strength of his understanding”, and, law and arbitrary power are in eternal enmity. He is also sure law and institutions are constantly tending to gravitate like clocks; they must be occasionally cleansed, and wound up, and set to true time.
The government issues a decree - an authoritative order having the force of law, which charged with putting into effect a country's laws and the administering of its functions. Any of the officials promulgate a law or put into practice relating to the government charged with the execution and administration of the nation's laws then they announce and carry out the creation of any order or new policy that will be responsible for the people.
Mann had knowledge in connexion with construction law; he also understands architectural arts, and as well learnt the forms by combining materials and parts include as an integral part concerning modern construct. I ever built urban buildings and rural architecture in different styles under new housing and building projects by the governmental administration and construction corporations.
Right now, Mann studies the problems caused by ethnic disputes and human armed conflicts in the modern society resulted code of mixed civil and criminal procedure. He wishes an agreement or a treaty to end human hostilities - the absence of war and other hostilities around the world. The interrelation and arrangement of freedom from quarrels and disagreement become harmonious relations living in peace with each other. Actually, erect peace in more friendly ways of making friendships for modern human society is comfortable in my ideal. It is like building monolithic architecture: houses and buildings for the people. Mann would like to do “something beautiful for `the unknown`”.
In the ethnic disagreement and armed conflicts as concerning the poor people and children notwithstanding they live through a bad environment on any of poor or crowded village or town in a particular manner - lived frugally. However, after years of industrialisation as a more educated population, becomes more aware of global plenum, continuing to be alive. Environmental groups are increasing and lobbing government will legislate to stop bad environmental and social practices. The establishments of human rights’ wide and untiring efforts will be alleviated people’s suffering. And as well the poor people shall meet and debate sustainable development and for a concerted government led action towards sustainability is an example that the younger generation are concerned for the future. It shall be making the younger easier for their life and make better on their lives, and help them to build a better future.
In present world, Mann really knows the full meanings of “Fundamental Human Rights and Equal Opportunities for the People”. He thinks ethics is the moral code governing the daily conduct of the individual toward those about him / her. It represents those rules or principles by which men and women live and work in a spirit of mutual confidence and service. Without going into the question of how an ethical code was formulated or why anybody should obey it, we can look at the matter in a common-sense fashion with reference to its influence upon our legal affairs. In brief, from the law point of view, a reputable ethical code embodies the qualities of accuracy, dependability, fair play, sound judgement, and service. It is based upon honesty.
No person can have an ethical code that concerns him / her alone. Living in society, as he / she must, a person encounters others whose rights must be respected as well as his / her own. An honest regard for the rights of others is an essential element of any decent code of ethics, and one that anyone must observe if anybody intends to follow that code. After all, ethics is not something apart from human beings. Indeed, there is no such thing apart from our actions and us. It is the duty, therefore, of every man and woman in legal affairs to see that his daily associations with others are truly in conformity with the plain meaning of the Ten Commandments: “Thou shalt not barratry, thou shalt not bear false witness, thou shalt not receive illegal fee and the rest”.
The knowledge Mann has, in connection with legal affairs, was usually come from his precious experiences of his past over ten year’s law and political careers. In an interval regarded as a distinct period of 1980s, he studied mixed civil and crime, and the code of mixed civil and criminal procedure for the problems caused by ethnic disputes and human armed conflicts in the modern society. He was especially one who maintains the language and customs of the group, and social security in Taiwan.
Since 30 July of 1988, Mann settled himself in law as a chief executive and scrivener at Central Legal, Real Estate, and Accounting Services Office; it is in the equivalent to a solicitor of the United Kingdom. The Office provided full legal, accounting, real estate, and commercial services to the public. He did his job as a person legally appointed by another to act as his or her agent in the transaction of business, specifically one qualified and licensed to act for plaintiffs and defendants in legal proceedings and affairs. Over and above Mann was a chairman and executive consultant at Taiwan Credit Information Company®, founded in 1994. The company offered services to the public in response to need and demand in the area of credit information.
Mann had excellent experiences in political and law work was pertaining to mixed civil and crime, the code of mixed civil and criminal procedure, construction, and commercial law abroad. The experiences of legal services related to the rights of private individuals and legal proceedings concerning these rights as distinguished. In the criminal proceedings, he did many cases for the defendants. Although an act committed or omitted in violation of a law forbidding or commanding it and for which punishment is imposed upon conviction; but he also laid legal claim, required as useful, just, proper, or necessary to the defendants under the human rights in the meantime. This provision ensures to the defendant a real voice in the subject.
The men whose judgement we respect are those who do not allow prejudices, preferences, or personalities to influence their decisions. Profit and self-aggrandisement are likewise ignored in their determination to reach an equitable and fair settlement. What are the basic principles upon which good judgement is founded? A keen intellect, a normal emotionally, a through understanding of human nature, experience of law work, sincerity, and integrity.
Developed a Technique for Abstract Photography and Abstractionist
In 1982, Mann developed a technique for abstractive photography, which applied “rayonism” to the photographic works. In November of 1984, Mann was 26-year-old, he instructed many professors and students of National Taiwan Normal University in photography of abstract impressionism and rayonnisme in Taipei, Taiwan. The word “rayonnisme” is French for rayonism - a style of abstract painting developed in 1911 in Russia.
Photographic Exhibitions
Theophilus Raynsford Mann Photographic Exhibition of “Rayonnisme / Rayonism” Tour - Invitational Exhibition of Taiwan 1983-84.
一九八三〜八四年中華民國臺灣 馬天亮攝影巡迴邀請展
Theophilus Raynsford Mann Photographic Exhibition of Rayonism (32 individual exhibitions) 1983~1985.
馬天亮『光影』攝影特展（個人展32場）1983〜1985年.
Mann staged 32 individual, extraordinary exhibitions and annual special exhibitions on photography of abstractive image and Rayonnisme around Taiwan / Formosa. Mann was the first exhibitor around the country. All of the invited displays were by the Taiwan’s Government, cultural and artistic organisations, and sponsors. Mann’s earliest exhibition took place in the National Taiwan Arts Education Center (Museum) on 19 December 1983 when Mann was 25 years old; Mann was the youngest exhibitor in the history of the Center in any solo exhibitions. The Center that was opened in March 1957, kept a collection of Mann’s work. It is currently updating the Center’s internal organisation and strengthening co-operation with leading centers and museums around the world. Meanwhile, it widened the center’s scope to increase its emphasis on Taiwan’ regional culture and folk arts.
Modernization in the Modern Abstract Arts of Taiwan
Mann’s works is the beginning of modernization in the modern abstract arts of Taiwan, China and greater Chinese society in the world. The use of “modernisation” as a concept that is opposed to “Traditional” of “Conservative” ideas began with the approach of the 20th century. It spreads rapidly through academic circles, and was broadly accepted as a means to reform society. Chinese Manchu Qing (Ching) dynasty’s first steps toward modernisation began in the Tung-chih era (1862-1874) with the “Self-Empowerment Movement”. During the late 19th century, as late Manchu dynasty was confronted on all sides by foreign aggression, voices throughout society debated the most effective means to reform and strengthen the country. Some advocated “combining the best of East and West”, while others went so far as to call for “complete Westernisation”. Taiwan was at the centre of these waves of reform. Faced with direct threats against the island by foreign enemies, the Chinese Ching dynasty court took special steps to push Taiwan’s modernisation.
In a role just like that of a gardener wanting to create a rich and fertile environment for the seeds of culture, one in which Mann may sprout, grow and bloom. Mann aims to provide an educational stimulus for society by introducing his works - Mann can express the neo-romantic spirit deftly from various creations and supporting international artistic exchanges. Mann believes that the first step in creating such a new and independent state is the real emergence of culture and arts, for which the art and science of designing and erecting buildings, and fine arts (including photography and motion picture) of the civilization is a good measurement of success. For the foreseeable future, Mann should be continuing to forge ahead, working diligently and unceasingly towards its mission of raising China and Formosa / Taiwan’s culture in his spare time.
Became an Author and a Scholar
In 1980, Theophilus Raynsford Mann completed his first book - scenario original “The Soul's Sentimentalizing”, also named: “Hun Yun : Jin Qi Tu Rui” 電影原著《魂韻》(衿契吐蕊) then Mann was at the age of 22. In 1983, The General Library of the University of California, Berkeley in the United States of America, collected and kept Mann’s writings - scenario original 「魂韻 : 衿契吐蕊」“Hun Yun : jin qi tu rui”, included a musical composition of his own – “Sonate Nr. 1 C-dur op. 3 für Klavier (piano)”, composed on 3rd April 1977 then Mann was 18 years old. The works were published in 1980; the theme was based on “The Soul's Sentimentalizing”. Another masterpiece was an Album of Academic Work for News
Publication “Theophilus Raynsford Mann Photographic Exhibition of Rayonnisme / Rayonism”, published in 1985. The Hathi Trust Digital Library, the University of Michigan also collected and kept Mann’s writings.
Authorship
Mann’s articles and writings were published in more than 200 different kinds of domestic and foreign magazines, newspapers, and periodicals, in the period between May of 1972 and 1990s. It was all started when Mann was just 13-year-old. Many of which have been very influential. These have been quoted by Western and Eastern scholars many times in the last few years, making Mann one of the highly cited technological, artistic, and managing public administrators in the world in the late 20th and early 21st century. The Ministry of the Interior in Taiwan had registered Mann’s professional writings and given him two certificates of copyright. The numbers are 33080 and 33081 on 4th July of 1985; and Taiwan’s Gazette of The Presidential Office issue No. 4499, featured his writings on 4th September 1985.
Became an Academic and Film Director
Today, Mann is a professor at Space Time Life Research Academy, a photographer (portrait, fashion, commercial, digital, architectural, abstract photography), film director, and computer engineer now live and work in London; and most currently engage in his vocational professions of ‘Consultant of Immigration and Translations’. Mann is an author at the University of California, Berkeley, and the University of Michigan; an alumnus from Christ Church at the University of Oxford, the University of Glamorgan, and National Taiwan University in Taipei.
Director Works:
FILMS:
Experimental Film: “New Image for the Spring” © 1982
Abstract Films:
“Rayonnisme 110124” © 2011
www.youtube.com/watch?v=M0ghIxV0LBo&feature=youtu.be
www.youtube.com/watch?v=PC_r2CO-UJs&feature=youtu.be
www.flickr.com/photos/124141020@N05/17893335268/in/datepo...
“Rayonism 110124” © 2011
www.youtube.com/watch?v=1Ph8qb2Wjps&feature=youtu.be
www.flickr.com/photos/124141020@N05/17979015641/in/photos...
www.youtube.com/watch?v=IN1e07X4AEc&feature=youtu.be
“Light Dancing 110124” © 2011
www.youtube.com/watch?v=DmCVSjG1KEk&feature=youtu.be
www.flickr.com/photos/124141020@N05/17553751944/in/photos...
“Birth” © 2011
www.youtube.com/watch?v=zoG3cxICeEY
www.flickr.com/photos/124141020@N05/17797502869/in/datepo...
“Fantasy in Dream” © 2011
www.youtube.com/watch?v=pkcmrMmF_gc&feature=youtu.be
www.flickr.com/photos/124141020@N05/18115536036/in/photos...
“floating” © 2011
www.youtube.com/watch?v=2xFOdzM3T9Y&feature=youtu.be
www.flickr.com/photos/124141020@N05/17525813743/in/photos...
“Optical Rotation” © 2011
www.youtube.com/watch?v=a48BPHplf4Q&feature=youtu.be
www.flickr.com/photos/124141020@N05/17576816593/in/photos...
Documentary Films:
“Spider” 130921 © 2013
www.youtube.com/watch?v=flSg_KZC8T4&feature=youtu.be
www.flickr.com/photos/124141020@N05/17482109753/in/photos...
“Fighting by Spider” © 2011
www.youtube.com/watch?v=Tcpkc6niMiY&feature=youtu.be
www.flickr.com/photos/124141020@N05/18201816521/in/photos...
“Spider's Living” © 2011
www.youtube.com/watch?v=vWjYRRTsltI&feature=youtu.be
www.flickr.com/photos/124141020@N05/18208449565/in/photos...
“London Buddha Day Festival, UK 150510 英國倫敦浴佛節” © 2015
www.youtube.com/watch?v=1mcPNaQtWu8&feature=youtu.be
www.flickr.com/photos/124141020@N05/17883706816/
www.youtube.com/watch?v=RApsQA2Km1w
Theophilus Raynsford Mann 馬天亮導演 - YouTube
www.youtube.com/watch?v=ijotODxZkNo&list=LLosvuIOImSV...
www.youtube.com/channel/UCosvuIOImSVgFru84i9omOQ/videos
www.youtube.com/playlist?list=LLosvuIOImSVgFru84i9omOQ
Bing Videos
www.bing.com/videos/search?q=Theophilus+Raynsford+Mann&am...
Yahoo Video
video.search.yahoo.com/search/video;_ylt=A2KLqIJi82hVnk0A...
Google Search
www.google.co.uk/search?client=aff-cs-360se&ie=UTF-8&...
Drama Films:
“The Soul's Sentimentalizing” of the feature film is based on the scenario original “The Soul's Sentimentalizing” (preparation)
FASHION SHOWS:
New Image for the Spring of Shapely Models International © 1982
High Lights on the Summer and Fall Fashion of Shapely Models Int’l © 1982
ART EXHIBITIONS:
The Cadillac Club International Fine Arts Exhibition © 1981
The Cinematic & Photographic Arts Salon and the Hall of the Arts, Pegasus Academy of Arts © 1981
Musician Work:
MUSIC COMPOSITION:
Sonate Nr. 1 C-dur op. 3 für Klavier (piano) © 1977, © 1980, © 1981, © 1983, the theme was based on “The Soul's Sentimentalizing”.
PHOTOGRAPHIC ALBUMS:
Portrait and Landscape in France © 2000
Portrait and Landscape in Scotland © 2001
Portrait and Landscape in England © 2009
Portrait at Queen Mary, University of London © 2010
Rayonism of London © 2011
Portrait at The University of Nottingham, United Kingdom © 2011
Snowy Southeast London, United Kingdom © 2012
Male Teeth of Great Britain © 2012
Long-horned Grasshopper of London, England © 2012
Tettigoniidae of the United Kingdom © 2012
Spider of London, United Kingdom © 2012, © 2013
Portrait at King's College London © 2013
Buddha 佛, London, United Kingdom © 2014
Summer Flowers of London © 2014
London Buddha Festival, UK 150510 英國倫敦浴佛節 © 2015
www.youtube.com/watch?v=ijotODxZkNo
The Art of Buddhist Sculpture in London Buddha Festival, UK © 2015
英國倫敦浴佛節佛陀雕塑藝術, music “Gymnopedie No. 3”, “Gymnopédies”
www.youtube.com/watch?v=dQqyefiuAYY
BOOKS:
Scenario Original「魂韻」(衿契吐蕊) “Hun yun: jin qi tu rui” © December 1980, © 1981, © 1983 (Date of First Publication: 31 December 1980, Second Edition on 29 July 1981, Date of Revision: Revised Edition on 8 May 1983), Languages: Chinese (traditional), and English language.
“Album of the Cadillac Club International Fine Arts Exhibition” © 1981
“Album of the Cinematic & Photographic Arts Salon and the Hall of the Arts, Pegasus Academy of Arts” © 1981
“Album of New Image for the Spring of Shapely Models International” © 1982
“Album of High Lights on the Summer and Fall Fashion of Shapely Models Int’l” © 1982
“Romantic Carol” © 1982
Album of Academic Work for News Publication: “TianLiang Maa (Theophilus Raynsford Mann) Photographic Exhibitions of Rayonnisme” © May 1985
新聞出版之學術著作專輯「馬天亮『光影』“Rayonism” 攝影展」© May 1985
New version of scenario original “The Soul's Sentimentalizing” (to be published)
「曾經輝煌到頂天立地」 “The Indomitable Spirit Was Brilliant to Successful” (The indomitable spirit was brilliant to towering a great height from earth reaching the sky!
Individual biography, to be published)
“My Life, My History, and My Love” (based on a legend, to be published, a film scenario will be developed later)
「感動的公平與正義」“Touching Fairness and Justice” (political science and social studies, to be published)
「氣壯山海‧頂天立地‧民富國強‧白金時代」 “Full of power and grandeur thrusts onto the mountain and ocean, towering a great height from earth reaching the sky for my people with good fortune and my country become stronger, builds a platinum era - white golden age.” (Chinese version for my way towards national election)
Research Interests:
University of Oxford
Research Studies in Archaeology:
Mann’s attractive topic was “A View of Architectural History: Towns through the Ages from Winchester through London Arrived at Oxford in England”.
National Taiwan University
Graduate Certificate,
Graduate Institute of Electrical Engineering:
Mann’s monograph of seminar was “Applied the sequence control in the electric power distribution engineering”.
University of Glamorgan
M.Sc. Course,
Master of Science in Real Estate Appraisal:
Mann’s thesis - major subject, with relevant construction law was “The Assignment is under Economics of Construction Management in Architecture”.
National Sun Yat-Sen University
Postgraduate Certificate,
Postgraduate Studies in Computing:
Mann’s required subject was Information dBase III Plus and Taiwanese Traditional Mandarin Chinese Information System. He combined academic course work and practical laboratory sessions in “Applied Mandarin Phonetic Symbols into Traditional Taiwanese Personal Computer and Its Information System”.
Associations:
Member of The Kaohsiung Life Line Association since 11 January 1979, an association established in the USA.
Member of The Society of Youth Writers, Tien (Catholic) Educational Center, Taipei since 1980.
Since 1980, a member of Chinese Taipei Film Archive (CTFA, National Film Archive, Taiwan; founded in 1978), The Motion Picture Foundation, R.O.C. (member of Fédération Internationale des Archives du Film, FIAF; The International Federation of Film Archives was founded in Paris in 1938 by the British Film Institute, the Museum of Modern Art in New York City, the Cinémathèque Française and the Reichsfilmarchiv in Berlin.)
Commissioner of the cinema, photography, radio, and television committee of The Culture and Arts Association (Chinese Writers and Artists Association) of Taiwan ever since September 1983.
Classic member, the membership is equivalent to a doctorate membership of the Chinese Institute of Electrical Engineering since 23 March 1984.
On 15 March 1989, Mann promoted and founded the Consortium Juridical Person Mr. Theophilus Raynsford Mann Social Benefit Foundation 財團法人馬天亮先生社會公益基金會籌備處 (Social Charity 社會慈善事業) in Taiwan.
near.archives.gov.tw/cgi-bin/near2/nph-redirect?rname=tre...
Classic member, the membership is equal to a professor or associate professor of The Chinese Institute of Engineers since 30 September 1991.
Honours:
Listed on ‘Taiwan Who’s Who In Business’, © 1984, © 1987, and © 1989 Harvard Management Service.
中華民國企業名人錄編纂委員會, 哈佛企業管理顧問公司.
On 26 August 1985, Mann was awarded a professional certificate of the Outdoor Artistry Activities issued by Education Bureau, Kaohsiung City Government, Taiwan. He acquired awards and certificates of honour about twenty times from National Taiwan Arts Education Center (Museum) on 24 December 1983; Kaohsiung Municipal Social Education Center on 17 March 1984, Kaohsiung Cultural Center, Taipei Cultural Center (Taipei Municipal Social Education Hall); and Taiwan Province Government, Taipei City Government, Kaohsiung City Government, and many cultural centres and art galleries, and so on.
Careers:
Honorary Professor at Space Time Life Research Academy, 7 June 2012 to present; Professor at Space Time Life Research Academy, 1 September 2011 to 1 June 2012 in London, United Kingdom:
Academia,
Teaching and Research:
business management and consultant, political philosophy, Chinese classics, Chinese humanities, modern Chinese language and literature, photography (portrait, fashion, commercial, digital, architectural, abstract photography), visual arts and film production.
教學與研究：
企業管理及顧問、政治哲學、中華經典 (古典漢學、文學、藝術、語言) 、中華人文、中華現代語言與文學、攝影 (人像、時裝、商業、數位/數碼、建築、抽象攝影) ，視覺藝術和製作影片。
Consultant and Translator at Eternal Life Consultants of Immigration and Translations Services, 10 March 2004 to present in London, United Kingdom:
consultants of immigration, translations, and legal services.
永生移民顧問翻譯服務社的移民諮詢顧問和翻譯：
移民事務，翻譯和法律服務。
Computer Hardware and Networking Engineer at Mann Office of Electrical Engineer, 8 March 2004 to present in London, United Kingdom:
Computer Engineering and Network Services. Repairing of Motherboards, Monitors, Power Supplies, CD-ROM Drives; UPS, Hard Disk Drives, H.D.D Data Recovery; BIOS Programming, and all types of Computer Hardware and Software Solutions.
計算機工程和網絡服務。維修主機板，顯示器，電源供應器，光碟機/光盘驱动器，不斷電系統，硬碟/硬盘，硬盤數據恢復，基本輸入輸出系統編程，以及所有類型的電腦/計算機硬體/硬件和軟體/軟件解決方案。
Film Director and Photographer at Shapely Studio of Creative & Cultural Industries, 2 April 2007 to present in London, United Kingdom:
1) Photo, Video and Film Production; 2) Graphic Design, Web Design, Social Networking, Social Media and Advertising; 3) Architectural Design and Interior Design.
Reformer and Philosopher at Taiwanese Social Reformer and Philosopher, 7 April 2012 (location: Los Angeles, California) to present in London, United Kingdom:
Social Reform in Taiwan
《魂韻》(衿契吐蕊) - 馬天亮22歲寫的電影原著。Theophilus Raynsford Mann (TianLiang Maa) wrote “Hun Yun” (Jin Qi Tu Rui), scenario original “The Soul’s Sentimentalizing” © 1980, 1981, 1983, was at the age of 22.
Website
mtltwp.pixnet.net/album/set/1265174
photo.roodo.com/photos/mtltwp/albums/small/100469.html
www.facebook.com/hunyun22/info
Sonate Nr. 1 C-dur op. 3 für Klavier (piano) by Theophilus Raynsford Mann (TianLiang Maa 馬天亮) © 1977, © 1980, © 1981, © 1983. The Sonate composed on 3rd April 1977 then Mann was 18-year-old. The work was published in 1980; the theme was based on “The Soul's Sentimentalizing”.
Website
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LINKS:
University of California, Berkeley
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University of Michigan
mirlyn.lib.umich.edu/Record/006237256
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WorldCat® Identities
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National Taiwan University of Science and Technology 國立臺灣科技大學
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國家圖書館 期刊文獻資訊網, 臺灣期刊論文索引
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Abstract Films:
Rayonnisme © 2011
Rayonism © 2011
Light Dancing © 2011
Birth © 2011
Fantasy in Dream © 2011
floating © 2011
Optical Rotation © 2011
Documentary Films:
Spider © 2013
Fighting by Spider © 2011
Spider's Living © 2011
Spider's Living © 2011 (part I)
London Buddha Day Festival, UK 英國倫敦浴佛節 © 2015
The Art of Buddhist Sculpture in London Buddha Festival, UK © 2015
英國倫敦浴佛節佛陀雕塑藝術
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film: Rollei Superpan 200
cam: Rolleicord IV
develop: Caffenol C-L, salty stand
what: buildings in Amsterdam, industrial in the new.
incl. Superpan back paper circle in the middle
In 2019, we created the Nestlé Institute of Packaging Sciences, to help us deliver on our commitment to only using 100% reusable or recyclable packaging by 2025.
Daughter of a dear friend of mine. Shot taken on Tara mountain on 12.08.2012.
Leica R3, Summicron f2/50mm, shot at f2.8@1/90 (x)
Rollei RPX100, stand developed in Rodinal 1+125 for 2hrs with borax added to dillution. Temp going from 15-23Cdeg.
Canoscan 9000F
Yashica Electro 35
Kodak colorplus 200 @200
Rodinal
20 Celsius
15 minutes
1:50
Film exposed Jan. 2012, develop April 2016
+++ 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:
Armored wheeled vehicles were developed early in Germany, since they were not subject to the restrictions of the Versailles Treaty. The Sd.Kfz. 234 (Sonder-Kraftfahrzeug, or Special Purpose Vehicle) belonged to the so-called ARK series vehicles (the type designation of the chassis) and was the successor to the earlier, eight-wheeled Sd.Kfz. 231/232/233 heavy scout car family. The Sd.Kfz. 234 was a considerable step forward and incorporated several innovative features, including a monocoque chassis with eight wheels and an air-cooled Tatra 103 diesel engine that was originally chosen for use in North Africa. The latter gave the vehicle an extraordinary range of more than 600 miles (1.000 km) and a very good performance. The vehicle had eight-wheel steering and drive and was able to quickly change direction thanks to a second, rear-facing driver's seat, what made quick retreats and unexpected position changes easier.
Chassis were built by Büssing-NAG in Leipzig-Wahren, while armoured bodies were provided by Deutsche Edelstahlwerke of Krefeld and turrets by Daimler Benz in Berlin-Marienfelde and Schichau of Elbing, with engines from Ringhoffer-Tatra-Werke AG of Nesseldorf. The first and possibly best known version to reach frontline service was the Sd.Kfz. 234/2 ‘Puma’. It had a horseshoe-shaped turret armed with a 5cm L/60 gun, which had originally been developed for the VK 16.02 Leopard light tank which never made into production. Even though it was a dedicated reconnaissance vehicle, the armament made it possible to defend the vehicle effectively and even take on light armored vehicles. The Sd.Kfz. 234/2 was produced from late 1943 to mid-1944 and replaced in production by the second version, the Sd.Kfz. 234/1, which was less complex and easier to build. It had a simpler open turret and was armed only with a light 2 cm KwK 38 gun (in the so-called Hängelafette 38). It was manufactured from mid-1944 to early 1945 and became the standard reconnaissance vehicle in this period.
Other versions were derived from the Sd.Kfz. 234, too. The Sd.Kfz. 234/3, produced simultaneously with the 234/1, served as a support for the lightly armed reconnaissance vehicles with more firepower. It had an open-topped superstructure, too, but carried a short-barreled 7.5cm K51 L/24 gun. This gun was intended primarily for use against soft targets, but when using a hollow charge shell, the penetration power exceeded that of the 5cm L/60 gun. This variant was produced until late 1944, before switching production to the 234/4. This version replaced the L/24 gun with the 7.5cm L/46 PaK 40 and was primarily another attempt to increase the mobility of this anti-tank gun and not a reconnaissance vehicle. It was not very successful, though: the heavy weapon stretched the light 234 chassis to its limits and only a very limited ammunition load of just twelve rounds could be carried on board due to lack of storage space. This variant was manufactured from the end of 1944 on only in limited numbers.
In mid-1945 another reconnaissance variant appeared, the Sd.Kfz. 234/5. It was a kind of hybrid between the earlier 234/1 and 234/2 variants, combining the light armament with a fully closed turret that offered the crew better protection from enemy fire and climatic conditions. The origins of the Sd.Kfz. 234/5 remain a little unclear – in fact, this variant started as a field conversion of a handful of Sd.Kfz. 234/2s in Hungary in mid-1944, which were retrofitted in field workshops with turrets from damaged Panzer-Spähwagen (neue Art) II ‘Luchs’ (also known as ‘Panzer II Ausf. L’, ‘Sd.Kfz. 123 mit 2-cm-KwK 38’ and VK 13.03 during the vehicle’s development phase). This simple combination of existing components turned out to be so effective and popular among the crews that it was quickly ordered into production.
Both chassis and turret remained unchanged, with a maximum armor of 30 mm (1.18 in), but the small turret with its light weapon (which had been adapted from a 20 mm anti-aircraft gun with a higher rate of fire than earlier guns of this type) reduced the overall weight to a little under 11 tons. This, and a slightly more powerful variant of the Tatra 103 V12 diesel engine, raised the vehicle’s top speed by 10 km/h (6 mph). In service the Sd.Kfz. 234/5 was generally known as ‘Puma II’ and the frontline units frequently modified their vehicles.
Among these field updates were commander cupolas, transplanted from damaged Panzer III and IV and sometimes outfitted with a mount for a light Fla-MG (anti-aircraft machine gun), as well as more effective exhaust mufflers for a reduced noise signature. Additional thin, spaced armor plates were sometimes bolted to the hull and/or to the turret front to better protect the vehicle from armor-piercing weapons, esp. against rounds from Russian 14.5 mm tank rifles. Makeshift wire mesh shields against hollow charges, similar to heavier Thoma shields on battle tanks, were occasionally added, too, as well as smoke dischargers, mounted to the turret sides or to the vehicle’s front. Night vision devices (Infrarot-Nachtsichtgerät F.G. 1250 or F.G. 1252) were fitted when available, and some late-production Sd.Kfz. 234/5s had a 140 cm (55 in) Telemeter KDO 44 stereoscopic rangefinder/telescope integrated into the turret, protruding from it on both sides. Vehicles that were almost exclusively operated on roads frequently had the wheels of the 2nd axle removed in order to reduce overall weight, rolling resistance and save precious rubber/tires.
Since production could not meet the operational units’ demand the Sd.Kfz. 234/5s were issued very selectively to Panzerspähwagen companies of the Panzer Aufklärung battalions. They were operated alongside other Sd.Kfz. 234 versions and Panzer II, III and 38(t) Spähpanzer versions to provide artillery, AA and AT support. The Puma IIs were mostly given to veteran crews and equipped primarily Panzerdivision units operating in Russia, even though a few were sent to the Western front, too.
Exact production numbers remain uncertain because the original production of 81 new vehicles by Büssing-NAG was complemented by an uncertain number of field conversions that allowed older/damaged Sd.Kfz. 234/1 and 2s to be repaired and/or updated with the light ‘Luchs’ turret. The total number of operational Sd.Kfz. 234/5s remained less than 100, though.
Specifications:
Crew: Four (commander, gunner, driver, radio operator/2nd driver)
Weight: 10,600 kg (25,330 lb)
Length: 6.02 m (19 ft 9 in)
Width: 2.36 m (7 ft 9 in)
Height: 2.32 meters (7 ft 7¼ in)
2.53 meters (8 ft 3½ in) when outfitted with a commander cupola
Suspension: Wheeled (Tires: 270–20, bulletproof), with leaf springs
Track width: 1.95 m (6 ft 4 1/2 in)
Wading depth: 1.2 m (3 ft 11 in)
Trench crossing capability: 2m (6 ft 6 1/2 in)
Ground clearance: 350 mm (13 3/4 in)
Climbing capability: 30°
Fuel capacity: 360 l
Fuel consumption: 40 l/100 km on roads, 60 l/100 km off-road
Armor:
9 — 30 mm (0.35-1.18 in), sometimes augmented with
additional 5 — 10 mm (0.2-0.4 in) armor plates on the front of hull and/or turret
Performance:
Maximum road speed: 90 km/h (56 mph)
Operational range: 1,000 km (625 mi) on-road
600 km (373 mi) off-road
Power/weight: 20,75 PS/t
Engine:
Air-cooled 14,825 cc (905³ in) Tatra 103 V12 diesel engine,
with 157 kW (220 hp) output at 2.200 RPM
Transmission:
Büssing-NAG "GS" with 3 forward and reverse gears, eight-wheel drive
Armament:
1× 20mm KwK 38 L/55 machine cannon with 330 rounds
1× co-axial 7.92 mm Maschinengewehr 42 with 2.550 rounds
The kit and its assembly:
A straightforward conversion, and at its core this is not a what-if model because the Sd.Kfz. 234 was actually outfitted with the light ‘Luchs’ turret – even though this was probably only a field-modified, single vehicle that was eventually captured by Allied troops in Czechoslovakia in 1945. It was not an official variant (yet). However, as exotic as this combo seems, there is a complete 1:72 kit of this exotic vehicle from Attack Kits, but it’s pricey, and ModelTrans/Silesian Models from Germany does a resin conversion kit with the ‘Luchs’ turret. The latter set was used for this model and mated it with a Hasegawa Sd.Kfz. 234/2 hull, IMHO the best model of this vehicle, and even as a combo cheaper than the Attack kit.
Building the fictional Sd.Kfz. 234/5 from these ingredients was a very simple affair, everything was basically taken over OOB. For a more sophisticated in-service vehicle, I took over the smoke dischargers from the Hasegawa kit, added a leftover Panzer IV cupola as well as scratched fairings for a stereoscopic rangefinder, and replaced the original twin exhaust mufflers on the rear fenders with a different/bigger piece from an early Panzer IV, placed above the spare tire. This made enough room to add stowage boxes and no less than six jerry cans (all from the Hasegawa kit).
The antennae were made from heated sprue material and the gun barrels are brass pieces, left over from a First To Fight Sd.Kfz. 232, which looked better than the (already fine and good, though) parts from the ModelTrans conversion set. The commander figure came from the Hasegawa kit.
Painting and markings:
A conservative approach, and I stuck to German late-war practice to apply a uniform Dunkelgelb (RAL 7028) livery over a red primer base upon delivery. Individual camouflage in medium green and dark brown was later applied in the field on top of that – a classic ‘Hinterhalt’ scheme.
Initially, the hull’s underside was sprayed with Oxidrot (RAL 3009) from the rattle can, while the upper surfaces received a primer coat with a sandy brown. On top of the sand brown came a thin layer of RAL 7028 (thinned Tamiya XF-60, which is a rather desert-yellowish and pale interpretation of the tone, it should AFAIK have a slight greenish hue) to all directly visible surfaces, wheel hubs and the turret, for a cloudy and uneven basic camouflage. The individual, disruptive ‘tiger stripe’ camouflage was inspired by a late-war Panther battle tank from literature.
The stripes were applied to the Dunkelgelb basis with a small brush and thinned Tamiya XF-58 (Olive Green) and XF-64 (Red Brown), for a makeshift camouflage with scarce paint that still meets official regulations. Following these, the wheel hubs remained in just a single color (making them less obvious when on the move), and the light Dunkelgelb was chosen to lighten the lower vehicle areas up, esp. with the rel. dark interior of the wheelhouses. The interior of the turret and the hatch were painted in a yellowish ivory tone (Revell 314), the tires were painted with Revell 09 (Anthracite) and later dry-brushed with light grey and beige.
A thin black-brown ink wash and some dry-brushing along the many edges with grey and beige were used to weather the model and emphasize details. After decals had been applied (taken from the Hasegawa kit), the kit was sealed with matt acrylic varnish and grey-brown mineral pigments were very lightly dusted onto the model with a soft brush around the wheels and the lower hull to simulate some dust.
Well, this can be considered a semi-whif since such a vehicle actually existed – but there never was a serial production, and I tried to enhance the fictional aspect with some added details like the commander cupola or the rangefinder. It’s a subtle conversion, though. I was initially skeptical about the “tiger stripe” livery, but when it was applied, I was surprised how effective it is! It really blurs the vehicle’s outlines and details – making the turret conversion even less apparent.
Marina Bay Sands is an integrated resort fronting Marina Bay in Singapore. Developed by Las Vegas Sands, it is billed as the world's most expensive standalone casino property at S$8 billion (US$5.7 billion), including cost of the prime land.
With the casino complete, the resort features a 2,560-room hotel, a 120,000 sq.m. convention-exhibition center, The Shoppes mall, an Art & Science museum, two Sands Theatres, six "celebrity chef" restaurants, two floating pavilions, a casino with 500 tables and 1,600 slot machines. The complex is topped by a 340m-long SkyPark with a capacity of 3,900 people and a 150m infinity swimming pool, set on top of the world's largest public cantilevered platform, which overhangs the north tower by 67m. The 20-hectare resort was designed by Moshe Safdie Architects. The local architect of record was Aedas Singapore, and engineering was provided by Arup and Parsons Brinkerhoff (MEP).
Originally set to open in 2009, Las Vegas Sands faced delays caused by escalating costs of material and labour shortages from the onset. The severe global financial crisis also pressured the company to delay its projects elsewhere to complete the integrated resort. Although Marina Bay Sands has been compared on scale and development costs to MGM's CityCenter, the latter is a mixed-use development, with condominium properties - comprising three of the seven main structures, being sold off.
The resort was officially opened with a two-day celebration on 23 June 2010 at 3.18 pm, after a partial opening earlier in April. It was, however, not finished at the time of the April opening, which was marked by numerous service failures. The museum, theatres and floating pavilions are still being built and are expected to be fully completed by December 2010.
Background
Part of the parcel of land for Marina Bay Sands in the foreground prior to development. The parcel overlooks Singapore's financial district in the background.
Marina Bay Sands is one of two winning proposals for Singapore's first Integrated Resorts, the other being the Resorts World Sentosa, which incorporates a family-friendly Universal Studios Theme Park. The two large-scale resorts were conceived to meet Singapore's economic and tourism objectives for the next decade and they will have 30-year casino licenses, exclusive for the first ten years.
Bidders were assessed based on four criteria:
* tourism appeal and contribution
* architectural concept and design
* development investment
* strength of the consortium and partners
On 27 May 2006, Las Vegas Sands (LVS) was declared winner of the Marina Bay site in the prime new business district of Marina South with its business-oriented resort. LVS highlighted its forte in Meetings, Incentives, Conferencing and Exhibitions (MICE), of which its founder, Sheldon Adelson, is a pioneer in Las Vegas and the key to his early business success. In the Design Evaluation portion of the tender, a panel of local and international architects commended Sands' design as superior to other bids in terms of pedestrian circulation and layout, and it also fit in with the Marina Bay landscape best. They liked that the hotel towers was set back from the waterfront to open up expansive views of the city and the entire Marina Bay, making the skyline for Singapore's downtown more attractive and distinctive.[10]
Singapore Tourism Board highlighted Sands' line-up of six celebrity chefs, such as Australia's Tetsuya Wakuda and Thomas Keller (Napa Valley, California, USA) and Charlie Trotter (Chicago, USA).
LVS submitted its winning bid on its own. Its original partner City Developments Limited (CDL), with a proposed 15 per cent equity stake, pulled out of the partnership in the second phase of the tender process. CDL's CEO, Kwek Leng Beng said his company's pullout was a combination of factors - such as difficulties in getting numerous companies he owns to comply in time, as well as reluctance of some parties to disclose certain private information in probity checks required by the Singapore government. However, Kwek was retained as an advisor for Sands' bid.
[edit] Investment
Inside the Marina Bay Sands Hotel
Las Vegas Sands initially committed to invest S$3.85 billion (about US$2.85 billion) in the project, not including the fixed S$1.2 billion (about US$888 million) cost of the 6,000,000 square feet (560,000 m2) site itself. With the escalating costs of materials, such as sand and steel, and labour shortages owing to other major infrastructure and property development in the country, Sheldon Adelson place the total cost of the development at S$8.0 billion (about US$5.9 billion) as of July 2009.
Las Vegas Sands declared the undertaking as "one of the world's most challenging construction projects and certainly the most expensive stand-alone integrated resort property ever built".[14] It expects the casino to generate at least $1 billion in annual profit.[6] Two months after the initial phased opening, the casino attracts around 25,000 visitors daily, about a third being Singaporeans and permanent residents who pay a $100 daily entry levy or $2,000 for annual unlimited access. Half a million gamblers passed through the casino in June 2010.
For the economy, Marina Bay Sands is projected to stimulate an addition of $2.7 billion or 0.8 per cent to Singapore's Gross Domestic Product by 2015, employing 10,000 people directly and 20,000 jobs being created in other industries.
The resort is designed by Moshe Safdie, who says it was initially inspired by card decks. In addition to the casino, other key components of the plan are three hotel towers with 2,500 rooms and suites, a 200,000-square-foot (19,000 m2) Art-Science museum and a convention centre with 1,200,000 square feet (111,000 m2) of space, capable of accommodating up to 45,000 people. The resort's architecture and major design changes along the way were also approved by a number of consultant feng shui masters.[citation needed]
[edit] Opening
During the 2010 Summer Youth Olympics opening ceremony
Marina Bay Sands was originally planned to be completed in a single phase in 2009,[13] but rising construction costs and the financial crisis forced the company to open it in phases. The first phase's preview opening was further delayed until 27 April 2010, and the grand opening was pushed back to 23 June 2010. The rest of the complex remain under construction and will not be completed before 2011.
On 27 April 2010, Marina Bay Sands had the first of a planned 3 to 4 phase openings. The casino, parts of the conference hall, a segment of the Shoppes, 963 hotel rooms and the event plaza were opened at the auspicious time of 3:18 p.m as part of the "preview opening".
The Inter-Pacific Bar Association (IPBA) held the first conference at Marina Bay Sands Convention Centre on 2–5 May 2010, but the event was marred by uncompleted facilities and a power failure during a speech. IPBA withheld payment of S$300,000 and was consequently sued by Marina Bay Sands. In June IPBA counter-sued, describing the venue as a "complete disaster" and that its earlier payments had been imposed by "duress, fear and force".[18] An "amitable settlement" with undisclosed terms was announced in August.
On 23 June 2010, the resort had its official opening with a "2-day celebration"; this includes the Sands SkyPark, the Event Plaza along Marina Bay, more shops, additional dining options and nightlife offerings, and the rest of the hotel rooms. First day events included - a "World Championship Climb" on the glass facade of the building to the SkyPark, with 7 teams of 21 top rock climbers from around the world competing, and an evening concert for 4,000 invited guests and customers, featuring Diana Ross, Kelly Rowland, JJ Lin among others. The SkyPark was opened on the second day at 2 pm, with about 2,000 adult tickets costing S$20 each sold.
* In December 2010, the Art-Science Museum, two Sands Theatres and two floating Crystal Pavilions will be completed.
* In March 2011, Disney's The Lion King musical production will debut at the Marina Bay Sands Theatre.
Attractions
View of the CBD skyline, City Hall, and Esplanade from the SkyPark
View of Singapore Flyer from the SkyPark
Marina Bay Sands features three 55-storey hotel towers which were topped out in July 2009. The three towers are connected by a 1 hectare sky terrace on the roof, named Sands SkyPark.
In front of the three towers include a Theatre Block, a Convention and Exhibition Facilities Block, as well as the Casino Block, which have up to 1000 gaming tables and 1400 slot machines. The Art-Science Museum is constructed next to the three blocks and has the shape of a lotus. Its roof will be retractable, providing a waterfall through the roof of collected rainwater when closed in the day and with laser shows when opened at night. The Art-Science Museum opens in December 2010.
The SkyPark is home to the world's longest elevated swimming pool, with a 478-foot (146-meter) vanishing edge, perched 191 meters above the ground. The pools are made up of 422,000 pounds of stainless steel and can hold 376,500 gallons (1424 cubic metres) of water. The SkyPark also boasts rooftop restaurants, nightclubs, gardens hundreds of trees and plants and a public observatory with 360-degree views of the Singapore skyline.
There are four movement joints beneath the main pools, designed to help them withstand the natural motion of the towers, and each joint has a unique range of motion. The total range of motion is 19.68 inches (500 millimetres). In addition to wind, the hotel towers are also subject to settlement in the earth over time, so engineers built and installed custom jack legs to allow for future adjustment at more than 500 points beneath the pool system. This jacking system is important primarily to ensure the infinity edge of the pool continues to function properly.
Moshe Safdie designed an Art Path within the resort, incorporating seven installations by five artists including Sol Lewitt, Antony Gormley and Zheng Chongbin. The pieces are meant to play on environmental influences including light, water and wind, integrating art with architecture.
Developed specifically for taking record shots of buildings under construction, it has a safety cover glass in front of the 28mm wide angle lens, plus firm rubber "bumpers" on either side of the lens barrel. And the entire body is made of thick-walled, rugged plastic (this camera is no Olympus XA). And the finder is large enough to permit seeing the entire frameline even while wearing safety goggles. And the release button is large enough to be manipulated with the thickest, heaviest work gloves.
The takeup spool is self-threading, and once the film is loaded all the construction worker had to do was to aim and shoot (auto exposure and auto-focus). The camera also has a built-in data back to print the date or other numbers.
The 28mm lens has 6 elements, and is probably quite good. In fact I bought this camera because I've become fond of this focal length for street photography at close quarters, as in the following picture taken with a 28mm lens on a Leica CL, and I was also tantalized by the camera's all-weather capabilities
This camera is quite large (about as large as a full-sized SLR, though not as heavy (about one pound - 440g - which is half the weight of a full-sized SLR like the Canon FTb or Nikon F with normal lens).
And because of its niche market, of course not many such cameras were sold, as they were not bought by the general public, and for this reason this camera is not very common.
Shreveport is the third-largest city and the principal city of the third largest metropolitan area in the U.S. state of Louisiana, as well as being the 99th-largest city in the United States.[1][2][3] It is the seat of Caddo Parish[4] and extends slightly into neighboring Bossier Parish. Bossier City is separated from Shreveport by the Red River. The population was 200,145 at the 2000 census, and the Shreveport-Bossier City Metropolitan Area population exceeds 375,000.[5]
Shreveport was founded in 1836 by the Shreve Town Company, a corporation established to develop a town at the juncture of the newly navigable Red River and the Texas Trail, an overland route into the newly independent Republic of Texas and, prior to that time, into Mexico.[6]
Shreveport is the commercial and cultural center of the Ark-La-Tex, the area where Arkansas, Louisiana, and Texas meet. Many people in the community refer to the two cities of Shreveport and Bossier City as "Shreveport-Bossier".
The Shreve Town Company was established to launch a town at the meeting point of the Red River and the Texas Trail. The Red River was cleared and made newly navigable by Captain Henry Miller Shreve, who commanded the United States Army Corps of Engineers. A 180-mile (289 km) long natural logjam, the Great Raft, had previously obstructed passage to shipping. Shreve used a specially modified riverboat, the Heliopolis, to remove the logjam. The company and the village of Shreve Town were named in Shreve''''''''''''''''s honor.[7]
Shreve Town was originally contained within the boundaries of a section of land sold to the company by the indigenous Caddo Indians in the year of 1835. In 1838, Caddo Parish was created from the large Natchitoches Parish (pronounced "NACK-a-tish") and Shreve Town became the parish seat. Shreveport remains the parish seat of Caddo Parish today. On March 20, 1839, the town was incorporated as "Shreveport." Originally, the town consisted of sixty-four city blocks, created by eight streets running west from the Red River and eight streets running south from Cross Bayou, one of its tributaries.
Shreveport soon became a center of steamboat commerce, mostly cotton and agricultural crops. Shreveport also had a slave market, though slave trading was not as widespread as in other parts of the state. Both slaves and freedmen worked on the river steamboats which plied the Red River, and as stevedores loading and unloading cargo. By 1860, Shreveport had a free population of 2,200 and 1,300 slaves within the city limits.
During the American Civil War, Shreveport was capital of Louisiana (1863-1865). The city was a Confederate stronghold and was the site of the headquarters of the Trans-Mississippi Department of the Confederate Army. Isolated from events in the east, the Civil War continued in the Trans-Mississippi theater for several weeks after Robert E. Lee''''''''''''''''s surrender in April 1865, and the Trans-Mississippi was the last Confederate Command to surrender (May 26, 1865). Confederate President Jefferson Davis attempted to flee to Shreveport when he left Richmond but was captured in Georgia en route.
The Red River, opened by Shreve in the 1830s, remained navigable until 1914 when disuse, owing to the rise of the railroad, again resulted in the river becoming unnavigable. In 1994, navigability was restored by the Army Corps of Engineers with the completion of a series of lock-and-dam structures and a navigation channel. Today, Shreveport-Bossier City is again being developed as a port and shipping center.
By the 1910s, Huddie William Ledbetter - also known as "Leadbelly" (1889-1949), a blues singer and guitarist who eventually achieved worldwide fame - was performing for Shreveport audiences in St. Paul''''''''''''''''s Bottoms, the notorious red light district of Shreveport which operated legally from 1903 to 1917. Ledbetter began to develop his own style of music after exposure to a variety of musical influences on Shreveport''''''''''''''''s Fannin Street, a row of saloons, brothels, and dance halls in the Bottoms.
Shreveport was also home to the "Louisiana Hayride" radio program, broadcast weekly from the Municipal Auditorium. During its heyday from 1948 to 1960, this program spawned the careers of some of the greatest names in American music. The Hayride featured names such as Hank Williams, Sr. and Elvis Presley (who got his start at this venue).
In 1963, headlines across the country reported that Sam Cooke was arrested after his band tried to register at a “whites only” Holiday Inn in Shreveport.[8] In the months following, Cooke recorded the civil rights era song, A Change Is Gonna Come.
The coming of riverboat gambling to Shreveport in the mid-1990s spurred a revitalization of the downtown and riverfront areas. Many downtown streets were given a facelift through the "Streetscape" project, where brick sidewalks and crosswalks were built and statues, sculptures, and mosaics were added. The Texas Street Bridge was lit with neon lights, that were met with a variety of opinions among residents.[9]
Shreveport was named an All-American City in 1953, 1979, and 1999.[10]
Shreveport''''''''''''''''s landscape sits on a low elevation overlooking the Red River. Pine forests, cotton fields, wetlands, and waterways mark the outskirts of the city.
Shreveport has a humid subtropical climate (Koppen climate classification Cfa). Rainfall is abundant with the normal annual rain just over 51 inches (1.3 m), with monthly averages ranging less than 3 inches (76 mm) in August to more than 5 inches (130 mm) in May and June. Severe thunderstorms with heavy rain, hail damaging winds and tornadoes occur in the area during the spring. The winter months are normally mild with an average of 39 days of freezing or below-freezing temperatures per year, though ice and sleet storms do occur. Summer months are very warm and humid, with maximum temperatures exceeding 95 degrees about 32 days per year, with high to very high relative average humidity sometimes exceeding the 90 percent level.
Founded in 1836 and incorporated in 1839, Shreveport is the parish seat of Caddo Parish. It is part of the First Judicial District, housing the Parish courthouse. It also houses the Louisiana Second Circuit Court of Appeal, which consists of nine elected judges representing twenty parishes in northwest Louisiana. A portion of east Shreveport extends into Bossier Parish due to the changing course of the Red River.
The city of Shreveport has a mayor-council government. The elected municipal officials include the mayor, Cedric Glover, and seven members of the city council. Glover, a former member of the Louisiana House of Representatives, is the first African American to hold the position. Shreveport became a majority black city in the 2000 census.
Under the mayor-council government, the mayor serves as the executive officer of the city. As the city''''''''''''''''s chief administrator and official representative, the mayor is responsible for the general management of the city and for seeing that all laws and ordinances are enforced.
Shreveport was once a major player in United States oil business and at one time could boast Standard Oil of Louisiana as a locally based company. The Louisiana branch was later absorbed by Standard Oil of New Jersey. In the 1980s, the oil and gas industry suffered a large economic downturn, and many companies cut back jobs or went out of business, including a large retail shopping mall, South Park Mall, which closed in the late 1990s and is now Summer Grove Baptist Church. Shreveport suffered severely from this recession, and many residents left the area.
Today the city has largely transitioned to a service economy. In particular, the area has seen a rapid growth in the gaming industry, hosting various riverboat gambling casinos, and was second only to New Orleans in Louisiana tourism before Hurricane Katrina. Nearby Bossier City is home to one of the three horse racetracks in the state, Harrah''''''''''''''''s Louisiana Downs. Casinos in Shreveport-Bossier include Sam''''''''''''''''s Town Casino, Eldorado Casino, Horseshoe Casino, Boomtown Casino, and Diamond Jacks Casino (formerly Isle of Capri). The Shreveport-Bossier Convention & Tourist Bureau is the official tourism information agency for the region. The bureau maintains a comprehensive database of restaurants, accommodations, attractions and events.
In May 2005, the Louisiana Boardwalk, a 550,000 square foot (51,000 m²) shopping and entertainment complex, opened across the Red River in Bossier City, featuring outlet shopping, several restaurants, a 14-screen movie theater, a bowling complex, and a Bass Pro Shops.
A new 350,000-square-foot (33,000 m2) convention center was recently completed in downtown Shreveport. It includes an 800-space parking garage. An adjoining 12-story Hilton Hotel opened in early June 2007. The city''''''''''''''''s direct construction and ownership of the Hilton Hotel has been a controversial issue as to the proper use of public funds. The site is managed by Hilton Hotels. The Shreveport Convention Center is managed by SMG.
Shreveport is also a major medical center of the region and state. The Louisiana State University Health Sciences Center Shreveport operates at expanded facilities once used by the former Confederate Memorial Medical Center. Major hospitals include Christus Schumpert, Willis Knighton, and Shriners Hospital for Children.
As of November 2008, the recent excitement about the Haynesville Shale has been a boon to Shreveport and the surrounding areas. Many new jobs in the natural gas industry are expected to be created over the next few years and local residents are enjoying large bonuses for signing mineral rights leases up to $25,000 per acre. However, the recent economic turndown has resulted in a lower market price for natural gas and slower-than-expected drilling activity. The city itself stands to profit by leasing the mineral rights on public lands in the near future as neighboring municipalities have already done.
Tax incentives offered by the state government have given Louisiana the third largest film industry in the country, behind California and New York, and lead to its nickname of "Hollywood South."[14] Shreveport is no exception and has seen a number of films made in the city. Facilities include sound stages, the State Fair of Louisiana Fairgrounds Complex, and the Louisiana Wave Studio, a computer-controlled outdoor wave pool.[15]
Selected movies shot in Shreveport include:
* The Guardian (2006): Ashton Kutcher and Kevin Costner
* Not Like Everyone Else (2006) (TV Movie)
* Factory Girl (2006): Sienna Miller and Guy Pierce
* Mr. Brooks (2007): Kevin Costner, William Hurt, and Demi Moore
* Blonde Ambition (2007): Jessica Simpson
* Cleaner (2007): Samuel L. Jackson
* The Mist (2007): Thomas Jane, Toby Jones, and Marcia Gay Harden
* The Last Lullaby (2007): Tom Sizemore
* Wonderful World (2007): Matthew Broderick
* Welcome Home Roscoe Jenkins (2008): Michael Clarke Duncan and Martin Lawrence
* The Longshots (2008): Ice Cube, Keke Palmer, and Fred Durst
* Disaster Movie (2008): Vanessa Minillo, Matt Lanter, and Kim Kardashian
* The Year One (2008): Jack Black and Michael Cera
* W. (2008): Josh Brolin, Richard Dreyfuss, and James Cromwell
* Deadly Exchange (2009): John McTiernan
* I Hope They Serve Beer in Hell (2009): Matt Czuchry, Jesse Bradford, and Geoff Stults
Shreveport and Bossier City share an af2 arena football team, the Bossier-Shreveport Battle Wings, as well as a Central Hockey League team, the Bossier-Shreveport Mudbugs.
Baseball in Shreveport has an extensive past. The current team is a Minor League Baseball team known as the Shreveport-Bossier Captains. Baseball teams in Shreveport have gone through 8 different name changes and 7 different leagues all since 1895.
Shreveport''''''''''''''''s rugby team, the Shreveport Rugby Football Club, was founded in 1977 and participates in the Texas Rugby Football Union.
Shreveport is the home of the Shreveport Aftershock of the Independent Women''''''''''''''''s Football League. The Aftershock play in the Midsouth Division of the Eastern Conference of the IWFL. The home field for the Aftershock is Independence Stadium.[18]
Shreveport had an expansion team of the defunct World Football League, the Shreveport Steamer, in 1974. They played in State Fair Stadium (now known as Independence Stadium) from September 1974 until October 1975. The Steamer were originally the Houston Texans and moved to Shreveport in September 1974. In 1974 they had a record of 7-12-1 and in 1975 5-7. Shreveport also had a Canadian Football League football team in the mid-1990s known as the Shreveport Pirates. Bernard Glieberman, a Detroit real estate developer, owned the Ottawa Rough Riders and in 1994, sold the team and then purchased the expansion franchise that ultimately wound up in Shreveport. He was allowed to take a handful of Ottawa players with him, including quarterback Terrence Jones. However, the Pirates were another American CFL team that ultimately became unsuccessful. Their first victory did not come until the 15th week of their initial season, and in 1995, all their victories were against Canadian teams. By 1996 the team had folded up.
Shreveport is the birthplace of several football stars. Terry Bradshaw, a former quarterback for Louisiana Tech University and the Pittsburgh Steelers, Joe Ferguson, former quarterback for the Buffalo Bills, Jacob Hester, a running back for the 2007 NCAA National Champions LSU; Josh Booty, a former shortstop for the Florida Marlins and former quarterback for the Cleveland Browns and Oakland Raiders and his younger brother John David Booty, quarterback for USC. Tommy Spinks was a Bradshaw teammate early in their career at Louisiana Tech.
Shreveport was also mentioned as a potential city to house the NFL''''''''''''''''s New Orleans Saints in 2005 after Hurricane Katrina. It was passed over in favor of the much larger San Antonio and Louisiana State University in Baton Rouge. The Saints did play a game in Shreveport against the Dallas Cowboys during the 2006 NFL preseason.
Shreveport has hosted the NCAA postseason Independence Bowl since 1976. [1]
Barksdale Air Force Base is located in Bossier Parish across the river from Shreveport, which donated the land for its construction in the 1920s. Named for pioneer army aviator Lt. Eugene Hoy Barksdale and originally called Barksdale Army Air Field, it opened in 1933 and became Barksdale Air Force Base in 1947. Headquartered here are the 8th Air Force, 2d Bomb Wing, and 917th Wing. The primary plane housed here is the Boeing B52 Stratofortress. In earlier years, the base was the home to other famous planes, including the B-47.
Shreveport is home to the 2-108th Cavalry Squadron, the reconnaissances element of the 256th Infantry Brigade. Three of the squadron''''''''''''''''s four cavalry troops are located at 400 East Stoner Avenue in a historic armory known as "Fort Humbug".
<a href="http://en.wikipedia.org/wiki/Shreveport,_Louisiana">en.wikipedia.org/wiki/Shreveport,_Louisiana</a>
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+++ 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 Lockheed F-94 Starfire was a first-generation jet aircraft of the United States Air Force. It was developed from the twin-seat Lockheed T-33 Shooting Star in the late 1940s as an all-weather, day/night interceptor.
The aircraft reached operational service in May 1950 with Air Defense Command, replacing the propeller-driven North American F-82 Twin Mustang in the all-weather interceptor role. The F-94 was the first operational USAF fighter equipped with an afterburner and was the first jet-powered all-weather fighter to enter combat during the Korean War in January 1953.
The initial production model was the F-94A, which entered operational service in May 1950. Its armament consisted of four 0.50 in (12.7 mm) M3 Browning machine guns mounted in the fuselage with the muzzles exiting under the radome. Two 165 US Gallon (1,204 litre) drop tanks, as carried by the F-80 and T-33, were carried on the wingtips. Alternatively, these could be replaced by a pair of 1,000 lb (454 kg) bombs under the wings, giving the aircraft a secondary fighter bomber capability. 109 were produced.
The subsequent F-94B, which entered service in January 1951, was outwardly virtually identical to the F-94A. The Allison J33 turbojet had a number of modifications made, though, which made it a very reliable engine. The pilot was provided with a more roomy cockpit and the canopy was replaced by a canopy with a bow frame in the center between the two crew members, as well as a new Instrument Landing System (ILS). 356 of these were built.
The following F-94C was extensively modified and initially designated F-97, but it was ultimately decided to treat it as a new version of the F-94. USAF interest was lukewarm, since aircraft technology developed at a fast pace in the Fifties, so Lockheed funded development themselves, converting two F-94B airframes to YF-94C prototypes for evaluation.
To improve performance, a completely new, much thinner wing was fitted, along with a swept tail surface. The J33 engine was replaced with a more powerful Pratt & Whitney J48, a license-built version of the afterburning Rolls-Royce Tay, which produced a dry thrust of 6,350 pounds-force (28.2 kN) and approximately 8,750 pounds-force (38.9 kN) with afterburning.
The fire control system was upgraded to the Hughes E-5 with an AN/APG-40 radar in a modified nose with an enlarged radome. The guns were removed and replaced with an all-rocket armament, which was – at that time – regarded as more effective against high-flying, subsonic bomber formations. The internal armament consisted of four flip-up panels in a ring around the nose, each containing six rockets. External pods on the wings augmented the offensive ordnance to 48 projectiles. Operational service began with six squadrons by May 1954.
According to test pilot Tony LeVier, the F-94C was capable of supersonic flight, but Lockheed felt that the straight wing limited the airframe's potential, esp. with the uprated engine. Besides, the earlier F-94 variants already saw the end of their relatively brief operational life, already being replaced in the mid-1950s by the Northrop F-89 Scorpion and North American F-86D Sabre interceptor aircraft in front-line service and relegated to National Guard service. Therefore, Lockheed launched another update program for the F-94 in 1953, again as a private venture.
The resulting F-94E (the F-94D was a proposed fighter bomber variant which made it to prototype staus) was another, evolutionary modification of the basic concept, which, in the meantime, had almost nothing left in common with its F-80/T-33 ancestry.
It was based on the F-94C, most obvious change was the introduction of swept wings for supersonic capability in level flight. This change also necessitated other aerodynamic adjustments, including a new, deeper fin with increased area and a modified landing gear that would better cope with the increased AUW.
Under the hood, the F-94E was constructed around the new Hughes MG-3 fire control system, similar to the early F-102, but kept the AN/APG-40, even though it was coupled with an enlarged antenna. The respective new radome now covered the complete nose cross section. Furthermore, the F-94 E introduced innovations like a Texas Instruments infrared search/tracking system (IRST), which allowed passive tracking of heat emissions, mounted in a canoe fairing under the nose, passive radar warning receivers, transponders as well as backup artificial horizons.
With this improved equipment the interceptor was now able to deploy semi-active radar homing GAR-1s and/or infrared GAR-2s (later re-designated AIM-4A/B Falcon), operating at day and night as well as under harsh weather conditions.
All missiles were carried externally on underwing pylons. Beside the original main wet hardpoints outside the landing gear (typically a pair of 165 US Gallon (1,204 litre) drop tank, that were carried on the wing tips on the former versions), two additional pairs of lighter pylons were added under the wing roots and the outer wings.
Typically, a pair of SARH- and IR-guided AIM-4s were carried, one per pylon, plus a pair of drop tanks. Alternatively, the F-94E could carry up to 4.000 lb (1,816 kg) of ordnance, including up to six streamlined pods, each holding nineteen 2 ¾” in (70 mm) Mk 4/Mk 40 Folding-Fin Aerial Rockets. Any internal armament was deleted.
The F-94E's new wings allowed a top speed of 687mph at sea level and a top speed of 693 mph (1,115 km/h) at height – compared with the F-94C’s 640 mph (556 kn, 1,030 km/h) a rather mild improvement. But the enlarged wing area resulted in a considerably improved rate of climb as well as good maneuverability at height. The F-94E's performance was overall on par with the F-86D, with the benefit of a second crew member, while its weapon capability was comparable with the much bigger (but slower) F-89.
Both of these types were already introduced, so the Air Force's interest was, once more, less than enthusiastic. Eventually the F-94's proven resilience to harsh climate conditions, esp. in the Far North, earned Lockheed in 1955 a production contract for 72 F-94Es for interceptor squadrons based in Alaska, New Foundland, Greenland and Iceland.
These production machines arrived to the Northern theatre of operations in summer 1956 and featured an improved weapon capability: on the wet wing hardpoints, a pair of MB-1 Genie (formerly known as ‘Ding Dong’ missile, later re-coded AIR-2) nuclear unguided rockets could be carried.
For the missile pylons under the wing roots, twin launch rails were introduced so that the F-94E could theoretically carry a total of up to eight AIM-4 missiles, even though the wet pylons were typically occupied with the drop tanks and only two pairs of AIM-4A and B were carried under the wing roots. The J48 engine was slightly uprated, too: the F-94E’s P-9 variant delivered now 6,650 lbf (29.5 kN) dry thrust and 10,640 lbf (47.3 kN) at full afterburner.
Keflavik Airport, Iceland, although controlled by Military Air Transport Service (MATS), was the first base to be equipped with F-94Es as part of the 82d Fighter-Interceptor Squadron in early 1957, where the machines replaced F-94Bs and F-89Cs.
The type was popular among the crews, because it coupled a relatively high agility (compared with the F-89 Scorpion) with the psychological benefit of a two men crew, not to be underestimated during operations in the Far North as well as over open water.
The F-94's career didn't last long, though, the aircraft soon became outdated. The last F-94E was already retired from USAF front-line service in November 1962, only three years after the last F-94C Starfires were phased out of ANG service. Eventually, the fighters were replaced by the F-101, F-102 and the F-106.
General characteristics:
Crew: 2
Length: 44 ft 11 in (13.71 m)
Wingspan: 39 ft 10 in (12.16 m)
Height: 14 ft 6 in (4.43 m)
Wing area: 313.4 sq ft (29.11 m²)
Empty weight: 12,708 lb (5,764 kg)
Loaded weight: 18,300 lb (8,300 kg)
Max. takeoff weight: 24,184 lb (10,970 kg)
Powerplant:
1× Pratt & Whitney J48-P-9 turbojet, rated at 6,650 lbf (29.5 kN) dry thrust
and 10,640 lbf (47.3 kN) at full afterburner.
Performance:
Maximum speed: 693 mph (1,115 km/h) at height and in level flight
Range: 805 mi (700 nmi, 1,300 km) in combat configuration with four AAMs and two drop tanks
Ferry range: 1,275 mi (1,100 nmi, 2,050 km)
Service ceiling: 51,400 ft (15,670 m)
Rate of climb: 12,150 ft/min (61.7 m/s)
Wing loading: 78.6 lb/ft² (384 kg/m²)
Thrust/weight: 0.48
Armament:
Six underwing pylons for a mix of AIM-4 Falcon AAMs (IR- and SARH-guided),
pods with unguided 19× 2.75” (70 mm) Mk 4/Mk 40 Folding-Fin Aerial Rockets,
a pair of 165 gal. drop tanks or a pair of unguided nuclear MB-1 Genie air-to-air missiles
The kit and its assembly:
Another entry for the Cold War GB at whatifmodelers.com. This build was originally inspired by profiles of a P-80/F-86 hybrid, and respective kitbashings from other modelers. An elegant, though fictional, aircraft! Nevertheless, I wanted to build one, too, and take the original idea a step further. So I chose the F-94 as an ingredient for the kit mix – a rather overlooked aircraft, and getting hands on a donation kit took some time, since there are not many options.
I wanted to use the F-94C as starting point, which is already considerably different from the F-80/T-33. Adding swept wings (from a Hobby Boss F-86F, with larger “6-3” wings) changed this look even more. So much that I decided to modify the fin, which did not look appropriate anymore.
The fin and the spine’s rear end was replaced with the fin of a Kangnam/Revell Yak-38. In order to unify shapes and make the donation less obvious, the Yak-38 fin’s characteristic, pointed tip was clipped and replaced by a more conventional design, scratched from a piece of 1.5mm styrene sheet. In the wake of this modification, the round elevator tips were clipped, too.
Using the F-94’s landing gear wells as benchmarks, the F-86 wings (which had to be cut off of the Hobby Boss kit’s integral, lower fuselage part) were sanded into shape and simply glued into a proper position.
This worked so well that a completely new and plausible main landing gear installation was created. As a consequence, I used the F-86’s landing gear struts - they are much better detailed than the Emhar F-94C’s parts. The front wheel strut (it’s a single piece) was transplanted too, even though the suspension was switched 180°.
The Emhar F-94C’s cockpit is pretty good (esp. the seats) and were taken OOB. I just covered some gaps in the cockpit walls and under the windscreen with paper tissue, soaked with white glue.
The nose was replaced by a bigger radome, taken from an Armstrong Whitworth Meteor NF.14 (Matchbox kit). Its diameter and shape fit almost perfectly onto the F-94C’s front end, and the result reminds a lot of the EF-94C photo reconnaissance test aircraft! Under the nose, a shallow fairing for the IR sensor was added, and all four air brakes were mounted in open position.
The underwing pylons come from the scrap box (one pair from an Airfix A-1 Skyraider, another from an ESCI Kamow Ka-34 ‘Hokum’ which also provide the launch rails for the ordnance). The drop tanks come probably from an Italeri F-16 (not certain) while the four AIM-4s come from a Hasegawa USAF air-to-air weapons set.
Painting and markings:
This was supposed to become a classic USAF aircraft of the late Fifties, since the F-94 had never been exported. I was actually tempted to add Red Stars, though, because the overall shape has a certain Soviet look to it - esp. the nose, which reminds a lot of the contemporary Yak-25 interceptor?
But the original USAF idea won, with an all-metal finish. In order to brighten things up I chose a squadron that served with the Northeast or Alaskan Air Command, which added orange-red high-viz markings to wings and fuselage.
The NMF sections were primed with a base coat of Revell’s acrylic Aluminum. On top of that, single panels and details were painted with Alu Plate and Steel Metallizer from Modelmaster.
The International Orange markings were created with Humbrol 132, slightly shaded with orange (Humbrol 18).
Part of the nose section and the spine were painted in ADC Grey (FS 16473, Modelmaster), just for some diversity. Cockpit interior and landing gear wells received a coat of US Cockpit Green (Humbrol 226), while the interior of the air brakes was painted in Zinc Primer (Humbrol 81), according to pictures of operational F-94s.
The landing gear struts and the inside of their covers became Aluminum (Humbrol 56). The anti glare panel in front of the cockpit was done with dark olive drab (Humbrol 66), the radome flat black and weathered with wet-in-wet streaks of sand brown.
Operational F-94s show serious weathering on their di-electric noses, so this detail was taken over to the kit. Other weathering with paint, beyond a basic black ink wash and some shading on the orange areas, was not done.
The drop tanks were painted with Steel Metallizer, for a different metallic shade from the fuselage, and the AIM-4’s received a typical outfit in white and bright red with different seeker heads.
Primary decals come from a Heller F-94B kit, which have the benefit of a silver background – even though this does not match 100% with the paint. Squadron markings come from an Xtradecal F-102 sheet, tailored to the kit. Most stencils come from the Emhar OOB sheet, plus some more from the aforementioned F-102 sheet.
After some soot stains around the exhaust were added with graphite, the kit was sealed under a coat of semi-glossy acrylic varnish. The anti glare panel and the radome were kept matt, though.
A pretty result. Mixing parts from a Shooting Star and a Sabre (a Shooting Sabre, perhaps?) results in a very elegant aircraft. And while the F-94 lost much of its original, elegant appeal, the combo still works with this later interceptor variant of the F-80. Very plausible, IMHO.
Taken during the GOC photowalk www.facebook.com/groups/Getoutclause/
Leica M2 shooting Ilford HP5 @1600, developed in Kodak HC-110 (B)
In 2019, we created the Nestlé Institute of Packaging Sciences, to help us deliver on our commitment to only using 100% reusable or recyclable packaging by 2025.
Village Square Mall was developed by Effingham native Gene Mayhood and opened in 1971. The malls original anchors, G.C. Murphy, and Spurgeon’s, would open the following year. Additionally, the mall was shadow anchored by an Eisner’s Supermarket that was attached to the mall but lacked mall access. Murphy’s became Rural King, Spurgeon’s became Stage, and Eisner’s became Jubilee Foods. JCPenney was added in 1977 alongside an expansion of the main mall that doubled the size of the property. I believe this was when Zales and GNC opened.
The mall soldered on for years as a community destination seeing tenants like Glik’s, Maurice’s, Hallmark, DEB, GNC, Dollar General, and Christopher & Banks come and go. Several stores like Glik’s and Dollar General leaving for greener pastures elsewhere in the city. The city has been fighting with the mall since Mike Kohan acquired it in 2008 after previous owners J. Herzog & Sons Inc. defaulted on the malls loan, but dumped it in 2020.
JCPenney closed in 2017 after the stores physical condition deteriorated to such an extent that they could no longer operate. The stores entrance awning and part of the roof have since suffered partial structure failures, and the city has taken the mall to task about not heating the vacant anchors, not offering restrooms, and has forced the demolition of part of the former Rural King store.
Picture-Henri caught in action.
In his hands: Vintage camerai Adox Golf 45 S .
Picture taken by Mathilde Maurer with tiny Swiss spy twin-lens-reflex-camera Tessina - a outstanding piece of fine mechanic art.
It was build in the italian part of Switzerland from 1957 to 1997.
Uses shorter pieces of standart 35mm film in half-frame-format (14 x 21 mm).
Lens: Tessina Automatic TLR with Tessinon Lens 2,8, 25mm
Film: Adox Art Series
Developped in Adonal 1+50, 10 min. @20 degrees.
© Mathilde Maurer
Thanks to clever marketing campaigns, this vocation developed in the late nineteenth century. The Company Railway PLM (Paris-Lyon-Méditerranée), followed by municipalities and specific, undertook to promote the region through editing called "travel" posters. These were invented by Romanian Frederick Alési Hugo (1849-1906) who lived in Marseille before "mount" in Paris, where he engaged in lithographic printing from 1886 and is developing a technique it reserves the exclusive and that mimics watercolor. Very colorful, these posters show all aspects of the tourist Provence enchanting scenery, famous landmarks, quaint customs. By the 1890s, PLM takes 5,000 copies of the posters in the stations. Alongside non-native to the area artists, designers like Leo Lele Provence (1872-1947) and David Dellepiane (1866-1932) compete imagination to fulfill these orders. Like PLM, other agencies such as the National Shipping Company, founded in 1879 by Marc Fraissinet, publish beautiful posters published by Moullot eldest son in Marseille.Since its foundation, Societe Generale is a tool of modernization of the economy, turned to animation in the financial market and open to technological progress. It is in this capacity that the ambition to be the appointed partner of major projects in the industry. Railway construction is a priority for funding. To this surprising. The contractor Paulin Talabot, one of its founders, has built its reputation by working to develop the network of railways in France, notably through the exploitation of the "Paris-Lyon-Mediterranean" (PLM) - Online ancestor of the train - which has so stimulated the French economy. It was on his initiative that Société Générale, which he is a director (1865-1885), takes the lead in "shipping fever" caused by the industrial revolution.Societe Generale is interested in several Chinese lines and especially to that of Yun-Nan, whose construction allows France to extend its influence in northern Tonkin. In 1899, she participated in the issuance of bonds of Beijing-Hankou, for a railway 1 000 kilometers constructed by the Belgians and the French from 1898 Finally, in 1913, through the Russo-Asiatic Bank she designs projects for rail investment in the Shan-Hsi (Beijing-Setchuen) and Manchuria. Dynamism displayed around the world that prefigured the emergence of a large global banking group ...
Dès sa fondation, Société Générale se veut un outil de la modernisation de l’économie, tourné vers l’animation du marché financier et ouvert aux progrès technologiques. C’est à ce titre qu’elle nourrit l’ambition d’être la partenaire attitrée des grands chantiers de l’industrie. La construction ferroviaire est l’une de ses priorités en matière de financement. À cela, rien de surprenant. L’entrepreneur Paulin Talabot, l’un de ses fondateurs, a assis sa renommée en œuvrant au développement du réseau de chemins de fer en France, notamment à travers l’exploitation de la ligne « Paris-Lyon-Méditerranée » (PLM) – ancêtre de la SNCF – qui a tant stimulé l’économie française. C’est à son initiative que Société Générale, dont il est administrateur (1865-1885), occupe les devants dans la « fièvre des transports » engendrée par la révolution industrielle. À l’échelle nationale, la banque favorise l’extension du réseau ferroviaire de différentes manières. Suivant les cas de figure, elle épaule le lancement de firmes industrielles, par des prises de participations et l’octroi de crédits, ou consent à des emprunts communaux remboursables sur fonds d’État. Au tournant du siècle, elle s’impose, loin devant ses concurrentes, comme la banque de référence dans ce champ d’activité. Le réseau PLM, qui a incité à la circulation des biens et des hommes, lui doit en partie son prolongement, son équipement et son entretien. Cet effort, d’ailleurs, ne se limite pas à assurer la liaison entre la capitale et la Méditerranée à travers l’axe rhodanien. Fidèle à sa raison sociale, Société Générale accompagne la construction de lignes secondaires (Pyrénées, Midi, Médoc, Dauphiné, Nord-Pas-de-Calais, etc.) à l’heure où le plan Freycinet, lancé en 1878, entreprend de désenclaver le territoire national par une série de travaux publics. Devenue l’un des plus grands actionnaires de la Société des chemins de fer économiques, elle prend également une part active dans la construction de routes, de canaux, tramways et chantiers navals. Dès 1883, forte de son expertise, elle s’annonce comme partie prenante lorsque les négociations entre l’État et la Ville de Paris s’intensifient au sujet du projet de métropolitain parisien. Des travaux ambitieux, gages de modernité pour l’époque, auxquels elle s’associera au moment de leur mise en œuvre à la fin des années 1890.La Russie et l’Extrême-Orient ne sont pas négligés, loin s’en faut. Dans l’empire tsariste, Société Générale cherche à investir et à soutenir le développement métallurgique et ferroviaire qu’appellent de leurs vœux Alexandre III et son successeur Nicolas II pour lancer leur pays sur la voie de la modernité. La banque est très présente dans ces opérations qui animent la place parisienne. Elle place en France des titres émis par les sociétés ferroviaires, tandis que sa filiale, la Banque du Nord (1901), devenue la Banque russo-asiatique après sa fusion avec la Banque russo-chinoise en 1910, effectue des avances aux entrepreneurs de travaux. En 1908, elle co-conduit avec Paribas lorsque se monte la compagnie ferroviaire Nord-Donetz. Quelques années plus tard, elle apporte son concours à la construction d’un tronçon du transsibérien. Au-delà, Société Générale s’intéresse à plusieurs lignes chinoises et plus spécialement à celle du Yun-Nan, dont la construction permet à la France d’étendre son influence au nord du Tonkin. En 1899, elle participe à l’émission des obligations du Pékin-Hankéou, pour une voie ferrée de 1 000 kilomètres construite par les Belges et les Français à partir de 1898. Enfin, en 1913, par le biais de la Banque russo-asiatique, elle conçoit des projets d’investissements ferroviaires dans le Shan-Hsi (Pékin-Setchuen) et en Mandchourie. Un dynamisme affiché aux quatre coins du monde qui préfigure déjà l’éclosion d’un grand groupe bancaire mondial…A l’origine du PLM. Le littoral provençal était jadis peu sûr et isolé. Au XIXe siècle, la prise d'Alger (1830) et la colonisation du Maghreb mettent un terme aux raids des pirates barbaresques sur les bords de la Méditerranée, tandis que l'ouverture des lignes du chemin de fer sous la Monarchie de Juillet relie les rives de la Provence orientale à Paris. De riches étrangers prennent l'habitude de venir passer la mauvaise saison sur la "French Riviera", pour laquelle le publiciste Stephen Liégeard (1830-1925) invente le nom de "Côte d'Azur" en 1887 pour qualifier le littoral de Hyères à Gênes (Cf. son ouvrage "La Côte d'Azur" publié à Paris aux éditions Quantin en 1888). Grâce à d'habiles campagnes de promotion, cette vocation se développe dès la fin du XIXe siècle. La Compagnie du Chemin de fer PLM (Paris-Lyon-Méditerranée), suivie par les communes et certains particuliers, entreprend de faire connaître la région grâce à l'édition d'affiches dites "de voyages". Ces dernières ont été inventées par le Roumain Frédéric Hugo d'Alési (1849-1906) qui vécu à Marseille avant de "monter" à Paris où il se lança dans l'impression lithographique à partir de 1886. Il met au point une technique dont il se réserve l'exclusivité et qui imite l'aquarelle. Très colorées, ces affiches révèlent tous les aspects de la Provence touristique : paysages enchanteurs, monuments prestigieux, coutumes pittoresques. Dès les années 1890, le PLM tire à 5.000 exemplaires des affiches placardées dans les gares. Aux côtés des artistes non originaires de la région, les créateurs provençaux comme Léo Lelée (1872-1947) ou encore David Dellepiane (1866-1932) rivalisent d'imagination pour satisfaire ces commandes. A l'instar du PLM, d'autres organismes, comme la Compagnie Nationale de Navigation, créée en 1879 par Marc Fraissinet, publieront de magnifiques affiches éditées par Moullot fils aîné à Marseille.
La Compagnie des Chemins de fer de Paris à Lyon et à la Méditerranée (PLM)
La Compagnie des Chemins de fer de Paris à Lyon et à la Méditerranée, communément désignée sous le nom de Paris-Lyon-Méditerranée ou bien sous son sigle PLM, est l'une des plus importantes compagnies ferroviaires privées françaises. Elle é été créée le 19 juillet 1857 et sa nationalisation a eu lieu le 1er janvier 1938, lors de la création de la Société Nationale des Chemins de Fer Français (SNCF).Desservant le Sud-Est de la France, et notamment la Côte d'Azur, la Provence, les Cévennes, et les Alpes, le PLM était la compagnie par excellence des départs en villégiature. La gare parisienne de cette compagnie était la Gare de Lyon. L'époque du PLM a duré quatre-vingt ans et elle a façonné la France moderne en réduisant les distances, rapprochant les hommes et les marchandises, et en modelant les villes et la campagne. PLM était de loin la plus importante des compagnies ferroviaires françaises par son traffic, le nombre de passagers transportés et la taille de son infrasctructure. A partir de 1929, de graves conflits sociaux éclatent dans l'ensemble du secteur ferroviaire. La nécessité de centraliser la gestion des infrastructures, du matériel et du personnel cheminot conduit à la nationalisation de l'ensemble des activités ferroviaires en France avec l'apparition de la SNCF en 1938.L’histoire du PLM est par la suite intimement liée à celle de la Cie Internationale des Wagons-Lits (CIWL) avec qui elle partage de nombreux contrats concernant les grands express de luxe (Orient Express, Côte d’Azur Express, Train Bleu…).La CIWL et la Cie du PLM eurent d’ailleurs de nombreux administrateurs communs au cours de leur histoire, dont Mr Noblemaire qui fut successivement président du PLM puis de la CIWL.La Méditerranée à portée de rail Si la côte d’azur est un lieu de villégiature pour les plus fortunés depuis le XVIIIe siècle, elle devient véritablement un lieu de tourisme au milieu du XIXe siècle. Encore réservée à une très petite minorité composée des classes les plus aisées de France et d’Europe, elle attire cependant de plus en plus de monde dans ses hôtels, casinos et villas plus ou moins luxueuses. Un essor notamment rendu possible par le développement du train à vapeur, qui rapproche la Méditerranée des grandes métropoles européennes, parmi lesquelles Londres ou Paris. Ainsi, et depuis les années 1840, le réseau ferré se développe, de même que les grandes compagnies ferroviaires, publiques et privées, qui exploitent ce dernier. Dans la lignée du PLM (Paris Lyon Marseille) créé en 1857, la Compagnie des wagons-lits voit le jour en 1872, avant d’être rebaptisée Compagnie internationale des wagons-lits et des grands express européens en 1884. L’entreprise française (d’origine belge) spécialisée dans les trains de luxe en wagons-lits salons et restaurants peut ainsi proposer à ses futurs clients un voyage sur le Méditerranée Express, comme en témoigne diverses affiches publicitaires. Une certaine idée du tourisme C’est logiquement par la voie de la publicité murale, elle aussi en plein essor dans les villes d’Europe à la fin du XIXème siècle, que la Compagnie entend séduire les potentiels touristes (français et anglais ici). En déployant de sa vocation commerciale, l’image nous renseigne aussi sur la perception et la représentation alors associées à la côte d’azur et au tourisme « de luxe » qu’elle permet. A ce titre, l’opposition « picturale » et symbolique entre Paris et la Méditerranée est éloquente. Dans un style rappelant celui de Cézanne ou même de Corot, la ville du sud ainsi rêvée présente effectivement un endroit attirant. La Compagnie internationale des wagons-lits et des grands express européens s’adresse à un public très aisé, leur proposant un service de luxe et confortable pour une villégiature de luxe. Le fait que l’affiche concerne aussi bien des anglais n’est pas non plus anodin, renvoyant au tourism et au tourist britanniques, synonymes d’une classe et d’une élégance raffinée que tentent de respecter la délicatesse, la qualité et la stylisation des images. Quant aux signes associés au tourisme sur la côte, ils renvoient à la représentation partagée à l’époque (y compris celui des classes plus modestes). Selon un procédé publicitaire en passe de devenir classique, les affiches du PLM contribuent à ancrer encore davantage ces derniers dans l’imaginaire collectif, tout en s’appuyant sur eux pour stimuler l’envie.Développement des Hotels du PLM et de l’activité touristique. A mesure de son développement, la Cie PLM se développe de plus en plus dans l’hôtellerie et l’organisation de voyages. Elle possède également des société d’autocars permettant d’organiser des visites des sites inaccessibles en train. Les hôtels du PLM se multiplient jusqu’à devenir une des principales chaînes d’hôtels en France, avec certains établissements mythiques. Après la nationalisation des activités ferroviaires en 1938 et la création de la SNCF, la Cie du PLM se recentre sur son activité hôtelière et touristique. Son actionnaire principal, la famille Rothschild, investit dans des grands hôtels et continue à développer cette activité jusqu’au rachat de la société PLM par la Cie des Wagons-Lits, puis la fusion-absorption par le groupe ACCOR dans les années 1990. Les affiches du PLM. Afin de faire la publicité pour ses trains et ses hôtels, la Cie du PLM a ainsi créé une des plus importantes collection d’affiches, commandées auprès d’artistes de talent, qui acquirent une grande notoriété grâce à ces commandes. Le plus doué et le plus connu d’entre eux est sans conteste Rogers Broders dont l’essentiel de l’œuvre est consacrée aux commandes du PLM.Avec plus de 800 affiches recensées, la Collection des affiches du PLM a contribué à façonner une image romantique de la France comme une des principales destinations touristiques à la belle époque. La côte d’Azur doit en grande partie sa renommée mondiale aux efforts commerciaux du PLM pour attirer les touristes fortunés vers les stations des Alpes et de la Côte d’Azur.Les premiers tirages des affiches du PLM sont particulièrement recherchées lors des nombreuses ventes aux enchères d’affiche dans le monde entier, et peuvent atteindre des prix dépassant les 50 000€ pour les plus connues.MÉDAILLE COMMÉMORATIVE DE L’EXPÉDITION DE CHINE 1900-1901 Source : Bibliothèque nationale de France JOURNAL OFFICIEL DE LA RÉPUBLIQUE FRANÇAISETrente-troisième année. — N° 262 Vendredi 27 septembre 1901 - Page 6147.Discours prononcé, le 26 septembre, par M. de Lanessan, ministre de la marine, lors de la réception du général Voyron à Marseille. Mon cher général, Au nom du gouvernement de la République, qui a bien voulu m'en confier l'agréable mission, et au nom de la marine, qui a eu l'honneur d'organiser l'expédition de Chine, je suis heureux de vous souhaiter la bienvenue en France.
Les souhaits que M. le Président de la République vous adressait, à cette même place, au moment de votre départ pour la Chine, ont été pleinement réalisés : vous nous revenez avec les succès militaires et avec la paix.Votre rôle et celui de nos belles troupes de la guerre et de la marine ont été celui qui convenait véritablement aux soldats d'un pays où l'on sait unir le souci de l'humanité aux sentiments du patriotisme le plus ardent. Partout où nos soldats et nos marins ont dû combattre, ils ont donné des exemples de bravoure, de vigueur, d'endurance, qui ont provoqué l'admiration générale et dont nous avons été fort heureux de trouver l'écho dans les rapports et les récits de tous les chefs des troupes étrangères. Après les combats, ils ont montré cette modération qui est le témoignage le moins douteux de la force consciente de soi et la caractéristique d'un peuple dont la prétention est de marcher à la tête de la civilisation. Devant vous, mon cher général, devant vous qui en fûtes le témoin et qui en avez pu suivre sur place l'histoire dans tous ses détails, je veux dire ici brièvement, pour l'édification du pays, quelle fut la conduite de nos marins, de nos soldats et de nos officiers dans les évènements militaires auxquels ils ont pris part. C'est un hommage que le Gouvernement leur doit, et ce sera, si je ne me trompe, la meilleure façon de vous remercier des services que vous-même avez rendus.
C'est d'abord, à Pékin, une poignée de matelots commandés par deux officiers de marine, qui tiennent tête pendant deux mois, du milieu de juin au milieu d'août 1900, dans les établissements français du Pétang et dans la légation de France, aux assauts incessants de rebelles et de réguliers chinois fortement armés et soutenus par de l'artillerie. Au Pétang, l'enseigne de vaisseau Henry et cinq marins sur trente sont tués, sept sont blessés. A la légation de France, les bâtiments qui protègent les défenseurs sont démolis les uns après les autres par l'artillerie ou par les mines souterraines des Chinois ; le jardin se peuple de tombes, et, le jour où le combat cesse, le lieutenant de vaisseau Darcy avait eu autour de lui 11 marins tués et 19 blessés sur un contingent de 45 hommes, et il avait vu tomber, frappé au front par une balle chinoise, le capitaine Labrousse, que les hasards d'un voyage avaient conduit à Pékin et qui sut y faire plus que son devoir.
Après ces deux mois de combats quotidiens, au Pétang comme à la légation de France, le drapeau français flottait invaincu. Honneur à ceux qui moururent en le protégeant ! Honneur aussi à ceux qui le purent remettre intact aux mains de nos officiers lorsque, le 15 août, les troupes françaises entrèrent dans Pékin.Pendant ce temps, à Takou d'abord, puis à Tien-tsin et sur la route de Pékin, nos marins et nos soldats étaient aux prises avec les troupes régulières de la Chine. A Takou, les forts chinois ouvrent le feu sur le Lion, canonnière française, et sur les bâtiments des alliés sans aucun avertissement préalable, leur tuant 23 hommes, en blessant un grand nombre et leur faisant des dégâts importants.
Dans la colonne qui partit de Tien-tsin le 10 juin 1900, sous les ordres de lord Seymour, dans le but de tenter la délivrance de Pékin, la France est représentée par cent marins que commande le capitaine de vaisseau de Marolles. L'amiral anglais a lui-même dit, dans une lettre que je me suis fait, à l'époque, un devoir de rendre publique, la belle conduite tenue par nos marins dans cette expédition infructueuse, mais où les troupes de toutes les nations firent preuve d'une remarquable résistance à la fatigue et d'un superbe sang-froid dans le mauvais destin.Un mois plus tard, à Tien-tsin, un millier de soldats de l'infanterie et de l'artillerie de marine, appelés du Tonkin et de la Cochinchine, témoignent, dès le lendemain de leur débarquement sur le sol chinois, des plus belles qualités militaires. Dédaigneux de la fatigue résultant d'un séjour déjà très long sous le dur climat de l'Indo-Chine, et sans souci de l'insuffisance des ressources que l'on avait pu mettre à leur disposition dans la hâte d'un départ précipité, ces vaillants se conduisirent avec un entrain et une bravoure au-dessus de tout éloge. Le 11 juillet, sous le commandement du colonel de Pélacot, ils assurent la conservation de la gare menacée par les Chinois et que les troupes alliées allaient être contraintes d'abandonner, laissant les concessions européennes à peu près sans défense. Cette victoire de nos troupes est payée par 10 tués et 34 blessés sur un effectif de moins de 400 hommes. Le 13 juillet, ils jouent un rôle capital dans la prise de la ville chinoise fortifiée de Tien-tsin que gardent de nombreuses troupes régulières. Pendant quatorze heures, par une température de 39 degrés et sans même qu'il soit possible de leur envoyer de l'eau potable, ils se battent sans interruption, gagnant pied à pied du terrain vers les remparts de la ville. Ils ont 2 officiers et 23 hommes tués, 10 officiers et 108 hommes blessés sur un effectif d'à peine un millier d'hommes.
Sur un total de 7,000 hommes de troupes des diverses nations qui prirent part aux multiples combats de cette journée, il y eut 800 hommes mis hors de combat. Les nôtres, qui avaient occupé la place d'honneur et fait l'effort le plus direct en vue de la prise de la ville, furent aussi les plus frappés par la mort. Mais la victoire était complète, car, pendant la nuit, alors que nos artilleurs se préparaient à ouvrir la brèche par laquelle on devait pénétrer dans l'enceinte fortifiée, toutes les troupes régulières chinoises, la plupart des Boxers et une grande partie des habitants évacuaient la ville. L'armée chinoise tout entière était complètement démoralisée. Les 20,000 hommes qui avaient été concentrés autour de Peï-tsang, à 12 kilomètres seulement en amont de Tien-tsin, en travers du Peï-Ho et de la voie ferrée, à l'abri de fortifications considérables et avec l'appui d'une artillerie puissante, pour empêcher les alliés de se porter vers Pékin, devaient céder au premier choc. Le 5 août, l'armée chinoise bat en retraite après un combat de quelques heures, dans lequel l'action décisive est exercée par l'artillerie française. Après cette déroute, la marche des alliés sur Pékin et l'entrée dans la capitale de l'empire du Milieu s'effectuaient sans obstacle.Cependant, un autre combat et une autre victoire nous étaient réservés dans la ville même. 600 Français, appuyés par quelques compagnies étrangères, avaient le périlleux devoir de s'emparer du Peï-tsang que gardaient plus de 6,000 réguliers et de nombreux Boxers. Le 16 août, ils en étaient maîtres, après un combat où nous perdions encore 4 hommes et où nous avions de nombreux blessés, dont plusieurs très grièvement.
Grâce à la rapidité et à l'énergie de l'action des troupes européennes, les représentants de l'Europe et les amis qu'elle compte parmi les indigènes étaient désormais à l'abri de toute menace et quelques milliers d'hommes avaient obtenu un résultat pour lequel, un mois auparavant les conseils militaires internationaux, réunis en rade de Takou, estimaient que 40,000 ou 50,000 hommes seraient indispensables.Dans cette belle œuvre de guerre, nos avant-gardes avaient accompli, suivant l'expression d'un ordre du jour adressé aux troupes européennes par le major général russe Stessel, après la prise de Tien-tsin, « des faits d'armes dignes d'être placés à la hauteur des actions célèbres de leurs ancêtres ».
Il ne restait plus qu'à occuper les territoires du Petchili, afin de les mettre à l'abri de toute atteinte des Boxers ou des réguliers chinois, tandis que les représentants de l'Europe, rentrés en jouissance de tous leurs droits après deux mois de souffrances morales et physiques vaillamment supportées, fixeraient les justes réparations auxquelles l'Europe avait droit.C'est à vous, mon cher général, qu'incomba cette tâche dont les difficultés étaient considérables, car il s'agissait, non seulement de réprimer avec énergie toute tentative nouvelle de rébellion ou de résistance, mais encore d'inspirer aux populations paisibles le sentiment qu'elles n'avaient rien à redouter de ces Européens contre lesquels on les avait tant, et depuis si longtemps, excitées, tandis qu'elles en pourraient recevoir l'initiation à tous les progrès économiques, politiques et sociaux de la civilisation.
Malgré la prudence avec laquelle vous avez accompli, mon cher général, la première partie de cette tâche délicate, vous avez eu encore, pendant les diverses opérations faites dans le Petchili, 4 tués, dont 1 officier, et 37 blessés, dont 1 officier. En diverses circonstances, en effet, la résistance des rebelles fut très énergique et nos pertes auraient été beaucoup plus considérables sans les sages précautions que, par vos ordres, prirent nos officiers pour les réduire autant que possible.Quant à la deuxième partie de la mission que vous aviez à remplir, elle l'a été dans des conditions telles que, d'après tous les témoignages venus à ma connaissance, c'est avec une faveur marquée que les populations chinoises accueillaient nos troupes. A défaut de ces témoignages, j'en trouverais encore l'irréfutable preuve dans ce fait que, partout où passaient nos soldats, les villages se hâtaient de hisser le drapeau tricolore sur leurs maisons afin de leur assurer sa protection et que les habitants se portaient de préférence dans les quartiers occupés par nos détachements. Je lis, en effet, dans un rapport du général Bailloud, que partout où sont les troupes françaises « la confiance renaît vite, les habitants rentrent dans les villages qu'ils avaient abandonnés, les marchés s'ouvrent et fonctionnent comme par le passé, et des relations amicales s'établissent entre les populations et les soldats ».Vous-même, mon cher général, en réponse à un commandant de troupes étrangères qui s'étonnait, je pourrais dire qui se plaignait, de voir flotter le drapeau français sur un trop grand nombre de maisons, vous écriviez : « Il nous est difficile d'empêcher les villages chinois d'essayer de trouver une protection sous nos couleurs ; nous avons toujours eu, vis-à-vis des populations paisibles, une attitude qui les a rapprochées de nous ; nous les avons traitées avec douceur et elles savent que leurs biens, leurs propriétés et leurs vies sont en sûreté à côté de nous ; c'est ce qui explique peut-être l'abus des drapeaux français qu'elles ont fait. Pour changer cet état de choses, il faudrait changer l'état d'esprit des populations à notre égard. Mais notre devoir est de continuer, dans la mesure de nos forces, à nous inspirer des idées d'humanité et de justice qui font l'honneur de toutes les nations civilisées et qui font souvent la force de leurs armes ».Dans ce noble et fier langage, mon cher général, vous traduisiez à merveille les sentiments qui animent le soldat français, sentiments dont j'ai pu constater moi-même les manifestations dans nos colonies et qui sont d'autant plus vivaces que leur source se trouve dans le cœur même de la famille française.
Le paysan chinois ne pouvait s'y tromper et c'est son jugement qu'un fin modeleur indigène a exprimé dans les deux charmantes figurines que l'amiral Pottier a bien voulu m'envoyer : un soldat français chaudement enveloppé dans sa longue capote bleue, coiffé d'un béret qui ombrage une figure gaillarde, tient sur ses bras un enfant chinois dont la physionomie s'épanouit en un bon sourire et dont le petit bras entoure le cou du troupier. « Voilà, m'écrit le commandant de notre division de l'Extrême-Orient, l'impression qui restera au pays chinois du passage du corps expéditionnaire français : des hommes bons pour les enfants. »Cette bonté n'a pas été, d'ailleurs, sans profiter à nos troupes : en facilitant leurs relations avec les indigènes, elle a rendu moins triste leur séjour dans les villages si éloignés et si distincts de ceux où ils avaient leurs affections et elle leur a permis d'ajouter sans peine les ressources matérielles du Petchili à celles que le gouvernement la République avait mises à leur disposition.Ceci me conduit, messieurs, à féliciter et remercier ici publiquement les collaborateurs dévoués et habiles qui m'ont assisté dans la préparation et dans l'organisation de l'expédition. Parmi eux, je tiens à féliciter particulièrement le vice-amiral Bien-aimé, chef d'état-major de la marine ; le colonel Famin, directeur des troupes ; le vice-amiral de Beaumont, préfet maritime à Toulon, et le contre-amiral Besson, ancien commandant de la marine à Marseille. Grâce au souci éclairé qu'ils apportèrent dans l'organisation de tous les services du corps expéditionnaire, nos troupes on pu jouir en Chine d'un bien-être tel que, fréquemment, elles purent le faire partager à leurs camarades moins favorisés des autres nations et que leur mortalité à été réduite aux proportions les plus faibles qu'il fût possible d'espérer. En effet, nos pertes par la maladie n'ont même pas atteint deux pour cent, c'est-à-dire qu'elles sont inférieures, dans une très forte proportion, à la moyenne des pertes subies dans toutes les expéditions antérieures. D'un autre côté pendant les traversées d'aller et de retour que les événements nous ont contraints d'effectuer dans les mois les plus chauds de l'année, qui sont aussi ceux où les mauvais temps sévissent avec le plus de rigueur dans les mers de l'Inde et de la Chine, nos pertes n'ont été que de 0,3 p. 100.Départ des troupes de Marseille pour la Chine ( illustration du Petit Journal ).Juge impartial d'une organisation à laquelle il fut entièrement étranger, mais qu'il a pu apprécier dans tous ses détails au cours des laborieuses manœuvres d'embarquement et de débarquement qu'il a dirigées avec tant d'intelligence et d'activité, l'amiral Pottier me donnait, dans son dernier rapport, une appréciation que je tiens à reproduire :« En résumé, disait-il, j'attribue la plupart des critiques qui ont été formulées à une connaissance imparfaite des situations où, de part et d'autre, on s'est trouvé. L'expédition a été organisée sous la pression d'événements qui ne permettaient aucun retard. Les navires de commerce disponibles étaient insuffisants. Sans parler des troupes envoyées d'Indo-Chine, près de 18,000 hommes et plus de 3,000 chevaux et mulets ont souffert, au cours d'une longue traversée, des températures les plus élevées de la mer Rouge. Matériel et vivres, encombrant 79,000 mètres cubes, devaient à tout prix être débarqués en Chine avant l'hivernage. Partout, à Paris, à Marseille, dans le Petchili, on s'est trouvé en présence de grandes difficultés à vaincre. L'opération n'en a pas moins été heureuse et brillante, grâce au zèle de chacun, et le déficit en hommes ne représente que le minimum des pertes auxquelles tout marin devait s'attendre. Sans doute, l'expérience qui vient d'avoir lieu contient des enseignements que nous mettrons à profit ; mais qu'une autre expédition du même genre devienne nécessaire, je souhaite au département qui en aura la direction d'y rencontrer, avec moins d'écueils, le succès dont l'évidence, en face de leurs mécomptes, a frappé les marines étrangères qui nous ont vus à l'œuvre. »Le général Voyron passant le détachement français en revue,à Shanghai ( illustration du Petit Journal ).Vous-même, mon cher général, dans le rapport par lequel vous avez clos l'exposé des actes du corps expéditionnaire, au moment où vous alliez vous séparer de ces troupes que vous aviez si bien conduites et entourées de tant de soins paternels, en indiquant les légitimes récompenses que vous demandiez pour elles, vous exprimiez la même pensée dans des paroles que mes collaborateurs immédiats seront heureux d'entendre reproduire ici, car c'est véritablement à eux qu'elles s'adressent :« J'ose espérer, m'écriviez-vous, que vous, qui avez présidé à l'organisation difficile et rapide du corps expéditionnaire de Chine, qui avez, grâce à votre haute prévoyance, su le doter de tout ce qui devait assurer son succès, vous serez encore une fois son interprète auprès du Gouvernement. Il compte sur cette nouvelle marque de votre haute bienveillance et de votre haute sympathie. »
Le Gouvernement et les Chambres ont bien voulu, mon cher général, entendre vos paroles et accorder au corps expéditionnaire de Chine les récompenses que vous m'aviez demandées pour lui. Je suis heureux de pouvoir aujourd'hui féliciter publiquement tous ceux qui les ont obtenues.Quant aux officiers, soldats et marins qui en été tués au cours de l'expédition de Chine, leurs noms seront publiés au Journal officiel avec l'hommage que j'adresse ici à leurs familles.Dans ces tristes et difficiles circonstances, notre armée et notre marine se sont montrées au plus haut degré dignes de la démocratie qui, depuis trente ans, les a entourées de tant de sympathies et leur a prodigué tant de marques d'intérêt, car elles ont su joindre aux plus belles qualités militaires les plus nobles sentiments d'humanité.Et c'est, j'en suis convaincu, dans cette simple constatation, faite ici au nom du Gouvernement et devant le pays, que vous-même, mon cher général, vous trouverez la récompense la plus digne des éminents services que vous avez rendus à la France et à la République.Tout est fait pour endormir un voyage de rêves à découvrir l'oriental dans la compagnie PLM, les transitaires pour Pékin sont saisis à la descente du train par les tigres-lion de la cité interdite, c'est renversant et émouvant, cette lumière de Marseille c'est le pied.
The Boxer Rebellion targeted both the Manchu dynasty in China and the influence of European powers within China. Though the Boxer Rebellion failed but it did enough to stir up national pride within China itself.In 1895, China had been defeated by Japan. This was a humiliation for the Chinese as Japan had always been considered as a lesser nation to China. China lost control of Korea and Formosa to Japan.Within the elite of Chinese society, it was believed that this defeat was entirely the blame of the Europeans who were dominant in China and that they alone were responsible for China’s defeat. Many Chinese began to feel the same. It was believed that the Europeans were driving China’s domestic and foreign policy and that the situation was getting out of control. By the end of the Nineteenth Century, a strong sense of nationalism swept over China and many wanted to reclaim China for the Chinese. In 1898, these feelings boiled over into rebellion. The rebellion began in north China in the Shantung Province. This province was a German sphere of influence and Germany dominated the rail lines, factories and coal mines that existed in Shantung. The Germans made considerable profits while the Chinese there were paid very poor wages and lived very poor lifestyles.In Shantung, gangs of Chinese people roamed the streets chanting "Kill the Christians" and "Drive out the foreign devils". Germans who lived in Shantung were murdered as were other European missionaries. Those Chinese who had converted to Christianity were also murdered. Those behind the Shantung rebellion belonged to a secret society called Yi Ho Tuan – which meant "Righteous Harmony Fists" when translated into English. This was shorten to Boxers and the rebellion has gone done in history as the Boxer Rebellion. By 1900, the rebellion had started to spread across northern China and included the capital Peking.One of the targets of the Boxers was the Manchu government. They were seen as being little more as unpatriotic stooges of the European ‘masters’ who did nothing for national pride.The inspiration behind the Manchu government was the Empress Dowager. She was nicknamed "Old Buddha" – but never to her face. She had been married to the former emperor and was a very clever person. China was a society where women were ‘kept in their place’, therefore, she was an oddity within that male dominated society. Empress Dowager Tzu realised what was going on and made secret contact with the Boxers offering them her support. This they accepted. This allowed the Boxers to turn their full attention to the Europeans.
Peking had many Europeans living in it in 1900. Their lifestyle was completely different to that of the Chinese who lived in the city. The Europeans effectively treated the Chinese in Peking as their slaves. It was not surprising that the Boxers found many ready supporters in Peking.In June 1900, it became clear that their lives were in danger and many prepared to leave the city. The German ambassador in China wanted to register one final protest at the way the Europeans were being treated in China. As he made his way to the Royal Palace to protest, he was dragged from his sedan chair (being carried by Chinese) and murdered. The message was clear. Even the high and mighty were not safe. The rest of the Europeans crowded into the British Legation for their own safety. They were defended by an assortment of 400 European soldiers and sailors nicknamed the "Carving Knife Brigade" because of their lack of proper weapons. They fought off the Boxers with great bravery who were joined in the attack by troops who guarded the Manchus.The Siege of the Legation lasted for 55 days until an international force marching from Tientsin on the coast managed to relieve them. 66 Europeans had been killed in this time and 150 had been wounded. This type of treatment was unforgivable from a European point of view. America had also been shocked by the treatment of the Europeans.The international force, as a punishment, went of the rampage in Peking – effectively urged on by the officers commanding them. Peking was extensively damaged. The Chinese government was also ordered to pay $450 million in compensation – a vast sum of money for any nation let alone one as poor as China. The European force, now supported by the Manchus, then took its revenge on the Boxers. Those caught were given little mercy and they were beheaded in public. The Manchus were effectively forgiven as was the Dowager Empress despite her apparent treachery. She and her family were allowed to return to the Forbidden Palace in Peking facing no punishment other than European nations re-establishing their authority over the Chinese. She had no other choice but to be compliant.
+++ 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 ZSU-62 (Zenitnaya Samokhodnaya Ustanovka = anti-aircraft self-propelled mount) was a potential successor for the Soviet ZSU-57-2 SPAAG, developed in parallel with the ZSU-23-4. But unlike its brethren, the ZSU-62 was only produced in limited numbers, but it received limited fame during its late operational second-line career when it was successfully deployed to Afghanistan.
The ZSU’62’s roots were laid down just after WWII with the ZSU-57-2. The first prototype (Objekt 500) was completed in the summer of 1950, production began in 1955. The vehicle was built using a modified chassis of the new T-54 tank and was armed with two S-68 57 mm cannons – at the time the most powerful guns mounted in an anti-aircraft system. The modification of the chassis included reducing the road wheels per side to four and using lighter armor. The ZSU-57-2 was powered by a V-54 12-cylinder diesel engine providing 520 hp. Despite the weight of 28 tons, thanks to the strong engine, the maximum speed was 50 km/h. With a fuel load of 850 liters, the operational range was 420 km.
Each cannon had a (theoretical) rate of fire of 240 rounds per minute with a muzzle velocity of 1,000 m/s. Maximum horizontal range was 12 km (with an effective range against ground targets of up to 4 km / 2.5 miles), maximum vertical range was 8.8 km (with a maximum effective vertical range of 4.5 km / 14,750 ft). The effective range, when used against flying targets, was 6 km. Armor-piercing rounds were able to penetrate 110 mm armor at 500 m or 70 mm armor at 2,000 m (at 90° impact angle).
Rate of fire was 120 RPM, but this was only a theoretical number, because each gun was fed with separate four-shot magazines so that only bursts and no continuous fire was possible. Both fragmentation and armor-piercing ammunition were available. The ZSU-57-2’s total ammunition load was 300 rounds, with 176 rounds being stored inside the turret and the remaining in the hull. To efficiently operate the vehicle, six crew members were needed: commander, gunner, loader, driver, and two sight adjusters.
The ZSU-57-2 had serious firepower that could easily destroy any aerial target but had many issues. The greatest weaknesses were the lack of modern range-finding and radar equipment, the impossibility of engaging targets at night or while on the move, the lack of protection for its crew (being open-topped), and low ammunition count. Nevertheless, more than 2.000 ZSU-57-2s were eventually built. While many would be sold to other Warsaw Pact countries, like East Germany, Romania, and Poland, its service within the Soviet Army was limited, because of its many operational deficiencies.
This led in 1957 to a new SPAAG program for the Soviet Army and initiated the development of the ZSU-23-4 "Shilka", the ZSU-37-2 "Yenisei" and a new ZSU-57-2 “Kama” (all baptized after Russian rivers) with the outlook to replace the original ZSU-57-2 by the mid to late Sixties. These vehicles were intended for AA defense of military facilities, troops, and mechanized columns on the march. “Shilka” was intended for close range defense (esp. against low-flying attack helicopters) while the more powerful guns of "Yenisei" and “Kama” were judged to be effective at covering the inner dead-zone of Soviet surface-to-air missile systems between 1.000 and 6.000 m altitude, with a focus on attack aircraft and more heavily armored targets.
All designs were based on existing tracked chassis’ and featured completely enclosed turrets as well as a proven radar system, the RPK-2 "Tobol" radar (NATO designator: "Gun Dish"). The ZSU-37-2 was soon dropped in favor of the higher firepower and range of the 57mm guns, so that both “Shilka” and “Kama” entered the hardware stage at Omsk Works No. 174.
However, “Kama” lagged behind the “Shilka” development because several technical and conceptual problems had to be solved. For instance, even though the armament still consisted of two proven S-68 cannon, the weapons’ mount had to be developed new to fit into the enclosed cast turret. To save space, both weapons were now mounted directly side-by-side. Their feeding system was furthermore changed from magazines to belts, what considerably improved the SPAAG’s firepower and now allowed continuous fire at a higher rate of fire of 150 RPM per gun. For sufficient flexibility, a belt-switching mechanism allowed to choose between two different ammunition supplies: each gun had supplies of 220 and 35 rounds, normally occupied with HE fragmentation and armor-piercing tracer (AP-T) shells, respectively, against aerial and armored ground targets. Changing between the two feeds just took a couple of seconds.
The twin S-68s were recoil-operated and the whole mount (without feeding mechanism) weighed 4,500 kg. The guns had a recoil of between 325 and 370 mm, and each air-cooled gun barrel, fitted with a muzzle brake, was 4365 mm long (76.6 calibers). The weapons could be elevated or depressed between −5° and +80° at a speed of between 0.3° and 32° per second, while the turret could traverse 360° at a speed of between 0.2° and 52° per second. Drive was from a direct current electric motor and universal hydraulic speed gears.
The “Kama” crew numbered four: driver (in the hull), commander, gunner and radar operator (all in the turret). The heavy guns, their ammunition supply and the radar system had to be housed in a turret, together with decent armor, and this resulted in a considerable volume and weight (a single 57 mm projectile alone already weighed 2.8 kg). Several layouts were tested, but weight and volume of the systems made it impossible to mate the “Kama” turret on the T-54/55 chassis, which was available in ample numbers for conversions. The limiting factor was the T-54/55’s relatively small turret bearing diameter.
To solve this problem, the “Kama” designers chose the more modern T-62 as chassis basis. It was outwardly very similar to the former T-54/55, but it featured a 2245 mm turret ring (250 mm more than the T-54/55’s bearing) that was able to take a much bigger/wider/heavier turret than its predecessor. Furthermore, the T-62 represented the Soviet Army’s “state of the art”. The choice of the T-62 ensured many component and maintenance communalities with the operational MBT and it also meant that the “Kama” SPAAG could operate in the same environment and the same pace as the T-62. In order to save costs and development time, the T-62 chassis was taken “as is”, with the same engine and armor level as the MBT. There were only minor changes in the electric components, e. g. a more powerful generator for the radar system.
In this combination, “Kama” eventually entered tests and state acceptance trials as “Object 503”. During these tests, some final changes to layout and equipment were made; for instance, the RPK-2’s dish-shaped radome received a retractable mount that allowed the antenna to be raised higher above the turret in order to avoid clutter and to protect the antenna when the vehicle was on the move.
The tests lasted until 1963 and were successful, so that an initial batch of 100 serial production tanks was ordered the same year. In order to avoid confusion with the old ZSU-57-2 from 1955, the new tank with the same armament was pragmatically designated ZSU-62.
Alas, while production of the “Kama” turrets ran up to be mated with T-62 hulls at the Uralvagonzavod factory in Nizhny Tagil, the ZSU-62’s future had already been sealed by the fast pace of technical developments: in the meantime MANPADS (Man Portable Air Defense System) had taken the medium-range SPAAG’s place and a foot soldier could now fulfill the same mission as an expensive and bulky 40 ton tank, so that the medium range/altitude gap between the ZSU-23-4 (which had already entered service) and heavier surface-to-air missile systems would not be filled with a dedicated vehicle anymore. The ZSU-62 had become superfluous the moment it had reached the first frontline units, and large-scale production was immediately stopped.
However, the initial production run was nevertheless completed until 1967, and the ZSU-62s were primarily sent to training units, where the vehicles were – due to their turrets’ shape – nicknamed “черепаха“ (turtle).
This could have been the ZSU-62’s fate, but the Soviet Union’s intervention in Afghanistan brought it back into frontline service. Since December 1978, the Afghan government called on Soviet forces, which were introduced in the spring and summer of 1979 to provide security and to assist in the fight against the mujaheddin rebels. After the killing of Soviet technicians in Herat by rioting mobs, the Soviet government sold several Mi-24 helicopters to the Afghan military and increased the number of military advisers in the country to 3,000. In April 1979, the Afghan government requested that the USSR send 15 to 20 helicopters with their crews to Afghanistan, and on June 16, the Soviet government responded and sent a detachment of tanks, BMPs, and crews to guard the government in Kabul and to secure the Bagram and Shindand airfields. In response to this request, an airborne battalion arrived at the Bagram Air Base on July 7, and ground forces were deployed from Turkmenistan territory into northern Afghanistan, securing the supply lines.
Experience in the mountainous Afghan landscape soon made the shortcomings of standard MBTs apparent, namely their lack of gun elevation, esp. when attacking hideouts and posts in high locations. While the ZSU-23-4 “Shilka” was readily available and used against such targets, it lacked range and firepower to take out protected posts at distances more than 2.000 m away. This led to the decision to send roundabout 40 ZSU-62s to the Afghan theatre of operations, where they were primarily used against ground targets – both fortifications as well as armored and unarmored vehicles. The weapons’ precision and range proved to be valuable assets, with devastating effect, and the vehicles remained in active service until 1985 when their role was more and more taken over by helicopters and aircraft like the new Su-25. The ZSU-62 were, nevertheless, still employed for aerial airfield defense and as a deterrent against ground attacks.
With the USSR’s withdrawal from Afghanistan in 1988 and 1989, the last operational ZSU-62s were retired. In the training units, the vehicles had already been replaced by ZSU-23-4s by 1984.
Specifications:
Crew: Four (commander, gunner, radar operator, driver)
Weight: 37 t (41 short tons; 36 long tons)
Length: 6.63 m (21 ft 9 in) hull only
9.22 m (30 ft 3½ in) with barrel in forward position
Width: 3.30 m (10 ft 10 in)
Height: 3.88 m (12 ft 9 in) with search radar fully extended,
2.84 m (9 ft 3¾ in) with search radar stowed
Suspension: Torsion bar
Ground clearance: 425 mm (16.7 in)
Fuel capacity: 960 l
Armor:
20 mm (hull bottom) – 102 mm (hull front)
Performance:
Speed: 50 km/h (31 mph) on roads,
40 km/h (25 mph) cross country)
Range: 450 km (280 mi) on road;
650 km (400 mi) with two 200 l (53 US gal; 44 imp gal) extra fuel tanks;
320 km (200 mi) cross-country
450 km (280 mi) with two 200-liter extra fuel tanks
Climbing ability: 0.7 m (2.3')
Maximum climb gradient: 30°
Trench crossing ability: 2.5 m (8.2')
Fording depth: 1.0 m (3.3')
Operational range: 500 km (310 mi)
Power/weight: 14.5 hp/tonne (10.8 kW/tonne)
Engine:
1x V-55 12-cylinder 4-stroke one-chamber 38.88 liter water-cooled diesel engine
with 581 hp (433 kW) at 2,000 rpm
Transmission:
Hydromechanical
Armament:
2× S-68 57mm (1.5 in) cannon with 255 rounds each
The kit and its assembly:
This fictional tank model came to be as a classic what-if, based on the question “what could have been a successor of the Soviet ZSU-57-2 SPAAG?”. Not an existential question that comes to your mind frequently, but it made me wonder – also because the real-world successor, the ZSU-23-4 “Shilka”, lacked the ZSU-57-2’s range and large-caliber firepower.
From this conceptual basis I decided to retain the 57mm twin guns, add an RPK-2 radar and mount these into a fully enclosed turret. The latter became a leftover M48 turret, which was suitably bulky, and the gun mount was taken from a Modelcollect E-75 SPAAG. However, both were heavily modified: the gun mount lost its boxy armor protection, just the brass barrels and the joint at the base were retained, the rest was scratched from styrene bits and wire. To accept the much taller weapon mount, the turret front had to be re-sculpted with putty, resulting in a boxier shape with steeper side walls – but the whole affair looks very organic. A simpler commander cupola was used and the whole radar dish arrangement on the rear roof was scratched, too.
The hull came from a Trumpeter T-62, just for the reasons explained in the background: the T-54/55 had a relatively small turret ring, and this caused severe development problems, because the MBT could not take a bigger turret and with it a more powerful cannon. Since this SPAAG would have been developed a couple of years later than the T-54/55, its successor, the T-62, appeared logical, and the “marriage” with the M48 turret worked like a charm. Even the turret’s adapter had the same diameter as the hull opening, I just had to modify the notches that hold it in place! The hull itself remained unmodified.
Painting and markings:
I wanted to place this SPAAG into the Afghanistan theatre of operations, and this was historically not very easy since I had to bridge some fifteen years of service to make this idea work. However, I found a story for the background, and the model received an appropriate paint scheme, based on real world vehicles around 1980 (actually from a BMP-1 operated in northern Afghanistan).
The camouflage consists of three tones, a pale/greyish sand, an olive drab tone and some contrasts in a dark, dull brown – it reminds of the US Army’s more complex MERDC scheme. The paints became Humbrol 167 (Hemp), Tamiya XF-62 (Olive Drab) and Humbrol 98 (Chocolate), even though the green appears darker than expected due to the high contrast with the sand tone.
The model received an overall washing with dark brown, highly thinned acrylic paint, and some dry-brushing with cream, faded olive drab and light grey. The few markings/decals were taken from the T-62 kit, and everything was sealed with matt acrylic varnish before the lower areas were finally dusted with a greyish-sand brown mix of artist pigments, simulating dust.
A plausible result, even though a cast turret might not appear to be a natural choice for a SPAAG? But the AMX-30 SPAAG from 1969 had a very similar design and there was a German prototype called “MATADOR” (a Gepard forerunner from 1968) that had a turret of similar shape, too. However, the kitbashed/scratched turret looks really good and convincing, and the T-62 hull is a great match for it in shape, size and timeframe. The ZSU-62 turned out way better than hoped for! :D