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(wool) --- --- Marilou Schultz (born November 6, 1954) is a Navajo weaver, artist, and educator. She has exhibited her weavings nationally and internationally, including at the documenta 14 in Kassel, Germany.
Schultz is a math teacher as well as an artist, and she is known for her science and data-inspired weavings.
Although she began weaving as a means of financial support, her love of the craft has evolved into a method of innovation and sharing her culture with others. She utilizes traditional methods learned from her mother such as plain weave, twill and double twill, and raised outline weavings, though she has also developed unique dyeing techniques with both aniline and natural dyes. Natural dyes that she uses includes cochineal and indigo. She frequently uses wool from Churro sheep raised by her family.
In 1994, Intel commissioned Schultz to weave "Replica of a Chip," which depicted a Pentium microprocessor, a computer circuit board, and referenced the historical workforce of Navajo women assembling circuit boards at an Intel factory located on a Navajo reservation in New Mexico. (Wikipedia)
The decision to release paid DLC for Early Access title Ark appears to have drawn ire and revenue in equal measure.
E3 2016: Watch all the E3 PC game trailers.
Hehehe....it's like Pokemon... Anyway, was fixing these guys last night, swapping worn parts, ect. Figured a pic of them together would be cool. This is also a great excuse to wish you all a happy Easter, or whatever the hell you're doing today.
I've been reading about the benefits of adding chia seeds to the diet. I've combined soaking chia in water for a minute or two, to allow the mucilage (great word) to develop, with one of my citrus winter shots. It's very pleasant and might even do me good.
The National Memorial Arboretum is a national site of remembrance at Alrewas, near Lichfield, Staffordshire, United Kingdom. It gives its purpose as:
The National Memorial Arboretum honours the fallen, recognises service and sacrifice and fosters pride in our country. It is a spiritually uplifting place and is emerging as a world-renowned centre for remembrance.
The Arboretum is an evolving, maturing woodland landscape featuring 30,000 trees and a vast collection of memorials. The 150-acre site is a living, growing tribute to those who have served and continue to serve our country.
I love to ride. I think it is a great way to explore the world around us, it is great exercise and results in zero pollution in moving us from point a to point b. Win, win, win. So I found myself a bit delighted at a new exhibit at the Museum of Science and Industry that focuses on the evolution of bicycles. I am going to skip over most of the bikes in the exhibit, but will force you to witness six or so that I found more interesting.
For those in the Northern Hemisphere: it is spring - get out there and sneak in a ride. For those in the Southern Hemisphere: winter is coming - hurry up and sneak in a ride. Have a wonderful Sunday people!
From the exhibit:
For 200 years, people have continuously reinvented the bicycle. Every design, whether practical or not, has contributed to the bicycle's evolution. With each decade, new designs and technologies improved the popular machine, making riding safer, more reliable and more fun.
As the bicycle developed, pedals were added, wheel sizes changed and chain-driven systems appeared. From the unstable "Bone Shakers" of the 1830s to the innovative performance-enhanced designs of today, the bicycle continues to evolve driven by the inventiveness of its riders.
The picture above is The Draisiene Walking Machine. (The design was from 1818, the bicycle in the image is a replica made in 1931). Invented by Baron Von Drais, this 1931 replica recreates the features of his original "Draisiene." The forerunner to today's bicycles, it has a wooden frame and metal wheel rims, but no pedals. This fun but impractical "mechanical horse" inspired an explosion of inventive creativity that continues to this day.
2nd April 2018. It is difficult to imagine in this modern age how at one time the steam locomotive was the dominant mode of transport and the car and aeroplane were just evolving into the giants they would become. I have drained the colours from my photograph to try and take us back to a period in time when steam was king and even small stations would have pilot engines and sheds near by.
In my photograph LNER A1 Peppercorn Pacific 4-6-2 No.60163 Tornado approaches Heywood Station with a service from Bury. The railway is part of the East Lancashire Railway.
The National Memorial Arboretum is a national site of remembrance at Alrewas, near Lichfield, Staffordshire, United Kingdom. It gives its purpose as:
The National Memorial Arboretum honours the fallen, recognises service and sacrifice and fosters pride in our country. It is a spiritually uplifting place and is emerging as a world-renowned centre for remembrance.
The Arboretum is an evolving, maturing woodland landscape featuring 30,000 trees and a vast collection of memorials. The 150-acre site is a living, growing tribute to those who have served and continue to serve our country.
JUST EVOLVE SHOPPING-CALIFORNICATION DRESS
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Evolve New Release!!!
Designer: Reign Congrejo...My Stunning Mom!
Photo By: Angeli Optera
Chassis n° DB6/2753/LN
Zoute Sale - Bonhams
Estimated : 150.000 - 200.000
Sold for € 241.500
Zoute Grand Prix 2021
Knokke - Zoute
België - Belgium
October 2021
The culmination of Aston Martin's long-running line of 'DB' six-cylinder sports saloons and thus considered by many to be the last 'real' Aston, the DB6 had been introduced in 1965, updating the DB5. Although recognisably related to the elegant, Touring-styled DB4 of 1958, the DB6 abandoned the Carrozzeria Touring-developed Superleggera body structure of its predecessors in favour of a conventional steel fabrication while retaining the aluminium outer panels.
Increased rear-seat space was the prime DB6 objective, so the wheelbase was now 4" (101.6mm) longer than before, resulting in an extensive re-style with more-raked windscreen, raised roofline, and reshaped rear quarter windows. Opening front quarter lights made a reappearance but the major change was at the rear where a Kamm-style tail with spoiler improved the aerodynamics, greatly enhancing stability at high speeds. These many dimensional changes were integrated most successfully, the DB6's overall length increasing by only 2" (50.8mm). Indeed, but for the distinctive Kamm tail one might easily mistake it for a DB5.
The Tadek Marek-designed six-cylinder engine had been enlarged to 3,995cc for the preceding DB5 and remained unchanged. Power output on triple SU carburettors was 282bhp, rising to 325bhp in Vantage specification, complete with triple Webers. Borg-Warner automatic transmission was offered alongside the standard ZF five-speed gearbox, and for the first time there was optional power-assisted steering.
It is an irony that, having brought the original DB4 concept to perfection in the form of the DB6, Aston Martin chose to change direction with the larger DBS and successor V8-engined models. Today the accomplished DB6, despite being the most evolved and practical of the original DB family is also, somewhat paradoxically, the most affordable.
A left-hand drive example with the desirable five-sped manual gearbox, chassis number '2753/L', was despatched new to the importer J S Inskip in New York, USA and sold to a Mr Bernard Chaus of New Jersey. The accompanying guarantee form copy shows that the Aston was originally finished in Autumn Gold with natural Connolly leather trim. The following items of non-standard equipment are listed: engine breather system; 3.73:1 limited-slip differential; Normalaire air conditioning; chrome wheels; heated rear screen; Fiamm horns; Britax safety belts; 3-ear hubcaps; Bosch Köln radio; and two Marchal fog lamps
Dramatic light highlights the architecture of Prague, from the Gothic Our Lady before Tyn church to the infamous Communist broadcasting tower.
Prague has been a political, cultural, and economic centre of central Europe with waxing and waning fortunes during its 1,100-year existence. Founded during the Romanesque and flourishing by the Gothic and Renaissance eras, Prague was not only the capital of the Czech state, but also the seat of two Holy Roman Emperors.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The Arsenal (de l'Aéronautique) VB 31 was a French naval fighter aircraft developed shortly after World War II. In January 1947 Arsenal were given a contract to develop a powerful naval fighter for the four French aircraft carriers. Since the modernization of the Aéronavale was pressing, the aircraft had to be developed fast. In order to cut time, the initial concept, the VB 30, was based on the unrealized German Messerschmitt Me 155 project.
The Me 155 naval fighter had been a naval development of the Messerschmitt Bf 109G, intended for the German aircraft carrier Graf Zeppelin, which never saw the light of day. When it was clear that the Me 155 was a dead end, the basic design was developed further into a high altitude interceptor and the project handed over to Blohm & Voss. The resulting, highly modified Bv 155 saw the prototype stage in the late years of WWII, but was never put into service. Years later, though, the Me 155 should surface again: Evolved by Ingenieur-General Vernisse and M. Badie, the VB 30 did not only use many design features of the original Me 155 design, it also heavily drew on the indigenous VB 10 heavy fighter which had been previously under development since WWII.
The VB 30 was more compact than the VB 10, though, even though it had similar proportions. IIt was an all-metal single-seat fighter with a low-wing monoplane, a retractable tailwheel undercarriage and of largely orthodox configuration. The wings had an inverted gull wing shape, in order to shorten the main undercarriage as much as possible, and were foldable. The landing gear retracted inwards, and the tail wheel was retractable, too.
The VB 30's layout resembled much the smaller North American Mustang. The aircraft was powered by a powerful Arsenal 24 H engine which was theoretically capable of 3.400hp – itself a development based on the cylinder blocks of the German Junkers IV12 213 engine. A huge radiator bath for the liquid-cooled engine was located under the fuselage, at the wings’ trailing edge.
The aircraft was heavily armed, with a newly developed, compact 30mm cannon (which would eventually become the famous DEFA cannon), firing through the propeller axis, plus four HS-404 20mm cannons or six 12.7mm machine guns in the wings, outside of the propeller arc. Various ordnance loads, including bombs of up to 500 kg caliber, drop tanks or unguided missiles, could be carried under the fuselage and outer wings.
Unlike the huge, tandem-engined VB 10, the VB 30 was (relatively) more successful, but its career started under misfortunate stars: Just one month after the VB 10 contract was cancelled, the prototype VB 30-01 made its maiden flight on 8th of December 1948. Overall, the aircraft behaved well, but its low speed handling was hampered by the immense torque of the Arsenal 24 H engine and the huge, four-bladed propeller. This problem was eventually countered with an enlarged fin, which earned the type its nickname "Requin" (Shark).
With this and many other detail modifications the aircraft was now called VB 31and cleared for series production, even though it was already apparent that the future of the fighter lay with jet power. A second prototype, the VB 30-02, had been started, but its assembly lagged so much behind that it was eventually finished as the first serial VB 31. Anyway, the development of the VB 31 continued as a safety net for France's nascent jet fighter programs, since it was not clear when pure jets would eventually offer the appropriate performance for carrier use, and when they'd be ready for service.
The VB 31’s development saw several drawbacks, including constant problems with the complicated, liquid-cooled engine, the radiator system and the landing gear. Serial production and service introduction of the VB 31 started slowly and was delayed until January 1951 – by which the French Air Force already had to rely on surplus British and American fighters to tide it over until domestically-produced jet fighters appeared. Time was already working against the VB 31.
Additionally, with the brooding Indochina War since August 1945, the need for a maritime fighter and fighter-bomber became so dire that the Aéronavale had to order the WWII Vought F4U-7 to fill this specific gap and replace several obsolete types. The XF4U-7 prototype did its test flight on 2 July 1952 with a total of 94 F4U-7s built for the French Navy's Aéronavale (79 in 1952, 15 in 1953), with the last of the batch, the final Corsair built, rolled out on 31 January 1953. With this proven (and cheaper) alternative, only a single batch of 40 VB 31 aircraft (instead of the planned 200!) was eventually built and put into service.
The VB 31 just came in time for the First Indochina War between France’s French Far East Expeditionary Corps and Emperor Báo Dai’s Vietnamese National Army against the Viet Minh, Led by Ho Chi Minh and Vo Nguyen Giap. During this conflict, the French used many different pre Cold War aircraft of World War Two, as well as the new types.The VB 31 were distrubuted between Flotille 3F and 12F, where they replayced Curtiss SB2C Helldivers and Grumman F6F-3 Hellcats, respectively. Flotille 12F pilots arrived in Asia on board of the aircraft carrier 'Arromanches' in early 1952, equipped with both VB 31 and F4U-7 fighters. Both types were deployed from the carrier and also served from Haiphong for CAS and escort duties in the Tonkin area.
The operational era of the VB 31 did not last long, though. The type was powerful, but complicated. The VB 31 also needed much more maintenance than the sturdy Corsair, which could also take more damage and had a considerable larger range. Hence, already in June 1953, all VB 31 were returned to Europe and based at Hyères, where they replaced obsolete F6F-5 Hellcats and were mainly used for training purposes. In the early sixties, with naval jet fighters finally available, the VB 31 were quickly withdrawn and scrapped, being replaced by Sud-Ouest SO-203 'Aquilon' (license-built D.H. Sea Venom) and Dassault Etendard IVM.
General characteristics:
Crew: one, pilot
Length: 11.63 m (38 ft 8 in)
Wingspan: 13.07 m (43 ft 6 in)
Height (peopeller at max. elevation): 4,9 m (16 ft 1 in)
Powerplant:
1 × Arsenal 24 H, 2.260 kW (3.000 hp), driving a four-bladed propeller
Performance:
Maximum speed: 665 km/h (413 mph)
Range: 1.191 km (740 miles)
Service ceiling: 11.125 m (37.100 ft)
Rate of climb: 10.2 m/s (2008 ft/min)
Armament:
1× 30 mm cannon with 100 RPG, firing through the propeller axis
4× 20 mm HS-404 cannons with 200 RPG or 6×12,7mm machine guns with 250 RPG in the outer wings
1.500kg (3.300 lbs.) of external ordnance, including bombs of of to 454kg (1.000 lbs) calibre, drop tanks or up to eight unguided missiles under the outer wings.
The Kit and its assembly:
I wonder if you recognize the basis for this fantasy airplane? It's actually a modified Bv 155 kit from ART Model/Special Hobby from Russia (Both kits are identical; the ART Model contains an injected clear canopy while the Special Hobby kit offers two vacu canopies, though).
Inspiration struck when I read about the huge VB 10, which has, in its profile view, much resemblance to the Bv 155 - and the latter actually has some naval-friendly features, e .g .the raised cockpit, placed pretty far forward at the wings' leading edge, or the massive landing gear. Since France used some German aircraft after WWII (e.g. Fw 190 for the Air Force and Ju 188 for the Navy), why not create a naval fighter from the Me 155/Bv 155 concept? Well, here it is... the Arsenal VB 31.
For this fantasy conversion, the Bv 155 kit saw major modifications, e. g.:
● The wing span was reduced - from each wing, 4.2cm/1.65" were taken away
● The wings received a new inverted gull wing shape, the cuts came handy
● Outer wings were clipped by 10mm/0,4" each
● Original wing tips were transplanted and re-sculpted to fit
● The rear fuselage was shortened by about 1.3cm/0.5"
● A carburetor intake was added under the nose (from a Hawker Hurricane)
● New horizontal stabilizers from a Grumman Panther (Matchbox)
● Lower position of the horizontal stabilizers
● New landing gear wells had to be cut out, a simple interior was scratch-built
● The landing gear retracts now inwards, original struts and covers were slightly shortened
● New main wheels from a Douglas Skyknight (Matchbox) were used
● New tail wheel (front wheel of a Revell F-16, I guess)
● Modified tail section with an arrestor hook
● The original, extensive exhaust piping between the engine and the turbo charger had to go
● New exhausts at the nose were added (scratch, HO scale roof tiles)
● New propeller from a Matchbox Hawker Tempest was mated with the original spinner
● Cockpit was taken OOB, but a different seat, a pilot and a radio in the rear were added
● Some panel lines had to be re-engraved, due to putty work and/or logical reasons
● Missile hardpoints under the wings come from an F4U
● Antennae were added, accoring to French F4U-7 pictures
There actually was no big plan - I had an idea of what to make from the kit, but modifications came step by step, as the parts fell together and looked or looked not right.
The 24 cylinder Arsenal 24 H engine was really under development in France, so it was a neat choice for such a relatively large aircraft. The huge turbocharger bath under the fuselage of the Bv 155 could easily be taken as a radiator bath for the large, liquid-cooled engine, so that no additional adaptations had to be made.
Overall, I wanted to save the elegant lines of the Bv 155. With the reduced wing span the aircraft looks even elegant, IMHO. All in all, and with its slender, inverted gull wings, the VB 31 somehow reminds of the Ju 87 and the later paper Ju 187 development. There's also something IL-2ish to it?
A side note concerning the kit itself: it has nice engraved details and some fine resin parts for the cockpit or the radiators. But wall strength is high (up to 2mm!), the material is somewhat soft and waxy, and fit is mediocre, so expect serious putty work. Not a bad kit, but something for the experienced modeler. Things surely were worse here, since my modifications to wings and fuselage called for even more sculpting.
Painting and markings:
It took some time to settle on a French naval aircraft, since I already have an all dark-blue whif in my collection (the whiffy F1J Sea Mustang). But I had some appropriate decals at hand, and the time frame as well as the potential user offered a good and plausible story behind the VB 31 in Aéronaval service.
Overall, the aircraft was painted in Blue Angels Blue (FS 15050, Testors 1718) and weathered with slightly lighter shades of blue and grey, for a sun-bleached look and in order to emphasize the panel lines. One can argue about this tone: many Aéronavale aircraft look much darker, rather like FS 15042, but I have seen pictures of such bright aircraft - I'd assume that the color standard was not very strict, as long as the aircraft was "dark blue"?
After basic painting the VB 31 looked very bright, so I did some major dry painting with darker/duller shades like Humbrol 67, 77 and 104 to tame things down, and the result is O.K. now.
The interior surfaces were painted in Mid Stone and dry-painted with Chromate Yellow (Humbrol 225 and 81). AFAIK, this is the typical interior finish for Aéronavel aircraft of that time, and it is a nice contrast to the dark and uniform outside.
Most markings come from an F4U-7 decal sheet, some things like the tail rudder Tricolore had to be improvised (comes from a 30 year old Airfix Bristol Blenheim decal sheet!).
Beyond the dry-painted blue and grey hues on the upper surfaces, the model was slightly weathered with exhaust and soot stains and some dry-painted silver on the leading edges. This makes the all-blue aircraft look a bit more lively and is IMHO authentic for Aéronavale fighters of the 50ies, esp. under the harsh climate of South East Asia.
Finally, everything was sealed under a semi-matt varnish (Tamiya Acryllics, rattle can), and some additional matt varnish was applied on the upper surfaces, also for a dull and sun-bleached look.
The kit was built in a week from sprues to pictures, overall a sleek and elegant aircraft with plausible lines - an hommage to the many elegant and innovative aircraft which were developed in France in WWII and later but which are easily overlooked today!
Just goofing around with some paper, this evolved during our trip to Berlin in July... more models coming
It's an old basic structure, I used for my Sahnehäubchen about three years ago... but this time my paper was a bit to small to shape it properly... But it's fun to fold ^-^
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The Boeing B-52 Stratofortress is a long-range, subsonic, jet-powered strategic bomber, designed and built by Boeing, which has continued to provide support and upgrades.
Beginning with the successful contract bid in June 1946, the B-52 design evolved from a straight wing aircraft powered by six turboprop engines to the final prototype YB-52 with eight turbojet engines and swept wings. The B-52 took its maiden flight in April 1952. Built to carry nuclear weapons for Cold War-era deterrence missions by the United States Air Force (USAF), the B-52 Stratofortress replaced the Convair B-36. A veteran of several wars, the B-52 has dropped only conventional munitions in combat, capable of carrying up to 70,000 pounds (32,000 kg) of weapons.
The B-52 has been in active service with the USAF since 1955. The bombers flew under the Strategic Air Command (SAC) until it was inactivated in 1992 and its aircraft absorbed into the Air Combat Command (ACC). In 2010 all B-52 Stratofortresses were transferred from the ACC to the new Air Force Global Strike Command (AFGSC).
Superior performance at high subsonic speeds and relatively low operating costs have kept the B-52 in service despite the advent of later, more advanced aircraft, including the canceled Mach 3 B-70 Valkyrie, the variable-geometry B-1 Lancer, and the stealth B-2 Spirit. The B-52 has so far completed sixty years of continuous service with its original operator, and after being upgraded between 2013 and 2015, it is expected to serve with the USAF even into the 2040s, maybe even beyond that.
The only foreign operator of the B-52 had been the Royal Air Force in the 1980ies and 19990ies, and just in a small number. After the USAF's retirement of the earlier B-52 types, the remaining G and H models were used for nuclear standby ("alert") duty as part of the United States' nuclear triad. This triad was the combination of nuclear-armed land-based missiles, submarine-based missiles and manned bombers.
After the end of the Falkland War, the Royal Air Force withdrew its final long-range bomber type, the Avro Vulcan - which was to be replaced by the MRCA Tornado which was designed to a totally different tactical profile. Fearing the loss of international influence, the Ministry of Defence decided to fill this gap and leased twelve revamped and heavily modified B-52Gs from the USA. This was a convenient deal for both sides, since these bombers were earmarked to be scrapped per the terms of the Strategic Arms Reduction Treaty (START).
These modified aircraft were designated B-52K by Boeing, while the RAF officially called them later in service Stratofortress B.I, even though B-52K was more common. Most obvious change was the introduction of new engines. The B-52K benefited from a Boeing study for the U.S. Air Force in the mid-1970s which investigated replacing the original TF33 engines, changing to a new wing, and other improvements to upgrade B-52G/H aircraft as an alternative to the B-1A, then in development. Boeing had suggested re-engining the complete USAF B-52 fleet with four Rolls-Royce RB211 535E-4 each. The RB211 had originally been developed for the Lockheed L-1011 TriStar in the early 1970ies, but also saw use with several Boeing airliners, the "535" being a special development for the 757 airliner.
This new, bigger engine would not only improve overall weight and power (total thrust 8× 17,000 lb vs .4× 37,400 lb), it would also increase range and reduce fuel consumption and simplify the whole aircraft. Despite these direct benefits the USAF did not opt for this offer: the costs for aircraft modifications, infrastructure, logistics and also for the running operations of the complete fleet would have been prohibitively high, as well as only a partial conversion. For the UK, where the weapon system was to be introduced from scratch and also on a much smaller scale, the update made sense, though.
Boeing supported the British project, since the company expected to present the UK conversion as a field case study for potential later large-scale sales to the USAF. This included extensive wind tunnel testing, in order to optimize the engine pylons. These tests also demonstrated that the new four-engined aircraft may not have enough rudder authority to counter the adverse yaw generated by an outboard engine-out scenario. As a consequence, an enlarged fin was (re-)introduced, even though it was different from the earlier B-52 variants. Actually, as a cost saving measure, fin elements from the Boeing 747 airliner were used - and its integral tank enhanced the overall fuel capacity even further.
The ex-USAF B-52Gs converted into K models were taken from surplus stock that not been modified into cruise missile carriers, they were rather conventional bombers with nuclear capabilities - its main purpose for the RAF. A secondary role were martime operations like mine laying or missile attacks against surface ships over long distances.
Hence, the RAF aircraft underwent a series of modifications to improve conventional bombing and to adapt them to RAF standards. They were fitted with a new Integrated Conventional Stores Management System (ICSMS) and new underwing pylons that could hold larger bombs or other stores, including up to twelve AGM-84 Harpoon anti-ship missiles. The B-52K also introduced new radios, integrated Global Positioning System into the aircraft's navigation system and replaced. The under-nose FLIR was retained, even though with a modernized system. A fixed refluelling probe for the RAF's drogue system was installed on top of the cockpit section (earn ing the B-52K the nickname "unicorn"), and the tail gun station was deleted and replaced with ECM equipment and flare/chaff dispensers.
Delivery started in 1990, and the B-52K was just too late to become operational during the First Gulf War (Operation Desert Storm), in which RAF Tornados took part in, though, as well as USAF B-52s. In fact, the modified BUFF took three years to become fully operational, despite - or perhaps because of - the small fleet. In parallel, the Tornado was gradually introduced, too.
Eventually, the B-52Ks were baptized with fire: in 1999, when 'Operation Allied Force' began and USAF and RAF bombers bombarded Serb targets throughout the Federal Republic of Yugoslavia - even though with mixed success, since more than 600 of the 1.000 bombs dropped by the RAF during the Kosovo conflict missed their target, the Ministry of Defence admitted in 2000.
In 2003 the B-52Ks also took part in the invasion of Iraq as part of 'Operation Telic'. The Iraqi Forces were unable to mobilize their air force to attempt a defense, and the U.S. Air Force, Marine Corps and Naval Aviation, as well as the Royal Air Force, operated with impunity throughout the country, pinpointing heavily defended resistance targets and destroying them before ground troops arrived.
This success reinstated the B-52K's performance reputation a little, but could not deny the fact that the global political situation had changed since the fall of the Soviet Union, and that the heavy bomber was a concept of the past. Furthermore, the changing character of conflicts and the respective mission profiles made the British MoD in 2004 decide to retire the small, costly B-52K fleet, of which four aircraft had already to be grounded due to the end of their airframe lifetime. Consequently, all B-52Ks were scrapped until 2005.
Besides, the program results did not change the USAF's decision to keep the B-52H with its eight engine layout in service.
General characteristics:
Crew: 5 (pilot, copilot, Weapon Systems Officer, navigator, Electronic Warfare Officer)
Length: 159 ft 4 in (48.5 m)
Wingspan: 185 ft 0 in (56.4 m)
Height: 42 ft (12.8 m)
Wing area: 4,000 sq ft (370 m²)
Airfoil: NACA 63A219.3 mod root, NACA 65A209.5 tip
Zero-lift drag coefficient: ~0,0119
Drag area: 47,60 sq ft (4,42 m²)
Aspect ratio: 8,56
Fuel capacity: 48.630 U.S. gal (40.495 imp gal; 181.090 l)
Empty weight: 185.000 lb (83.250 kg)
Loaded weight: 265.000 lb (120.000 kg)
Max. takeoff weight: 488.000 lb (220.000 kg)
Powerplant:
4× Rolls-Royce RB211 535E-4 turbofan jet engines, rated at 17.000 kp (37.400 lb) each
Performance:
Maximum speed: 560 kn (650 mph, 1.047 km/h)
Cruise speed: 442 kn (525 mph, 844 km/h)
Combat radius: 4.750 mi (4.125 nmi, 7.650 km)
Ferry range: 10.715 mi (9.300 nmi, 17.250 km)
Service ceiling: 50.000 ft (15.000 m)
Rate of climb: 6.270 ft/min (31,85 m/s)
Wing loading: 120 lb/ft² (586 kg/m²)
Thrust/weight: 0.31
Lift-to-drag ratio: 21.5 (estimated)
Armament:
Approximately 70.000 lb (31.500 kg) mixed ordnance; bombs, mines, missiles, in various
configurations in an internal bomb bay and/or on wing pylons
Avionics:
Electro-optical viewing system that uses platinum silicide forward looking infrared and high
resolution low-light-level television sensors
LITENING Advanced Targeting System
Sniper Advanced Targeting Pod
IBM AP-101 computer
The kit and its assembly:
I remember that I read about the re-engine project of the USAF's late B-52 versions when I was in school, many years ago, and the BUFF is still flying - even though in its original eight engine layout. Anyway, I wonder why this topic has not been adopted by modelers more often? O.K., a B-52 is a large aircraft, but there are good small scale version around, like the Dragon kit in 1:200 which I converted.
Work was pretty straightforward, and the basis is/was a B-52G. The kit was built almost OOB, only mods include:
- engine nacelles from a Hasegawa Boeing 747-400
- the upper section of the latter's fin, too
- a scratched refuelling probe
- a modified tail without the four machine guns
Fit is good and surface structure/details are more than satisfactory for a kit of this small scale. Only thing that bugged me was the slightly tinted canopy that is a bit too wide for the fuselage, it's hard to blend it into the rest of the body. Another building horror were the 24 itsy-tiny bombs for the quadruple MERs under the wings.
Integrating the Jumbo nacelles was easier than expected, even though, after finishing the conversion, I'd recommend reducing the height of the outer pyolns by 2-3 mm, so that the engines come higher and closer to the wings. Space to the ground is very little - and to mend this I lengthened the outrigger wheels slightly.
Another issue were the wing parts - the left wing was slightly warped, upwards, and even though I tried to bend and force it into a stright line it somehow move back into its original position, so that a B-52 on the ground was hard to realize. If you build one, tuck the landing gear up and put it on a stand. It looks better, anyway... ;)
Painting and markings
This was the fun part. A B-52 with four bigher jet engines is one thing, and at first I intended to create a contemporary USAF aircraft. But then I remembered the weird Hemp apint scheme for large RAF birds like the Nimrod, VC.10 or Tristar tankers, and I wondered if that could not be applied to a B-52 in "foreign service"...?
Said and done, and from there things unfolded in a straightforward fashion. The only consequence of the RAF as useer was the refuelling probe, and the 340kg iron bombs that came as ordnance with the kit were a welcome option, too.
Even though Hemp is available from Humbrol (168) I rather used a darker tone, 187. Hemp was later used for shading, though. The undersides were painted in Barley Grey (Humbrol 167) and shaded with Light Ghost Grey (FS 36375, Humbrol 127), after a light wash with highly thinned black ink. Radomes and antennae received a yellow-ish, beige finish, the landing gear and the air intakes were painted white, as well as the MERs.
Decals come from several kits, e .g. a Cyber Hobby 1:200 Vulcan, a Matchbox Hawk 200 and a Tornado sheet from the Operation Allied Force era (the nose art was taken from there, as well as the ZA447 code).
A relatively simple whif - the large engine nacelles look strange and demonstrate how slender the B-52's body actually is, compared with an airliner. But the Hemp/Grey livery suits it very well, and the pics taken from above show how effective this scheme is when the aircraft is parked on a concrete airfield - and it is even effective in the air!
My entry for the Lego Halo Contest! :D About:
Price: $49.99
Minifigures: 3! Two Red, One Blue
Pieces: 476 (Including Ghost/ Figures/ Tank)
-Scorpion features moving treads, Opening hatch, and Suspension!
-Designed after the Halo 2 Scorpion tank, and Ghost!
Sorry I entered this the day before the contest ends, I have been busy with school work.