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Are you searching for artificial intelligence in logistics? Visit bridgei2i.com. Artificial intelligence has started to impact the logistics industry, along with the supply chain. The primary purpose of many AI implementations in the logistics industry is to automate time-consuming actions and save money. For more details, visit their site.
Artificial Intelligence Melbourne
gives you the potential to change the way businesses operate and enhance the workability of your business.
Yana provide the artificial intelligence Chat services. Chatbot in a university, students can gain newer and correct information that help them focus on achieving their goals. For more details visit yanatalk.com/about-yana/
Learn artificial intelligence and machine learning course with Analytixlabs. In this specialization course you will learn AI and Machine Learning starting from data handling, visualisation, statistical modelling, machine learning and AI based applications like image processing, text data processing, chat-bots, time series, recommendation systems, machine translation, IOT etc. Enroll Now. Visit www.analytixlabs.co.in/applied-ai-and-machine-learning-co...
Zag - bit.ly/1Ozxz4x
Continuous Intelligence
Photo by Eric Ziegler
Where is business intelligence really going? Is it just about the data or the analytics or is it about the true business value that can be obtained by doing better and faster analytics in real time. At the recent Amazon Web Service conference, re:Invent 2015, Sumo Logic talked about the idea of continuous Intelligence. This quote from the article highlights what I am referring to
Shifting from rear-view insights to anticipating the insights to the questions not yet asked because those unknowns will make the difference between the next generation winners and losers.
The true business is all about getting ahead of where our customers might go and helping them by predicting ideas, thoughts that they might come up with. The goal is to look forward and anticipate our customers needs and desires. if you think of a sales organization, can you help them know who they should be talking with? can you help them know what they should be talking to their clients about? What would it take to get there? And are you basing that information based on just the information you have or based on a broader view of the full client?
Make career in artificial intelligence and grow your skills in it. apply for artificial intelligence jobs
Become an Artificial Intelligence expert from Analytixlabs. In this course you will learn various aspects of Data Science, Machine and Deep Learning which you need to apply, both conceptually and practically, to meet tangible business objectives. For more information on course please click here www.analytixlabs.co.in/applied-ai-and-machine-learning-co...
Image ©Philip Krayna, all rights reserved. This image is not in the public domain. Please contact me for permission to download, license, reproduce, or otherwise use this image, or to just say "hello". I value your input and comments.
No AI Training: Without in any way limiting the artist’s exclusive rights under copyright, any use of this photograph to “train” generative artificial intelligence (AI) technologies to produce images is expressly prohibited.
My loyalty remains with Flickr, however you can also see me more often on Instagram. Follow me: @dyslexsyk
Shown here are tools used by Tim Johnston to create the stars found on the CIA Memorial Wall. First, the star is traced on the wall using a template. The hammer and chisels are then used to carve the marble out into the star shape. These tools were used from 1992 to 2003.
For more information on CIA history and this artifact please visit www.cia.gov
Choose the appropriate business intelligence services for your businesses to boost business growth. TresVista provides the best and reliable business intelligence services in the USA. In order to keep your data secure from unwanted access, we offer encryption, password protection, and other security measures. Contact us to know more
36/365.
the roof of the auditorium at Rockefeller University where I went to see Howard Gardner talk on intelligence
These CIA-produced leaflets were used during the Persian Gulf War. Copies of the leaflets were air-dropped over a selected area before an Allied bombing run. The leaflets gave the civilian people time to evacuate and encouraged the military units to surrender.
For more information on CIA history and this artifact please visit www.cia.gov
Terrebonne, Québec, Canada.
Après les téléphones dits intelligents vinrent les lave-autos du même acabit.
Clever car wash place.
+++ 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 Grumman Mohawk began as a joint Army-Marine program through the then-Navy Bureau of Aeronautics (BuAer), for an observation/attack plane that would outperform the light and vulnerable Cessna L-19 Bird Dog. In June 1956, the Army issued Type Specification TS145, which called for the development and procurement of a two-seat, twin turboprop aircraft designed to operate from small, unimproved fields under all weather conditions. It would be faster, with greater firepower, and heavier armor than the Bird Dog, which had proved very vulnerable during the Korean War.
The Mohawk's mission would include observation, artillery spotting, air control, emergency resupply, naval target spotting, liaison, and radiological monitoring. The Navy specified that the aircraft had to be capable of operating from small "jeep" escort class carriers (CVEs). The DoD selected Grumman Aircraft Corporation's G-134 design as the winner of the competition in 1957. Marine requirements contributed an unusual feature to the design: since the Marines were authorized to operate fixed-wing aircraft in the close air support (CAS) role, the mockup featured underwing pylons for rockets, bombs, and other stores, and this caused a lot of discord. The Air Force did not like the armament capability of the Mohawk and tried to get it removed. On the other side, the Marines did not want the sophisticated sensors the Army wanted, so when their Navy sponsors opted to buy a fleet oil tanker, they eventually dropped from the program altogether. The Army continued with armed Mohawks (and the resulting competence controversy with the Air Force) and also developed cargo pods that could be dropped from underwing hard points to resupply troops in emergencies.
In mid-1961, the first Mohawks to serve with U.S. forces overseas were delivered to the 7th Army at Sandhofen Airfield near Mannheim, Germany. Before its formal acceptance, the camera-carrying AO-1AF was flown on a tour of 29 European airfields to display it to the U.S. Army field commanders and potential European customers. In addition to their Vietnam and European service, SLAR-equipped Mohawks began operational missions in 1963 patrolling the Korean Demilitarized Zone.
Germany and France showed early interest in the Mohawk, and two OV-1s were field-tested by both nations over the course of several months. No direct orders resulted, though, but the German Bundesheer (Army) was impressed by the type’s performance and its capability as an observation and reconnaissance platform. Grumman even signed a license production agreement with the French manufacturer Breguet Aviation in exchange for American rights to the Atlantic maritime patrol aircraft, but no production orders followed.
This could have been the end of the OV-1 in Europe, but in 1977 the German government, primarily the interior ministry and its intelligence agency, the Bundesnachrichtendienst (BND), showed interest in a light and agile SIGINT/ELINT platform that could fly surveillance missions along the inner-German border to the GDR and also to Czechoslovakia. Beyond visual reconnaissance with cameras and IR sensors, the aircraft was to be specifically able to identify and locate secret radio stations that were frequently operated by Eastern Block agents (esp. by the GDR) all across Western Germany, but primarily close to the inner-German border due to the clandestine stations’ low power. The Bundeswehr already operated a small ELINT/ECM fleet, consisting of converted HFB 320 ‘Hansa’ business jets, but these were not suited for stealthy and inconspicuous low flight level missions that were envisioned, and they also lacked the ability to fly slowly enough to locate potential “radio nests”.
The pan and the objective were clear, but the ELINT project caused a long and severe political debate concerning the operator of such an aerial platform. Initially, the Bundesheer, who had already tested the OV-1, claimed responsibility, but the interior ministry in the form of the German customs department as well as the German police’s Federal Border Guard, the Bundesgrenzschutz and the Luftwaffe (the proper operator for fixed-wing aircraft within the German armed forces), wrestled for this competence. Internally, the debate and the project ran under the handle “Schimmelreiter” (literally “The Rider on the White Horse”), after a northern German legendary figure, which eventually became the ELINT system’s semi-official name after it had been revealed to the public. After much tossing, in 1979 the decision was made to procure five refurbished U.S. Army OV-1As, tailored to the German needs and – after long internal debates – operate them by the Luftwaffe.
The former American aircraft were hybrids: they still had the OV-1A’s original short wings, but already the OV-1D’s stronger engines and its internal pallet system for interchangeable electronics. The machines received the designation OV-1G (for Germany) and were delivered in early 1980 via ship without any sensors or cameras. These were of Western German origin, developed and fitted locally, tailored to the special border surveillance needs.
The installation and testing of the “Schimmelreiter” ELINT suite lasted until 1982. It was based on a Raytheon TI Systems emitter locator system, but it was locally adapted by AEG-Telefunken to the airframe and the Bundeswehr’s special tasks and needs. The system’s hardware was stowed in the fuselage, its sensor arrays were mounted into a pair of underwing nacelles, which occupied the OV-1’s standard hardpoints, allowing a full 360° coverage. In order to cool the electronics suite and regulate the climate in the internal equipment bays, the OV-1G received a powerful heat exchanger, mounted under a wedge-shaped fairing on the spine in front of the tail – the most obvious difference of this type from its American brethren. The exact specifications of the “Schimmelreiter” ELINT suite remained classified, but special emphasis was placed upon COMINT (Communications Intelligence), a sub-category of signals intelligence that engages in dealing with messages or voice information derived from the interception of foreign communications. Even though the “Schimmelreiter” suite was the OV-1Gs’ primary reconnaissance tool, the whole system could be quickly de-installed for other sensor packs and reconnaissance tasks (even though this never happened), or augmented by single modules, what made upgrades and mission specialization easy. Beyond the ELINT suite, the OV-1G could be outfitted with cameras and other sensors on exchangeable pallets in the fuselage, too. This typically included a panoramic camera in a wedge-shaped ventral fairing, which would visually document the emitter sensors’ recordings.
A special feature of the German OV-1s was the integration of a brand new, NATO-compatible “Link-16” data link system via a MIDS-LVT (Multifunctional Information Distribution System). Even though this later became a standard for military systems, the OV-1G broke the ground for this innovative technology. The MIDS was an advanced command, control, communications, computing and intelligence (C4I) system incorporating high-capacity, jam-resistant, digital communication links for exchange of near real-time tactical information, including both data and voice, among air, ground, and sea elements. Outwardly, the MIDS was only recognizable through a shallow antenna blister behind the cockpit.
Even though the OV-1Gs initially retained their former American uniform olive drab livery upon delivery and outfitting in German service, they soon received a new wraparound camouflage for their dedicated low-level role in green and black (Luftwaffe Norm 83 standard), which was better suited for the European theatre of operations. In Luftwaffe service, the OV-1Gs received the tactical codes 18+01-05 and the small fleet was allocated to the Aufklärungsgeschwader (AG) 51 “Immelmann”, where the machines formed, beyond two squadrons with RF-4E Phantom IIs, an independent 3rd squadron. This small unit was from the start based as a detachment at Lechfeld, located in Bavaria/Southern Germany, instead of AG 51’s home airbase Bremgarten in South-Western Germany, because Lechfeld was closer to the type’s typical theatre of operations along Western Germany’s Eastern borders. Another factor in favor of this different airbase was the fact that Lechfeld was, beyond Tornado IDS fighter bombers, also the home of the Luftwaffe’s seven HFB 320M ECM aircraft, operated by the JaBoG32’s 3rd squadron, so that the local maintenance crews were familiar with complex electronics and aircraft systems, and the base’s security level was appropriate, too.
With the end of the Cold War in 1990, the OV-1Gs role and field of operation gradually shifted further eastwards. With the inner-German Iron Curtain gone, the machines were now frequently operated along the Polish and Czech Republic border, as well as in international airspace over the Baltic Sea, monitoring the radar activities along the coastlines and esp. the activities of Russian Navy ships that operated from Kaliningrad and Saint Petersburg. For these missions, the machines were frequently deployed to the “new” air bases Laage and Holzdorf in Eastern Germany.
In American service, the OV-1s were retired from Europe in 1992 and from operational U.S. Army service in 1996. In Germany, the OV-1 was kept in service for a considerably longer time – with little problems, since the OV-1 airframes had relatively few flying hours on their clocks. The Luftwaffe’s service level for the aircraft was high and spare parts remained easy to obtain from the USA, and there were still OV-1 parts in USAF storage in Western German bases.
The German HFB 320M fleet was retired between 1993 and 1994 and, in part, replaced by the Tornado ECR. At the same time AG 51 was dissolved and the OV-1Gs were nominally re-allocated to JaboG 32/3. With this unit the OV-1Gs remained operational until 2010, undergoing constant updates and equipment changes. For instance, the machines received in 1995 a powerful FLIR sensor in a small turret in the aircraft’s nose, which improved the aircraft’s all-weather reconnaissance capabilities and was intended to spot hidden radio posts even under all-weather/night conditions, once their signal was recognized and located. The aircrafts’ radio emitter locator system was updated several times, too, and, as a passive defensive measure against heat-guided air-to-air missiles/MANPADS, an IR jammer was added, extending the fuselage beyond the tail. These machines received the suffix “Phase II”, even though all five aircraft were updated the same way.
Reports that the OV-1Gs were furthermore retrofitted with the avionics to mount and launch AIM-9 Sidewinder AAMs under the wing tips for self-defense remained unconfirmed, even more so because no aircraft was ever seen carrying arms – neither the AIM-9 nor anything else. Plans to make the OV-1Gs capable of carrying the Luftwaffe’s AGM-65 Maverick never went beyond the drawing board, either. However, BOZ chaff/flare dispenser pods and Cerberus ECM pods were occasionally seen on the ventral pylons from 1998 onwards.
No OV-1G was lost during the type’s career in Luftwaffe service, and after the end of the airframes’ service life, all five German OV-1Gs were scrapped in 2011. There was, due to worsening budget restraints, no direct successor, even though the maritime surveillance duties were taken over by Dornier Do 228/NGs operated by the German Marineflieger (naval air arm).
General characteristics:
Crew: Two: pilot, observer/systems operator
Length: 44 ft 4 in (13.53 m) overall with FLIR sensor and IR jammer
Wingspan: 42 ft 0 in (12.8 m)
Height: 12 ft 8 in (3.86 m)
Wing area: 330 sq. ft (30.65 m²)
Empty weight: 12,054 lb (5,467 kg)
Loaded weight: 15,544 lb (7,051 kg)
Max. takeoff weight: 18,109 lb (8,214 kg)
Powerplant:
2× Lycoming T53-L-701 turboprops, 1,400 shp (1,044 kW) each
Performance:
Never exceed speed: 450 mph (390 knots, 724 km/h)
Maximum speed: 305 mph (265 knots, 491 km/h) at 10,000 ft (3,050 m)
Cruise speed: 207 mph (180 knots, 334 km/h) (econ cruise)
Stall speed: 84 mph (73 knots, 135 km/h)
Range: 944 mi (820 nmi, 1,520 km) (SLAR mission)
Service ceiling: 25,000 ft (7,620 m)
Rate of climb: 3,450 ft/min (17.5 m/s)
Armament:
A total of eight external hardpoints (two ventral, three under each outer wing)
for external loads; the wing hardpoints were typically occupied with ELINT sensor pods, while the
ventral hardpoints frequently carried 300 l drop tanks to extend loiter time and range;
Typically, no offensive armament was carried, even though bombs or gun/missile pods were possible.
The kit and its assembly:
This build became a submission to the “Reconnaissance” Group Build at whatifmodellers.com in July 2021, and it spins further real-world events. Germany actually tested two OV-1s in the Sixties (by the German Army/Bundesheer, not by the air force), but the type was not procured or operated. The test aircraft carried a glossy, olive drab livery (US standard, I think) with German national markings.
However, having a vintage Hasegawa OV-1A in the stash, I wondered what an operational German OV-1 might have looked like, especially if it had been operated into the Eighties and beyond, in the contemporary Norm 83 paint scheme? This led to this purely fictional OV-1G.
The kit was mostly built OOB, and the building experience was rather so-so – after all, it’s a pretty old mold/boxing (in my case the Hasegawa/Hales kit is from 1978, the mold is from 1968!). Just a few things were modified/added in order to tweak the standard, short-winged OV-1A into something more modern and sophisticated.
When searching for a solution to mount some ELINT sensor arrays, I did not want to copy the OV-1B’s characteristic offset, ventral SLAR fairing. I rather settled for the late RV-1D’s solution with sensor pods under the outer wings. Unfortunately, the OV-1A kit came with the type’s original short wings, so that the pods had to occupy the inner underwing pair of hardpoints. The pods were scratched from square styrene profiles and putty, so that they received a unique look. The Mohawk’s pair of ventral hardpoints were mounted, but – after considering some drop tanks or an ECM pod there - left empty, so that the field of view for the ventral panoramic camera would not be obscured.
Other small additions are some radar warning sensor bumps on the nose, some extra antennae, a shallow bulge for the MIDS antenna on the spine, the FLIR turret on the nose (with parts from an Italeri AH-1 and a Kangnam Yak-38!), and I added a tail stinger for a retrofitted (scratched) IR decoy device, inspired by the American AN/ALG-147. This once was a Matchbox SNEB unguided missile pod.
Painting and markings:
For the intended era, the German Norm 83 paint scheme, which is still in use today on several Luftwaffe types like the Transall, PAH-2 or CH-53, appeared like a natural choice. It’s a tri-color wraparound scheme, consisting of RAL 6003 (Olivgrün), FS 34097 (Forest Green) and RAL 7021 (Teerschwarz). The paints I used are Humbrol 86 (which is supposed to be a WWI version of RAL 6003, it lacks IMHO yellow but has good contrast to the other tones), Humbrol 116 and Revell 9. The pattern itself was adapted from the German Luftwaffe’s Dornier Do 28D “Skyservants” with Norm 83 camouflage, because of the type’s similar outlines.
A black ink washing was applied for light weathering, plus some post-shading of panels with lighter shades of the basic camouflage tones for a more plastic look. The cockpit interior was painted in light grey (Humbrol 167), while the landing gear and the interior of the air brakes became white. The scratched SLAR pods became light grey, with flat di-electric panels in medium grey (created with decal material).
The cockpit interior was painted in a rather light grey (Humbrol 167), the pilots received typical olive drab Luftwaffe overalls, one with a white “bone dome” and the other with a more modern light grey helmet.
The decals were improvised. National markings and tactical codes came from TL Modellbau sheets, the AG 51 emblems were taken from a Hasegawa RF-4E sheet. The black walkways were taken from the Mohak’s OOB sheet, the black de-icer leading edges on wings and tail were created with generic black decal material. Finally, the model was sealed with a coat of matt acrylic varnish (Italeri).
An interesting result, and the hybrid paint scheme with the additional desert camouflage really makes the aircraft an unusual sight, adding to its credibility.
Some background:
The Mitsubishi J2M Raiden (雷電, "Thunderbolt") was a single-engined land-based fighter aircraft used by the Imperial Japanese Navy Air Service in World War II. The Allied reporting name was "Jack".
The J2M was designed by Jiro Horikoshi, creator of the A6M Zero, to meet the 14-Shi (14th year of the Showa reign, or 1939) official specification. It was to be a strictly local-defense interceptor, intended to counter the threat of high-altitude bomber raids, and thus relied on speed, climb performance, and armament at the expense of manoeuvrability. The J2M was a sleek, but stubby craft with its oversized Mitsubishi Kasei engine buried behind a long cowling, cooled by an intake fan and connected to the propeller with an extension shaft.
Teething development problems stemming from the Kasei engine cooling system, and the main undercarriage members led to a slowdown in production. The first few produced J2M2s were delivered to the development units in December 1942 but severe problems were encountered with the engines. Trials and improvements took almost a year and the first batch of the serial built J2M2 Model 11 was delivered to 381st Kōkūtai in December 1943. Parallel with the J2M2, production of the J2M3 Raiden Model 21 started. The first J2M3s appeared in October 1943 but deliveries to combat units started at the beginning of February 1944.
Primarily designed to defend against the Boeing B-29 Superfortress, the type was handicapped at high altitude by the lack of a turbocharger. However, its four-cannon armament supplied effective firepower and the use of dive and zoom tactics allowed it to score occasionally. The Raiden made its combat debut in June 1944 during the Battle of the Philippine Sea. Several J2Ms operated from Guam and Saipan and a small number of aircraft were deployed to the Philippines. Later, some J2Ms were based in Chosen airfields, Genzan (Wonsan), Ranan (Nanam), Funei (Nuren), Rashin (Najin) and Konan under Genzan Ku, for defence of these areas and fighting against Soviet Naval Aviation units. Insufficient numbers and the American switch to night bombing in March 1945 limited its effectiveness.
A continual set of modifications resulted in new variants being introduced with the ultimate high-altitude variant, the J2M4 Model 34 flying for the first time in August 1944. It had a 1,420 hp Kasei 23c engine equipped with a turbo supercharger (mounted in the side of the fuselage just behind the engine) that allowed the rated power to be maintained up to 9,100 m (29,900 ft). Two upward-aimed, oblique-firing (aimed at seventy degrees) 20 mm cannons, mounted in the German Schräge Musik style, were fitted behind the cockpit with the four wing cannons retained. Unresolved difficulties with the turbo supercharger caused the project to be terminated after only two experimental J2M4s were built.
A few J2Ms survived the war. Two Raiden of the 381 Kōkūtai were captured in flightworthy condition at Johore in British Malaya and tested by the Allied Technical Air Intelligence Unit - Southeast Asia (ATAIU-SEA for short), a joint RAF-USAAF intelligence unit in charge of investigating Japanese aircraft capabilities. Tests were conducted in Singapore at RAF Seletar air base in late 1945, right after the end of hostilities in the Pacific theatre. The machines were evaluated by Japanese naval aviators under close supervision of RAF officers, and for the trials they received RAF roundels and new tactical codes, “BI-01” and “BI-02”, respectively.
Two other captured J2Ms were examined by the U.S. Technical Air Intelligence Command (TAIC), using 92 octane fuel plus methanol. One machine, an early J2M2 (“Jack11”) achieved a speed of 655 km/h (407 mph) at 5,520 m (17,400 ft), and the other one, a J2M3 (“Jack21”) even reached a top speed of 671 km/h (417 mph) at 4,980 m (16,600 ft).
General characteristics:
Crew: one, pilot
Length: 9.70 m (32 ft 8 in)
Wingspan: 10.80 m (35 ft 5 in)
Height: 3.81 m (13 ft 0 in)
Wing area: 20 m² (216 ft²)
Empty weight: 2,839 kg (6,259 lb)
Loaded weight: 3,211 kg (7,080 lb)
Powerplant:
1× Mitsubishi MK4R-A Kasei 23a 14-cylinder two-row radial engine, 1,379 kW (1,850 hp)
Performance:
Maximum speed: 596km/h (370 mph, 322kt)at 5.450m
Range: 1467 km (912 nmi, 795 mi)
Service ceiling: 11,430 m (37,500 ft)
Rate of climb: 1402 m/min (4,600 ft/min)
Wing loading: 174 kg/m² (35 lb/ft²)
Power/mass: 0.42 kW/kg (0.26 hp/lb)
Armament:
2x Type 99-2 inboard wing-mounted 20x101mmRB cannon with 190 rpg
2x Type 99-1 outboard wing-mounted 20x72mmRB cannon with 210 rpg
2× 60 kg (132 lb) bombs or 2 × 200 L (53 US gal) drop tanks under the outer wings,
or a single, larger drop tank under the fuselage
The kit and its assembly:
This is a real-world build, depicting one of the two J2Ms tested by the RAF in late 1945 at Seletar air base, and an entry to the “Opposites attract” contest of the Arawasi Wild Eagles blog in early 2018, covering warbirds from Japanese and Allied side carrying opposing markings.
The kit is the early Hasegawa kit of the J2M3 from 1977, with some cosmetic updates, based on the more detailed Hasegawa 1:48 kit of the J2M3 and taken from that kit's English language instructions for additional information, primarily concerning painting details (see below).
The old, 1:72 Hasegawa Raiden is primitive: the cockpit has only little detail (e. g. blank side walls, moulded side consoles without any surface detail, a single-piece canopy) and the landing gear is pretty basic, too (the wells are bleak, some struts are completely missing an part numbers were moulded into the inside of the covers!). But all these are just minor weaknesses, which were mended with improvisations through white glue, styrene bits and some thin wire - after all, much of this additional work cannot be seen inside of the finished kit.
Nevertheless, the overall fit of this old kit is surprisingly good and it features fine, recessed panel lines. Only little PSR work was necessary, it’s IMHO a very good model basis and basically a pleasant build.
Painting and markings:
The plan to build an ATAIU-SEA Raiden was settled from the start. The original plan was to re-create “BI-01”, but in the course of the build I eventually settled upon the less known “BI-02”, because the more information concerning its sister ships’ outer details I dug up from different sources, the more contradictive things became. Too much input is certainly not helpful!
“BI-01” is better known because it’s the machine you see in the foreground of the aircrafts’ most popular picture, showing both in flight in echelon formation (in B/W). Material for this machine in 1:72 scale is available to modelers through aftermarket decal sheets (PrintScale, MaxModels), and there’s even an OOB option in the form of a Hasegawa “Prisoners of War” kit (even though 1:48 scale), which lets you build “BI-01” or “BI-02” and also comes with the alternative decals for one of the American J2Ms in bare metal livery with “stars & bars”.
My build was based on the relatively new PrintScale decal sheet for the J2M which only allows to create “BI-01” – and a pair of wing roundels is completely missing! But, on the other side, the sheet is not pricey, and model kit building is much about DIY and creative solutions.
From this starting point, things went pretty straightforward, Since the captured aircraft retained its former IJN livery, things were relatively simple. But I wanted to create a worn and makeshift look, inspired by pictures of the ATAIU-SEA aircraft – they looked pretty shaggy!
The cockpit interior was painted in a guesstimate of Mitsubishi’s cockpit green, a mix of Humbrol 159 and 94. The landing gear wells became light grey – I did not use the ModelMaster IJN Grey used on the undersides (see below), but rather a very similar tone in order to create a subtle contrast.
The model’s painting process started with a primer coat of aluminum on the wings’ leading edges and on the fuselage. Next the uniform dark green was applied on the uppers surfaces. In order to come close to the IJN Green used by Mitsubishi, I used Modelmaster’s 2116 (IJN Green from the company’s Authentic line, a relatively dark tone), mixed a little FS 34092 (~3:1 ratio), for a brighter and less bluish hue. A
All paint was applied with a brush, and - on purpose - not 100% evenly, so that some of the aluminum below would still shine through. This effect was further enhanced and fine-tuned with thinner and careful “scrubbing” with a hard, flat brush in the fresh paint, trying to simulate chipped and worn areas. The anti glare panel was painted with a mix of Humbrol 33 and 77, for a dark blue-grey. On the lower surfaces, pure Modelmaster 2115 (IJN GREY) was used, but with less tuning effects.
Once the basic painting was done, I added overpainted hinomaru and other markings, done with RAF Dark Green on the upper and Sky on the lower surfaces – I am not certain whether the real aircraft were painted this way (again, information is corny), but I consider this practice to be plausible, since the ATAIU-SEA machines appear to have otherwise remained in their original colors?
At this stage the yellow ID bands on the wings’ leading edges were added – in a mix of paint (Revell 310, RAL 1028 a.k.a. Lufthansa Yellow, which comes IMHO close to the reddish original tone) and decal sheet.
In the next step, the surfaces received a thin black ink wash and a post-shading treatment through dry-brushing with lighter and uneven variations of the basic tones.
After some corrections and more fine-tuning the decals followed. Most of them came from the PrintScale sheet (beware, they have a VERY thin and have a wobbly carrier film that makes any handling hazardous!), and the missing RAF roundels under the wings came from the scrap box (they actually belong to a post-war Spitfire).
The tactical code was changed into “02 yellow” with more decal parts from the scrap box. This change of color is a courageous interpretation of the real aircrafts’ BW pics, which suggest that the individual aircraft numbers were painted in a slightly darker tone than the white “BI-“ in front of them. The PrintScale sheet suggests the same – and offers modelers the option to alternative use white or yellow numbers.
Once the decals were dry, some more dry-brushing with light grey and aluminum was done, and some panel lines across the markings added with a soft pencil.
Some details of the aircraft are speculative, though. This includes, for instance, the color of the spinner and the front of the propeller blades. The funny thing is that, after I finished the kit, I found photo footage of “BI-02” at Seletar, and it confirms my assumptions and guesses, e .g. the bare metal propeller blade front sides. The green spinner remains uncertain, though. ;-)
Towards the finish line some soot stains around the gun ports and the exhaust stubs were created with grinded graphite, and finally the kit was sealed with acrylic varnish (Italeri). I used a mix of matt and semi-gloss varnish in a roundabout 3:1 ratio, for a sheen finish. Some worn areas were treated with 100% matt varnish, though, adding to the worn look of the aircraft.
This POW J2M3 looks simple, but the painting process was a complex feat. But I am quite happy with the result and the impression the model leaves.
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www.youtube.com/channel/UC8JtcV_EejccsUNXSK_ejcw Springs of Eden
Pascale Fung, Professor, Department of Electronic and Computer Engineering, Hong Kong University of Science and Technology, Hong Kong SAR capture during the Session: "Artificial Intelligence Unleashed" at the World Economic Forum - Annual Meeting of the New Champions in Dalian, People's Republic of China 2017. Copyright by World Economic Forum / Sikarin Fon Thanachaiary
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