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Having Liked The Band Evanescence For A Few Years I Figured I Would Make This Tribute Car To The Best Album In My Opinion, "The Open Door" I Started By Painting The Rear Black And Using A Cardboard Divider Painting The Front In Blue. It's Blended Well.
The OT-55 was a modification of the T-55 and had an ATO-200 flame projector mounted alongside the main gun. Given the Project number ‘Obeikt 482’, it was built in small numbers between 1956 and 1962.
On display in what is best known as Hall 2 of the Kubinka Tank Museum, although its official title is now Pavilion 2 in Area 2 of the Park Patriot museum.
Kubinka, Moscow Oblast, Russia.
24th August 2017.
Some background:
The G.91Y was an increased-performance version of the Fiat G.91 funded by the Italian government. Based on the G.91T two-seat trainer variant, the single Bristol Orpheus turbojet engine of this aircraft was replaced by two afterburning General Electric J85 turbojets which increased thrust by 60% over the single-engined variant. Structural modifications to reduce airframe weight increased performance further and an additional fuel tank occupying the space of the G.91T's rear seat provided extra range. Combat manoeuvrability was improved with the addition of automatic leading edge slats.
The avionics equipment of the G.91Y was considerably upgraded with many of the American, British and Canadian systems being licence-manufactured in Italy.
Flight testing of three pre-production aircraft was successful, with one aircraft reaching a maximum speed of Mach 0.98. Airframe buffeting was noted and was rectified in production aircraft by raising the position of the tailplane slightly.
An initial order of 55 aircraft for the Italian Air Force was completed by Fiat in March 1971, by which time the company had changed its name to Aeritalia (from 1969, when Fiat aviazione joined the Aerfer). The order was increased to 75 aircraft with 67 eventually being delivered. In fact, the development of the new G.91Y was quite long, and the first order was for about 20 pre-series examples that followed the two prototypes. The first pre-series 'Yankee' (the nickname of the new aircraft) flew in July 1968.
AMI (Italian Air Force) placed orders for two batches, 35 fighters followed by another 20, later cut to ten. The last one was delivered around mid 1976, so the total was two prototypes, 20 pre-series and 45 series aircraft. No export success followed. These aircraft served with 101° Gruppo/8° Stormo (Cervia-S.Giorgio) from 1970, and later, from 1974, they served with the 13° Gruppo/32° Stormo (Brindisi).
Those 'Gruppi' (Italian equivalent of British 'squadrons', usually equipped with 18 aircraft) lasted until the early '90s, as the only ones equipped with the 'Yankee', using them as attack/recce machines, both over ground and sea, until the AMX replaced them. All in all, Italy operated 65 Fiat G.91Ys until 1994.
General characteristics:
Crew: one
Length: 11.67 m (38 ft 3.5 in)
Wingspan: 9.01 m (29 ft 6.5 in)
Height: 4.43 m (14 ft 6.3 in)
Wing area: 18.13 m² (195.149 ft²)
Empty weight: 3,900 kg (8,598 lb)
Loaded weight: 7,800 kg (17,196 lb)
Max. takeoff weight: 8,700 kg (19,180 lb)
Powerplant:
2 × General Electric J85-GE-13A turbojets, 18.15 kN (4,080 lbf) each
Performance:
Maximum speed: 1,110 km/h (600 kn, 690 mph. (Mach 0.95 at 10,000 m (33,000 ft)
Range: 3,400 km (ferry range with droptanks) (2,110 mls)
Service ceiling: 12,500 m (41,000 ft)
Rate of climb: 86.36 m/s (17,000 ft/min)
Wing loading: 480 kg/m² (98.3 lb/ft² (maximum)
Thrust/weight: 0.47 at maximum loading
Armament:
2× 30 mm (1.18 in) DEFA cannons
4× under-wing pylon stations with a capacity of 1,814 kg (4,000 lb)
The kit and its assembly:
A real world model, and IMHO one of the nicest special paint schemes I've come across because it's so simple. For its 70th anniversary in 1987, the Italian Air Force's 13° Gruppo turned one of its 32° Stormo G.91Y fighter bombers (as far as I could tell it's 32-13, confirmed by a small code number on the frontal landing gear cover) into a fill-fledged shark, taking the squadron's markings (a classic shark mouth on the aircraft's nose) literally to full scale.
But instead of adding lots of glitter and colors, the scheme remained very simple - a black shark on a white background, with minimal markings and stencils. I've already built this aircraft many years ago when I saw it in a print magazine in 1988 or so (remember - there was no internet at that time!), but I had the plan to re-create it on the basis of more and better photo footage.
Said and done, I dug a Matchbox G.91Y out of the pile and started. The kit is pretty simple, and in this case the fit of the fuselage halves was questionable, calling for massive PSR along the seams. In some areas the kit is really primitive, so I made some minor cosmetic mods:
The cockpit "tub" with an integrated seat is a clumsy joke and was replaced by a cockpit floor with side consoles from a Revell G.91. The seat comes from a Matchbox Gnat trainer and was pimped with ejection handles made from thin wire.
The kit's landing gear is rather simple, too, but I took it OOB since noone would later look into the wells.
The jet exhausts were drilled open (OOB these are just blank covers, only 0.5 mm deep!) and inside some afterburners were simulated.
The molded guns were cut away, to be later replaced with free-standing hollow steel needles. In order to add some more exterior detail I also scratched the thin protector frames around the nozzles with thin wire.
Finally, the drop tanks were replaced by F-86 alternatives with end plate fins, which were typically carried by Italian G.91s, including the anniversary G.91Y (as confirmed by photo footage).
Painting and markings:
I must admit that the paint scheme is, to a certain degree, the result of a guessing game, because any shots I found are profiles views, even in flight! Some details, like the black fins on the wings and the stabilizers could be deduced from the material at hand, but I have no idea how the wings' undersides look like. I think that they remained all-white, just like the aircraft's belly - at least that's what the information I have suggest.
And even though the two-tone paint scheme is rather simple it's still challenging - esp. because I do not use an airbrush. As a consequence, I had to improvise with the means at hand, which meant a basic coat of acrylic white (actually an off-white Volkswagen car color called "Grauweiss") from the rattle can with the shark added on top of that with matt black (in this case from Modelmaster). This is not the smartest way to create the scheme, but I wanted to avoid tedious multi-layers of uneven, brushed white. Horror... :-(
Anyway, the white basic layer ended up thicker than I expected (the paint turned out to be a bit pastous due to age), but the black shark would cover many problem zones, anyway. Painting was done free-handedly, the only masking was used on the canopy during the white base spraying.
The finish was not perfect, but I did not want a "uniform" aircraft, anyway, since most of the aircraft's pictures show it in a used state and not as a pristine museum piece. After a black ink wash (in order to emphasize surface details) the final blemisches were covered under some post-shading and dry-brushing with various shades of black, very dark grey and white that would add some more structure to the hull.
The few markings of this aircraft were taken from the OOB sheet. Since I was not able to find pictures that show it from above or below. I guesstimated the warning stencils on the wings.
The drop tanks became all-white and the "70 anni" slogan on the outer flanks was created with single, black 3mm letters from TL Modellbau.
Finally the kit was sealed with rather matt varnish, a mix of matt and semi-gloss Italeri acyrlic varnish in a 4:1 ratio. Apparently, 32-13 had been painted in a rather dull finish, despite carrying an anniversary scheme.
Well, I am not 100% happy with the result, I had hoped for a better, sharper finish. But it's an improvement when compared to my first attempt to build this machine 30 years ago, and I still find this simple anniversary to be very stylish and elegant, since it goes so well with the G.91Y's lines.
Based on the amazing Micro-Model designed by master builder Mariann Asanuma for Brickjournal
Ignoring the elegant lines of Mariann's model, I made a few tweaks to the design, extending the roof and adding a chimney. I also gave a bigger hat to the snowman, 'cause I'm a rebel like that.
Oh, and I changed the door to red-and-green and used a 1x1 red plate to create a wee little doorknob.
Inexpensive socket head crank bolts with integrated black plastic thread covers have been around for decades. These bolts accept a 8mm Allen wrench. The threads of all square tapered axles are a standard metric size so these bolts can be used on any cranks. And with the snap-on thread cover sleeves there was no need for a separate dust cover. A great idea. However, I always thought they looked bad on vintage cranks. So, I removed the black plastic sleeve from one pair and painted them with a "Bright Coat Metallic Finish" aerosol enamel from Rust-oleum. Not a true chrome like finish, but even after a single coating, to my eye it is much less distracting and a nice compliment to the non-anodized crankset. Further paint applications would likely produce a more shiny finish. Durability of the paint on this plastic base is questionable, but I am pleased with the initial result. Next photo shows better how this now almost disappears on the bike.
This is a modification of my hot rod pickup. It still has everything that you might like (motorized/remotely controlled driving/steering, lights, turn signals, working steering wheel, working V8 and radiator fan, working door handles, gearbox…) and some new features (wheels, suspension, engine, roof, front lights, interior, fuel tank, movable license plate, chrome details…). Like the old one, it is 50 studs long and 28 studs wide but it is heavier - it weighs 1285g.
VIDEO: youtu.be/jR0rCEck7_0
Characteristics:
-Leaf spring suspension with height-adjustable rear
-License plate with simple mechanism to hide it (manual)
-Lights (front and rear) manually controlled with a lever connected to a speed dial of 8878 battery (which allows you to switch between low and high beam)
-Turn signals (front and rear) connected to a servo motor via coupled PF switches (2 switches)
-Working steering wheel
-Manual gearbox – 4 gears (5:1, 3:1, 5:3, 1:1)
-Suicide doors with working door handles
-It is powered by two L motors and 7.4 V (8878) rechargeable battery box.
-Servo motor for steering
-Working V8 fake engine with some details to make it resemble real V8 engine, connected directly to the driving motors so it works at the same speed no matter what gear you choose (in neutral also)
-Working radiator fan, connected directly to a V8 engine
-Rear doors can be opened.
-Roof window, fire extinguisher, fuel tank…
-Front tires from 8070 supercar, and rear from 42000 Grand Prix Racer.
I hope you like it, feel free to comment…
p.s. it has been blogged: thelegocarblog.com/2014/07/03/rod-mod/
I have been working on a new project for my boy Marcus,
He is getting his demon wings, which are part of his background story.
This is only just the basic frame form of the wings. I will be sculpting them with apoxie soon when I find some more time for it.
+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
In 1935, the German Reich Air Ministry (RLM, Reichsluftfahrtministerium) produced a requirement for a twin engined general purpose floatplane, suitable for patrol and for anti-shipping strikes with bombs and torpedoes. Proposals were received from Heinkel Flugzeugwerke and from the Blohm & Voss aircraft subsidiary Hamburger Flugzeugbau. On 1 November 1935, orders were placed with Heinkel and Hamburger Flugzeugbau for three prototypes each of their prospective designs, the He 115 and the Ha 140.
The first prototype Heinkel flew in August 1937, testing was successful and the He 115 design was selected over the Ha 140 early in 1938, leading to an order for another prototype and 10 pre-production aircraft. The first prototype was used to set a series of international records for floatplanes over 1,000 km (620 mi) and 2,000 km (1,200 mi) closed circuits at a speed of 328 km/h (204 mph).
Defensive armament initially consisted of two 7.92 mm (.312 in) MG 15 machine guns, one in the nose and one in the dorsal position. Late He 115s were fitted with a fixed forward-firing 15 mm or 20 mm MG 151 cannon and two fixed, rearward-firing 7.92 mm (.312 in) MG 17 machine guns in the engine nacelles.
As main armament, the early He 115 variants carried LTF 5 or LTF 6b torpedoes and SD 500 500 kg (1,100 lb) or SC 250 250 kg (550 lb) bombs. Some also carried LMB III or LMA mines, and later variants could trade fuel for ordnance, so that their range was extended.
At the beginning of the war, the He 115 was used for dropping parachute mines in British waters, normally aiming for narrow passages close to busy ports on the English south coast; the River Thames was also a prime target. Apart from its use as a minelayer and torpedo bomber, the He 115 was used for coastal reconnaissance and by KG 200 to drop agents behind enemy lines.
However, the He 115’s slow speed and relatively light defensive armament remained a constant weakness, and in order to eradicate this flaw, Heinkel proposed in 1939 a new variant with a crew of four (instead of three), considerably more powerful BMW 801 radial engines and an additional weapon station in a ventral position behind the bomb bay.
An initial prototype, called He 115 D-0 and fitted with BMW 801C engines rated at 1,147 kW (1,560 PS) each, was produced in 1940 and successfully field-tested. Especially the new engines made a considerably change: the He 115 D’s top speed rose from a ponderous 327 km/h (203 mph) of the early variants with BMW 132K 9-cylinder radial engines to more than 400 km/h (248) in level flight, and other performance figures were improved. Nevertheless, the additional weapon station did not find approval – it turned out to be obsolete, because instead of more, heavier weapons with a longer range and a higher weight of fire were needed. Additionally, the accommodation for a fourth crew member added much dead weight to the aircraft, so that the whole proposal was regarded as ineffective ans subsequently deleted.
However, in this refined form, the upgraded machine was accepted by the RLM in 1940. He 115 production was not resumed, though, but rather turned into an upgrade program for the fleet of in-service aircraft (He 115 B and C in various sub-versions), leading to a variety of He 115 D variants.
The He 115 D upgrade primarily consisted of engine upgrades, now with BMW 801A engines. For defense, the He 115 D's rear gunner/radio operator became armed with two 13 mm (.51 in) MG 131 machine guns, which replaced his former light MG 17 machine gun as well as the optional fixed machine guns in the rear of the engine fairings, which had proven themselves to be highly ineffective, once enemy pilots had become aware of them. Since the He 115’s narrow body precluded any powered turret on the upper or lower fuselage, the defensive armament was moved to the flanks: Each of the heavy machine guns was fitted into half-teardrop-shaped Ferngerichtete Drehringseitenlafette FDSL 131/1B turrets and mounted on each side of the aircraft. This unusual installation was remote-controlled from the gunner's position in the rear of the glazed cockpit area with a sophisticated gun-aiming setup, and could cover a wide section of the aircraft’s rear hemisphere – even under it, which was a major improvement.
The unit was controlled through a pivoting handgun-style grip, trigger and gunsight at its center, to aim the guns vertically - with both turrets elevating and depressing together when operated - and horizontally, in pivoting each gun separately, outward away from the fuselage side when aimed to one side or the other. Aiming was facilitated through a bifurcated telescopic sight that allowed almost free sight above and below the fuselage in almost any rearward-facing direction. The guns were electrically moved and fired, and an electrical contact breaker acted as a form of "interrupter", as used on many forms of multi-engined, turret-armed WW II aircraft, preventing the gunner from shooting off the He 115’s tail plane.
Another armament improvement for all He 115 D variants consisted of the replacement of the light, nose-mounted MG 17 machine gun with a heavier MG 131. The fixed MG 151/20 cannon under the nose, carried in a fairing in front of the bomb bay, was retained or retrofitted to all D conversions.
Several variants were introduced: The D-1 was the initial, standardized torpedo bomber and mine layer, while the D-2 had reinforced floats and special equipment for operation from ice or snow. The D-3 was a dedicated mine layer. For this special role these machines received enlarged bomb bay doors, so that two parachute-droppable sea mines could be carried instead of just one, exploiting the type’s improved ordnance capacity of 2.000 kg (4.400 lb).
The D-4 variant was a specifically modified version for anti-shipping operations. Some were direct conversions, but many D-1s and D-2s were upgraded to this standard, too, all receiving the new designation.
For its special role, the He 115 D-4 variant was outfitted as a carrier aircraft for the guided Henschel Hs 293 glide bomb and the Hs 294 glide torpedo. Due to its weight and size, only a single Hs 294 could be carried externally under the fuselage, and it was rarely deployed since the weapon’s weight and drag drastically affected the He 115’s handling. The weapon’s deployment was also hazardous, due to the struts under the He 115’s fuselage. The Hs 293 saw more frequent (and successful) use. Theoretically, two Hs 293 bombs could be carried on pylons under each of the reinforced outer wings (which could carry up to 1.000 kg (2.200 lb) each), but, typically, only a single Hs 293 was carried under the starboard wing and a drop tank as counterweight and range compensation for the extra drag under the port wing. Furthermore, the He 115 D-4 was outfitted with either the FuG 203 “Kehl” radio guidance and control transmitter system and a steering console at the bomb aimer’s station, who visually guided the bomb to its target through a simple joystick, or, alternatively, the FuG 203 with its draggy antenna array was replaced by the more reliable FuG 207 “Dortmund” wire guidance system (incl. a spool with 18 km /11 ml of 0.3mm wire attached to the weapon pylon). The respective machines were differentiated by an “a” and “b” suffix.
The final variant that entered service was the D-5, a fast, long-range reconnaissance aircraft. It featured a reduced armor and armament, but carried additional fuel tanks and camera equipment.
Field modifications and other upgrades were also common: Some machines received a manually operated MG 151/20 machine cannon in the nose weapon station instead of the standard MG 131 for a better defense of the front sector, and some machines were upgraded with a MK 103 30 mm machine cannon in a more voluminous fairing under the bomb aimer’s station.
A few D-1 and D-4 machines were also experimentally outfitted with a 37 mm (1.46 in) Bordkanone 3,7 (a.k.a. BK 3,7) with 28 rounds and even a 50mm (1.96 in) MK 214 machine cannon with 22 rounds in a drum magazine in this position – primarily against ship targets, but also against slow Allied patrol bombers, which could be attack out of their defensive weapons’ range.
In total, about 100 He 115 B and Cs were upgraded to the D standard, which was finished by late 1943. The aircraft had its finest moment on anti-shipping operations against Arctic convoys from bases in northern Norway. Because the first convoys lacked air cover, the slow and lightly armed He 115 was less vulnerable than near the English coast. With the appearance of carriers and escort carriers, coupled with new Soviet heavy fighters like the Petlyakov Pe-3bis, Luftwaffe air superiority over the convoys was challenged and losses increased. The remaining He 115 B and Cs were consequently taken out of front line service in 1944 (but still served in search and rescue duties or in covert operations), but some of the He 115 D, esp. the more sophisticated D-4 and D-5 versions, soldiered on until 1945.
General characteristics:
Crew: 3 (pilot, bomb aimer, radio operator/rear gunner)
Length: 17.30 m (56 ft 9 in)
Wingspan: 22.28 m (73 ft 1 in)
Height: 6.60 m (21 ft 7.75 in)
Wing area: 87.5 m² (942 ft²)
Empty weight: 6,150 kg (13,564 lb)
Loaded weight: 12,200 kg (26,872 lb)
Powerplant:
2x BMW 801A 14-cylinder radial engine, 1,560 PS (1,539 hp, 1,147 kW) each
Performance:
Maximum speed: 403 km/h (250 mph)
Cruising speed: 365 km/h (227 mph)
Combat radius: 2,100 km (1,305 mi)
Service ceiling: 7,400 m (24,240 ft)
Wing loading: 139.4 kg/m² (28.2 lb/ft²)
Power/mass: 188 W/kg (0.116 hp/lb)
Armament:
1× fixed 20 mm (.787 in) MG 151/20 machine cannon under the front fuselage
1× flexible 13mm (.51 in) MG 131 machine gun in nose position
2× remote-controlled 13 mm (.51 in) MG 131 in FDSL 131/1B barbettes on the flanks
A total internal and external ordnance load of 2.000 kg (4.400 lb),
including up to 5× 250 kg (550 lb) bombs, or two such bombs and one torpedo of 800 kg (1,800 lb),
or one 920 kg (2,030 lb) sea mine in the Internal bomb bay.
A single Hs 294 guided glide torpedo, carried externally under the fuselage.
Alternatively, two underwing hardpoints could carry loads of up to 1.000 kg each, including iron bombs
and drop tanks (up to 900 l), Hs 293 guided glide bombs and unguided LT10 “Friedensengel” or LT 11
“Schneewittchen“ glide torpedoes.
The kit and its assembly:
A project I had on the agenda for a long time, even collecting donor parts and kits, but never had the drive to tackle it. But the “Amphibian” GB at whatifmodelers.com in late 2017 gave the impulse to finally build a model of the semi-fictional upgrade of the rather overlooked He 115 floatplane.
The whole thing is not purely fictional, since the BMW 801-powered He 115 D actually existed – but only as a single prototype. However, I wondered if some more upgrades would have been possible, and this led to this model.
The basic kit is Matchbox’ venerable He 115 B/C – a simple affair, but the He 115 is, to be honest, a simple aircraft, slender and big. In my case, it’s a Revell re-boxing, and the dark green styrene, in which it is moulded, turned out to be rather brittle, not making it a truly pleasant build (unlike the light grey styrene Revell frequently uses for the Matchbox re-issues, which is somewhat smoother).
As the only IP alternative there’s just the FROG mould (and, beware, it comes in a Revell re-boxing, too!), but I am not certain if it is anything good at all? The Matchbox kit appears to be a bit more modern, even though it is very, well, simple, and basically goes together well. But it needs attention at every seam, and the nose section is tricky to mount, too.
The model was built mostly OOB, but received some superficial mods and enhancements:
The BMW 801 engine transplants come from an Italeri Do 217 K-1, including the propellers and the engine mounts/adapters. The problem: the diameter of the 14-cylinder engines is markedly smaller than the original 9-cylinder radials, so that the “adapters” had to be used to bridge this difference. But even with this help, some serious sanding and PSR were necessary. Additionally, the BMW 801s are longer than the original engines, and the adapters push them forward even a little more. Thanks to the aircraft’s sheer size, this change of proportions is not too obvious.
The FDSL 131 barbettes were taken from an Italeri/Bilek Me 210 kit, which has been earmarked for a conversion (without them). In order to mount the weapon stations, holes were drilled into the He 115’s flanks and, internally, a construction to hold them in place, made from styrene strips, was added. The periscopic sights above and below the fuselage were scratched from round styrene strips. As a side effect, the original hole in the canopy for the manual machine gun was elegantly covered.
Under the nose, a fairing for the machine cannon was scratched – it consists of sections from an F-14 recce pod. The MK 103’s barrel was scratched from styrene, with an improvised muzzle brake. The manually operated MG 17 in the nose was replaced by a heavy MG 151/20.
The Hs 293 comes from a Revell He 177 A-6, together with its pylon. Just a small fairing (a modified 1:144 F-16 centerline drop tank) was added as a container for the wire spool. The drop tank on the other side is a find from the scrap box (IIRC, it belongs to an ART Model F8F Bearcat), modified with fins to (vaguely) resemble the Luftwaffe’s 900 l drop tanks for the Do 217 (which carried the Hs 293 in a similar fashion).
Under the floats I added scratched ice skids, a suitable upgrade for an aircraft operated in Norway and over the Northern Atlantic.
Inside of the cockpit, a few details were added like a floor for the bomb aimer figure, and some internal structures added (all scratched from cardboard, and styrene strips and bits), plus a rack for the bomb aimer from an Italeri He 111, IIRC. Not much effort was put into this area of the model, since the kit would have its canopies closed, and the many braces on the clear parts would preclude any good view, anyway.
Painting and markings:
Finally a good occasion to apply a scheme that some He 177 bombers, operated over the Atlantic, carried around 1944, consisting of a disruptive pattern of RLM02 greenish grey and (supposedly) dark green RLM 73, with hard edges and a low, hard waterline to light blue undersides.
However, based on the illustrations and a few real world He 177 color pics in that scheme, I rather changed the dark green tone to RLM 72, which is rather a dull, dark greyish olive drab than the bluish RLM 73. The undersides became Lichtblau, RLM 76 – another deliberate choice instead of the typical, brighter RLM 65 for sea-borne aircraft. The upper camouflage was taken around the wings’ leading edges and onto the floats.
The paints come from the different sources: for the RLM 02, I used Revell’s acrylic 45 (which is a tad more olive green and darker than RLM 02), the RLM 72 was approximated with Humbrol 66 (Olive Drab), which IMHO comes very close to the murky German tone. RLM 76 for the undersides comes from the ModelMaster Authentic line.
Due to the sheer size and the complex structure of the aircraft with its floats and the many struts, painting took some time. Everything was painted with brushes, freehanded, only for the waterline on the rear fuselage some tape was used.
After the basis scheme was settled and dry, the kit received a light black ink wash and some panel post-shading with lighter versions of the basic tones, including “pure” RLM 02 (Humbrol 240).
The markings/decals were puzzled together from the scrap box – on the upper surfaces, simplified white crosses with thin outlines were used, almost resulting in a low-viz livery, and the tactical code was created from single letters (TL Modellbau). The “angry penguin” emblem is not really correct, but I thought that it would be a suitable mascot for the aircraft and its theatre of operations.
After that the model received some weathering with dry-brushed light grey on the leading edges and walkway areas. Exhaust soot behind the engines was created with grinded graphite and also some dry-brushing with light grey, simulating burnt areas due to lean fuel mixtures. On the floats I also added a waterline – a frequent sign of wear on the He 115 when it would stay aground/afloat for some time, with a mix of greens and greys.
The interior became RLM 66 (Dark Grey, used Humbrol 67, which is supposed to be that tone), as a typical late-war color instead of the earlier RLM 02 in which the He 115 was originally delivered. Both Hs 293 and the drop tank were painted in RLM 65 (Humbrol 65), as a subtle color contrast to the otherwise rather subdued aircraft.
A relatively subtle conversion, of a rather overlooked (and actually pretty boring) aircraft. Looks more interesting now, I think, and everything that went into the conversion was picked from real life and mixed up for something new.
The longer, slender BMW 801 engines make the aircraft IMHO look more elegant and purposeful, and the barbettes, as well as the bigger guns in general, are a suitable upgrade, too. The Hs 293 might be a little over the top, but for a slightly futuristic Luft ‘46 touch it’s just the ticket – and from an ordnance load perspective it’s even plausible. And, finally, the special paint scheme (which is real, too) just underlines the modernization of the venerable aircraft type for the late 1944 era.
i modified my old LC-A rusian version to have some the feature the LC-A+ has. i added a multiple exposure switch and cable shutter release.
I also added a new rubber skin. it is off an old Pentax slide zoom lens, witch is cool because it the skin if from another camera and it adds great grip too
I like poster modifications, but not so uncreative and primitive. They should go to an Islamic country or to North Korea, where they have not to see naked flesh.
She suddenly got tired of holding the pinwheel and seemed to come up with a better idea. Though after quickly completing the modification mid-parade she seemed unsure if it was functioning to her expectations
Join ITS Tactical as Rob Robideau reviews the Preon P1 Flashlight and the clicky tailcap modification he had done.
Read the full write-up here on ITS Tactical: itstac.tc/OjO2fm
If anyone is insane enough out there to want to use an electronic flash with a Box Brownie, here is one way of doing it. This is a Brownie Flash Capacitor which I picked up for 99p. The circuit is basic and made of sturdy brass pieces. It is easy to dismantle and more importantly, easy to put back together again. Contacts one and two connect to the the flash contacts in the camera. All you have to do is figure out how to connect them to a flash, or flash trigger. (Note that not all box brownie flash contacts are the same)
I chose to use a piece of brass wire, a custom made brass screw (I have a lathe), and a cheap cold shoe designed to mount on a standard 1/4" BSW tripod screw. The custom screw does the twin job of fixing the hot shoe to the flash unit, and making the connection with one of the brass contacts (I drilled a hole through the cold shoe, via the existing threaded hole). The other contact is made between the metal shoe and the second flash contact, using a bit of bent brass wire, running through a second hole drilled in the cold shoe, the other end wedged in the convenient hole in the brass strip that forms a battery contact in the flash unit. I drilled all holes by hand; using high speed is a recipe for melted plastic and burning smells. Anyway, my cold shoe is now a hot shoe.
Oh, and don't put a battery in it or you'll charge up that scary capacitor and who knows what it might do to your flash / flash trigger in the hot shoe. You also need to adjust the camera flash sync a little otherwise it will go off too early.
The advantage to doing it this way is that it is completely reversible (apart from two small holes in the flash unit) and the unit can still be used with a flash bulb if desired. It would probably best to cover the hot shoe in that case; I'm not sure if the contacts could zap a careless finger when the capacitor discharges.
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This photo shows the lighting spread using the 7" reflector modification with the AlienBee/White Lightning grid spots.
I made several modifications to Dallen's original design (I explain why in my video).
I've published an updated file on Google Drive that you can download here if you'd like to build this for yourself: drive.google.com/drive/folders/1q3fcHUkif2NVOPf0r_0IbqCnx...
Another Matchbox Series No4 Dodge K Series Stake Bed Truck Modification. 1966 to 1968 - 1-75 Series. This is the testing with the new color and the restored stake bed painted green. The color I like but on the truck but I am not happy with the stake bed. The warp is bad and I tried to fix it without it breaking which it wanted to do. I even soaked it in hot water to soften it but not luck.
The small-size signs on sticks are pedestrian-scale, for pedestrians.
The words "Loan Modification Event" are usually likely to get me drooling hungrily and greedily and sloppily. There's a desperate feeling in the atmosphere around this place, but hell ha ha I suppose I probably won't have much trouble blending in!
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In Las Vegas, Nevada, on November 25, 2010, "Desert Honda" at the northeast corner of Sahara Avenue and Spencer Street. At the left is the "San Francisco Substation" of the Nevada Power Company.
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Library of Congress classification ideas:
HF5439.A8 Automobile dealers—United States—Pictorial works.
HD9710.U52 Automobile industry and trade—United States—Finance—Pictorial works.
HG3701 Loans—United States—Pictorial works.
GT3911.A2 Signs and signboards—United States—Pictorial works.
NC1002.B36 Banners—Pictorial works.
HF5843 Advertising, Outdoor—United States—Pictorial works.
HF6161.A9 Advertising—Automobiles—Pictorial works.
TT926 Balloon decorations—Pictorial works.
F849.L35 Las Vegas (Nev.)—Pictorial works.
Front LED strobes & N/S locker. Both N/S & O/S lockers go right up to the bulkhead. Just need to decide wether to take out the back fuel tank next and put some thing in its place prehaps a spare wheel tray or underbox, mmmmm!!!