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Good friend silver-brazing on some modifications to a Tubus Tara rack of mine so the bags will actually stay on.
Les Champs (Savoie - Vallée de la Maurienne)
Diaporama/Slideshow :
www.flickr.com/photos/pat21/sets/72157651665092725/show/
Website : www.fluidr.com/photos/pat21
"Copyright © – Patrick Bouchenard
The reproduction, publication, modification, transmission or exploitation of any work contained here in for any use, personal or commercial, without my prior written permission is strictly prohibited. All rights reserved."
For another round of modifications, I added 1x4 slopes to the wings. I'm interested to see how these will look in person.
The Mk3 can now be downloaded for free on Rebrickable. My first official submission!
This is the rig I set up in 2007 for photographing ants with my new Nikon D40.. This "kludge" rig worked well and has been replaced by a slightly more refined unit. The pop-up flash provides all the light necessary to shoot at ISO 100 to 400 at apertures down to f/32. The primary lens shown is a Nikon 18-55mm "kit" lens with a "Scopetronix" 40mm close-up lens mounted on the front. The small mirror is for providing a "sunlight with hard-edged shadows" effect when shooting in full shade. The 18-55 lens is shown incorrectly set at 35mm. All my shooting with this lens is with the zoom set at 55mm. Focusing is done manually by moving the camera forward and backwards. No tripod is used, but I do sometimes steady myself with a stick. White cards work OK as reflectors, but covering them with foil, dull side out, gets you one more stop in speed. I now use foil covered cards measuring 4x5 inches for most subjects. A larger pair (5x8 inches) is used when a subject is around 18 inches from the camera, or if I want slightly more softer edged shadows.
102-3473
Temporary film-plane modification of the Koroll 24 camera that I previously used in week 132 of my 52 film cameras in 52 weeks project:
www.flickr.com/photos/tony_kemplen/collections/72157623113584240
I liberally applied sellotape in overlapping criss-cross strips at the film plane.
As the name suggests, this model manages to squeeze 24 exposures out of a roll of 120 film, by using a mask to make the image size 3cm x 4cm. The edges of the film are wasted, but by using the "12 frame" backing paper markings twice, 24 exposures are made.
I removed the mask, so the full width of the film is exposed, and the frames overlap, but if a full frame is desired, the film can simply be advanced twice.
The film was expired Fujichrome Provia ISO400 slide film, which I cross processed in Tetenal C41 chemistry.
Well he is kinda finished. I see a lot of things I could've done better. But I will alter him when I have time again.
I will sand his eyes a tad better for example. They are a tad bit grainy now. So it needs to be smoother.
But in the end I am happy with the result. He is the little snarling guy I wanted him to be, haha.
Fun project ^^
NATALIA
Custom Pullip Nahato by Sheryl Designs
MODIFICATIONS:
Complette MakeUp - Original Eyechip Design - ©2007-2010 Sheryl Designs Eyemech Modification
Former Buchan Link Panther 54066 has returned to Buchan perhaps as cover for the impending program of works to modify the Interdecks to make them more friendly to less mobile passengers. The first interdeck, 54256 has now come off service with Buchan presumably for modification work.
Sister 54244 is seen here alongside First Enviro500 38223 which gives an idea of how high the seating is compared to the upperdeck of the decker.
One of the Buchan Express deckers recently worked the X17 and a passenger was told they would have to get off and catch the next bus because they were struggling to get up the stairs after the seats behind the driver were occupied.
This is a very simple manipulation, but I am recently beginning to figure out that sometimes, less is more. I kind of wish I added more to this, but whenever I tried, it just didn't look the way I wanted it to. So this is what I settled with and I am very happy with how it turned out.
Model is the beautiful doll-faced Nina, with the hands (literally) of Mikolaj and Nina's twin sister, Emily. Also, a big thank-you to my friend Allie for letting me use her syringe.
*quick note: no model/hands were harmed in the making of this photograph. :)
Grade I listed structure originally constructed 1415-26 with modifications in 1716. The town of St Ives is in the background.
"Previously called Slepe, its name was changed to St Ives after the body of Saint Ivo (claimed to have been a Persian bishop; not to be confused with Ivo of Kermartin) was found buried in the town in about 1001/2. St Ivo's Priory was built on the site where the body was discovered.
St Ives was listed as Slepe in the Hundred of Hurstingstone in Huntingdonshire in the Domesday Book. In 1086 there was one manor and 64 households, 29. 5[clarification needed] ploughlands, 60 acres (24 hectares) of meadows and 1,892 acres (766 hectares) of woodland.
For the past 1,000 years St Ives has been home to some of the biggest markets in the country, and in the 13th century it was an important entrepôt. Today it remains an important market in East Anglia.
Built on the banks of the wide River Great Ouse between Huntingdon and Ely, St Ives has a famous chapel on its bridge. In the Anglo-Saxon era, St Ives's position on the Great Ouse was strategic, as it controlled the last natural crossing point or ford on the river, 80 kilometres (50 mi) from the sea. The flint reef in the bed of the river at this point gave rise to a ford, which then provided the foundations for the celebrated bridge.
During the 18th and 19th centuries, St Ives was a hub of trade and navigation, and the town had dozens of inns and many bawdy houses[citation needed]. Goods were brought into the town on barges, and livestock rested on the last fattening grounds before delivery to London's Smithfield Market. As the railway network expanded and roads improved, the use of the River Great Ouse declined. It is now mostly used for leisure boats and recreation.
The river Great Ouse at St Ives flooded in 1947, and some parts suffered seriously again at Easter 1998 and in January 2003. Extensive flood protection works were carried out on both sides of the river in 2006-07 at a cost of nearly £9 million. 500 metres (1,600 ft) of brick-clad steel-piling was put into place to protect the town, most noticeably at the Waits, where a plaza has also been created. A further 750 metres (2,460 ft) on the other side of the river protects Hemingford Grey, reducing the yearly risk of flooding from 10% to 1%. Building on the flood plain at St Ives is now discouraged.
Original historical documents relating to St Ives, including the original parish church registers, local government records, maps and photographs, are held by Cambridgeshire Archives and Local Studies at the County Record Office in Huntingdon." - info from Wikipedia.
Summer 2019 I did a solo cycling tour across Europe through 12 countries over the course of 3 months. I began my adventure in Edinburgh, Scotland and finished in Florence, Italy cycling 8,816 km. During my trip I took 47,000 photos.
Now on Instagram.
Frustrated by the expensive and dangerous snow-travel machines produced by Llwyngwril Space Systems, spacemen started to improvise their own vehicles. They took the chassis from an 886 Space Buggy, spare manoeuvring thrusters from an LL918 Spaceship and attached them to a roughly welded frame. The resulting 886 Sledge Modification proved to be a cheap and popular form of transport, whilst the moon was covered in snow. It was safer than some of the other vehicles, as its thrusters could be used as brakes. Unfortunately steering was hampered by the law requiring all 886 drivers to hold a "definitely not a gun thing" in one hand, whilst piloting their vehicles.
PictionID:47056025 - Title:GD/Astronautics Facilities Details: Aerial View Showing Modification of Complex 12 Date: 02/28/1963 - Catalog:14_024272 - Filename:14_024272.tif - Images from the Convair/General Dynamics Astronautics Atlas Negative Collection. The processing, cataloging and digitization of these images has been made possible by a generous National Historical Publications and Records grant from the National Archives and Records Administration---Please Tag these images so that the information can be permanently stored with the digital file.---Repository: San Diego Air and Space Museum
Qatar Cargo Airbus A330 landing at Heathrow Airport. The blister seen on the fuselage at the front landing gear is a modification made by Airbus, which provides a level cabin floor during loading. "This makes it easier to load cargo pallets into the aircraft", says Airbus.
Morane-Saulnier 760 Paris (Base aérienne 105 Evreux,juin 1991 (Eure)
Website : www.fluidr.com/photos/pat21
www.flickriver.com/photos/pat21/sets/
"Copyright © – Patrick Bouchenard
The reproduction, publication, modification, transmission or exploitation of any work contained here in for any use, personal or commercial, without my prior written permission is strictly prohibited. All rights reserved."
Chassis n° PCD39006
Engine n° 0026
Ultra rare EB 110 SS Prototype with unique factory modifications
Estimated : € 850.000 - 1.100.000
Sold for € 1.152.500
RM Sotheby's
Place Vauban
Parijs - Paris
Frankrijk - France
February 2018
Bugatti, one of the most legendary marques of all time, bears the name of Ettore Bugatti, who built his first automobile in 1898. In the first years of the 20th century, Bugatti designed several very important cars while working for other manufacturers. Following the factory’s move to Molsheim, the German town in Alsace, France, success abounded for Bugatti well into the mid-1930s, but the company fell on hard times soon thereafter. Ettore died in 1947 and the company lost direction. Bugatti ceased production completely in 1956.
After passing through the hands of several owners, the Bugatti name was purchased in 1991 by Italian businessman Romano Artioli, seeking to revive the fabled marque to its former glory with a new supercar. Artioli’s Bugatti Automobili S.p.A. produced just 139 total examples of the quad-turbo 3.5-litre V-12 EB110 and a later variant called the EB110 Super Sport (shortened to SS), boasting even more performance with a top speed of 216 mph of which only 36 were built. The car offered here, chassis no. PCD39006, is a factory prototype of the SS variant and is, consequently, an ultra-rare and hugely significant automobile fit for any Bugatti connoisseur.
Manufactured in early 1993, the car was intended to be used for body developments and was used in April of 1993 for homologation testing. Completed in June of 1993 with two-wheel drive and fitted with engine number 009, the car was used for fuel consumption homologation testing and afterwards, was later fitted with the standard four-wheel drive system and received a new and very special Super Sport engine, engine, no. 0026, the unit previously fitted to the prototype C7 (serial no. MCD39006 deconstructed) that was used to set the EB110’s world speed record in 1992 at 342.7 km/h.
Further to this, it was used as a test bed for the evaluation of several other modifications. The factory-spec EB110 had a significant issue with fuel delivery. The car had two separate fuel tanks and fillers, one for each bank of the 3.5-litre V-12 engine. This caused the engine to run on only six cylinders if one tank ran dry before the other. The prototype introduced a dual tank with a single filler to eliminate this problem, and also featured a revised gear shifter and lightweight carbon fibre engine cover, modifications not seen on other EB110s.
Mr Artioli’s company went into administration in 1995, and this car was sold to its first private owner in 1997. It was part of the Marin De Rijn Collection in the Netherlands until 2015, when it was purchased by the consignor. With him the car was shown at Salon Privé, where it received Best in Class honours.
Presented in concours condition in stunning light grey metallic, this rare and all-original EB110 SS prototype shows just 3.300 km on the odometer and is arguably the finest EB110 in existence. The car was recently fully serviced by HR Owen Bugatti of London, is UK registered and is ready to drive and enjoy. It also retains its original books and tools. Considering its exceptionally low mileage, its use as a factory test bed and known ownership history from new, it is plain to see that this EB110 SS prototype is a remarkable automobile in every sense and one truly fit for inclusion in the world’s finest collections.
Canon 7 panoramic modification with Bronica 50mm f2.8, coupled rangefinder, 24x65mm frame, DIY. 24x65mm.
This is a simple modification to the Club on Heart to convert it to a Spade. Oh... I cheated a little by blackening the red parts between the layers. There are no diagrams for this variation as the photo is self-explanatory. Folded from 15cm square Kami. No cuts and no glue. Diagrams for the basic model kindly provided by Brians Tjipto here - www.facebook.com/photo.php?fbid=1913505318917456&set=...
Giving the rear wheel wells a plate more of clearance. While I'm at it, I'll rework the steering. Which might create a new problem: while the front half of the body is very sturdy, it connects to the chassis with only six studs. Altering the steering might reduce that number to four.
Should I sacrifice the opening doors for more structural strength?
Journal of Doctor S. Finnigan – Leading doctor of Project B27
Entry 104
After three months of the modification project, we are finally starting the last phase. The subject’s immune system is no longer fighting the medication and his muscles have been dissolved from the bones. According to Professor Rosenfeld’s calculations, they will easily reattach to the carbon skeleton after the procedure. Our head engineer Mr. Gordon and his team finished the prototype ten days ago and produced the first usable version. We are now making the final calibrations. The subject has been sedated and the observation team has arrived. The insertion procedure will start at 3pm, after the gouvernment‘s permission is given.
_______________________
This is something I wanted to upload for years now ! In 2011, n7mereel, Mr. Grievous and me built this, but never came around to uploading it for several reasons. Now I finally found the photos on my PC, reedited them and we decided to uploade them.
I still like it very much, even though it is a bit old.
Hope you agree !
Modifications on the Technic set 8110 Unimog U400.
- blue cabine
- steering steeringwheel
- black wheels, closed
- moving bucket (3 sides)
- Train bogey front and back
- Snowplough
+++ 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 roots of the GDR's air forces laid in the time even before the founding of the National People's Army. The aim was to provide a structural basis and a basis for building the expertise needed to deploy and operate air forces. For this purpose, in 1951, initially under the lead of the Ministry of the Interior and under the influence of Soviet advisors, the so-called Kasernierte Volkspolizei (People's Police (Air) Quartered in Barracks (= on constant duty), KVP) with staff from the People's Police Air (VP-Luft) was set up in Berlin-Johannisthal. It was not a true air force, but rather a training unit that prepared the foundation of a true military power.
However, the KVP led to the GDR's 1st Air Division with three regiments. Training was carried out from 1953 onwards on various Soviet types, including the An-2, MiG-15, La-9 (only for training on the ground), Yak-18 and Yak-11 aircraft. All equipment was provided by the Soviet Union. However, from the beginning of 1952, the training of the future ground crew and the pilots in the so-called X course began secretly, and at the same time the GDR tried to build and test aeronautic engineering competences.
For this purpose, a military unit was established at the VEB Flugzeugwerke Dresden (FWD), an institution which was also the workplace of Brunolf Baade, the designer of the Baade 152 airliner which was built and tested between 1956 and 1961. The GDR's newly formed Air Division was keen on an ingenious fighter aircraft, despite the modern MiG-15 having become available from the USSR. The primary subject was a re-build of the WWII Messerschmitt Me 262, but the lack of plans and especially of suitable engines soon led to an end of this project, even though contacts with Avia in Czechoslovakia were made where a small number of Me 262 had been produced as S-92 fighters and trainers.
Since many senior pilots in GDR service had experience with the WWII Bf 109, and there had been a considerable number of more or less finished airframes after the Soviet occupation of Eastern Germany, FWD proposed a modernization program for the still existing material, much like the Avia S-199 program in Czechoslovakia.
The project received the code number "53" (for the year of its initiation) and structural basis for the not-so-new fighter for the GDR's nascent air force were primarily late Bf 109G and some Bf 109K airframes, reflected by an "A" and "B" suffix. Unlike the Czechoslovakian Avia S-199, which was re-engined with a rather sluggish Junkers Jumo 211 F, the FWD-53 fighter from Dresden was to be powered by a supercharged Mikulin AM-35 engine. This was a considerable reduction in output, since the late Bf 109 engines produced up to 2.000 hp, while the AM-35 just provided 1.400 hp. With some tuning and local modifications, however, the engine for the service aircraft was pushed to yield 1.100 kW (1,500 hp), and the fact that it was smaller and lighter than the original engine somewhat compensated for the lack of power.
Another feature that differed from the S-199 was the radiator system: the original Bf 109 underwing coolers were retained, even though the internal systems were replaced with new and more efficient heat exchangers and a new plumbing.
In order to save weight, the FWD-53's armament was relatively light. It consisted of a pair of heavy 12.7 mm Berezin UBS machine guns and a single 23 mm Nudelman-Suranov NS-23 cannon. These three weapons were mounted above the engine, synchronized to fire through the propeller disc. This standard armament could be augmented with a further pair of NS-23 cannon, carried in pods under the outer wings (instead of a pair of bombs of up to 250 kg caliber). Alternatively, a ventral hardpoint allowed the carriage of a single 500 kg (1.100 lb) bomb or a 300l drop tank.
In the course of 1952 and 1953, a total of 39 Bf 109 airframes from GDR and also Czech and Polish origin were converted or re-built from existing components at Dresden. At the end of November 1953, the KVP's reorganization was carried out as a staff of the administration of the units initially called Aero clubs in Cottbus and the change of subordination by the MoI directly under the Deputy Minister and head of the Kasernierten People's Police. The air regiments were restructured into Aeroklubs 1 (Cottbus), 2 (Drewitz) and 3 (Bautzen), which in turn were divided into two sections. From 1954 onwards, the FWD-53 fleet joined these training units and were primarily tasked with advanced weapons training and dissimilar aerial combat.
On March 1, 1956, the GDR's air forces were officially formed as part of the Nationale Volksarmee (NVA, National People's Army). First of all the management of the aeroclubs, according to the Soviet model, gave rise to the Administrations Air Force (LSK) in Cottbus and Air Defense (LV) in Strausberg (Eggersdorf). The initial plans were to found three Jagdfliegerdivisionen (fighter squadrons), a Schlachtfliegerdivision (attack squadron) and a Flak (AA gunnery) division, but only the 1st and 3rd Air Division and the 1st Flak Division were eventually set up. On June 1, 1957, a merger of both administrations in Strausberg (Eggersdorf) resulted in another renaming, and the Air Force/Air Defense Command (detachment LSK/LV) was born.
From this point on, almost all operational front line units were equipped with the Soviet MiG-15. The FWD-53s were quickly, together with other piston engine types, relegated to second line units and used in training and liaison roles. The last FWD-53 was retired in 1959.
General characteristics:
Crew: One
Length: 9.07 m (29 ft 8 1/2 in)
Wingspan: 9.925 m (32 ft 6 in)
Height: 2.60 m (8 ft 2 in)
Wing area: 16.05 m² (173.3 ft²)
Empty weight: 2,247 kg (5,893 lb)
Loaded weight: 3,148 kg (6,940 lb)
Max. takeoff weight: 3,400 kg (7,495 lb)
Powerplant:
1× Mikulin AM-35A(D) liquid-cooled V12 engine with 1,080 kW (1,500 hp),
driving a three-bladed light-alloy propeller with 3.2m (10 ft 4 ½ in) diameter
Performance:
Maximum speed: 640 km/h (398 mph) at 6,300 m (20,669 ft)
Cruise speed: 590 km/h (365 mph) at 6,000 m (19,680 ft)
Range: 850 km (528 mi) 1,000 km (621 mi) with drop tank
Service ceiling: 12,000 m (39,370 ft)
Rate of climb: 17.0 m/s (3,345 ft/min)
Wing loading: 196 kg/m² (40 lb/ft²)
Power/mass: 344 W/kg (0.21 hp/lb)
Armament:
1× 23 mm Nudelman-Suranov NS-23 cannon with 75 rounds
2× 12.7 mm (0.5 in) Berezin UBS machine guns with 300 RPG
all mounted above the engine and synchronized to fire through the propeller arc
A total external ordnance of 500 kg (1.100 lb), including 1× 250 kg (551 lb) bomb or 1 × 300-litre (79
US gal) drop tank on a centerline hardpoint, or 2x 250 kg bombs or 2x 23 mm Nudelman-Suranov
NS-23 cannon with 60 rounds in pods under the outer wings
The kit and its assembly:
This build was actually a kind of kit recycling, since I had a Heller Bf 109K kit in my kit stash that had donated its engine section to a converted Fw 190D. Otherwise, the kit was still complete, and it took some time until I had an idea for it: I had never so far built an East German whif, and with the complicated political and economic situation after WWII I wondered how a nascent aircraft industry could build experience and an air force? A re-engined/revamped late Bf 109 could have been the answer, so I took this idea to the hardware stage.
The Heller Bf 109K is a simple and pleasant build, but it took some time to find a suitable new engine of Soviet origin. I eventually settled for a Mikulin AM-35, taken from a Revell MiG-3 kit. The transplant was rather straightforward, and the Bf 109K’s “cheek” fairings at the cowling’s rear section actually matched the round diameter of the AM-35 well – even though the Soviet engine was much smaller and very sleek.
The rhinoplasty went very well, though, there’s just a little, ventral “step” at the wings’ leading edge.
The MiG-3 propeller could not be used, though, because the diameter and the blades themselves were just too small for the Bf 109. So I scratched a completely new propeller from a Spitfire Mk. IX spinner (reduced in length, though) and single blades from the scrap box – not certain which aircraft they actually belong to. The new prop was mounted onto a metal axis and a matching plastic tube adapter was implanted into the fuselage.
The only other modification of the kit are the main wheels – Heller’s OOB parts are quite bleak, so I replaced them with visually better parts from the scrap box.
Painting and markings:
This was not easy, because LSK/LV aircraft either carried Soviet camouflage of that era (typically a uniform green/blue camouflage) or were, more often, simply left in bare metal, like the MiG-15s. However, I wanted a more interesting camouflage scheme, but nothing that would remind of the Bf 109’s WWII origins, and it was still supposed to show some Eastern Bloc heritage. After a long search I found a suitable option, in the form of a LSK/LV MiG-15UTI trainer (actually a museum piece at the military history museum Gatow, near Berlin): the machine carried a relatively light green/brown camouflage and light blue undersides. Pretty simple, but the tones were quite unique – even though there’s no guarantee that this livery is/was authentic!
However, I adapted the concept for the FWD-53. Search in the paint bank yielded Humbrol 86 (Light Olive Green) and 62 (Leather Brown) as suitable tones for the upper surfaces, while I went for a garish Humbrol 89 (Middle Blue) underneath. Quite a bright result! The spinner became red and the interior was painted in RLM02.
The markings were puzzled together from various sources, including suitable early LSK/LV roundels. Most stencils were taken from the Heller kit’s OOB sheet. After light panel shading and some soot stains with grinded graphite, the kit was sealed with a coat of matt acrylic varnish.
A very quick project, realized just in three days (plus some time for the beauty shots, though) as a distraction from a very busy time at work. However, for a model created from leftover parts the FWD-53 looks surprisingly good and sleek. The pointed MiG-3 nose section subtly changes the profile – and somehow, from certain angles, the FWD-53 even reminds of the much bigger Il-2?
Apart from the expected Hot Wheels modifications, this is actually quite a decent and unexpected model of the infamous 1960's Amphicar Model 770. Part of the excellent Flying Customs range which briefly filled the shelves of Poundland a few months ago. Mint and boxed.
Though I thought this set looked great from the get go there were some things I really wanted to tweak; particularly the rather skimpy rockwork in front and the lack of seating room for the shadow theater. So here's my modified version - you can read more about how I did it here!