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So, the runway has been finished soon after the last WIP photo. But I haven't upload WIP 6 because I want to fill out the empty space between the runway and landing pads. While also making sure to flush out the rural area as well. Some plant and weather details as well as cargo details as well. This included slightly modifying the AT hauler for shipping container.
I got the idea for a Tusken Raider riding a space fork lift from a video game. The Tatooine map in the Star Wars mod for Squad.
Album Link: www.flickr.com/photos/186293111@N02/albums/72177720297747766
BODY:
Manufactured by Nippon Kogaku K. K., Japan (Nikon Corporation since 1988)
Model: c.1968, model Photomic FTN that produced between 1968-1974.
All Nikon F produced between 1959-74
35mm film camera, fully mechanical, (except posemeter)
Engraving on the top plate: Nikon and serial no. 6944460
Lens Mount: Nikon F bayonet type
Lens release: by a button on the right front side of the camera, just beside the lens mount
Focusing: screen Matte fresnel Split-image prism rangefinder, Type A, provided as standard, interchangeable with 16 other type finder screens
Shutter: Mechanical, horizontal-travel, titanium foil focal-plane shutter
speeds: 1-1/1000, +T and B, for X sync 1/60 is red
setting : dial on the top plate, coupled with the speed dial of the finder Photomic FTN
Shutter release: Threaded collar, accepts Nikon F, F2 type cable release, on the top plate
Cocking lever: also winds the film, short stroke type, retractable,
automatic film advance possible when motor drives F36 or F250 are used.
Frame counter: on the cocking knob, Additive type, auto-reset
Reflex mirror: Automatic instant-return type
Mirror lock-up: by a lever on the right side of the lens mount
DOF preview: by a button, on the right front side of the camera, just beside the lens mount
Viewfinder: Photomic FTN, metered, SAI, eye level SLR pentaprism,
center-the needle pointer, shutter speed and apertures index visible in it, to f/32 and T&B settings, T appears as 4 sec. and B appears as 2 sec. in the finder,
Maximum aperture scale: on front of the finder:
After setting the lens to f/5.6 or lower, mount the lens on the camera and cycle first back and then forth between the minimum and maximum apertures, some spring-loaded gizmo in the finder automatically communicates the maximum lens aperture to the metering circuit
(check the maximum aperture scale)
For Nikon F cameras classic Eyelevel prism finder was standard, interchangeable with 7 other types including 4 metering prisms
Finder release: main prism release is the small silver button on the back of the top plate and second is a lever on the right side of FTN, pushed in towards the finder after the main prism release is pushed-in.
Meter switch On/Off: On button on the right side of the finder, Off button on the top-right of the finder, when the on button pressed, the meter switch-off button will pop up and a red line around its circumference will be visible. This serves as a warning that the meter is on.
Battery check: depressing the off button while the meter is off, which will cause the meter needle to move slightly right of the center notch if the battery is still good.
Exposure meter: Cadmium Sulfide cells (CdS) in prism, through-the-lens, center-weighted exposure metering, (corresponds to the 12mm in diameter ring on the screen),
Film speed range: ASA 6-6400, setting: dial on the finder
Metering range: EV 2-17
Exposure setting: manual, set the ASA then center-the-needle pointer moving between horizontally arranged +/– (over / under exposure) markers at the lower part of the viewfinder, by turning the aperture ring or speed dial, speed and aperture are visible in the viewfinder.
The needle array was duplicated on the top of the finder head to allow exposure control without looking through the viewfinder
Re-wind lever: folding crank type,
A red dot on top of the shutter release button rotates while the film is being rewound,
Re-wind release: by switching the shutter release collar to R
Flash PC socket: Possible at all speeds up to 1/60 sec with electronic flash; sync terminal provided for off camera or multiple-flash photography; sync terminal is switchable to work with flashbulbs at speeds of up to 1/1000 sec (type 6 flashbulbs)
Hot-shoe: special Nikon F-type located at base of rewind knob,
adaptors available to convert to ISO or F3-type shoes
setting: the flash sync, lift up on the milled ring around the shutter speed dial and rotate, left or right, setting which visible in the small window just forward of the shutter speed dial,
For electronic flash sync 1/60th or slower, set the white and red letters FX,
the rest of settings for using flashbulbs
Memory dial : for ASA 25-1600, on the left of the bottom plate
Self-timer: dual purpose, a lever-type, rotate it clockwise, small black tick marks for an approximately 3, 6, 10 second delay, on the ring surrounding the self-timer hub, an aid for hand held exposures at slow speeds also
activates by pressing the small silver button appears when you moving the self-timer lever
Back cover: removable with bottom plate, opens by turning open/close folding lever,
interchangeable with 250 exposure magazine back (and motor) F250
Engraving on the bottom plate: MADE IN JAPAN
Tripod socket: 1/4''
Strap lugs
Body: Weight: 1049g, approx with Tn or FTn finder
Battery: Two PX-625 1.3V mercury battery (accepts PX625A / LR9, but better is 1.35v Zinc/air), for light meter only
Battery chamber: on the bottom of the finder
F body serial no / manufacturing year data, F body features / typology are as to:
LENS:
Zoom-Nikkor Auto 43-86mm f/3.5
Manufactured by Nippon Kogaku, Japan
Mount: Nikon F bayonet type non-AI lens , automatic diaphragm ,
Solid meter coupling prong, (no nostrils), single coated, filter thread: 52mm,
serial no. 486556
as to this serial no. Lens model is c.1967
All of this 43-86mm F mount lens manufactured between 1963-74 with many modifications
Aperture: f/3.5-f/22, on the scale number 16 blue coloured
Focus range: 1.2-20m +inf
Focus and zoom ring is same, zooming by sliding it,
scale with coloured lines 43-50-60-70-86mm
F mount with 5 slot screws, Chrome lens Barrel, scalloped aperture setting ring
White coloured LENS MADE IN JAPAN engraved on the black focusing ring,
the character M has vertical sides
The distance scale on the focusing ring is calibrated in feet and meters. Infinity setting is on the left side. The feet scale is yellow and is situated above the white meter scale.
The lens manufacturing year / serial no. data, model features / typology are as to:
For Nikon F cameras the lenses 50mm f2 Auto S Nikkor and later 50mm f1.4 Auto Nikkor-S was standart.
Non-AI lenses fit on the Nikon F, early F2, Nikkormat FT, FTN, FT2, EL and ELW, and the Nikkorex F. They can be used without meter coupling on the earliest AI camera bodies such as the FM and FE, but they must not be mounted on later ones such as the FM2, as it is possible to damage the camera body.
Nikon brought semi-automatic aperture indexing (SAI) from the Nikkormat FTN into the professional F with the FTN finder.
The F is the first member of the long line of Nikon F-series professional level 35 mm SLRs that began 1959 and followed each other in a sort of dynastic succession as the top-of-the-line Nikon camera. The other members were the F2,F3,F4,F5 and F6 (2004–present).
The F-series do not share any major components.
All Nikon professional F-series SLRs are full system cameras. This means that each camera body serves as only a modular hub.
So, here's another modification of the Green Grocer (#10185).
Actually the plan was to dismantle the Green Grocer to make some space for other MOCs, but instead I ended up rebuilding it for the second time.
Now I really like it, I guess.
Added another floor, rebuilt the roof and stairs again and added some more furnishings.
Credits for the kitchen and the sunbed: Sarah Beyer
In case you have missed it, on my website I explain why I believe the rear suspension of the LEGO 42083 Bugatti Chiron has a design flaw and how I think it could have been solved: www.nkubate.com/model-optimization-a-42083-showcase/
An interesting photograph of two Matadors, on the left is the ex Wolverhampton Corporation "standard" type. On the right is the ex Birmingham City Transport Matador. It was always said in the Birmingham City Transport workshop that the vehicle was ex Royal Navy the same as the the fleets original Matador. Since acquiring 117, Rod Handford has done a lot of research into its history. The build cards for it show it was built as an Armoured Command Vehicle, or Dorchester as they became known by the troops. These would be very low mileage when sold off by the Ministry, this one going to the well known PSV breaker Birds of Stratford upon Avon. Birmingham must have done some form of deal with him as it arrived in Tyburn Road Works around the 23 June 1959, now with a cab, from an ex RAF AEC, probably a AEC 854 refueler, (some paint still in cab and photograph indicate it was almost certainly fitted with an autovac), and new headlights. A few modifications have been found, including the road springs, it has two additional leaves in each spring which considerably increase its riding height, hence the staged photograph
Modification of a pillowcase design by Holly Holderman. (Original pattern at www.allpeoplequilt.com)
Hand quilted, and the rick-rack was tea-dyed.
I stripped out the adhesive on the light strips and put in some 3M Dual Lock velcros so to allow more options for light positioning
The Chin tattooed women live in the Chin, Rakhine and Arakan states in northwestern Myanmar. The origin of facial tattoos in the region is unknown. Some believe that the practice began during the reigns of Kings long ago. The royalty used to come to the villages to capture young women. The men from the tribe may have tattooed their women to make them ugly, thereby saving them from a life of slavery. Interestingly, I heard a similar origin for body modification among the Mursi tribe in Ethiopia. As legend has it, the tribeswomen began wearing giant lip plates to make them uglier to would-be kidnappers. Now, the bigger the lip plate the higher the bride price.
For years, access to the tribal Mindat area was restricted by the burmese government. It was opened just two years ago. Only about 700 tourists visit per year. Most of them only visit the bucolic Mount Victoria by bus, never meeting the tattooed women who remain isolated, hours away by foot. Those who do wish to meet them better pack good walking shoes and be prepared to sleep in smoke-filled local houses complete with rats.
There are a few different face tattoo patterns. The spiderweb tattoo is popular in the Mrauk U region. It takes a three hour long tail boat ride to reach this remote area. This tattoo is usually accompanied by a circle in the center of the forehead which represents the sun or lines under the nose symbolizing tiger whiskers.
Another design, known as the bee pattern, is common in the Mindat area. It is composed of dots, lines and occasionally circles. It is worn by the Muun tribe who inhabit the hills of the Arakan state.
The Magan tribeswomen wear huge earrings made of beads and calabashes. They can also play the flute with their noses.
I ventured to Kanpelet village in search of the women from the U Pu tribe who have the incredibly rare whole face tattoo. This is one of the most impressive styles: the entire face is inked up. Rumors had it that only three women in this area had the tattoo. After hours of off roading, I arrive in the village only to learn that one died recently and another was very ill. I was lucky enough to meet Pa Late. At 85, she is nearly deaf but still works hard with her family in a small house on the top of a little hill.
Pa Late said that a completely black face had become a symbol of beauty in the past. The few women who refused to do it looked ugly to the men. The tattoo took three days but the pain lasted over a month.
There are two ways to make the tattoo needle. The first consists of tying three pieces of bamboo together and the second uses thorns. The ink is a mixture of cow bile, soot, plants, and pig fat. It usually took one day to complete the standard tattoo and a few more for the totally black one. The tattoo artist was a specialist or in some cases a parent. Infection was a common problem as the girls had blood all over their face.
Everything, including the eyelids, was tattooed. Many women say that the neck was the most sensitive area.
Ma Aung Seim shared her memories of the tattoo sessions : “I was 10 years old. The day before the tattoo ceremony, I only ate sugarcane and drank tea. It was forbidden to eat meat or peanuts. During the tattoo session, I cried a lot, but I could not move at all. After the session, my face bled for 3 days. It was very painful. My mother put fresh beans leaves on my face to alleviate the pain. I had no choice if i wanted to get married. Men wanted women with tattoos at this time. My mother told me that without a tattoo on my face, i would look like... a man! The web drawn on my face attracted the men like a spiderweb catches insects!”
Not all the tattooed women live in remote areas deep in the mountains. Some have integrated into modern society. Miss Heu, 67, lives in Kanpelet. Her grandmother forced her to get tattooed. She lives in a modern house and even has TV (when electricity is not out). Chin people have maintained their modesty and shyness: when a movie showspeople kissing or making love, most of them still fast forward the scene.
As a leader in the local community, Miss Heu had the chance to meet Aung San Suu Kyi when she came in the area for a meeting. She is very aware of the tattooed women and the ethnicities that are forgotten by the central government. She says she and Aung San Suu Kyi are friends now. Heu’s daughter has graduated and works in Singapore.
The Chin culture is threatened by the government as their teachers are usually not Chin. For a long time, they fought for independence, but since the country began to democratize, things have calmed down.
“I am old. Soon I will die” says to me a Chin woman from Pan Baung village, while she does the gesture of drying tears from her eyes. In her village, only 6 tattooed woman remain alive. Those women are the last of their kind…
© Eric Lafforgue
ED4 (Electric train Demikhovskiy 4-th modification) is a series of Russian DC electric trainsets, developed in Russia after USSR breakage (before it all design and production were run on the RVR in Soviet Latvia) and built since 1996 to 2016 yy. In production they replaced trainsets of the ED2T project that still had many import electric components. For 1997-2016 yy were produced 500 trainsets that are currently in service on Russian Railways and in many former USSR states.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The Martin B-26 Marauder was a World War II twin-engine medium bomber built by the Glenn L. Martin Company. First used in the Pacific Theater in early 1942, it was also used in the Mediterranean Theater and in Western Europe.
After entering service with the U.S. Army, the aircraft received the reputation of a "Widowmaker" due to the early models' high accident rate during takeoffs and landings. The Marauder had to be flown at exact airspeeds, particularly on final runway approach and when one engine was out. The 150 mph (241 km/h) speed on short final runway approach was intimidating to pilots who were used to much slower speeds, and whenever they slowed down below what the manual stated, the aircraft would stall and crash.
The B-26 became a safer aircraft once crews were re-trained, and after aerodynamics modifications (an increase of wingspan and wing angle-of-incidence to give better takeoff performance, and a larger vertical stabilizer and rudder). After aerodynamic and design changes, the aircraft distinguished itself as "the chief bombardment weapon on the Western Front" according to a United States Army Air Forces dispatch from 1946. The Marauder ended World War II with the lowest loss rate of any USAAF bomber.
A total of 5.288 were produced between February 1941 and March 1945. By the time the United States Air Force was created as an independent service separate from the Army in 1947, all Martin B-26s had been retired from U.S. service. Furthermore, after the end of hostilities in the European theatre of operations, many airframes with low flying hour numbers were left in British airfield.
This was the situation when establishing Hunting Aircraft in 1944 by the purchase of Percival Aircraft: this business was absorbed into the British Aircraft Corporation in 1959.
At the end of 1945 the young British company Hunting Air Travel Ltd., a division of Hunting plc., based at Luton Airport, entered the scene - actually a commercial airline, not an aircraft manufacturer. The new airline began commercial operations from Bovingdon Airport at the start of 1946, and the lack of suitable passenger aircraft for domestic routes (or to continental neighbors) led to a private conversion program for leftover B-26 airframes.
This work was done by Percival Aircraft Ltd, which had become part of Hunting in 1936 and also had its headquarter at Luton. At first, only five B-26B bombers were planned to be converted into P.26 airliners. The airframes underwent considerably changes, primarily stripping them off of any military equipment, closing the bomb bays and adding a passenger cabin with appropriate seating and entry.
Furthermore, the bombers' original R-2800 engines were replaced by more powerful and efficient R-3350 radials with 2.000 hp/1.470 kW each. This was a simple task, since this engine had been an early design options and the mountings were compatible.
Other modifications included an enlarged wingspan, which was intended for a more economical flight as well as a reduced landing speed, especially when loaded.
The revamped aircraft entered service in 1951 when Hunting Air Travel changed its name to Hunting Air Transport. Flying primarily on the British Isles, the aircraft attained immediately some interest from other small airlines, also from continental Europe.
When Percival Aircraft Ltd changed its name to Hunting Percival Aircraft in 1954, a total of 21 B-26 bombers had been converted for Hunting-Clan Air Transport (6, Hunting Air Transport had changed its name in 1953), Aer Lingus (6), Derby Airlines (4), Sabena (3) and Manx Airlines (2).
All of these differed slightly, being tailored to their operators' needs, e. g. concerning seat capacity, engines or entry configurations. The last machines were re-built for Aer Lingus, with 27 passenger seats (nine rows in 2+1 configuration), a crew of four, and integral boarding ladder under the rear fuselage (instead of standard side doors). Furthermore, these final machines were driven by slightly more powerful (2.200 hp/1.640 kW) turbo-compound R-3350 engines, which offered a considerably improved fuel efficiency and an extended range (+20%).
By that time the civil aircraft industry had undergone a major recovery and new models like the turboprop-driven Fokker F.27 Friendship entered the scene - faster, with bigger passenger capacities and more efficient, and the P.26 could not keep up anymore. Another big weakness was the lack of a pressurized cabin, so that the P.26 could only operate at medium altitude. Until 1960 all remaining P.26 were withdrawn and scrapped, most of them had reached their service life, anyway, but operational costs had become prohibitive.
General characteristics:
Crew: 4 (pilot, navigator/radio operator, two service)
Capacity: 21–32 passengers
Length: 58 ft 3 in (17.8 m)
Wingspan: 79 ft 3 in (24.20 m)
Height: 21 ft 6 in (6.55 m)
Wing area: 734 ft² (66 m²)
Empty weight: 24.000 lb (11.000 kg)
Loaded weight: 37.000 lb (17.000 kg)
Powerplant:
2× Wright R-3350-745C18BA-1 radial, each rated at 2.200 hp (1.640 kW),
driving four-bladed propellers
Performance:
Maximum speed: 287 mph (250 knots, 460 km/h) at 5.000 feet (1.500 m)
Cruise speed: 225 mph (195 knots, 362 km/h)
Landing speed: 100 mph (79 knots, 161 km/h)
Range: 3.420 mi (2.975 nmi; 5.500 km)
Service ceiling: 21.000 ft (6.400 m)
Wing loading: 46,4 lb/ft² (228 kg/m²)
The kit and its assembly:
Another Group Build entry, this time for the 2015 "De-/Militarize it" GB at whatifmodelers.com that ran from June through August. I am not 100% certain how the idea of converting a B-26 bomber into a 50ies airliner came up - I have modified the aircraft before, and maybe handling with resin R-3350s for the Supermarine Stalwart flying boat had a subtle influence. However, it was a suitable idea, and I quickly got hands on a vintage Matchbox kit of the Marauder.
This one was chose because of the simplicity of the kit (e .g. without an open bomb bay) and its relatively clean surface. When I got it, though, I had to cope with missing parts: the complete cockpit was missing. The seller did not mention it, I did notice it too late, so I had to create the interior from scratch, as well as the civil pilot figures which were puzzled together, too.
Anyway, conversion was rather straightforward. All guns and turrets were closed/faired over. The dorsal turret received a plug, the nose is the OOB clear part hidden under a coat of putty and the new tail cone is actually a nose from a Frog Supermarine Attacker.
Additionally, some of the original windows were hidden (including the ventral entry hatch) while new round windows, esp. for the passenger cabin under the wing spar, were drilled. They were later filled with Clearfix, after all paint work was done.
The wing tips were enlarged with donations from a Hobby Boss La-7 pistion fighter, leftover from a former conversion project. Even though I did not expect much from this addition I think that the bigger wingspan (the total extension is less than 2", though) and the more pointed tips subtly change the look and the proportions of the B-26?
The OOB engines were replaced by resin R-3350 from Contrails: a perfect match, just the OOB nacelles had to be shortened because the R-3350s come with a complete exhaust section, they are pretty long compared to the R-2800s. Actually, this option was real: AFAIK the R-3350 was a high power alternative for the B-26, but I think that at the time of the aircraft's design it was not available yet, and when it came into production the B-29 received anything that rolled off of the production lines. But in this post WWII case it's a good and plausible modification, since airliners from that era (e .g. the Lockheed Constellation) were powered by this engine type, too.
Further mods include new wheels (just for a modernized look, instead of the WWII grass runway balloon tires) and the passengers received a retractable boarding staircase. This addition was originally intended as a display trick, because the B-26 kit is prone to tip over on its tail. But it turned out that the resin engines weigh so much that the kit even stands without extra weight inside now! Well, the scratched stair was fitted, anyway...
Painting and markings:
This was a bit complicated, because I wanted a 50ies livery, yet a colorful option. One early choice had been Belgian airline Sabena in dark blue and white, or the Netherland's KLM, but then I stumbled across a limited decal sheet from airliner specialist TwoSix Decals for a 1:72 Fokker F.27 in Aer Lingus service, upon the type's introduction in 1955. Perfect match, and since I like green and I could avoid white as far as possible, this was the winning design! :D
From that, things were again straightforward: the paint scheme remains close to the benchmark. The dark green on the upper fuselage is Humbrol 3 (Brunswick Green), the fin was sprayed in white and the metallic undersides were painted with different aluminum shades, including Revell Acrylics, Modelmaster 'Aluminum Plate' Metallizer and simple Aluminum paint, plus some Humbrol 56 for fake panel lines and the fabric-covered ailerons.
Panel lines on the upper fuselage and some dirt were painted with Humbrol 91 (Black Green). On top of that a very light black ink wash was applied in order to emphasize engravings, esp. on the wings and the white fin.
The decals came next (wonderfully printed, dead sharp, very thin carrier film), and they posed less problems than expected. The window openings on the white cheatline were simply covered and punched through, and after final cosmetic touch-ups incl. light soot stains behind the engine exhausts. I also added de-icing leading edges and some walking areas on the wings, cut from black and grey decals sheet (from TL Modellbau).
Finally the kit received a coat of glossy acrylic varnish from the rattle can (which did not turn out as evenly as expected, I guess to due to the age of the paint… The aircraft looks somewhat dirty now), et voilà, the Irish Marauder Commuter was ready for take-off!
I am really happy how this conversion turned out. I have seen pics of civilized B-26s (yes, this was actually done, but only in a few cases), and without all the lumps and bumps and with a decent paint job the aircraft looks really sleek and elegant. The classic, early Aer Lingus livery confirms this, a pretty and unusual bird!
To eliminate the ME Models adapter piece. Half straights aren't always feasible. Not only does it mess up the geometry unless you fix it with another half, but in some places they don't work!
It has pneumatic suspension and motorized/remotely controlled driving and steering. It has a working steering wheel and remotely controlled original functions (doors, rear spoiler and hood - choice of a function is done manually with gearbox lever, like in the original).
It has additional two L motors for driving and M motor for steering, two IR receivers (one of them V2). Original battery box has been replaced with 8878 rechargeable battery box which is smaller so I could hide it behind panels at the rear for more realistic appearance.
Original suspension (6.5 L hard springs) has been changed with 6.5 L soft spring + small pneumatic cylinder, for all wheels. It has large pneumatic pump at the back and pneumatic switch at the cabin for controlling riding height.
VIDEO: youtu.be/yEoht6n7Ndo
I hope you like it…
"On Track"
Extra 330 de l'équipe de voltige de l'armée de l'air (EVAA) à l'occasion du centième anniversaire de la disparition du capitaine Georges Guynemer sur la BA 116 de Luxeuil (Hte Saône 2017)
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
Modification includes : rebuilding jaw so no longer spring action, and rebuilding club/weapon so it fits in hand properly. Grimlock was painted with MANY shades of metallic paint, and went through 45 stages of dry brushing and detail effects to make him look like old worn metal. He was clear coated in a prismatic lacquer paint, giving his metal parts a full spectrum of color at certain angles of light. Then clear coated in a high-gloss lacquer.
A little bit poseable custom job in holiday. :)
I added the revoltech mid-size ball joint to deacon's shoulder, and modified the neck part shape of the head, the head joint's peg now is 45 degree backward, not looking down anymore. the creature more looks like my ideal figure now. :)
This is a modification of my alternate build of the LEGO 10278 Police Station - the corner building „The Daily Press“- I built in November 2021, since I recognised that I wasn't able to display the original corner building in the shelf in my living room properly.
This new non corner version is also built only with bricks from the LEGO 10278 Police Station. It's built a bit less tricky than the original building, but nevertheless I think I like it a bit better than the other one. Don't know exactly why – perhaps because I don't have to choose between the two facades but have them next to each other.
Of course there are also building instructions available reb.li/m/97319
The bright, sunny color of yellow roses evokes a feeling of warmth and happiness. The warm feelings associated with the yellow rose are often akin to those shared with a true friend. As such, the yellow rose is an ideal symbol for joy and friendship..
uhhmmm... can i add love too? :-)
Modification for LEGO® Technic set 8258 Crane Truck (default build). It gives set 8258 an added fifth wheel (coupler) and power supply to connect/attach trailers realistically. A (semi-)trailer has a so called king pin. This pin is at the front of the trailer and connects to the tractor or semi-truck which set 8258 is.
These modifications are in building instructions and a inventory/parts list is available for you to add this to your own 8258. By modifying 8258 with this you enable the ability to connect to soon to be released lowboy trailers!
This kingpin at the front of the trailer makes a pivoting connection with the tractor's fifth wheel. It forces the fifth wheel to open up and as soon as the kingpin is in place rubber belts forces the fifth wheel to close again. It stays there until it is manually released. By moving two levers manually the trailer can be released and thus uncoupled.
The pictures show two lowboy trailers. Both are so called detachable gooseneck trailers. The Yellow version has a liftable third axle. The Blue one a so called flip axle where a part of the frame holding the third axle is flipped on top of the second axle.
With this type of lowboy trailer the gooseneck is removed to make the deck accessible. Because the front part of the trailer rests on the surface the truck with the gooseneck still attached can drive off. In order to keep the gooseneck elevated at the correct hight is as a support. This support rests on the trucks frame.
Instructions for both shown lowboy trailer will be available soon, the first one in December 2014, the second one hopefully the 1st half of 2015.
Both lowboy trailers can perfectly be combined with LEGO® Technic set 8043 Motorized Excavator as well as with LEGO® Technic set 8275 Motorized Bulldozer. Obviously you can combine it with any of your MOCs as well.
Went back and made some modifications. Nothing major, but I think the changes improve the overall look.
Suite à une suggestion, j'ai recadré la photo afin d'obtenir une photo de type panoramique !
Qu'en dites-vous ?
Donk - a strange term.
Used in Australia as a slang term for a car engine, Donk is a whole sub-culture of vehicle modification in the US focusing on overly large wheels.
The term 'Donk' refers directly back to the original donor vehicle, popularly, the Chevrolet Impala. It has been said that the leaping Impala logo looks somewhat like a donkey!
The cars are also known by the more generic term of 'Hi-riser' - somewhat more descriptive, but less colourful name.
Hi-Risers are a type of highly customized automobile, typically a traditional, full-size, body on frame, V8 powered, rear wheel drive American-built sedan modified by significantly increasing the ground clearance and adding large-diameter wheels with low-profile tires. Depending on the model and style of body, autos customized in this manner can be labeled "donk," "box," or "bubble."
Hi-risers originally grew out of the Dirty South subculture, but the trend has spread across the United States. Vehicles customized in the hi-riser style are distinguished by their oversized (even disproportionate) wheels, ranging from 20 inches to 30 inches or more in diameter (largest being 50 inch), as well as fanciful custom paint-jobs and expensive audio equipment. Suspension modifications similar to those employed on lifted pickup trucks are made to give adequate clearance for the large wheels. Often the suspension is modified so the front end sits slightly higher than the rear end, giving the car a swaggering appearance. Because of the exaggerated look gained from installing a lifted suspension and enormous wheels, donks are also known as "hi-risers" or "sky-scrapers."
The most popular vehicles for these types of modifications are late 20th century, full-size, rear wheel drive sedans and coupes manufactured by General Motors (Chevrolet, Oldsmobile, Buick, and Cadillac), namely the Impala, Caprice, Buick Roadmaster, Oldsmobile 98, and Cadillac Fleetwood/Fleetwood Brougham, as well as mid-sized models such as the Chevrolet Monte Carlo and Oldsmobile Cutlass Supreme. However, similar full-size Ford models (Crown Victoria, Lincoln Town Car, Mercury Grand Marquis) are also popular, largely due to the ability to cheaply buy former police service Crown Victorias. There are three main sub-types of hi-riser, although the distinctions are blurred and open to debate. Most hi-riser enthusiasts agree that a "donk" traditionally is a 1971 to 1976 Impala. They were given this name because the "Impala" symbol was referred to as a "donkey" by owners or "donk" for short.[citation needed] To complement the sloping rear, the suspension of donks are frequently higher in the front end than the rear, resulting in a nose-up stance. Other hi-risers are usually raised evenly, resulting in a more or less level stance. A box is another sub-type of hi-riser, usually a 1977-1990-era Impala or Caprice with a boxy or squared-off front and rear end. Other models that are frequently made into hi-risers include the G-body Buick Regal, Oldsmobile Cutlass, Chevrolet El Camino, Pontiac Grand Prix, and Pontiac Bonneville.
Other vehicles gaining in popularity as hi-risers are the Cadillac DeVille and Seville, as well as the Buick Roadmaster. Also gaining in popularity are the Ford Crown Victoria, Mercury Grand Marquis, and Lincoln Town Car sedans. These three are the last full sized, body-on-frame, RWD sedans of which the Lincoln Town Car is the only one still being sold for 2011. In fact, the Grand Marquis in particular is enjoying a slight sales surge due to the increasing popularity of buying them new and turning them into hi-risers. Several rappers have alluded to the Grand Marquis in their music, such as Dorrough's "Ice Cream Paint Job": "Grand Marquis, paint job grape jelly
[Text from Wikipedia]
en.wikipedia.org/wiki/Hi-Riser_(automobile)
A key enabler for many of these vehicles is the use of the longitudinal powertrain, driving the rear wheels, and also the use of separate chassis (body-on-frame), decoupling the chassis forces from suspension from the body structure. The BOF layout also allows simpler modification of the vehicle, adopting parts and design solutions from the similarly configured Light Truck, e.g. Ford F150 or similar.
The 1971 Chevrolet Impala Convertible used here as the base vehicle offers these features and more. Notably engines not restricted by vehicle emissions standards, which had such a detrimental effect on engine output, staring from 1972. The 1971 Impala (the first year of this 5th generation Impala platform), was fitted with engines up to 454 CID (7.4 litres) rated at 365 hp. In 1976, the last year of this 5th generation vehicle, the 454 CID output had fallen to only 225 HP.
For interest, this 1971 Impala Donk is named 'Polar Bear'. Enormous, powerful, and super-cool (especially roof-down in winter), and for the icing blue exterior colour.
This Lego miniland-scale Chevrolet 1971 Impala Convertible Donk (1971), has been created for Flickr LUGNuts' 90th Build Challenge, - "Fools Rush In!", -
to the subtheme - "BaDONKadonk!". The 90th build challenge presenting 13 different subthemes to choose to build to.
I've always felt as though the dual opening Sherman turret hatch looked too blocky when using 1x2 Tiles (3069b), so with the simple use of a scalpel blade on a 2x2 Round Tile(4150), I have made a slight design modification. Before and after pictures shown - Open Hatch. I am going to use this on all my Shermans now
"The dean's church of the Exaltation of the Holy Cross is the main Catholic church of the city of Kadán and the entire former deanery of Kadán, a Gothic building with a number of Baroque modifications at its core and one of the most important architectural monuments of the Kadán conservation area. It is protected as a cultural monument of the Czech Republic.
The Kadaň parish (later dean's) church was built after the middle of the 13th century in connection with the promotion of Kadaň to a free royal city. It was administered by the knights of the Johannite order , while their local commander was usually also a parish priest. The church is mentioned for the first time in 1291 in the indulgence document of the Cracow bishop Pavel, and it was then dedicated to the Virgin Mary. In 1373, nine Johannite brothers are commemorated here. Although it escaped the devastating fire of Kadana in 1362, it was ravaged in 1421, when the city was first conquered by Hussite troops and then by the 2nd Crusade. At the turn of the 15th and 16th centuries, the church was repaired and side altars, new bells and an organ were added. In the burgher testaments from that time, for example, the altars of the Virgin Mary, the Corpus Christi, St. Michael, St. Three Kings, St. Nicholas, St. Sigismund, St. Sebastian or St. Barbara. One of the towers already had a clock at the end of the 15th century. The so-called upper churchman then lived in the second tower.
In 1507, a giant "Zuzana" bell was cast for the dean's church with the participation of Kadaň burgomaster Christoph Zetlitzer, which was installed in one of the church towers the following year. The townsman Jobst Fischer was the first to ring the bell. Already in 1512, however, the bell broke and had to be recast in front of the Holy Gate. Shortly afterwards, part of it broke off, yet "Zuzana" served well for more than a hundred years. It was only during the great fire of the town in 1635 that the bell completely melted, and a new bell was cast in the courtyard of the Kadaň Castle in 1636 from the found bell material.
It was destroyed in a fire on October 11, 1811. It was replaced by a bell from Karel Bellmann from Prague on February 6, 1819, at the expense of the municipality. It bears a relief of Saint Anne, a German inscription, reaches a bottom diameter of 180 cm, a height with a crown of 175 cm and a weight of about 3.5 tons. It survived requisitions during the First World War, was requisitioned on 7 July 1942 for the Second World War, but was not destroyed until its end, so it could be restituted and returned to the tower in 1946. It belongs to the largest bells of the Diocese of Litoměřice.
During the Thirty Years' War (1618–1648), the church burned down twice, on August 26, 1631, and on July 11, 1635. It took until 1638 for repairs to take place in the church before services could be held again. Sources from 1643 already refer to it as the Dean's Church of the Exaltation of the Holy Cross, which implies that the patronage of the church was changed sometime before this date, probably after the fire of 1635. In 1654, the complete reconstruction of the church began, the original Gothic three-nave basilica was changed to the baroque church.
In 1746 there was another fire and the church had to be reconstructed again between 1747 and 1755 under the leadership of the Kadanese builder Johann Christoph Kosch, who also consulted the famous architect Kilián Ignác Dientzenhofer on his reconstruction project. The main altar, pulpit, doors to the pulpit and the organ were transferred here from the abolished Dominican monastery in Litoměřice. Until 1807, the cemetery by the church was surrounded by a wall, to which were adjacent the wooden stalls of marketers in the number of about twenty. The church got its present form only after another big fire in the city in 1811, the current tower bells were installed only in 1862. Several bells fell victim to requisitions during the Napoleonic Wars. During the reconstruction in the 19th century, the church was given its current form. From the original Gothic building, only the temple vestibule with a Gothic entrance portal and a circular vault has survived to this day.
Kadaň (Czech pronunciation: [ˈkadaɲ]; German: Kaaden) is a town in Chomutov District in the Ústí nad Labem Region of the Czech Republic. It has about 18,000 inhabitants. It lies on the banks of the Ohře river. Kadaň is a tourist centre with highlights being the Franciscan Monastery and the historical square with late Gothic Town Hall Tower. The historic town centre is well preserved and is protected by law as an urban monument reservation.
The name is most likely derived from the personal name Kadan, meaning "Kadan's (court)".
Kadaň is located about 13 kilometres (8 mi) southwest of Chomutov and 31 km (19 mi) northeast of Karlovy Vary. It lies on the border between the Most Basin and Doupov Mountains. The northern tip of the municipal territory extends into the Ore Mountains. The highest point is the hill Dubový vrch at 691 m (2,267 ft) above sea level, located on the southern border of the territory. A notable feature is also the Úhošť hill, which is together with its surroundings protected as a national nature reserve.
Kadaň is situated on the banks of the Ohře river. On the Ohře, there is Kadaň Reservoir with an area of 67.2 ha (166 acres). It was completed in 1972. Its main purpose is to ensure a minimum flow under the reservoir, but it also serves for the energy use and for recreation and water sports.
In the Bronze Age, the plateau on the Úhošť hill was inhabited, on which there was a Celtic hillfort. According to some theories, the Wogastisburg Castle stood here, which was the scene of the Battle of Wogastisburg between Franks and Slavs in 631.
The first written mention of Kadaň is from 1183. it was probably founded as a market settlement during the colonization of the area at the turn of the 11th and 12th centuries. In 1186, Duke Frederick donated the settlement to the Knights Hospitaller. Around 1260, Kadaň was promoted to a free royal town and the castle was built. An extensive fire in 1362 destroyed the town and the castle, but everything was restored and supplemented with better fortifications. However, King Charles IV granted it several municipal rights (a vineyard, and an annual market) that made it flourish again.
In 1421, during the Hussite Wars, the town was conquered by the Hussites, who controlled it until the end of the wars. From the mid-15th century, the town was pledged to various creditors of the royal chamber. The most notable of them was the Lobkowicz family, who held the town from 1469 to 1519. Jan Hasištejnský of Lobkowicz founded the Franciscan Monastery and the Church of the Fourteen Holy Helpers.
In 1534, "Kadaň religious peace" was negotiated here between Württemberg Protestants and Emperor Ferdinand I for the Catholic side. After the Battle of White Mountain in 1620, violent re-Catholicization began in Kadaň. During the Thirty Years' War, in 1631, 1635 and 1648, Kadaň suffered from fires and plundering by various armies. The Kadaň Castle remained a ruin until the second half of the 18th century, when it was rebuilt into barracks by Empress Maria Theresa.
The last great fire damaged the town in 1811. After the Revolution of 1848, the town became a district centre. The institute of the district town lasted in Kadaň for 110 years when it was affiliated with Chomutov District.
After Czechoslovakia was established in 1918 and Kadaň became its part, most of the Sudeten German disagreed with this decision. On 4 March 1919, they demonstrated for self determination and joining Austria. The Czechoslovak military forces were sent in and tried to control the crowd by shooting. The result of the so-called Kadaň massacre was at least 25 dead and dozens injured.
After the Munich Agreement in 1938, Kadaň was annexed by Nazi Germany and administered as part of Reichsgau Sudetenland. The local Czechs were forced to move to central Czechoslovakia and the Jewish community was sent to concentration camps in Germany. The synagogue was burned down during the Kristallnacht of 9 November 1939. According to Beneš decrees, after World War II, the German population was expelled and the area was re-settled by Czechs.
Bohemia (Latin Bohemia, German Böhmen, Polish Czechy) is a region in the west of the Czech Republic. Previously, as a kingdom, they were the center of the Czech Crown. The root of the word Czech probably corresponds to the meaning of man. The Latin equivalent of Bohemia, originally Boiohaemum (literally "land of Battles"), which over time also influenced the names in other languages, is derived from the Celtic tribe of the Boios, who lived in this area from the 4th to the 1st century BC Bohemia on it borders Germany in the west, Austria in the south, Moravia in the east and Poland in the north. Geographically, they are bounded from the north, west and south by a chain of mountains, the highest of which are the Krkonoše Mountains, in which the highest mountain of Bohemia, Sněžka, is also located. The most important rivers are the Elbe and the Vltava, with the fertile Polabean Plain extending around the Elbe. The capital and largest city of Bohemia is Prague, other important cities include, for example, Pilsen, Karlovy Vary, Kladno, Ústí nad Labem, Liberec, Hradec Králové, Pardubice and České Budějovice, Jihlava also lies partly on the historical territory of Bohemia." - 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.
+++ DISCLAIMER +++
BEWARE: nothing you see here is real, even though many conversions and their respective background stories were built upon historical facts.
The Messerschmitt Me 510 was a further development of the Me 410 Hornisse ("Hornet"), a German heavy fighter and Schnellbomber used by the Luftwaffe during World War II. The 410 itself had a troubled start, because it essentially had only been a straightforward modification of the Me 210, which had suffered from serious stability flaws and had a bad reputation among its crews.
The 410 handled bettr but did not show much improvement in performance, though. Me 410 deliveries began in January 1943, two years later than the original plan had called for, and continued until September 1944, by which point a total of 1.160 of all versions had been produced by Messerschmitt Augsburg and Dornier München. When it arrived, it was liked by its crews, even though its performance was not enough to protect it from the swarms of high performance allied fighters they faced.
Still not giving up on the original construction (and with the jigs and tools still available), Messerschmitt started in early 1944 with research into further means of improving the Me 410's performance. One direction was the addition of one or two jets under the fuselage as boosters for combat situations.
Another design path, which eventually led to the Me 510, was the development of turboprop and compound engines as propulsion options, which were based on the respective pure jet engines but offered much better performance and fuel economy than the pure jets. It would also be the more efficient solution compared to added turbojets for pure piston planes, since no dead weight had to be carried, and the overall system was less complex than a mixed powerplant system.
This turboprop concept, as best compromise between performance and short-term readiness for service, was chosen and the modified aircraft, called Messerschmitt Me 510, came to be. The design target was to outperform the Me 410 with as little change to the overall construction as possible, so that old tooling could be used for new aircraft cells. Alternatively, old aircraft should potentially be converted to the improved standard.
Core of the new development was the compact HeS 021 turboprop, a PTL development of the HeS 011 jet engine which was also planned for Focke Wulfs FW P.0310226-127 fighter (a turboprop version of the light 'Flitzer' day fighter). This engine was theoretically to deliver up to 3.300hp (2.426 kw) shaft output, plus 1.100kg (2.424 lb) additional thrust, even though serial types would produce less power under the aspect of reliability.
In order to incorporate this engine into the modified Me 410 a new main wing with laminar profile and new engine nacelles had to be designed. The HeS 021sat in the front part of the engine nacelles above the wings, driving four-bladed propellers. The landing gear retracted into the nacelle's lower section, rotating 90°, much like the Me 410, with the exhaust running above the landing gear wells.
In order to improve directional stability further, the tail surfaces were slightly enlarged, receiving characteristic, square tips. The fuselage was more or less taken from the original Me 410, since it offered a very good field of view and appropriate aerodynamics. With this package, the idea of retrofitting former Me 410 cells was kept, even though later flight tests showed that some more detail modifications had to be made. Most of these concerned the internal structures, the most obvious external change was the nose section, where the original glazing had to be reinforced and finally replaced by solid material – an experience similar to the modification from Douglas’ piston-driven XB-42 to the faster, jet-driven XB-43 of the same era.
Maiden flight of the first prototype took place in Augsburg on 6th of May 1945, with little problems. As benchmark, the Me 410's maximum speed was 625 km/h (388 mph), a cruise speed of 579 km/h (360 mph) and a combat range of 2.300 km (1,400 mi) with up to 1.000 kg (2,204 lbs) of disposable stores carried in- and externally.
The overall flying characteristics of the Me 410 did not change much, but rate of climb and top speed were considerably improved. In level flight, the third prototype Me 510 V3 reached a top speed of 812 km/h (504 mph), and even the serial version with added armament and equipment easily reached 750 km/h (465 mph) top speed and a cruising speed with no external stores of 650 km/h (405 mph). At its time, the Me 510, which quickly received the rather inofficial nickname "Bremse" (Horsefly), was superior to its pure piston engine and turbojet rivals, even though it was clear that the turboprop was only a preliminary solution.
Due to its high speed and under the pressure of Allied bomber raids, the Me 510 was primarily used as a Zerstörer against daylight bombers. Many aircraft received additional weapons, both directly incorporated at the factory but also as field accessories. Popular modifications included two extra 30mm guns (MK 108 or 103) in the bomb bay, or provisions for guided and unguided air to air missiles. A camera equipment package (Rüstsatz 'U3') allowed the fast aircraft to be used for daylight reconnaissance.
Many equipment packages from the earlier Me 410 could be fitted, too, including the massive 50mm BK 5 auto cannon against allied bomber groups. Initially, this package (‘U4’ Rüstsatz) comprised the original autocannon which fired at 45 RPM, with 21 shells in a drum magazine.
This weapon soon was replaced by the even more effective MK 214 B gun of 55mm caliber (Rüstsatz 'U5'). The BK 214 B fired at 180 RPM and proved to be a highly effective weapon at long ranges, outside of the bombers’ defensive armament range. As a drawback the heavy system (the gun plus the ammunition belt with 96 shells weighed 1.124 kg/2.475 lb) filled the whole internal bomb bay and precluded heavy external stores. Therefore, the 13mm machine guns in the nose were frequently removed in order to save weight, sometimes the weapons in the side barbettes, too. But: a single hit with one of the 1.54kg (3.4 lb) shells was enough to bring down a four-engined bomber, so that the fast Me 510 with this weapon became a serious threat in the course of late 1946.
510 general characteristics:
Crew: 2
Length: 42 ft (12,60 m)
Wingspan: 49 ft (14.69 m)
Height: 13 ft 1½ in (4.0 m)
Wing area: 480.11 ft² (44.78m²)
Empty weight: 10.665 lb (4.842 kg)
Loaded weight: 14.405 lb (6.540 kg)
Max. take-off weight: 18.678 lb (8.480 kg)
Maximum speed: 790 km/h (490 mph) at 7.200m (23.500 ft)
Range: 1.400 mi (2.300 km ) with full combat TOW
Service ceiling: 40.900 ft (12.500 m)
Rate of climb: 4.635 ft/min (23,6 m/s)
Wing loading: 29.8 lb/ft² (121.9 kg/m²)
Power/mass: 0.24 hp/lb (0.39 kW/kg)
Engine:
2× Heinkel-Hirth HeS 021 turboprop engines, 1.438 kW (2.500 hp) plus 980 kp (2.158 lb) residual thrust each
Armament: Varied, but typical basic equipment was:
2× 20 mm MG 151/20 cannons with 350 rpg, fixed in the nose
2× 13 mm (.51 in) MG 131 machine guns with 500 rpg in the nose flanks
2× 13 mm (.51 in) MG 131 machine guns with 500 rpg, each firing rearward from FDSL 131/1B remote-operated turret, one per side;
Up to 1.200 kg (2.643 lb) of disposable stores in- and externally
In the field, many modifications were made and several additional weapon packages with guns, guided and unguided missiles or special weapons were available (so-called ‘Rüstsätze’).
The kit and its assembly:
I am not certain when inspiration struck me for this fantasy aircraft - I guess it was when I tinkered together the Hü 324 whif, which was itself based on a 1:72 scale Il-28 bomber. When I browsed for a respective donation kit I also came across the 1:100 scale kit of the Soviet light bomber from Tamiya, and that stirred something: The Il-28's vintage contours would perfectly suit a Luft '46 aircraft, and with some calculations it was clear that the 1:100 wings would be suitable for something in the class of a 1:72 DH Mosquito or Bf 110. Then, the ill-fated Me 410 came to the scene as a potential late war basis aircraft, and from this starting point the idea of an evolutionary next step of the type, the Messerschmitt Me 510, was born.
Basically this model is a kitbashing of a Tamiya Il-28 in 1:100 (wings & engine nacelles) and the fuselage of a Matchbox Me 410. The IL-28's wings were turned upside down, so that the nacelles would now ride on the wings' top.
This not only looks cool and 'different', it's also plausible because the landing gear could retract into the wings under the nacelles (with the main landing gear doors closed, just like the original Me 410), it would also reduce the angle of the aircraft on the ground to a sensible degree - with the engines under the wings plus the landing gear would have been much to steep!
Fitting the wings to the fuselage was pretty easy, even though the original Me 410 wing profile was much thicker than the slender Il-28 wings. Cleaning and blending the wing root areas was a bit tricky, but the parts get together well.
As a design twist and for a uniform look I also replaced the whole tail section, matching the angular look of the thin new main wings. The horizontal stabilizers are wing tips from a Matchbox Me 262, the vertical fin is a modified outer wing part from a Matchbox Grumman Panther.
The engine nacelles were taken OOB. I just filled the Il-28's landing gear wells and their covers with putty, since they'd end on top of the new engines.
The propellers come from Matchbox P-51 Mustangs, outfitted with pointed spinners and held by a metal pin in a polystyrene tube which runs through the original intake splitter. Looks pretty martial, even though the nacelles ended up a bit close to the fuselage. The overall look reminds of the Short Sturgeon, but is not inplausible. A compact aircraft!
The cockpit received some side panels, news seats and some equipment, since the original Matchbox kit features almost nothing beyond a floor plate, two broad benches as seats and pilot figures. I also opened the cockpit hatches, since the aircraft would be built for ground display, with the landing gear extended.
From the original kit the BK 5 cannon installation was taken over, but I added a scratch-built, bigger muzzle brake. Since the aircraft was to become a high speed interceptor/Zerstörer for daylight operations, I did not add any further external ordnance.
Painting and markings:
I pondered about a potential livery for a long time. Almost any Me 410 was delivered in RLM 74/75/76 livery, and some at the Western front in France were operated in RLM 70/71/65, with a low waterline. But I found this pretty... boring. So I made up a fantasy livery which I found suitable for high altitude operations and based on my knowledge of late Luftwaffe paint scheme - pretty complex:
The aircraft was to be light in color, primarily camouflaged for aerial combat. I ended up with something that was planned as something that could have almost been called 'low-viz': all lower surfaces received a basic tone of RLM 76 (from Testors), with a raised waterline on all flanks. This light blue-grey would blend into a slightly darker FS 36320 on the higher flanks, almost up to the upper surfaces.
But in the end, the flanks received more spots than intended, and I ended up with a rather conservative livery - but it ain't bad at all. But so it goes...
The upper wing surfaces received a wavy scheme in RLM 71 (Drak Green) and 75 (Middel Grey). These are not typical late war colors, I rather used them due to the lighter shades. On the fuselage, just the fuselage crest was painted with more or less dense blotches of these tones, blending into more patches of RLM 02 on the flanks.
To add some more unconventional detail, the fuselage sides and undersides also received large, cloudy patches of RLM 77 - a very light grey. This detail was featured on some late-war He 177 bombers, but you can hardly tell these extra blotches because they have only little contrast to the RLM 76.
The tail fin was painted all white - a formation sign for a squadron leader, typical for German late WWII fighters. The black and white fuselage stripe is the ID of Jagdgeschwader 26 (which operated Fw 190D-9 from airfields in northern Germany, Flensburg was one of them), the red number abd the "+" code identify the machine as being part of the eighth Staffel.
In the end, a very subtle whif. The new engines are most obvious, and they change the look of the Me 410 dramatically. But only on second glance you recognize the other changes. The new wings/stabilizers with their square-shaped tips create a very slender and elegant look, the aircraft just looks fast and agile like a true heavy fighter should. Mission accomplished!
A modified Cadillac limousine - so basically a modification of a modification...
Antoine de la Mothe Cadillac (http://en.wikipedia.org/wiki/Cadillac) must be spinning in his grave. Or not. Him being an explorer and all, perhaps he would've liked a luxury car that can really go places.
i'm not sure that they actually do & I am not sure that believing in supernatural stuff is a recipe for a more harmonious world (if that is what it even means)
....but I suppose it is a more wholesome message than the initial graffiti
someone has written "IRA" in black and someone else has modified it.
Or maybe it is a reference to the Good Friday Agreement and peace process? That would be a better interpretation to my mind.
As i walked along (dog walking) I thought about alternative modifications that could have been made. I like "inspIRAtion is everywhere" but will probably think of something better next time I walk the dogs here.
Modified version of the LEGO Brick Bank (#10251).
There's now an ATM and the additional floor provides room for an insurance agent, who might not be the most respectable one.
My sewing scissors (actual size and all). Old picture taken right after it was done, a new one should be up soon :)
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The Dassault/Dornier Alpha Jet is a light attack jet and advanced trainer aircraft co-manufactured by Dassault Aviation of France and Dornier Flugzeugwerke of Germany. It was developed specifically to perform the trainer and light attack missions, as well as to perform these duties more ideally than the first generation of jet trainers that preceded it.
Following a competition, a design submitted by a team comprising Breguet Aviation, Dassault Aviation, and Dornier Flugzeugwerke, initially designated as the TA501, was selected and subsequently produced as the Alpha Jet.
Both the French Air Force and German Air Force procured the Alpha Jet in large numbers, the former principally as a trainer aircraft and the latter choosing to use it as a light attack platform. In July 1978, Dassault signed an agreement with American aircraft manufacture Lockheed to market the Alpha Jet in the US market, the arrangement included provisions for Lockheed to manufacture the Alpha Jet under license. The Alpha Jet was considered as a candidate for the US Navy's VTXTS advanced trainer program, which was eventually won by the McDonnell Douglas T-45 Goshawk, a modified version of the Hawker Siddeley Hawk. Proposed modifications included undercarriage changes for nose-tow catapults and a stronger arrestor hook, as well as various US-sourced avionics and other equipment.
The Alpha Jet program remained prolific, though. During the early 1990s, the French Air Force investigated the “Alpha Jet 3” program, which involved installing a fully digital cockpit, a modernized communications suite, and a full navigation/attack and sensor training system.
Another development line was the Alpha Jet Lancier (Lancer), which would enable the trainer to act as a light, all-weather multi-purpose attack aircraft. The most obvious modification was the addition of an Anemone radar in an extended nose section with a radome, similar and shape and size of the Super Étendard’s nose section. The Anemone radar was an improved and very compact derivative of the Super Étendard’s Agave radar, weighing only a mere 60kg.
The Anemone would provide the weapon system (based on the developments for the Alpha Jet 3) with all the data required for firing air-to-sea AM39 missiles, and the data needed for air-to-ground fire control. It could also be used for aircraft self-protection, as it could also handle the fire control of air-to-air weapons.
Dassault had high hopes in export sales for the Alpha Jet Lancier (e. g. to Egypt, Qatar and Nigeria), but interest was lukewarm since the Alpha Jet was a design that had been superseded by more modern constructions, and its operation costs were relatively high.
However, in 1991, when the Alpha Jet Lancier was still on the drawing board, the French Aéronavale was looking for an advanced trainer that could also be used for carrier start and landing training – basically as a replacement for the outdated Fouga CM.175 Zéphyr. The Alpha Jet offered several benefits, including its two engines for improved operational security and the fact that the type had already been in use with the French Air Force, so that the maintenance infrastructure and experienced mechanics were readily available. Even the demand for a maritime variant could be quickly realized – thanks to the VTXTS engagement in the late Seventies.
The result was the so-called “Alpha Jet Lancier M”, which incorporated all the aforementioned elements. An order for 31 aircraft (one prototype plus 30 serial aircraft) was placed in early 1992. The prototype was ready in May 1993 and incorporated further changes like uprated engines (delivering 10% more thrust than the former Larzac turbofans used on the land-based variants) or foldable outer wing sections, a reinforced arrester hook and a fixed (but detachable refueling probe).
The landing gear was also modified for carrier operations, with a bigger spring deflection and a more rigid, twin-front wheel that also featured a launch hook.
The Anemone multi-mode radar was augmented by a lightweight Ferranti Type 105 laser rangefinder, mounted in a fairing under the port side cockpit flank, leaving space for an optional gun pod that could be carried under the fuselage. A Doppler radar for navigation purposes was added in a shallow fairing under the cockpit, too. Mission avionics were further enhanced by a helmet-mounted sight, improved cockpit displays, a datalink, and improved night vision goggles compatibility.
The Alpha Jet Lancier M’s most powerful weapon was the AS.39 Exocet missile. Two of these weapons (weighing 670 kg each) could be carried on the inner pylons, even typically only a single one was carried with a drop tank as counterbalance and range compensation on the opposite pylon.
The relatively compact missile is designed for attacking small- to medium-size warships (e. g. frigates, corvettes and destroyers), although multiple hits are effective against larger vessels, such as aircraft carriers. Its rocket motor, which is fueled by solid propellant, gives the Exocet a maximum range of 70 km (43 mi; 38 nmi). It is guided inertially in mid-flight and turns on active radar late in its flight to find and hit its target. As a countermeasure against air defense around the target, it maintains a very low altitude during ingress, staying one–two m above the sea surface. Due to the effect of the radar horizon, this means that the target may not detect an incoming attack until the missile is only 6,000 m from impact. This leaves little time for reaction and stimulated the design of close-in weapon systems (CIWS).
Trials of the Alpha Jet Lancier M prototype lasted until 1994, when serial production eventually started – just in time for the Zéphyr replacement, the trainer had been in service since 1960. The first machines arrived at the operational units in early 1995, though. Dassault still had high export hopes, but despite having an official operator now no further orders were coming forth – the Alpha Jet Lancier was simply too expensive. Plans for upgrading the land-based Alpha Jet fleet were also ultimately abandoned as being too expensive. In 1998, France's defense ministry examined prospective upgrades focused on the Alpha Jet's cockpit, such as the installation of a new Head-Up Display (HUD) and multifunction displays, though.
In June 2003, Dassault revealed its plans for an Alpha Jet upgrade to potentially meet the French Air Force's long term training requirements. This upgrade was similar to that which was performed for the Belgian Air Force's Alpha Jet fleet, involving the installation of a glass cockpit, increasing cockpit compatibility with frontline aircraft such as the Dassault Rafale and Dassault Mirage 2000, as well as a structural overhaul.
As a result of post-Cold War military cutbacks, Germany already elected to retire its own fleet of Alpha Jets in the 1990s and has re-sold many of these aircraft to both military and civilian operators. The Alpha Jet has been adopted by a number of air forces across the world and has also seen active combat use by some of these operators.
General characteristics:
Crew: two
Length: 13.23 m (43 ft 5 in)
Wingspan: 9.11 m (29 ft 10¾ in), folded:
Height: 4.19 m (13 ft 9 in)
Wing area: 17.50 m² (188.4 ft²)
Empty weight: 3,515 kg (7,750 lb)
Loaded weight: 5,000 kg (11,000 lb)
Max. takeoff weight: 7,500 kg (16,535 lb)
Powerplant:
2× SNECMA Turbomeca Larzac 04-H-20 non-afterburning turbofans,
delivering 4.12 kN of thrust (3,173 lbf) each
Performance:
Maximum speed: 1,000 km/h (540 kn, 621 mph) at sea level
Stall speed: 167 km/h (90 knots, 104 mph) (flaps and undercarriage down)
Combat radius: 610 km (329 nmi, 379 mi) lo-lo-lo profile with full ordnance
Ferry range: 2,940 km (1,586 nmi, 1,827 mi)
Service ceiling: 14,630 m (48,000 ft)
Rate of climb: 57 m/s (11,220 ft/min)
Armament:
1× optional 30 mm (1.18 in) GIAT 30/M791 autocannon with 125 rounds in a centerline pod
Four underwing hardpoints for a total load of 2,500 kg (5,506 lb), including up to six Matra rocket pods
with eighteen SNEB 68 mm rockets each or six CRV7 rocket pods with nineteen 70 mm rockets each;
Two AIM-9 Sidewinders or two Matra Magic IIs air-to-air missiles
Up to two AM.39 Exocet anti-ship missiles, or four AGM-65 Mavericks
or other TV-, laser or IR-guided Smart Weapons
The kit and its assembly:.
Another entry for the “Old Kit Group Build” at whatifmodelers.com, #4 to be precise. The basis for this conversion is the venerable Heller Alpha Jet in 1:72 scale from 1979, even though in a much more recent Revell re-boxing as a Belgian aircraft with a black/yellow/silver anniversary paint scheme.
Anyway, the moulds must have suffered a lot in the meantime, because the Revell offering comes with lots of flash, ugly ejector pin markings and even some sinkholes. I have built an old, original Heller kit a while ago, and this was much more crisp and defined!
However, the conversion of the kit was only cosmetic, including:
• A new, longer and more massive nose– actually the front end of a Tornado drop tank
• A completely new twin front wheel, including the well in the nose section
• Modified main landing gear with new wheels and a higher stance
• Engraved seams for the wings’ folding mechanism
• Appropriate ordnance, including…
- an Exocet missile (Academy Super Étendard)
- a drop tank (Academy OV-10 Bronco)
- a Barracuda 2 ECM pod and a Matra Phimat flare dispenser (Heller SEPECAT Jaguar)
• Some new antennae and pitots, and a more massive arrestor hook
• The laser rangefinder in its unusual (but correct!) fairing
• Some chaff/flare dispensers at the tail
Building the fuselage was no fun – nothing would fit, and the kit’s construction is really complicated. O.K., the Alpha Jet’s shape with its engine nacelles and the curved belly is complex, but the kit’s solution is far from perfect.
Another true weak point are the air intakes: they end after 3-4mm in a staggered, vertical wall. Really ugly, so I drilled the intakes open and moved the still necessary view blocker (black foamed styrene) a bit further back.
Painting and markings:
IMHO, the only potential operator for this fictional yet rather complex and expensive Alpha Jet variant would be France, and so the Lancier M ended up in the hands of the Aéronavale.
Consequently, I gave the aircraft a Nineties paint scheme inspired by the two-tone grey livery of the late Super Ètendard – also a bit of an unusual, yet familiar, touch. The basic colors I used are Humbrol 164 (Dark Sea Grey) and 165 (Medium Sea Grey), because I wanted to prevent a US look – and the frequently recommended tones of FS36118 and FS35237 are IMHO just wrong, Gunship Grey being too dark, and the grey blue being …simply much too bluish. The British tones work quite well, though, even though I still wonder about the “true” colors of this paint scheme?
The cockpit interior was painted in very dark grey (Humbrol 67) for some contrast to the outside, the landing gear wells and the struts became Aluminum (Humbrol 56), as well as the air intakes. The interior of the landing gear covers was painted in chrome yellow primer (Humbrol 81), for some more color contrast.
The Barracuda 2 pod was painted in dark green, while the chaff dispenser became dark grey – as a small color contrast to the grey aircraft. The Exocet missile became white with a light grey radome, according to the real thing, but as another disruption the single drop tank received the old Aéronavale scheme in dark bluish grey and white, together with a red tip (marking the flight the aircraft belongs to).
The decals come mostly from a Berna Decals aftermarket sheet for French Bréguet Alizés. The sheet features, among others, a late, dark grey aircraft, and this option provided the small roundels and the grey codes. Escadrille 59S was chosen, since it was available in the sheet (with the squadron’s emblem) and originally a unit for night/all-weather training, disbanded in early 1997.
A simple conversion, yet very thorough and surprisingly convincing. The Lancier’s longer and more massive nose changes the character of the sleek Alpha Jet a lot, and the grey-on-grey paint scheme with the toned-down markings adds a unusual touch to the normally much more colorful aircraft. The scheme looks very natural on the Alpha Jet, too.
la modification consiste à offrir a cette dame des jambes beaucoup plus articulées que d'origine.aucune figurines n'a souffert durant l'opération ( c'est ce qu'il m'a semblais! )
the change is to offer this lady has much more articulated legs that original. no figures have suffered during the operation (that is what it seemed to me!)