View allAll Photos Tagged modified
+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
In the aftermath of the Second World War, Sweden required a strong air defense, utilizing the newly developed jet propulsion technology. This led to a pair of proposals being issued by the Saab design team, led by Lars Brising. The first of these, codenamed R101, was a cigar-shaped aircraft, which bore a resemblance to the American Lockheed P-80 Shooting Star. The second design, which would later be picked as the winner, was a barrel-shaped design, codenamed R 1001, which proved to be both faster and more agile upon closer study.
The original R 1001 concept had been designed around a mostly straight wing, but after Swedish engineers had obtained German research data on swept-wing designs, the prototype was altered to incorporate a 25° sweep. In order to make the wing as thin as possible, Saab elected to locate the retractable undercarriage in the aircraft's fuselage rather than into the wings.
Extensive wind tunnel testing performed at the Swedish Royal University of Technology and by the National Aeronautical Research Institute had also influenced aspects of the aircraft's aerodynamics, such as stability and trim across the aircraft's speed range. In order to test the design of the swept wing further and avoid any surprises, it was decided to modify a single Saab Safir. It received the designation Saab 201 and a full-scale R 1001 wing for a series of flight tests. The first 'final' sketches of the aircraft, incorporating the new information, was drawn in January 1946.
The originally envisioned powerplant for the new fighter type was the de Havilland Goblin turbojet engine. However, in December 1945, information on the newer and more powerful de Havilland Ghost engine became available. The new engine was deemed to be ideal for Saab's in-development aircraft, as not only did the Ghost engine had provisions for the use of a central circular air intake, the overall diameter of the engine was favorable for the planned fuselage dimensions, too. Thus, following negotiations between de Havilland and Saab, the Ghost engine was selected to power the type instead and built in license as the RM 2.
By February 1946 the main outline of the proposed aircraft had been clearly defined. In Autumn 1946, following the resolution of all major questions of principal and the completion of the project specification, the Swedish Air Force formally ordered the completion of the design and that three prototype aircraft be produced, giving the proposed type the designation J 29.
On 1 September 1948, the first of the Saab 29 prototypes conducted its maiden flight, which lasted for half an hour. Because of the shape of its fuselage, the Saab J 29 quickly received the nickname "Flygande Tunnan" ("The Flying Barrel"), or "Tunnan" ("The Barrel") for short. While the demeaning nickname was not appreciated by Saab, its short form was eventually officially adopted.
A total of four prototypes were built for the aircraft's test program. The first two lacked armament, carrying heavy test equipment instead, while the third prototype was armed with four 20mm automatic guns. Various different aerodynamic arrangements were tested, such as air brakes being installed either upon the fuselage or on the wings aft of the rear spar, along with both combined and conventional aileron/flap arrangements.
The flight test program revealed that the J 29 prototypes were capable of reaching and exceeding the maximum permissible Mach number for which they had been designed, and the flight performance figures gathered were found to be typically in excess of the predicted values.
In 1948 production of the type commenced and in May 1951 the first deliveries of operational production aircraft were received by F 13 Norrköping. The J 29 proved to be very successful and several variants and updates of the Tunnan were produced, including a dedicated reconnaissance variant and an all-weather fighter with an on-board radar.
A trainer variant was deemed to be useful, too, since the transition of young pilots from relatively slow, piston-engine basic trainers to jet-powered aircraft was considered to be a major step in the education program. At that time, the only jet-powered two-seater in Swedish inventory was the DH 115 Vampire. 57 of these, designated J 28C by the Swedish Air Force, had been procured from Great Britain in the late Forties, but an indigenous alternative (and a more capable successor) was politically favored.
In 1952 initial wind tunnel tests with scaled-down models were conducted, since it was not clear which layout would be the best from an aerodynamic, structural and educational point of view. After a thorough inspection of wooden 1:1 mock-ups of alternative tandem and a side-by-side cockpit layouts, as well as much political debate between Saab, the Swedish Air Force and the Swedish government concerning the costs and budget for a dedicated Saab 29 trainer fleet’s development and production, a compromise was settled upon in early 1953: No new trainer airframes would be produced. Instead, only existing airframes would be converted into two seaters, in an attempt to keep as much of the existing structure and internal fuel capacity as possible.
The side-by-side arrangement was adopted, not only because it was considered to be the more effective layout for a trainer aircraft. It also had the benefit that its integration would only mean a limited redesign of the aircraft’s cockpit section above the air intake duct and the front landing gear well, allowing to retain the single-seater’s pressurized cabin’s length and internal structure. A tandem cockpit would have been aerodynamically more efficient, but it would have either considerably reduced the J 29’s internal fuel capacity, or the whole aircraft had had to be lengthened with a fuselage plug, with uncertain outcome concerning airframe and flight stability. It would also have been the more costly option,
However, it would take until 1955 that the first trainer conversions were conducted by Saab, in the wake of the major wing and engine updates for the J 29 A/B fleet that lasted until 1956. The trainer, designated Sk 29 B, was exclusively based on the J 29 B variant and benefited from this version’s extra fuel tanks in the wings and fully wired underwing weapon hardpoints, which included two wet pylons for drop tanks and made the Sk 29 B suitable for weapon training with the J 29’s full ordnance range.
The trainer conversions only covered the new cockpit section, though. The Sk 29 B did not receive the new dogtooth wing which was only introduced to the converted J 29 D, E and F fighters. The upper pair of 20mm cannon in the lower front fuselage was deleted, too, in order to compensate for the two-seater’s additional cockpit equipment weight and drag. Performance suffered only marginally under the enlarged canopy, though, and the Sk 29 B turned out to be a very sound and useful design for the advanced jet trainer role.
However, budgetary restraints and the quick development of aircraft technology in the Fifties limited the number of fighter conversions to only 22 airframes. The aging Vampire two-seaters still turned out to be adequate for the advanced trainer role, and the Sk 29 B did not offer a significant advantage over the older, British aircraft. Another factor that spoke against more Sk 29 Bs was the simple fact that more trainer conversions would have reduced the number of airframes eligible for the running fighter aircraft updates.
All Sk 29 Bs were concentrated at the F 5 Ljungbyhed Kungliga Krigsflygskolan training wing in southern Sweden, where two flights were equipped with it. Unofficially dubbed “Skola Tunnan” (literally “School Barrel”), the Sk 29B performed a solid career, even though the machines were gradually retired from 1966 onwards. A dozen Sk 29 B remained active until 1972 in various supportive roles, including target tugging, air sampling and liaison duties, while the final Vampire trainer was already retired in 1968. But by the early Seventies, the trainer role had been taken over by the brand new Saab 105/Sk 60 trainer, the long-awaited domestic development, and Sk 35 Draken trainers.
General characteristics:
Crew: 2
Length: 10.23 m (33 ft 7 in)
Wingspan: 11.0 m (36 ft 1 in)
Height: 3.75 m (12 ft 4 in)
Wing area: 24.15 m² (260.0 ft²)
Empty weight: 5,120 kg (11,277 lb)
Max. takeoff weight: 8,375 kg (18,465 lb)
Powerplant:
1× Svenska Flygmotor RM2 turbojet, rated at 5,000 lbf (22.2 kN)
Performance:
Maximum speed: 1,010 km/h (627 mph)
Range: 1,060 km (658 mi)
Service ceiling: 15,500 m (50,850 ft)
Rate of climb: 30.5 m/s (6,000 ft/min)
Armament:
2x 20mm Hispano Mark V autocannon in the lower front fuselage
Underwing hardpoints for various unguided missiles and iron bombs, or a pair drop tanks
The kit and its assembly:
Another Saab 29 conversion of a variant that was thought about but never materialized, much like the radar-equipped all-weather fighter. The impulse to tackle this stunt was a leftover D. H. Vampire trainer fuselage pod in my stash (from the ‘Mystery Jet’ conversion a couple of months ago, from an Airfix kit). The canopy’s shape and dimensions appeared like a sound match for the tubby J 29, and so I decided to try this stunt.
The basis is the Heller J 29 kit, which is, despite raised surface details, IMHO the better kit than the rather simple Matchbox offering. However, what makes things more hazardous, though, is the kit’s option to build the S 29 C reconnaissance variant – the lower front fuselage is a separate part, and any surgery around the cockpit weakens the kit’s overall stability considerably. Unlike the J 29D all-weather fighter built recently, I had no visual reference material. The only valid information I was able to dig up was that a side-by-side cockpit had been the preferred layout for this paper project.
Implanting a new cockpit is always hazardous, and I have never tried to integrate a side-by-side arrangement into a single seater. The Vampire cockpit was finished first, and also mounted into the Vampire’s original cockpit pod halves, because I was able to use its side walls and also had the original canopy parts left over – and using the Vampire’s cockpit opening would ensure a good fit and limit PSR work around the clear parts. Once the Vampire cockpit tub was complete, the “implant” was trimmed down as far as possible.
Next step was to prepare the Tunnan to accept the donor cockpit. In order to avoid structural trouble I finished the two fuselage halves first, mounted the air intake with the duct to the front end, but left the fighter version’s gun tray away (while preparing it with a load of lead). The idea was to put the Vampire cockpit into position from below into the Tunnan’s fuselage, until all outer surfaces would more or less match in order to minimize PSR work.
With the Vampire cockpit as benchmark, I carefully tried to draw its outlines onto the upper front fuselage. The following cutting and trimming sessions too several turns. To my surprise, the side-by-side cockpit’s width was the least problem – it fits very well inside of the J 29 fuselage’s confines, even though the front end turned out to be troublesome. Space in length became an issue, too, because the Airfix Vampire cockpit is pretty complete: it comes with all pedals, a front and a rear bulkhead, and its bulged canopy extends pretty far backwards into an aerodynamic fairing. As a result, it’s unfortunately very long… Furthermore, air intake duct reaches deep into the Tunnan’s nose, too, so that width was not the (expected) problem, but rather length!
Eventually, the cockpit lost the front bulkhead and had to trimmed and slimmed down further, because, despite its bulky fuselage, the Tunnan’s nose is rather narrow. As a consequence the Vampire cockpit had to be moved back by about 3mm, relative to the single-seater’s canopy, and the area in front of the cockpit/above the air intake duct had to be completely re-sculpted, which took several PSR stages. Since the Vampire’s canopy shape is very different and its windscreen less steep (and actually a flat glass panel), I think this change is not too obvious, tough, and looks like a natural part of the fictional real-life conversion. However, a fiddly operation, and it took some serious effort to blend the new parts into the Tunnan fuselage, especially the windscreen.
Once the cockpit was in place, the lower front fuselage with the guns (the upper pair had disappeared in the meantime) was mounted, and the wings followed suit. In this case, I modified the flaps into a lowered position, and, as a subtle detail, the Tunnan kit lost its retrofitted dogtooth wings, so that they resemble the initial, simple wing of the J 29 A and B variants. Thanks to the massive construction of the kit’s wings (they consist of two halves, but these are very thin and almost massive), this was a relatively easy task.
The rest of the Tunnan was built mostly OOB; it is a typical Heller kit of the Seventies: simple, with raised surface detail, relatively good fit (despite the need to use putty) and anything you could ask for a J 29 in 1:72 scale. I just replaced the drop tanks with shorter, thicker alternatives – early J 29 frequently carried Vampire drop tanks without fins, and the more stout replacements appeared very suitable for a trainer.
The pitots on the wing tips had to be scratched, since they got lost with the wing modifications - but OOB they are relatively thick and short, anyway. Further additions include a tail bumper and extra dorsal and ventral antennae, plus a fairing for a rotating warning light, inspired by a similar installation on the late J 29 target tugs.
Painting and markings:
As usual, I wanted a relatively plausible livery and kept things simple. Early J 29 fighters were almost exclusively left in bare metal finish, and the Swedish Vampire trainers were either operated in NMF with orange markings (very similar to the RAF trainers), or they carried the Swedish standard dark green/blue grey livery.
I stuck to the Tunnan’s standard NMF livery, but added dark green on wing tips and fin, which were widely added in order to make formation flight and general identification easier. However, some dayglow markings were added on the fuselage and wings, too, so that – together with the tactical markings – a colorful and distinct look was created, yet in line with typical Swedish Air Force markings in the late Fifties/early Sixties.
The NMF livery was created with an overall coat of Revell 99 acrylic paint (Aluminum), on top of which various shades of Metallizer were dry-brushed, panel by panel. Around the exhaust, a darker base tone (Revell 91, Iron Metallic and Steel Metallizer) was used. Around the cockpit, in order to simulate the retrofitted parts, some panels received a lighter base with Humbrol 191.
The raised panel lines were emphasized through a light black in wash and careful rubbing with grinded graphite on a soft cotton cloth – with the benefit that the graphite adds a further, metallic shine to the surface and destroys the uniform, clean NMF look. On the front fuselage, where many details got lost through the PSR work, panel lines were painted with a thin, soft pencil.
The cockpit interior became dark green-grey (Revell 67 comes pretty close to the original color), the landing gear wells medium grey (Revell 57). The dark green markings on fin and wing tips were painted with Humbrol 163 (RAF Dark Green), which comes IMHO close to the Swedish “Mörkgrön”. The orange bands were painted, too, with a base of Humbrol 82 (Orange Lining) on top of which a thin coat of fluorescent orange (Humbrol 209) was later added. Even though the NMF Tunnan did not carry anti-dazzle paint in front of the windscreen, I added a black panel because of the relatively flat area there on the modified kit.
Decals come from different sources: roundels and stencils come from the Heller kit’s sheet, the squadron code number from a Flying Colors sheet with Swedish ciphers in various colors and sizes for the late Fifties time frame, while the tactical code on the fin was taken from a Saab 32 sheet.
Finally the kit was sealed with a “¾ matt”, acrylic varnish, mixed from glossy and matt varnishes.
An effective and subtle conversion, and a bigger stunt than one might think at first sight. The Tunnan two-seater does, hoewever, not look as disturbing as, for instance, the BAC Lightning or Hawker Hunter trainer variants? The rhinoplasty was massive and took some serious PSR, though, and the livery was also more demanding than it might seem. But: this is what IMHO a real Saab 29 trainer could have looked like, if it had left the drawing boards in the early Fifties. And it even looks good! :D
I modified this PN2011 in a few ways:
1. A cable release from an old Kodak folder was affixed to the shutter release. I originally drilled out the button and threaded the hole for a shutter release. The threads didn't hold though. The plastic was too soft. I ended up epoxy-ing the thing on.
2. I took off the lens cover paddle and hollowed it out. I glued a polyester filter in the hole. I chose red for some good contrast in the sky with B&W film. You have to defeat the mechanism that keeps the shutter from firing when the lens cover is closed. Easy as cutting out a piece of plastic with a razor knife.
3. The two paper clips and dental floss control the shutter. The top one resets the shutter for double or more exposures. The bottom one is the bulb setting. I glued a magnet to hold the paper clips and keep them out of the way. Also it gives the dental floss some slack so it does not effect the shutter speed. If you want a longer shutter speed, you can let the paper clip dangle. Not sure how much this adds without some experimentation.
4. I cut a window out of the back for a pinhole redscale mechanism.
© sergione infuso - all rights reserved
follow me on www.sergione.info
You may not modify, publish or use any files on
this page without written permission and consent.
-----------------------------
La quinta edizione del festival organizzato da Wired Italia. Due lunghi fine settimana in cui vivere l’innovazione nell’economia, nella scienza, nella politica, nell’intrattenimento, nella cultura. Milano e Firenze si trasformano per un fine settimana nel luna park della scienza e della tecnologia. Oltre 150 relatori, performance artistiche, laboratori di stampa 3D, droni in volo, videogame, film, documentari, speed date sul lavoro, maratone di coding e workshop per tutte le età. A Milano da venerdì 26 a domenica 28 maggio ai Giardini Indro Montanelli.
-----------------------------
ore 12:00
Quando la tecnologia diventa un linguaggio
Speaker
Federico Ferri - Direttore Responsabile Sky Sport
Federico Ferri è da fine 2016 Direttore Responsabile di Sky Sport. Torinese, 39 anni, Federico Ferri è stato autore di alcuni dei più importanti prodotti della rete, da Sky Sport Tech, che porta la sua firma, al rinnovato storytelling di programmi di punta come Sky Calcio Live, Sky Calcio Club e Sky Calcio Show, fino ad alcuni format di successo molto apprezzati dal nostro pubblico e dalla critica sportiva, come “Buffa Racconta” e “Mister Condò”.
-----------------------------
ore 12:30
Sempre in prima linea
Speaker
Nadya Tolokonnikova - Fondatrice Pussy Riot
Nadežda Andreevna Tolokonnikova, anche nota come “Nadya Tolokno” è una artista e attivista politica russa. È tra le fondatrici del collettivo Pussy Riot, uno dei più importanti gruppi artisti degli ultimi anni che ha focalizzato la propria attività sulla violazione dei diritti umani in Russia e altrove. Nell’agosto 2012 è stata condannata a due anni di carcere in seguito alla performance anti Putin alla cattedrale di Cristo il Salvatore a Mosca. La protesta ha attirato l’attenzione e il supporto internazionale e l’adesione di personaggi quali Peter Gabriel, Sir Paul McCartney, Madonna, Bjork and Aung San Suu Kyi.
-----------------------------
ore 13:00
Sempre più in alto
Speaker
Gianmarco Tamberi - Atleta
Gianmarco Tamberi (Civitanova Marche, 1º giugno 1992) è un atleta italiano specializzato nel salto in alto, disciplina di cui è campione mondiale indoor a Portland 2016 e campione europeo ad Amsterdam 2016, nonché detentore del record italiano sia outdoor che indoor. In carriera vanta anche una medaglia di bronzo agli Europei juniores di Tallinn 2011.
È figlio dell’ex saltatore in alto e primatista italiano Marco Tamberi, suo attuale allenatore, e fratello di Gianluca, primatista italiano juniores del lancio del giavellotto, modello e attore.
-----------------------------
ore 13:30
10 cose da fare per fare prevenzione - In collaborazione con Airc
Speaker
Geppi Cucciari - Artista e Testimonial Airc
Ugo Pastorino -Dottore e Direttore Scientifico Fondazione IRCCS Istituto Nazionale dei Tumori
Geppi Cucciari (Cagliari, 18 agosto 1973) è un’attrice e comica italiana, nota sul piccolo schermo per la sua comicità e le capacità di recitazione.
Il dottor Ugo Pastorino nasce ad Albenga (SV) il 15 luglio 1954. Nel 1979 consegue la Laurea in Medicina e Chirurgia presso l’Università Statale di Milano (110/lode). Dall’ottobre 2014 è Direttore Scientifico della Fondazione IRCCS Istituto Nazionale dei Tumori.
-----------------------------
ore 14:30
Insta-star
Speaker
Beatrice Vendramin - Attrice
Attrice, cantante e modella sin da bambina Beatrice Vendramin è un vero e proprio punto di riferimento per la generazione Zeta. É una delle protagoniste di Alex&Co, la situation comedy di Disney dal successo strepitoso dove interpreta il ruolo di Emma. Nel 2016 debutta sul grande schermo a fianco di Giovanna Mezzogiorno e Margherita Buy in “Come Diventare grandi, nonostante i genitori” per la regia di Luca Lucini dove è un’adolescente alle prese con tutte le sfide che la sua giovane età porta con sè.
-----------------------------
ore 15:00
Mediocrazia
Speaker
Alain Deneault - Docente e scrittore
Alain Deneault è un docente e filosofo canadese. Ha scritto saggi sulle politiche governative, sui paradisi fiscali e sulla crisi del pensiero critico. Insegna Scienze Politiche presso l’Università di Montréal e collabora con la rivista Liberté.
-----------------------------
ore 15:30
EPCC@WNF
Speaker
Alessandro Cattelan - Conduttore Radio e Tv
Alessandro Cattelan (Tortona, 11 maggio 1980) è un conduttore televisivo, conduttore radiofonico, scrittore e attore e comico italiano. Presentatore di punta di Sky Italia, tra i suoi programmi di maggior successo vi sono X Factor ed E poi c’è Cattelan.
-----------------------------
ore 16:30
Lo chiamavano cinema italiano
Speaker
Gabriele Mainetti - Attore e Regista
Nato a Roma nel 1976, è attore, regista e produttore cinematografico. Inizia come attore per cinema e fiction, è al contempo un compositore musicale e ha scritto le musiche per molti dei suoi lavori. Come regista inizia con il cortometraggio Basette. Nel 2011 fonda la Goon Films, che raggiunge il successo con Tiger Boy. Vince numerosi premi. Nel 2015 la sua casa di produzione realizza il suo primo cortometraggio: Lo chiamavano Jeeg Robot che, con un budget basso, ottiene grandi incassi e vince 7 statuette al David di Donatello, tra cui quella di miglior regista.
-----------------------------
ore 17:30
Lo strano caso dei TheGiornalisti
Speaker
Tommaso Paradiso - Cantante Thegiornalisti
Tommaso Paradiso è autore e cantante della band Thegiornalisti, ha scritto numerosi testi per artisti italiani. Nato 33 anni fa a Roma, ha iniziato a suonare con alcune band della capitale. Nel 2009 nasce Thegiornalisti. Dopo il debutto nel 2011 col primo album, Vol. 1, seguito dal secondo disco Vecchio, il gruppo ha raggiunto la notorietà grazie all’album Fuoricampo, pubblicato nel 2014. In particolar modo, si sono fatti conoscere nel 2015 con il singolo Fine dell’estate.
-----------------------------
ore 18:15
La critica del giornalismo
Speaker
Ilaria D’Amico - Conduttrice Tv e Giornalista
Ilaria D’Amico è una conduttrice televisiva, giornalista sportiva italiana. Dal 2003 lavora in Sky. Ha frequentato giurisprudenza all’Università La Sapienza di Roma senza conseguire la laurea. La D’Amico raccontò in tv nel 2006 a Fabio Fazio che esordì, grazie all’amico di famiglia Renzo Arbore, in televisione nel 1997 con La giostra dei goal su Rai International, programma che ha condotto per sei edizioni.
-----------------------------
ore 18:45
Tecnologici per caso
Speaker
Federico Russo - Conduttore radio e tv e Musicista
Francesco Mandelli - Attore, Comico e Musicista
Federico Russo nasce a Firenze il 22 dicembre 1980.
Negli anni del liceo, dopo aver abbandonato la “promettente” carriera calcistica, fonda con il suo compagno di banco gli “Scrabbles”, gruppo del quale è cantante, con cui si esibisce in giro per la Toscana sognando Smashing Pumpkins, Rolling Stones, Modern Lovers, Led Zeppelin e tutto ciò che c’è di irraggiungibile!
Francesco Mandelli (Erba, 3 aprile 1979) è un attore, presentatore, autore e musicista, noto per aver esordito nel 1998 nei panni del Nongiovane. Su MTV ha scritto e partecipato a programmi di successo quali Tokusho, Videoclash, BlackBox e Lazarus. Il grande successo è stato raggiunto, assieme al socio Biggio, con I soliti idioti, giunto alla quarta serie e trasformato successivamente in film e in un libro.
modified cars in india
Wallpaper Name : modified cars in india
Image Size : 1200 x 801
File Size : 215.56 KB
Source : adaptercar.blogspot.com/2011/07/skoda-india-might-launch-...
Balboa Island is an area of Newport Beach, California, actually comprising three modified or artificial islands in Newport Harbor. Balboa Island is one of the densest communities in Orange County. Approximately 3,000 residents live on just 0.2 square miles (0.52 km2) giving it a population density of 17,621 person per square mile—higher than that of San Francisco.
Despite having some of the country's most expensive homes, most of the dwellings are on small lots. A lot size on Balboa Island is 35 feet x 85 feet. In 2008 "teardowns" on interior lots of that size were going for $2,000,000.
The perimeter of the island along the Bayfront is dotted with piers for the homeowners' boats. Marine Avenue and Agate Avenue form the commercial spine of the island.
Balboa Island has developed into a close-knit community, home to professionals, families, retirees, students and celebrities.
Balboa Island is one of the most expensive real estate markets in North America outside of Lower Manhattan. A two-bedroom house with a water view from the living room can cost about $3 million.
Local tradition has it that Balboa Island is where the frozen chocolate banana was first marketed. Snack shops on Marine Avenue will dip a frozen banana on a stick into chocolate sauce and dredge it in ground nuts or candy sprinkles.
Tourists from all over the world come to stay on the island in one of the many vacation rentals, year after year as tradition. They enjoy the summer days at the beach and evenings on the main street having dinner in the many restaurants, after dinner having their Balboa Bars at the ice cream shops and getting bags of saltwater taffy at the old fashioned candy store.
en.wikipedia.org/wiki/Balboa_Island%2C_Newport_Beach
en.wikipedia.org/wiki/Wikipedia:Text_of_Creative_Commons_...
They are similar but different.
One is modern and cast. The one with the hole started out as an old school, bulge formed or “pressed” Cinelli lug from the late 60’s or early 70’s.
The long point on the Cinelli lug was fashioned from a recycled square cut flooring nail. The nail was annealed, flattened blacksmith style , then welded to the original lug and then profiled to shape.
The applied bronze fillets soften the transitions and allow things to visually flow together.
Each lug has its own charm and each one will look proper when brazed up.
© sergione infuso - all rights reserved
follow me on www.sergione.info
You may not modify, publish or use any files on
this page without written permission and consent.
-----------------------------
Gli Scorpions festeggiano i 50 anni di carriera con un tour chiamato "Return to Forever - 50th Anniversary" l’11 novembre al Mediolanum Forum di Assago.
C'era una volta un gruppo di amici che decise, nella loro Hannover, di fondare un gruppo per unire così l'unica, fortissima passione comune: la musica. Nascono così gli Scorpions, giusto il tempo di fare la storia della musica rock universale e arrivare, oggi, ad annunciare un grande concerto evento per festeggiare cinquant'anni di carriera.
Wind Of Change, oppure Still Loving You, due delle pagine della musica rock firmate Scorpions e che hanno influenzato intere generazioni. Una scalata al successo lenta e costante, da Fly to the rainbow a Love at the first sting, raggiungendo il mondo intero, Giappone compreso, con il loro progetto destinato all'Estremo Oriente Tokyo Tapes. Protagonisti del primissimo Rock in Rio (era il 1980), collaboratori, al fianco di Roger Waters dell'allestimento berlinese di The wall oppure in giro, concerto su concerto, con un lungo tour al fianco di Alice Cooper. Sperimentano suoni techno-pop, dopo più acustici, non sfuggono a concept-album. Tutto questo rappresenta la colonna sonora di un vero successo che compie mezzo secolo.
Tra i massimi esponenti storici del hard & heavy, la band ha venduto in oltre quarant'anni di attività più di 100 milioni di dischi nel mondo ed è considerata come una delle maggiori realtà musicali della storia musicale tedesca e mondiale per i generi hard rock ed heavy metal.
Rudolf Schenker - chitarra
Klaus Meine - voce
Matthias Jabs - chitarra
James Kottak - percussioni
Paweł Mąciwoda - basso
Made of dark denim. The lighter contrast trim is just the reverse of the denim folded over to mimic a bias tape look. Took "Charlie Bag" pattern found on BurdaStyle website and modified it into a smaller purse with pockets instead of large reusable grocery bag.
Applied Building Block Dress Book techniques to the Teaparty Playsuit (and Lullaby Layette pants length) to make a zip up, quilted romper.
More here: www.bartacksandsingletrack.com/2019/05/shark-attack-pyjam...
Modified Moskva 5. Now f/147 (30 mm image distance) pinhole camera. Door peephole viewfinder added.
Double exposure lock, double format capability (6x6, 6x9) retained; simple internal shutter is controlled through the original shutter button with a cable release. The small wooden plate (still unfinished) serves as a "lens cap" and is intended to carry a frame for the viewfinder... Maybe one day...
'Modified Halls' 7920 and 7925 'Coney Hall' and 'Westol Hall' are fresh out of 'A' Shop from what will undoubtedly be their last major overhaul. Even at this late stage, the finish of locos leaving the works was exemplary.
Been meaning to post these for a while. Still working on my photography and editing skills. Please feel free to critique those as well as the build. The tender houses the train motor, battery box and receiver.
This is an old USB 1.1 SD/MMC card reader that I modified. It has 0.1" headers for CLK, DAT, CMD, and ground, as well as a DPDT switch that lets me connect and disconnect CLK and the card insertion detect pin.
Canon EOS 630 camera, with modified body cap and handmade pinhole. Approximately f/180.
I haven't been very successful using this pinhole camera as the images are too soft-focus for my taste. It may be in part due to the small size of the negative and the required enlargement of any prints to viewing size.
The blurriness could also be due to a not optimum pinhole size. I'll need to experiment more.
[ADDENDUM: March 2010 - I came across the following online calculator that provides the optimum pinhole size given a focal length:
www.photostuff.co.uk/pinholec.htm
For a 50mm focal length pinhole camera, I need a 0.3 mm pinhole. Given that, I can expect a f/stop of 167.
My original pinhole may have been too small and at least part of the reason for the extra soft focus.]
velolumino.com
somervillebikes.wordpress.com
Peter's elegant design extends the rack stay to become the headlight mount. And the wire runs through the stay.
Inverted Edelux was modified to provide switched taillight power.
(Headlight mounting bolt is not the final one, just a temporary place holder.)
Much of the original decal was lopped off with the scissors.
I think the logo looks cleaner this way without the "hedge" or all the writing at the bottom.
You see, I really can't leave well enough alone.............
Mmmmm, pencil eraser... It actually works! I fudged up a few heads, but some turned out really well!
Who can guess what heads these were?
few ideas, and all well confused.
so, yesterday I decided that I didn't need the torso to be badly splitted in half. I still want it split in 3 parts, so I've decided to remove everything between the breasts and the hips and redo it from the beginning.
first joint under the breasts, second joint at the hips.
I've never been overly fond of the hip joint, but I do want a nice belly... and it seemed a good idea to settle for this.
also modified the hip-legs double joint, to avoid showing off the ball joint openings...
fff.
I hate myself XD