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Two new – and very different – Mercedes models were displayed at the Berlin Motor Show in March 1934. One was the 130, Mercedes-Benz's first production car with a rear-mounted four-cylinder engine which developed 26 hp from a displacement of 1.3 liters. The other was the 500 K, an imposing, elegant sports car with supercharged eight-cylinder engine; with the supercharger engaged, it developed 160 hp from a displacement of 5,018 cc.
The 500 K was the successor to the 380 presented only one year earlier, and a descendant of the tremendously powerful, supercharged S, SS, SSK and SSKL sports cars – genuine muscle cars, as we would call them today, and virtually invincible in motor sport.
The first 500 K – 'K' for Kompressor = supercharger, to distinguish it from the 500 sedan without supercharger – had been designed as an elegant two- or four-seater sports car with roadster and cabriolet bodies tailored at the Daimler-Benz plant in Sindelfingen. With this model, the company bid farewell to the Roaring Twenties and the Big Four mentioned earlier. The latter had still had extremely firm chassis with rigid axles and leaf springs, i.e. hardly any damping at all, and their bodies were plain and above all functional, not to say uncomfortable.
The new supercharged Mercedes sports car appealed to well-heeled buyers because it was not only powerful but also more elegant, more comfortable and easier to handle than its predecessors – features welcomed in particular by the growing number of lady drivers.
Daimler-Benz had laid the foundations for this type of car as early as 1933 by introducing the 380, the first Mercedes-Benz sports car with swing axle. It was the first car that pampered its occupants with independent wheel suspension; the latter featured a sensational world first, a double-wishbone front axle that combined with the double-joint swing axle introduced in the 170 as early as 1931.
In this ground-breaking design, wheel location, springing and damping were for the first time separated from each other, creating a new level of precision in straightline stability. In its essence, this front axle, fitted like the rear axle with coil springs, has remained the design model for generations of automobiles throughout the world to this day, and it also featured in the 500 K, of course.
It was the customers' craving for power, however, that prompted the replacement of the 380, not exactly a lame duck with its supercharged 140 hp, by the 500 K only one year later. The newcomer's engine generated 160 hp with the supercharger engaged; even without the supercharger in action, it still had an impressive output of 100 hp at 3400 rpm. Depending on fuel quality, which varied greatly in those days, the compression ratio was between 1:5.5 and 1:6.5. The fuel was apportioned to the cylinders by a Mercedes-Benz double updraught carburetor. The driver engaged the double-vane Roots supercharger by depressing the accelerator pedal beyond a pressure point.
With the exception of first gear, both the standard four-speed and the optional five-speed transmissions were synchronized. A single-plate dry clutch linked the engine with the powertrain which transmitted engine power to the rear wheels. The car rolled along on wire-spoke wheels which were as elegant as they were robust.
All these features combined to permit a top speed of 160 kilometers per hour – a dream for sports cars in that day and age. The penalty was paid in the form of fuel consumption: between 27 and 30 liters were blown through the carburetor on 100 kilometers. The 110-liter tank in the rear gave the car a decent radius of action.
To meet the individual wishes of the demanding customers, three chassis variants were available for the 500 K: two long versions with a 3,290 millimeter wheelbase, differing in terms of powertrain and bodywork layout, and a short version with 2,980 millimeters.
The long variant, the so-called normal chassis with the radiator directly above the front axle, served as the backbone for the four-seater cabriolets 'B' (with four side windows) and 'C' (with two side windows) and, at a later stage, also for touring cars and sedans.
The roadsters, the two-seater cabriolet 'A' (with two side windows) and the ultra-modern, streamlined Motorway Courier, the first car with curved side windows and classified by the manufacturer as a sports sedan, were set up on a chassis on which radiator, engine, cockpit and all rearward modules were moved 185 millimeters back from the front axle. This configuration was a concession to the zeitgeist, a small trick that created the visual impression of a particularly long front-end and, therefore, the desired sporting appeal.
The most ravishing model of this species was the two-seater 500 K special roadster launched in 1936, a masterpiece in terms of its styling, with inimitably powerful and elegant lines. It has been filling onlookers with enthusiasm to this day, reflecting, as it does, the spirit of its day and age as well as the design perfection of the 500 K models. Its price tag – 28,000 Reichsmark – was 6,000 marks above the average price of 'simpler' models. People were able to buy a generously furnished house for that money.
The short-wheelbase chassis was used only for a few two-seaters with special bodies. On these models, the radiator was back right above the front axle, and the models carried the designations 500 K sports roadster, sports cabriolet and sports coupe.
The 500 K's chassis complete with helical-spindle steering had been adopted – though in further refined form – from the preceding 380: the new double-wishbone axle with coil springs at the front and the double-joint swing axle - complemented by double coil springs and additional transverse balancing spring – at the rear. The vacuum-boosted service brake acted hydraulically on all four wheels, the mechanical parking brake on the rear wheels. The chassis weighed as much as 1,700 kilograms; the complete car tipped the scales at 2,300 kilograms and the permissible gross weight was around 2,700 kilograms.
No matter what version of the 500 K you look at, the elegance of its body sends people into raptures even today: every single one had been given its own, unparalleled personality by the ingenious coachbuilders in Sindelfingen. Only few customers opted for bodywork tailored by independent bodybuilders to their own wishes (the price lists quoted the chassis as individual items), especially since the Sindelfingers rose above themselves in accommodating the customers' special wishes, for instance for individual fender versions, rear-end designs or interior appointments. Within two years, 342 units of the 500 K were produced.
In response to the virtually insatiable craving for performance on the part of well-heeled customers all over the world, the 500 K was replaced in 1936 by the 540 K with supercharged 180 hp engine. This model was sold to 319 motoring enthusiasts.
The history of supercharged Mercedes-Benz cars goes back to World War II and has its roots in aeroengine production. Daimler-Motoren-Gesellschaft had introduced mechanical air compressors which supercharged the engines and thereby compensated for the power loss of aeroengines at higher altitudes, ensuring their stable performance.
The first Mercedes models with supercharged engines were displayed at the Berlin Motor Show in 1921 – between bicycles with auxiliary engines and mini-cars. They caused quite a stir among automotive experts. With the supercharger, an engine booster had been introduced which, from 1926, catapulted Mercedes passenger, sports and racing cars into a new dimension of performance.
The car
Considered the ultimate 540K, the Special Roadster would be an impressive achievement and reflected Mercedes' non-acceptance of anything other than perfection. A massive and awe-inspiring automobile, the Special Roadster has a commanding presence no matter its surroundings.
Deep within the Special Roadster beats the heart of a grand touring automobile meant to deliver its occupants great distances in great comfort. Only 25 of these roadsters would be built between 1935 and 1939. Even fewer of those 25 would be built as one-off designs on the later 540K chassis. However, this car would be just such an example.
Perhaps the final roadster to be built as a result of the war, this car would be completed with a five-speed transmission, the first year in which the five-speed would be introduced. Ordered for the Horn brothers, the Special Roadster would feature some usual features like the raked radiator and low doors. However, the car would boast of a number of unique touches. Those touches would include the lack of running boards, a steeply-raked windscreen that could be opened, chrome accents along the hood and beltline of the car and aerodynamic tapering over the folded top. However, the most easily-recognizable one-off design would be the design of the fenders. Fully skirted, the fenders look almost teardrop in shape and therefore give a very pronounced look over each of the tires.
The roadster would be delivered to the Horn brothers in a dark blue livery and they often would be seen driving it until the war made it almost impossible to do so. Like the lives of so many during the Second World War, much history would be lost. What is known about this car is that it would be discovered in the Soviet Union by Alf Johansson, a Swedish reporter, in 1962.
Johansson had been in the Soviet Union since 1945 and he would come across the car at the summer home of a Soviet general. Following the death of the general, Johansson would try desperately to acquire the car. His persistence would pay off and he would be given the car, but that would be only half of the battle. He next had to figure out a way to get it to Sweden. Boldly, Johansson would drive it to the Swedish border and would end up rescuing the Mercedes-Benz Special Roadster from its unknown fate in the Soviet Union.
A number of years later, the 540K would be imported to the United States and this unique and intriguing Special Roadster would end up the property of Tom Barrett and the Imperial Palace Auto Collection of Las Vegas. After a while, this car would join the extensive Lyon Family Collection in California where it would remain for more than two decades.
Seven-Module Crown (Josè Meeusen)
squares, 7 units, no glue
Published in "Origami from Around the World" by Vicente Palacios, p.114
"A la mesure des hommes, à la mesure des nombres. Le corps humain choisi comme support admissible des nombres, voilà la proportion. La proportion met de l'ordre dans nos rapports avec l'alentour"
Le Corbusier
Maison de l'Homme (1963 - 1967)
Centre Le Corbusier
Heidi Weber Museum
Zurich
The H-II Transfer Vehicle (HTV), also called Kounotori (こうのとり Kōnotori, "Oriental Stork" or "White Stork"), is an unmanned resupply spacecraft used to resupply the Kibō Japanese Experiment Module (JEM) and the International Space Station (ISS).
The Japan Aerospace Exploration Agency (JAXA) has been working on the design since the early 1990s. The first mission, HTV-1, was originally intended to be launched in 2001. It launched at 17:01 UTC on 10 September 2009 on an H-IIB launch vehicle.
The name Kounotori was chosen for the HTV by JAXA because "a white stork carries an image of conveying an important thing (a baby, happiness, and other joyful things), therefore, it precisely expresses the HTV's mission to transport essential materials to the ISS".
JAXA(HTV): iss.jaxa.jp/en/htv/index.html
Wikipedia(HTV): en.wikipedia.org/wiki/H-II_Transfer_Vehicle
Bremen, Germany. Orion's European Service Module is loaded on the Antonov airplane for transport to Kennedy Space Center.
For the first time, NASA will use a European-built system as a critical element to power an American spacecraft, extending the international cooperation of the International Space Station into deep space. The European Service Module is a unique collaboration across space agencies and industry including ESA’s prime contractor, Airbus, and 10 European countries. The completion of service module work in Europe and shipment to Kennedy signifies a major milestone toward NASA’s human deep space exploration missions to the Moon and beyond.
Credit: NASA/Rad Sinyak
And one is a Tabletop Crawfish Support Module. Our pond scum expedition netted (literally, heh) a tiny crawfish. We'll see what happens.
from a project in Make: magazine.
The LM was built by Grumman Aircraft and designed by aerospace engineer Thomas J. Kelly. It was comprised of an octagon-shaped descent stage with landing gear and an irregular-shaped ascent stage that contained the instrument panels and flight controls. The ascent and descent stages measured a combined 18 feet in height (22 feet with the antennas), 14 feet in width and 13.3 feet in depth. Early versions had three landing legs, large windows, seats, and a forward docking port. The three-leg configuration was light but unstable, therefore, a four-leg solution was chosen. The large windows, seats, and additional docking port were removed. Crew in the LM would stand and have smaller viewports for piloting. The removal of the docking port meant that the lunar orbit rendezvous was in the hands of the Command Module Pilot.
The shape and size of the LM was difficult to capture accurately at minifig scale. The limited size and variety of the Lego blocks available posed a challenge to accurately render the complex shapes of the LM.
Title: Astronomy Experiment Module
Catalog #: 08_01316
Additional Information: Artist's Conception
Repository: San Diego Air and Space Museum Archive
The same module is used for the 4-Piece model [left] and 8 Pajaritas #2 [top]. There is only a slight modification to the module for the latter.
Bremen, Germany. Orion's European Service Module is loaded on the Antonov airplane for transport to Kennedy Space Center.
For the first time, NASA will use a European-built system as a critical element to power an American spacecraft, extending the international cooperation of the International Space Station into deep space. The European Service Module is a unique collaboration across space agencies and industry including ESA’s prime contractor, Airbus, and 10 European countries. The completion of service module work in Europe and shipment to Kennedy signifies a major milestone toward NASA’s human deep space exploration missions to the Moon and beyond.
Credit: NASA/Rad Sinyak
The crew module adapter, which connects Orion's crew module with the European Service module is lifted in preparation for mate with the Artemis II service module which recently arrived from Airbus in Bremen.
Photo: NASA/Radislav Sinyak
Bremen, Germany. Orion's European Service Module is loaded on the Antonov airplane for transport to Kennedy Space Center.
For the first time, NASA will use a European-built system as a critical element to power an American spacecraft, extending the international cooperation of the International Space Station into deep space. The European Service Module is a unique collaboration across space agencies and industry including ESA’s prime contractor, Airbus, and 10 European countries. The completion of service module work in Europe and shipment to Kennedy signifies a major milestone toward NASA’s human deep space exploration missions to the Moon and beyond.
Credit: NASA/Rad Sinyak
The kitchen module. In a lot of ways this was the most complex section. Again the goal was a screen accurate representation. I absolutely did not want large blocky shelves, fridge etc. And space is tight here.
I'm very impressed with the results even if I do say so myself.
The crew module adapter, which connects Orion's crew module with the European Service module is lifted in preparation for mate with the Artemis II service module which recently arrived from Airbus in Bremen.
Photo: NASA/Radislav Sinyak
The crew module adapter, which connects Orion's crew module with the European Service module is lifted in preparation for mate with the Artemis II service module which recently arrived from Airbus in Bremen.
Photo: NASA/Radislav Sinyak
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The Grumman Mohawk began as a joint Army-Marine program through the then-Navy Bureau of Aeronautics (BuAer), for an observation/attack plane that would outperform the light and vulnerable Cessna L-19 Bird Dog. In June 1956, the Army issued Type Specification TS145, which called for the development and procurement of a two-seat, twin turboprop aircraft designed to operate from small, unimproved fields under all weather conditions. It would be faster, with greater firepower, and heavier armor than the Bird Dog, which had proved very vulnerable during the Korean War.
The Mohawk's mission would include observation, artillery spotting, air control, emergency resupply, naval target spotting, liaison, and radiological monitoring. The Navy specified that the aircraft had to be capable of operating from small "jeep" escort class carriers (CVEs). The DoD selected Grumman Aircraft Corporation's G-134 design as the winner of the competition in 1957. Marine requirements contributed an unusual feature to the design: since the Marines were authorized to operate fixed-wing aircraft in the close air support (CAS) role, the mockup featured underwing pylons for rockets, bombs, and other stores, and this caused a lot of discord. The Air Force did not like the armament capability of the Mohawk and tried to get it removed. On the other side, the Marines did not want the sophisticated sensors the Army wanted, so when their Navy sponsors opted to buy a fleet oil tanker, they eventually dropped from the program altogether. The Army continued with armed Mohawks (and the resulting competence controversy with the Air Force) and also developed cargo pods that could be dropped from underwing hard points to resupply troops in emergencies.
In mid-1961, the first Mohawks to serve with U.S. forces overseas were delivered to the 7th Army at Sandhofen Airfield near Mannheim, Germany. Before its formal acceptance, the camera-carrying AO-1AF was flown on a tour of 29 European airfields to display it to the U.S. Army field commanders and potential European customers. In addition to their Vietnam and European service, SLAR-equipped Mohawks began operational missions in 1963 patrolling the Korean Demilitarized Zone.
Germany and France showed early interest in the Mohawk, and two OV-1s were field-tested by both nations over the course of several months. No direct orders resulted, though, but the German Bundesheer (Army) was impressed by the type’s performance and its capability as an observation and reconnaissance platform. Grumman even signed a license production agreement with the French manufacturer Breguet Aviation in exchange for American rights to the Atlantic maritime patrol aircraft, but no production orders followed.
This could have been the end of the OV-1 in Europe, but in 1977 the German government, primarily the interior ministry and its intelligence agency, the Bundesnachrichtendienst (BND), showed interest in a light and agile SIGINT/ELINT platform that could fly surveillance missions along the inner-German border to the GDR and also to Czechoslovakia. Beyond visual reconnaissance with cameras and IR sensors, the aircraft was to be specifically able to identify and locate secret radio stations that were frequently operated by Eastern Block agents (esp. by the GDR) all across Western Germany, but primarily close to the inner-German border due to the clandestine stations’ low power. The Bundeswehr already operated a small ELINT/ECM fleet, consisting of converted HFB 320 ‘Hansa’ business jets, but these were not suited for stealthy and inconspicuous low flight level missions that were envisioned, and they also lacked the ability to fly slowly enough to locate potential “radio nests”.
The pan and the objective were clear, but the ELINT project caused a long and severe political debate concerning the operator of such an aerial platform. Initially, the Bundesheer, who had already tested the OV-1, claimed responsibility, but the interior ministry in the form of the German customs department as well as the German police’s Federal Border Guard, the Bundesgrenzschutz and the Luftwaffe (the proper operator for fixed-wing aircraft within the German armed forces), wrestled for this competence. Internally, the debate and the project ran under the handle “Schimmelreiter” (literally “The Rider on the White Horse”), after a northern German legendary figure, which eventually became the ELINT system’s semi-official name after it had been revealed to the public. After much tossing, in 1979 the decision was made to procure five refurbished U.S. Army OV-1As, tailored to the German needs and – after long internal debates – operate them by the Luftwaffe.
The former American aircraft were hybrids: they still had the OV-1A’s original short wings, but already the OV-1D’s stronger engines and its internal pallet system for interchangeable electronics. The machines received the designation OV-1G (for Germany) and were delivered in early 1980 via ship without any sensors or cameras. These were of Western German origin, developed and fitted locally, tailored to the special border surveillance needs.
The installation and testing of the “Schimmelreiter” ELINT suite lasted until 1982. It was based on a Raytheon TI Systems emitter locator system, but it was locally adapted by AEG-Telefunken to the airframe and the Bundeswehr’s special tasks and needs. The system’s hardware was stowed in the fuselage, its sensor arrays were mounted into a pair of underwing nacelles, which occupied the OV-1’s standard hardpoints, allowing a full 360° coverage. In order to cool the electronics suite and regulate the climate in the internal equipment bays, the OV-1G received a powerful heat exchanger, mounted under a wedge-shaped fairing on the spine in front of the tail – the most obvious difference of this type from its American brethren. The exact specifications of the “Schimmelreiter” ELINT suite remained classified, but special emphasis was placed upon COMINT (Communications Intelligence), a sub-category of signals intelligence that engages in dealing with messages or voice information derived from the interception of foreign communications. Even though the “Schimmelreiter” suite was the OV-1Gs’ primary reconnaissance tool, the whole system could be quickly de-installed for other sensor packs and reconnaissance tasks (even though this never happened), or augmented by single modules, what made upgrades and mission specialization easy. Beyond the ELINT suite, the OV-1G could be outfitted with cameras and other sensors on exchangeable pallets in the fuselage, too. This typically included a panoramic camera in a wedge-shaped ventral fairing, which would visually document the emitter sensors’ recordings.
A special feature of the German OV-1s was the integration of a brand new, NATO-compatible “Link-16” data link system via a MIDS-LVT (Multifunctional Information Distribution System). Even though this later became a standard for military systems, the OV-1G broke the ground for this innovative technology. The MIDS was an advanced command, control, communications, computing and intelligence (C4I) system incorporating high-capacity, jam-resistant, digital communication links for exchange of near real-time tactical information, including both data and voice, among air, ground, and sea elements. Outwardly, the MIDS was only recognizable through a shallow antenna blister behind the cockpit.
Even though the OV-1Gs initially retained their former American uniform olive drab livery upon delivery and outfitting in German service, they soon received a new wraparound camouflage for their dedicated low-level role in green and black (Luftwaffe Norm 83 standard), which was better suited for the European theatre of operations. In Luftwaffe service, the OV-1Gs received the tactical codes 18+01-05 and the small fleet was allocated to the Aufklärungsgeschwader (AG) 51 “Immelmann”, where the machines formed, beyond two squadrons with RF-4E Phantom IIs, an independent 3rd squadron. This small unit was from the start based as a detachment at Lechfeld, located in Bavaria/Southern Germany, instead of AG 51’s home airbase Bremgarten in South-Western Germany, because Lechfeld was closer to the type’s typical theatre of operations along Western Germany’s Eastern borders. Another factor in favor of this different airbase was the fact that Lechfeld was, beyond Tornado IDS fighter bombers, also the home of the Luftwaffe’s seven HFB 320M ECM aircraft, operated by the JaBoG32’s 3rd squadron, so that the local maintenance crews were familiar with complex electronics and aircraft systems, and the base’s security level was appropriate, too.
With the end of the Cold War in 1990, the OV-1Gs role and field of operation gradually shifted further eastwards. With the inner-German Iron Curtain gone, the machines were now frequently operated along the Polish and Czech Republic border, as well as in international airspace over the Baltic Sea, monitoring the radar activities along the coastlines and esp. the activities of Russian Navy ships that operated from Kaliningrad and Saint Petersburg. For these missions, the machines were frequently deployed to the “new” air bases Laage and Holzdorf in Eastern Germany.
In American service, the OV-1s were retired from Europe in 1992 and from operational U.S. Army service in 1996. In Germany, the OV-1 was kept in service for a considerably longer time – with little problems, since the OV-1 airframes had relatively few flying hours on their clocks. The Luftwaffe’s service level for the aircraft was high and spare parts remained easy to obtain from the USA, and there were still OV-1 parts in USAF storage in Western German bases.
The German HFB 320M fleet was retired between 1993 and 1994 and, in part, replaced by the Tornado ECR. At the same time AG 51 was dissolved and the OV-1Gs were nominally re-allocated to JaboG 32/3. With this unit the OV-1Gs remained operational until 2010, undergoing constant updates and equipment changes. For instance, the machines received in 1995 a powerful FLIR sensor in a small turret in the aircraft’s nose, which improved the aircraft’s all-weather reconnaissance capabilities and was intended to spot hidden radio posts even under all-weather/night conditions, once their signal was recognized and located. The aircrafts’ radio emitter locator system was updated several times, too, and, as a passive defensive measure against heat-guided air-to-air missiles/MANPADS, an IR jammer was added, extending the fuselage beyond the tail. These machines received the suffix “Phase II”, even though all five aircraft were updated the same way.
Reports that the OV-1Gs were furthermore retrofitted with the avionics to mount and launch AIM-9 Sidewinder AAMs under the wing tips for self-defense remained unconfirmed, even more so because no aircraft was ever seen carrying arms – neither the AIM-9 nor anything else. Plans to make the OV-1Gs capable of carrying the Luftwaffe’s AGM-65 Maverick never went beyond the drawing board, either. However, BOZ chaff/flare dispenser pods and Cerberus ECM pods were occasionally seen on the ventral pylons from 1998 onwards.
No OV-1G was lost during the type’s career in Luftwaffe service, and after the end of the airframes’ service life, all five German OV-1Gs were scrapped in 2011. There was, due to worsening budget restraints, no direct successor, even though the maritime surveillance duties were taken over by Dornier Do 228/NGs operated by the German Marineflieger (naval air arm).
General characteristics:
Crew: Two: pilot, observer/systems operator
Length: 44 ft 4 in (13.53 m) overall with FLIR sensor and IR jammer
Wingspan: 42 ft 0 in (12.8 m)
Height: 12 ft 8 in (3.86 m)
Wing area: 330 sq. ft (30.65 m²)
Empty weight: 12,054 lb (5,467 kg)
Loaded weight: 15,544 lb (7,051 kg)
Max. takeoff weight: 18,109 lb (8,214 kg)
Powerplant:
2× Lycoming T53-L-701 turboprops, 1,400 shp (1,044 kW) each
Performance:
Never exceed speed: 450 mph (390 knots, 724 km/h)
Maximum speed: 305 mph (265 knots, 491 km/h) at 10,000 ft (3,050 m)
Cruise speed: 207 mph (180 knots, 334 km/h) (econ cruise)
Stall speed: 84 mph (73 knots, 135 km/h)
Range: 944 mi (820 nmi, 1,520 km) (SLAR mission)
Service ceiling: 25,000 ft (7,620 m)
Rate of climb: 3,450 ft/min (17.5 m/s)
Armament:
A total of eight external hardpoints (two ventral, three under each outer wing)
for external loads; the wing hardpoints were typically occupied with ELINT sensor pods, while the
ventral hardpoints frequently carried 300 l drop tanks to extend loiter time and range;
Typically, no offensive armament was carried, even though bombs or gun/missile pods were possible.
The kit and its assembly:
This build became a submission to the “Reconnaissance” Group Build at whatifmodellers.com in July 2021, and it spins further real-world events. Germany actually tested two OV-1s in the Sixties (by the German Army/Bundesheer, not by the air force), but the type was not procured or operated. The test aircraft carried a glossy, olive drab livery (US standard, I think) with German national markings.
However, having a vintage Hasegawa OV-1A in the stash, I wondered what an operational German OV-1 might have looked like, especially if it had been operated into the Eighties and beyond, in the contemporary Norm 83 paint scheme? This led to this purely fictional OV-1G.
The kit was mostly built OOB, and the building experience was rather so-so – after all, it’s a pretty old mold/boxing (in my case the Hasegawa/Hales kit is from 1978, the mold is from 1968!). Just a few things were modified/added in order to tweak the standard, short-winged OV-1A into something more modern and sophisticated.
When searching for a solution to mount some ELINT sensor arrays, I did not want to copy the OV-1B’s characteristic offset, ventral SLAR fairing. I rather settled for the late RV-1D’s solution with sensor pods under the outer wings. Unfortunately, the OV-1A kit came with the type’s original short wings, so that the pods had to occupy the inner underwing pair of hardpoints. The pods were scratched from square styrene profiles and putty, so that they received a unique look. The Mohawk’s pair of ventral hardpoints were mounted, but – after considering some drop tanks or an ECM pod there - left empty, so that the field of view for the ventral panoramic camera would not be obscured.
Other small additions are some radar warning sensor bumps on the nose, some extra antennae, a shallow bulge for the MIDS antenna on the spine, the FLIR turret on the nose (with parts from an Italeri AH-1 and a Kangnam Yak-38!), and I added a tail stinger for a retrofitted (scratched) IR decoy device, inspired by the American AN/ALG-147. This once was a Matchbox SNEB unguided missile pod.
Painting and markings:
For the intended era, the German Norm 83 paint scheme, which is still in use today on several Luftwaffe types like the Transall, PAH-2 or CH-53, appeared like a natural choice. It’s a tri-color wraparound scheme, consisting of RAL 6003 (Olivgrün), FS 34097 (Forest Green) and RAL 7021 (Teerschwarz). The paints I used are Humbrol 86 (which is supposed to be a WWI version of RAL 6003, it lacks IMHO yellow but has good contrast to the other tones), Humbrol 116 and Revell 9. The pattern itself was adapted from the German Luftwaffe’s Dornier Do 28D “Skyservants” with Norm 83 camouflage, because of the type’s similar outlines.
A black ink washing was applied for light weathering, plus some post-shading of panels with lighter shades of the basic camouflage tones for a more plastic look. The cockpit interior was painted in light grey (Humbrol 167), while the landing gear and the interior of the air brakes became white. The scratched SLAR pods became light grey, with flat di-electric panels in medium grey (created with decal material).
The cockpit interior was painted in a rather light grey (Humbrol 167), the pilots received typical olive drab Luftwaffe overalls, one with a white “bone dome” and the other with a more modern light grey helmet.
The decals were improvised. National markings and tactical codes came from TL Modellbau sheets, the AG 51 emblems were taken from a Hasegawa RF-4E sheet. The black walkways were taken from the Mohak’s OOB sheet, the black de-icer leading edges on wings and tail were created with generic black decal material. Finally, the model was sealed with a coat of matt acrylic varnish (Italeri).
An interesting result, and the hybrid paint scheme with the additional desert camouflage really makes the aircraft an unusual sight, adding to its credibility.
From Grumman Aerospace Corporation
NASA/Grumman Apollo Lunar Module Booklet
Each of the 118 numbered parts are identified in the legend in back page of the booklet.
Playing around with Dirk Eisner's Square Cross Modules. 4 modules folded from 2x1 rectangles [15cm x 7.5cm] are assembled. 2 mountain folds are applied to the modules to form a box-like model and finally, 2 other 2x1 rectangles are inserted into each other to form form a cylinder which is inserted inside the model for better stability.
Instructions to fold the modules here - www.flickr.com/photos/eisfold/8619111296/in/contacts/
Thanks to Dirk Eisner for sharing his module.
The module for this variation is the same as the previous model, which is also used in the 6-Pointed Star #2C. I only did a little modification to make the points one colour, showing less of the reverse side of the paper. On the other side of the module, again with a little modification to convert to the pattern used in the 6-Pointed Star #2E. Thus, this is actually a 2-In-1 with each side of the model showing a slightly different pattern. 15cm square Kami are used to fold the 12 modules.
A fit check of the Orion Crew and Service Module Horizontal Transporter (CHT) with NASA's Super Guppy aircraft is underway March 13, 2019, at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, operated by Space Florida. In this photo, the CHT, secured on the U.S. Air Force aircraft loader, is moved inside the aircraft’s payload bay. The fit check is being performed to confirm loading operations, ensure that the CHT fits inside the Super Guppy and test the electrical interface to aircraft power. The Orion crew and service modules will be readied for a trip to NASA’s Plum Brook Station in Sandusky, Ohio, for full thermal vacuum testing. In this unique facility, the crew and service modules will be put through extensive testing to ensure they can survive the rigors of launch, space travel, re-entry and splashdown. The Orion spacecraft will launch atop the agency's Space Launch System rocket on Exploration Mission-1. Photo credit: NASA/Kim Shiflett
The crew module adapter, which connects Orion's crew module with the European Service module is lifted in preparation for mate with the Artemis II service module which recently arrived from Airbus in Bremen.
Photo: NASA/Radislav Sinyak
This is the cover of Surface Charging and Points of Zero Charge, a book by my father, Marek Kosmulski. It is a reference work in electro- and surface chemistry.
I folded the modular origami presented on the cover. The unit is Nick Robinson's trimodule (68×4 = 272 modules were used). The book and cover art as a whole are property of the publisher and are presented here for information only.
Layered regular octagons represent the crystal structure of the mineral gibbsite.
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APOLLO 17, on the Moon VIDEO: www.youtube.com/watch?v=C4EdN9G4ZdQ
NASA PHOTO: AS17-134-20461. NASA INFO: View from Station Lunar Module, LM, Earth taken during the third Extravehicular Activity EVA 3 of the Apollo 17 mission. Original film magazine was labeled B, film type was SO-368 Color Exterior, CEX, Ektachrome MS, color reversal 60mm lens with a sun elevation of 38 degrees. WIKIPEDIA: Apollo17, Moonwalk INFO: Lunar surface[edit]: Eugene Cernan on the lunar surface, December 13, 1972
The first moonwalk of the mission began approximately four hours after landing, at about 6:55 PM on December 11. The first task of the first lunar excursion was to offload the Lunar Roving Vehicle and other equipment from the Lunar Module. While working near the rover, a fender was accidentally broken off when Gene Cernan brushed up against it, his hammer getting caught under the right-rear fender, breaking off the rear extension. The same incident had also occurred on Apollo 16 as Commander John Young maneuvered around the rover. Although this was not a mission-critical issue, the loss of the fender caused Cernan and Schmitt to be covered with dust thrown up when the rover was in motion.[24] The crew used duct tape to fix the problem, but the dust picked up on the surface prevented the tape from sticking for the length of the exploration.[25] The crew then deployed the Apollo Lunar Surface Experiments Package west of the immediate landing site. After completing this, Cernan and Schmitt departed on the first geologic traverse of the mission, during which they gathered 14 kilograms (31 lb) of samples; took seven gravimeter measurements; and deployed two explosive packages, which were later detonated remotely to test geophones that had been placed by the astronauts and seismometers that had been placed on previous Apollo missions.[26] The EVA ended after seven hours and twelve minutes.[2][27]
Lunar Regolith collected during Apollo 17
On December 12, at 6:28 PM EST, Cernan and Schmitt began their second lunar excursion. One of the first tasks of the EVA was repairing the right-rear fender on the LRV, the rearward extension of which had been broken off the previous day. The pair did this by taping together four cronopaque maps with duct tape and clamping the replacement fender extension to the fender, thus providing a means of preventing dust from raining down upon them while in motion.[24][28][29] During this EVA, the pair sampled several different types of geologic deposits found in the valley, including orange-colored soil. The crew completed this moonwalk after seven hours and thirty-seven minutes. They collected 34 kilograms (75 lb) of samples, deployed three more explosive packages and took seven gravimeter measurements.[2]
The third moonwalk, the last of the Apollo program, began at 5:26 PM EST on December 13. During this excursion, the crew collected 66 kilograms (146 lb) of lunar samples and took nine gravimeter measurements. Before ending the moonwalk, the crew collected a rock, a breccia, and dedicated it to several different nations which were represented in Mission Control Center in Houston, Texas, at the time. A plaque located on the Lunar Module, commemorating the achievements made during the Apollo program, was then unveiled. Before reentering the LM for the final time, Gene Cernan expressed his thoughts:[2]
...I'm on the surface; and, as I take man's last step from the surface, back home for some time to come - but we believe not too long into the future - I'd like to just [say] what I believe history will record. That America's challenge of today has forged man's destiny of tomorrow. And, as we leave the Moon at Taurus-Littrow, we leave as we came and, God willing, as we shall return, with peace and hope for all mankind. "Godspeed the crew of Apollo 17."[30]
Cernan then followed Schmitt into the Lunar Module after spending approximately seven hours and 15 minutes outside during the mission's final lunar excursion.[2]
SCAN AND REMASTERED by Dan Beaumont.
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Battery modules being tested at the Thermal Test Facility at the National Renewable Energy Laboratory.
For more information or additional images, please contact 202-586-5251.
Interieurmodel met inbouwpakket. Collectie NAi, Archief SAR
Tussen 1969 en 1972 was de Stichting Architecten Research (SAR) betrokken bij een proefproject voor de uitbreiding van de wijk Ommoord te Rotterdam. SAR ontwikkelt samen met Intervam (verbonden aan de Hollandse Beton groep), Philips Pensioenfonds en de gemeente Rotterdam een flexibele drager voor inbouwpakketten. Aan het project hebben o.a. architecten H. Maaskant, H. van Olphen, E. Groosman meegewerkt.
Interior model with flexible module package. NAI Collection, SAR Archive
Between 1969 and 1972, the Stichting Architecten Research (SAR, Architects’ Research Foundation) was involved in a pilot project for expanding the Ommoord district in Rotterdam. Together with Intervam (affiliated with the Hollandse Beton Groep), Philips Pension Fund and the municipal council of Rotterdam, the SAR developed a flexible support structure for module packages. Architects such as H. Maaskant, H. van Olphen and E. Groosman were involved in the project.
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The crew module adapter, which connects Orion's crew module with the European Service module is lifted in preparation for mate with the Artemis II service module which recently arrived from Airbus in Bremen.
Photo: NASA/Radislav Sinyak
The crew module adapter, which connects Orion's crew module with the European Service module is lifted in preparation for mate with the Artemis II service module which recently arrived from Airbus in Bremen.
Photo: NASA/Radislav Sinyak