View allAll Photos Tagged root_end
At Pigeon Point, between Half Moon Bay and Santa Cruz, California.
From my Wild and Weathered Wood collection.
shot taken for the Vegetable(s) challenge in the Macro Mondays group. This image is of the (kind of scary looking) root end of a scallion.
For 121 pictures in 2021 #66 "One man's junk is another man's treasure", this garden ornament was maded from scrap metal by a welder/artist in Las Cruces New Mexico, where we lived many years ago. It is showing its age though, and could use a new coat of paint. It is sitting in a raised bed I'm in the process of creating. In the foreground are the tips of an aloe plant and an onion we grew from the root end of one we used for cooking (it was an experiment and seems to have worked).
My experiment in regrowing celery from scraps. To regrow celery, cut about two inches off the root end of a bunch of celery and place it in a shallow bowl of water, ensuring the root end is submerged. Change the water every few days, and after about a week, you should see new leaves and roots; once the roots are about an inch long, you can plant it in soil. This batch is now ready to go into the ground. More to come...
A huge old tree that has washed up on the beach at Sidmouth In Devon.
It Is about 60 foot long and about 3 foot high at the root end, it has been stripped completely of It's bark It must have been In the sea for quite a long time.
As to where it came from that would be Interesting to know.
It Is also quite high up on the beach so It must have been washed up during a bit of bad weather.
May 9 2018.
Cat whiskers, or vibrissae, if you want to get technical.
The cats seem to lose one every couple of weeks. I tend to find them whilst cleaning or just puttering around near their favorite hang outs. They naturally replace them after a loss, so it seems that they are not missed. When I find them, they seem like a special gift. A little thank you for sharing our home with them.
I really like the detail of the root end of the whiskers, facing down in this photo. They look like small porcupine quills if you zoom in to that area of the photo.
Best viewed large.
Lost/found. HMM.
While walking along a small logging road outside Härnösand, sweden with my mother-in-law, my wife and my son, we stopped for a coffee and chose to sit on a fallen pine log.
Just as my wife had poured my my offee, I spotted this bright green female cucumber spider (Araniella sp.) at the root end of the tree so my coffee had to wait a bit as I had to get a couple of shots first.
There are several Araniella species in Sweden and most of them look very much alike so it isn't possible to say the exact species here.
Our fabulous cactus is blooming again.
The last time I showed this beauty in all it's glory was a little over two years ago when it went absolutely gangbusters.. This year we only have four blooms, but what blooms ;-). I decided to shoot the flowers late in the day for a change which gives us more contrast.
Since I took this shot, the cactus decided it had been around long enough and started rotting away from the root end. Luckily, it has left a baby behind so, hopefully, the baby will grow up to produce big, beautiful flowers like her mother before her. I'm just happy that I managed to capture her at her best before she decided to turn into mulch
Oh, and, by the way, did I mention the fact that the San Francisco Giants are in the Play-Offs? :-)
Well, not exactly a frittata, more like an overgrown omelette, but delicious nonetheless!
Carefully wash a bunch of spinach, placing the washed leaves in a big pot then cooking them gently in the water clinging to them until they’re thoroughly wilted. Pour into a colander and drain, then finely chop and set aside.
Crack 4 eggs (for 2 people) into a mixing bowl, add ¼ cup of water, and give them a good whisk. Add a little dash of curry powder, a good teaspoon of ground turmeric, a splash of Maggi sauce. Add salt (I use ‘Herbamare’), pepper, finely chopped fresh parsley, chives, and chilli to taste, whisking the lot several times as you set aside to blend the flavours. Whisk it from time to time as you prepare the other ingredients.
Using a grater or a Moulinex ‘Mouli’ if you’ve got one, shred a couple of small potatoes into matchstick-sized pieces 1” (2.5cm) long and set aside.
Finely dice a tomato and set aside.
Cut a red onion in half, peel it until you’ve got only the fresh, thick layers. Cut it into a quarter, then cut that quarter in half, leaving the root end intact. Finely slice it crossways into slivers, and set aside.
In a large non-stick skillet melt a good knob of butter with a bit of oil, to keep it from burning. I use macadamia, but olive oil would do just fine, as long as it’s good quality.
On medium heat, fry the potato slivers, flipping them with a nice broad spatula from time to time until they’re just starting to brown. Add the red onion, cook with the potatoes until it’s starting to get soft. Add the tomato and continue cooking until it’s starting to get soft.
Whisk the eggs and herbs a final time, and pour around the skillet evenly, using the spatula to lift the edges and open the middle so that the mixture gets evenly cooked.
On the left half of the omelette (if you’re right-handed), sprinkle shredded mozzarella, cheddar, and parmesan to taste, and cover with the finely chopped spinach.
Flip the right half of the omelette over the left, and cover the pan for a couple of minutes so that everything warms through.
Warm your plates, cut the ½ omelette in half, and serve. Add salt, pepper, and a splash of Cholula pepper sauce, if it’s not hot enough for you.
Enjoy! :-)
[Yaaayy] Finally I can share a total overview of Root End! The magical home of the Ginger Root Gnomes & Woodling Trolls **Beautifully made by Murjani Kusumobroto 🌱💛
Hand made magnetic djahé pods, miniature furniture, lights, curtains & djahé (ginger root) hats, cocoons and outfits by Fairy Fragilities' Murjani.
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#charlescreaturecabinet #ccc #cccbjd #root_end #nana_home #handmade #dollhouse #miniature #furniture #fairyfragilities #murjanikusumobroto #charlesgrimbergstephan #issaMoriko #childoftheforest #risu #nippy #45mm #microbjd #sprout #cabinetofwonders #gingerrootsprout #balljointeddoll #designertoy #dollsondisplay #forDRV2019
The first "whisper" in the book I @art_by_charles_ am making tells the story of GEMMA a ginger-root-gnome. She lives in Root End which can be found in ‘Chestnut Hollow’ which lies in the southeastern neighbourhood of the Whispering Woodling Woods. Together with her little mouse-piggy DOT and her carrot hug ORA, she experiences many exciting adventures.
WIP book 'The Whispering Woodling Woods'
By an idea of Joan† en Charles Stephan
🌳🍄🌳🍄🌳🍄
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#wip #workinprogress #wonderlijkefluisterwoud #whisperingwoodlingwoods #bookillustration #childrensillustration #illustrationsketch #illustrations #gingerrootgnome #charlesgrimbergstephan #charlesstephan #artist #dollmaker #illustrator #characterdesigner #sculptor #artistoninstagram #rotterdam #thenetherlands #charlescreaturecabinet
🌳🍄🌳🍄🌳🍄
Copyright © 2008 | Charles Grimberg-Stephan | Charles' Creature Cabinet | All Rights Reserved.
[Yaaayy] Finally I can share a total overview of Root End! The magical home of the Ginger Root Gnomes & Woodling Trolls **Beautifully made by Murjani Kusumobroto 🌱💛
Hand made magnetic djahé pods, miniature furniture, lights, curtains & djahé (ginger root) hats, cocoons and outfits by Fairy Fragilities' Murjani.
.
.
.
#charlescreaturecabinet #ccc #cccbjd #root_end #nana_home #handmade #dollhouse #miniature #furniture #fairyfragilities #murjanikusumobroto #charlesgrimbergstephan #issaMoriko #childoftheforest #risu #nippy #45mm #microbjd #sprout #cabinetofwonders #gingerrootsprout #balljointeddoll #designertoy #dollsondisplay #forDRV2019
And sometimes someone's sock, can be someone else's winter sleeping bag 🎅~Happy Moriko Monday ✨💚💗 @charlescreaturecabinet Ginger Root Sprout ISSA Moriko jointed #issaMorikoMonday #sharingsmiles
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#charlescreaturecabinet #ccc #cccbjd #issaMoriko #gingerrootgnomebabysprout #anthropomorphic #microbjd #childoftheforest #collectibles #limitededition #cabinetofwonders #wunderkammer #charlesgrimbergstephan #rotterdam #artist #bjdtoy #designer #sculptor #bjdartist #nanako #balljointeddoll #tribute #creaturedoll #instabjd #bjdart
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CCC Issa MORIKO | 45mm Micro BJD | ginger root sprout | ~Child of the Forest ~Cabinet of Wonders ~sand / jointed
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Handmade 'Root End - Nanako crib' Murjani Kusumobroto
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Photo: @charlescreaturecabinet | NL
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BJD Sculpt ™️ & Copyright ©️ 2008 | Charles Grimberg-Stephan | Charles' Creature Cabinet | All Rights Reserved.
C'mon Hip-Hop along 💚🐸 @charlescreaturecabinet [GRODA BABBLES] frog trollie ~the enchanted changeling child~ 🐸💚 #wonderlijkefluisterwoud #sharingsmiles
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#charlescreaturecabinet #ccc #cccbjd #trollbjd #tinybjd #hybridbjd #fantasybjd #groda_babbles #groda #babbles #woodlingtroll #uglywoodling #enchanted_changeling #charlesgrimbergstephan #artist #characterdesigner #sculptor #rotterdam #dollmaker #dollartist #dollart #bjdart #collectibles #limitededition #anthropomorphic #whisperingwoodlingwoods #wunderkammer
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CCC GRODA BABBLES | 6.5cm Tiny/Micro BJD | Ugly Woodling Troll | Ball-Jointed Doll | tan glow-in-the-dark resin ~Groda means frog in Swedish~
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Handmade Kiwi cardigan, wild diaper, Root End furniture, Troll Nest @murjanikusumobroto | NL
Handmade head band and scarf @argenTTo | US
🐾🐸✨
Photo: @charlescreaturecabinet studio | Rotterdam
🐾🐸✨
BJD Sculpt ™️ Copyright ©️ 2008 | Charles Grimberg-Stephan | Charles' Creature Cabinet | All Rights Reserved.
In Bee's cottage it always feels like spring 🐝💛@charlescreaturecabinet CCC [NANA] dae djahé + [BEE WITHME] licorice tiny bjd ~hand micro knits Catherine Janakiraman
| US
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#charlescreaturecabinet #cccbjd #balljointeddoll #cccbeewithme #bee_withme #fireflyfaerie #gogglesandwings #nanadaedjahé #nanadjahé #cccnana #gingerrootgnome #tinybjd #lilpotbellie #creaturebjd #anthropomorphic #ccc #charlesgrimbergstephan #bjdartist #rotterdam #glowinthedark #legitbjd #artistbjd #cabinetofwonders #sharingsmiles #CCCLover #🍀 #💞
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CCC NANA Dae Djahé | 6.5cm Tiny BJD | ginger root gnome | Ball-Jointed Doll ~Gingerroot Yellow GID
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CCC BEE WITHME | 9cm Tiny BJD | bee firefly faerie | Ball-Jointed Doll ~Licorice
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Hand micro knits flower hat, bumble bee @catherinejanakiraman
Handmade root end furniture, outfit @murjanikusumobroto
Handmade miniature flowers @dreamkeeperfae
🍀💞
Photo: @charlescreaturecabinet | NL
🍀💞
BJD Sculpt ™️ Copyright ©️ 2008 | Charles Grimberg-Stephan | Charles' Creature Cabinet | All Rights Reserved.
It looks like a Sedum leaf generates either roots or a new plant from the root end, but not both.
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I left these leaves resting on some seed packets and some colorful leaves I had been drying. I had placed them in a small wooden bowl until I would be able to plant them in the garden. In the meantime, they rooted in air.
It all seems to have worked.
“Frontier. Deep night. I’m driving back from Switzerland to Italy. Nobody at the Checkpoint. The road is closed, a few days ago a landslide interrupted part of the street. At the border an advertising panel lights up the mountain in red. It’s November, 3am, quite cold. I parked my car, took the camera, positioned my tripod in the middle of the road. "discount on computers”, says the billboard. In a recent exhibition a little boy said about this picture ‘A stick inside a volcano, or a stick in a cave with two wires, or a root. End’“ Diary of an Italian Border Worker by Fabrizio Albertini (¾)
[Yaaayy] Finally I can share a total overview of Root End! The magical home of the Ginger Root Gnomes & Woodling Trolls **Beautifully made by Murjani Kusumobroto 🌱💛
Hand made magnetic djahé pods, miniature furniture, lights, curtains & djahé (ginger root) hats, cocoons and outfits by Fairy Fragilities' Murjani.
.
.
.
#charlescreaturecabinet #ccc #cccbjd #root_end #nana_home #handmade #dollhouse #miniature #furniture #fairyfragilities #murjanikusumobroto #charlesgrimbergstephan #issaMoriko #childoftheforest #risu #nippy #45mm #microbjd #sprout #cabinetofwonders #gingerrootsprout #balljointeddoll #designertoy #dollsondisplay #forDRV2019
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
The Fiat Macchi C.170 Brezza ("Gust of wind") was a single-seat biplane fighter which served primarily in Italy's Regia Aeronautica before and in the early stages of World War II. The aircraft was produced by the Varese firm, and entered service, in smaller numbers, with the air forces of Italy, Austria and Hungary.
In spite of the biplane configuration, the C.170 was a modern, 'sleek-looking' design based around a strong steel and alloy frame incorporating a NACA cowling housing the radial engine, with fairings for the fixed main landing gear. The C.170's upper wing was slightly larger than its lower wing, carried only by six struts and a few bracing wires. Only the upper wing featured ailerons while the lower wing carried large flaps. Although it looked slightly outdated, the aircraft proved exceptionally agile thanks to its very low wing loading and a powerful, responsive engine.
Power was provided by a 650 kW (870 hp) Fiat A.74 14 cylinder radial engine, which also drove the contemporary Fiat CR.32 fighter. With the "direttiva" (Air Ministry Specific) of 1932, Italian industrial leaders had been instructed to concentrate solely on radial engines for fighters, due to their better reliability. The A.74 was actually a re-design of the American Pratt & Whitney R-1830 SC-4 Twin Wasp made by engineers Tranquillo Zerbi and Antonio Fessia, and in the C.170 it was geared to drive a metal three-blade Fiat-Hamilton Standard 3D.41-1 propeller of 2.9 m (9.5 ft) diameter. This allowed an impressive top speed of 441 km/h (272 mph) at 6.500 m (20.000 ft), and 342 km/h (213 mph) at ground level.
The first C.170 prototype flew on 24 December 1934 in Lonate Pozzolo, Varese, with Macchi Chief Test Pilot Giuseppe Burei at the controls. It was followed by the second prototype early the next year, which flew with an armored headrest and fairing in place (the C.170 lacked any further armor!) and other minor changes that were incorporated for serial production.
Despite Macchi’s proposal for a closed cockpit canopy the cockpit remained open – Italian pilots were rather conservative. Additional protection was introduced through armored side panels, though, which would protect the pilot’s shoulders. Radio equipment was also not included, as in many other Italian fighter aircraft.
During evaluation in early 1935 the C.170 was tested against the Fiat CR.42 and the Caproni Ca.165 biplane fighters, and was judged to be on par with the CR.42, although the Ca.165 was a more modern design which boasted a higher speed at the cost of maneuverability. An initial order of 99 C.170 for Italy's Regia Aeronautica was placed to Macchi factory in summer 1935, followed by foreign interest and order options from Austria, Belgium and Spain.
Anyway, what looked like a prosperous design was soon rendered obsolete: Following the end of Italy's campaigns in East Africa, a program was started to completely re-equip the Regia Aeronautica with a new interceptor aircraft of modern design. The 10 February 1936 specifications called for an aircraft powered by a single radial engine, with a top speed of 500 km/h, climb rate at 6,000 meters of 5 minutes, with a flight endurance of two hours, and armed with a single (later increased to two) 12.7 mm (0.5 in) machine gun. That was more or less the premature end for the C.170, as Macchi and other manufacturers quickly turned to more modern monoplane designs.
Therefore, orders and production of the Macchi Brezza remained limited. Beyond the original 99 aircraft for the Regia Aeronautica only 24 further C.170s were delivered. These aircraft went in spring 1936 to Austria to equip Jagdgeschwader II at Wiener Neustadt. Immediately after their delivery the Brezza fighters were retro-fitted with radio equipment, recognizable through the antenna installation on the headrest fairing. The potential orders from Belgium and Spain were soon cancelled, due to political tensions.
As a side note, the Austrian C.170s fighters were the first aircraft to sport the new national emblem, which had been the result of a competition and won by flight engineer Rosner from the Graz-Thalerhof base. The white, equilateral triangle with the point facing downwards in a red disc was a completely new design and had (other than the flag or coats of arms) no prior basis.
The C.170s' career in Austrian service was short, though: in March 1938 the Austrian units were absorbed into the Luftwaffe, and after a brief period the aircraft were handed over to Hungary where they were used for training purposes.
Although an obsolete design, it proved to be robust, durable and effective especially in severe conditions. In spring 1943, surviving C.170s were rounded up from training schools and delivered to night ground attack units operating on the Eastern Front. The C.170 was used to conduct night harassment sorties on the Eastern Front until September 1944, when the units were disbanded, due to a lack of serviceable airframes and spare parts.
General characteristics
Crew: 1
Length: 8.25 m (27 ft 1 in)
Wingspan: 32 ft 3 in (9.83 m)
Height: 11 ft 9 in (3.58 m)
Wing area: 323 ft² (30.0 m²)
Empty weight: 3,217 lb (1,462 kg)
Loaded weight: 4,594 lb (2,088 kg)
Powerplant
1× Fiat A.74 R.C.38 14-cylinder air-cooled radial engine, 650 kW (870 hp) at 2,520 rpm for take-off
Performance
Maximum speed: 441 km/h (238 kn, 274 mph) at 20,000 ft
Cruise speed: 338 km/h (187 kn, 210 mph)
Range: 780 km (420 nmi, 485 mi)
Service ceiling: 10,210 m (33,500 ft)
Rate of climb: 11.8 m/s (2,340 ft/min)
Climb to 10,000 ft (3,050 m): 4.75 min
Wing loading: 69,6 kg/m² (15,3 lb/ft²)
Power/mass: 311 W/kg (0.19 hp/lb)
Armament
2× 12.7 mm (0.5 in) Breda-SAFAT synchronized machine guns above the engine, 370 rpg
Some aircraft were field-modified to carry up to 8× 15 kg (33 lb) or 2× 50 or 100 kg (110/220 lb) bombs under the wings
The kit and its assembly
Inspiration for this little, whiffy biplane came when I posted a pic of an Austrian Ju 86 bomber as a reply/ suggestion to a fellow modeler's (NARSES2) search at whatifmodelers.com for “something” to make from a Gloster Gladiator.
When I looked at the paint scheme a second time I remembered that I still had some Austrian roundels in stock, as well some very old biplane spare parts... hmmm.
Biplanes are tricky to build, even OOB, and kitbashing this kind of whif would not make things easier. Anyway, I love such challenges, and the potential outcome would surely look nice, if not exotic, so I decided to tackle the project.
Basically, the following donation ingredients went into it:
● Fuselage, engine, cockpit/pilot and tail from a Revell Macchi C.200 "Saetta"
● Upper wing from a Matchbox Gloster "Gladiator"
● Lower wings from a Matchbox SBC "Helldiver"
● Wheels from a Matchbox Hs 126 (shortened)
Pretty straightforward, but even though it would be a small aircraft model, it would come with two big challenges: mounting the lower wings and shaping the resulting, gaping belly, and the custom-made struts and wirings for the upper wing.
Work started with the Macchi C.200’s fuselage, which was built OOB - just without the wing, which is a single part, different pilot (the included one is a pygmy!) and with a free spinning metal axis for the propeller.
The wing installation started with the lower wings. I glued the Helldiver wings onto the C.200 fuselage, so that the wings' trailing edge would match the C.200's wing root ends. From that, a floor plate was fitted under the fuselage and any excessive material removed, the gaps filled with lumps of 2C putty. That moved the lower wing's roots backwards, creating space at the lower forward fuselage for the new landing gear.
The latter was taken from a vintage Matchbox Hs 126 reconnaissance aircraft - probably 25, if 30 years old... Size was O.K., but the struts had to shortened by about 5mm, as thge HS 126 is a much bigger/longer aircraft than the C.200. A cut was made just above the wheel spats, material taken out, and the separate parts were glued back together again.
With the lower wings in place I started building strut supports for the upper wing from styrene strips - tricky and needs patience, but effective. I started with the outer supports, carving something SBC-style from styrene. These were glued into place, slightly canted outwards, and their length/height adapted to the upper wing’s position.
When this was settled, the upper Gladiator wing was glued into place. After a thorough drying period the short fuselage supports in front of the cockpit – again, styrene strips – were inserted into the gap. This allowed an individual lengthening, and was easier than expected, with a stable result.
After having the upper wing glued in place I added some wiring, made from heated and pulled-out styrene sprues. This not only enhances the kit's look, it also (just like in real life) improves rigidity of the model. Also a tedious task, but IMHO worth the effort. I tried thin wire, nylon strings and sewing yarn for this job, but finally the styrene solution is what worked best for me.
The exhaust installation had also to be modified: the new Hs 126 struts with spats would have been where the original C.200’s hot exhaust gases would have gone, so I added new exhaust pipes that would go between the new legs.
Other small added details included, among others, a pitot on a wing strut, a visor in front of the cockpit, a radio antenna, a ladder made from wire.
Painting and markings:
I would not call the Austrian 3+1-tone pre-WWII-scheme spectacular, but the colors are unique. My scheme is based on an Austrian Ju 86 bomber from 1938, so it fits into the intended time frame.
The colors were puzzled together from various sources and are subjective guesstimates:
● A pale, yellow-ish beige (Humbrol 74, ‘Linen’, out of production)
● A rather brownish green (Testors 1711, ‘Olive Drab’, FS 34087)
● A dark green with a yellow-ish hue (Humbrol 116, ‘US Dark Green’ FS 34079)
● Light blue for the undersides (Humbrol 65, ‘Aircraft Blue’, RLM 65)
In order to add some details I painted the area behind the engine cowling in aluminum. The respective part under the fuselage, where the exhaust gases would pass, was painted in Steel – both Testors Metallizers.
The interior surfaces were painted in a neutral Grey – but with the engine and the pilot in place you cannot see anything of that at all.
Markings are minimal: the Austrian roundels come from a TL Decals aftermarket sheet, the flag on the rudder was laid out with red paint (a mix of Humbrol 19 and 60), the white bar is a decal. The tactical code is fictional, puzzled together from single digits in various sizes (also from TL Modellbau sheets). The original documents how purely black fuselage codes, but I found these hard to read. So I chose digits with a white rim (actually, these belong to modern German Luftwaffe tactical codes in 1:32), which improve contrast a little.
The kit received a thin black ink wash and some shading/dry-painting with lighter basic tones (Humbrol 103, 155, Model Master 2138,‘Israeli Armor Sand Grey’, and Humbrol 122). After decal application, another turn with overall Hemp and Light Grey was done in order to fade contrast and to emphasize the surface structure. The wires were also painted, but only with thinned black ink and a VERY soft brush.
Finally, everything was sealed under a spray coat of matt acrylic varnish.
Voilà, and done in just about a week!
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
The Fiat Macchi C.170 Brezza ("Gust of wind") was a single-seat biplane fighter which served primarily in Italy's Regia Aeronautica before and in the early stages of World War II. The aircraft was produced by the Varese firm, and entered service, in smaller numbers, with the air forces of Italy, Austria and Hungary.
In spite of the biplane configuration, the C.170 was a modern, 'sleek-looking' design based around a strong steel and alloy frame incorporating a NACA cowling housing the radial engine, with fairings for the fixed main landing gear. The C.170's upper wing was slightly larger than its lower wing, carried only by six struts and a few bracing wires. Only the upper wing featured ailerons while the lower wing carried large flaps. Although it looked slightly outdated, the aircraft proved exceptionally agile thanks to its very low wing loading and a powerful, responsive engine.
Power was provided by a 650 kW (870 hp) Fiat A.74 14 cylinder radial engine, which also drove the contemporary Fiat CR.32 fighter. With the "direttiva" (Air Ministry Specific) of 1932, Italian industrial leaders had been instructed to concentrate solely on radial engines for fighters, due to their better reliability. The A.74 was actually a re-design of the American Pratt & Whitney R-1830 SC-4 Twin Wasp made by engineers Tranquillo Zerbi and Antonio Fessia, and in the C.170 it was geared to drive a metal three-blade Fiat-Hamilton Standard 3D.41-1 propeller of 2.9 m (9.5 ft) diameter. This allowed an impressive top speed of 441 km/h (272 mph) at 6.500 m (20.000 ft), and 342 km/h (213 mph) at ground level.
The first C.170 prototype flew on 24 December 1934 in Lonate Pozzolo, Varese, with Macchi Chief Test Pilot Giuseppe Burei at the controls. It was followed by the second prototype early the next year, which flew with an armored headrest and fairing in place (the C.170 lacked any further armor!) and other minor changes that were incorporated for serial production.
Despite Macchi’s proposal for a closed cockpit canopy the cockpit remained open – Italian pilots were rather conservative. Additional protection was introduced through armored side panels, though, which would protect the pilot’s shoulders. Radio equipment was also not included, as in many other Italian fighter aircraft.
During evaluation in early 1935 the C.170 was tested against the Fiat CR.42 and the Caproni Ca.165 biplane fighters, and was judged to be on par with the CR.42, although the Ca.165 was a more modern design which boasted a higher speed at the cost of maneuverability. An initial order of 99 C.170 for Italy's Regia Aeronautica was placed to Macchi factory in summer 1935, followed by foreign interest and order options from Austria, Belgium and Spain.
Anyway, what looked like a prosperous design was soon rendered obsolete: Following the end of Italy's campaigns in East Africa, a program was started to completely re-equip the Regia Aeronautica with a new interceptor aircraft of modern design. The 10 February 1936 specifications called for an aircraft powered by a single radial engine, with a top speed of 500 km/h, climb rate at 6,000 meters of 5 minutes, with a flight endurance of two hours, and armed with a single (later increased to two) 12.7 mm (0.5 in) machine gun. That was more or less the premature end for the C.170, as Macchi and other manufacturers quickly turned to more modern monoplane designs.
Therefore, orders and production of the Macchi Brezza remained limited. Beyond the original 99 aircraft for the Regia Aeronautica only 24 further C.170s were delivered. These aircraft went in spring 1936 to Austria to equip Jagdgeschwader II at Wiener Neustadt. Immediately after their delivery the Brezza fighters were retro-fitted with radio equipment, recognizable through the antenna installation on the headrest fairing. The potential orders from Belgium and Spain were soon cancelled, due to political tensions.
As a side note, the Austrian C.170s fighters were the first aircraft to sport the new national emblem, which had been the result of a competition and won by flight engineer Rosner from the Graz-Thalerhof base. The white, equilateral triangle with the point facing downwards in a red disc was a completely new design and had (other than the flag or coats of arms) no prior basis.
The C.170s' career in Austrian service was short, though: in March 1938 the Austrian units were absorbed into the Luftwaffe, and after a brief period the aircraft were handed over to Hungary where they were used for training purposes.
Although an obsolete design, it proved to be robust, durable and effective especially in severe conditions. In spring 1943, surviving C.170s were rounded up from training schools and delivered to night ground attack units operating on the Eastern Front. The C.170 was used to conduct night harassment sorties on the Eastern Front until September 1944, when the units were disbanded, due to a lack of serviceable airframes and spare parts.
General characteristics
Crew: 1
Length: 8.25 m (27 ft 1 in)
Wingspan: 32 ft 3 in (9.83 m)
Height: 11 ft 9 in (3.58 m)
Wing area: 323 ft² (30.0 m²)
Empty weight: 3,217 lb (1,462 kg)
Loaded weight: 4,594 lb (2,088 kg)
Powerplant
1× Fiat A.74 R.C.38 14-cylinder air-cooled radial engine, 650 kW (870 hp) at 2,520 rpm for take-off
Performance
Maximum speed: 441 km/h (238 kn, 274 mph) at 20,000 ft
Cruise speed: 338 km/h (187 kn, 210 mph)
Range: 780 km (420 nmi, 485 mi)
Service ceiling: 10,210 m (33,500 ft)
Rate of climb: 11.8 m/s (2,340 ft/min)
Climb to 10,000 ft (3,050 m): 4.75 min
Wing loading: 69,6 kg/m² (15,3 lb/ft²)
Power/mass: 311 W/kg (0.19 hp/lb)
Armament
2× 12.7 mm (0.5 in) Breda-SAFAT synchronized machine guns above the engine, 370 rpg
Some aircraft were field-modified to carry up to 8× 15 kg (33 lb) or 2× 50 or 100 kg (110/220 lb) bombs under the wings
The kit and its assembly
Inspiration for this little, whiffy biplane came when I posted a pic of an Austrian Ju 86 bomber as a reply/ suggestion to a fellow modeler's (NARSES2) search at whatifmodelers.com for “something” to make from a Gloster Gladiator.
When I looked at the paint scheme a second time I remembered that I still had some Austrian roundels in stock, as well some very old biplane spare parts... hmmm.
Biplanes are tricky to build, even OOB, and kitbashing this kind of whif would not make things easier. Anyway, I love such challenges, and the potential outcome would surely look nice, if not exotic, so I decided to tackle the project.
Basically, the following donation ingredients went into it:
● Fuselage, engine, cockpit/pilot and tail from a Revell Macchi C.200 "Saetta"
● Upper wing from a Matchbox Gloster "Gladiator"
● Lower wings from a Matchbox SBC "Helldiver"
● Wheels from a Matchbox Hs 126 (shortened)
Pretty straightforward, but even though it would be a small aircraft model, it would come with two big challenges: mounting the lower wings and shaping the resulting, gaping belly, and the custom-made struts and wirings for the upper wing.
Work started with the Macchi C.200’s fuselage, which was built OOB - just without the wing, which is a single part, different pilot (the included one is a pygmy!) and with a free spinning metal axis for the propeller.
The wing installation started with the lower wings. I glued the Helldiver wings onto the C.200 fuselage, so that the wings' trailing edge would match the C.200's wing root ends. From that, a floor plate was fitted under the fuselage and any excessive material removed, the gaps filled with lumps of 2C putty. That moved the lower wing's roots backwards, creating space at the lower forward fuselage for the new landing gear.
The latter was taken from a vintage Matchbox Hs 126 reconnaissance aircraft - probably 25, if 30 years old... Size was O.K., but the struts had to shortened by about 5mm, as thge HS 126 is a much bigger/longer aircraft than the C.200. A cut was made just above the wheel spats, material taken out, and the separate parts were glued back together again.
With the lower wings in place I started building strut supports for the upper wing from styrene strips - tricky and needs patience, but effective. I started with the outer supports, carving something SBC-style from styrene. These were glued into place, slightly canted outwards, and their length/height adapted to the upper wing’s position.
When this was settled, the upper Gladiator wing was glued into place. After a thorough drying period the short fuselage supports in front of the cockpit – again, styrene strips – were inserted into the gap. This allowed an individual lengthening, and was easier than expected, with a stable result.
After having the upper wing glued in place I added some wiring, made from heated and pulled-out styrene sprues. This not only enhances the kit's look, it also (just like in real life) improves rigidity of the model. Also a tedious task, but IMHO worth the effort. I tried thin wire, nylon strings and sewing yarn for this job, but finally the styrene solution is what worked best for me.
The exhaust installation had also to be modified: the new Hs 126 struts with spats would have been where the original C.200’s hot exhaust gases would have gone, so I added new exhaust pipes that would go between the new legs.
Other small added details included, among others, a pitot on a wing strut, a visor in front of the cockpit, a radio antenna, a ladder made from wire.
Painting and markings:
I would not call the Austrian 3+1-tone pre-WWII-scheme spectacular, but the colors are unique. My scheme is based on an Austrian Ju 86 bomber from 1938, so it fits into the intended time frame.
The colors were puzzled together from various sources and are subjective guesstimates:
● A pale, yellow-ish beige (Humbrol 74, ‘Linen’, out of production)
● A rather brownish green (Testors 1711, ‘Olive Drab’, FS 34087)
● A dark green with a yellow-ish hue (Humbrol 116, ‘US Dark Green’ FS 34079)
● Light blue for the undersides (Humbrol 65, ‘Aircraft Blue’, RLM 65)
In order to add some details I painted the area behind the engine cowling in aluminum. The respective part under the fuselage, where the exhaust gases would pass, was painted in Steel – both Testors Metallizers.
The interior surfaces were painted in a neutral Grey – but with the engine and the pilot in place you cannot see anything of that at all.
Markings are minimal: the Austrian roundels come from a TL Decals aftermarket sheet, the flag on the rudder was laid out with red paint (a mix of Humbrol 19 and 60), the white bar is a decal. The tactical code is fictional, puzzled together from single digits in various sizes (also from TL Modellbau sheets). The original documents how purely black fuselage codes, but I found these hard to read. So I chose digits with a white rim (actually, these belong to modern German Luftwaffe tactical codes in 1:32), which improve contrast a little.
The kit received a thin black ink wash and some shading/dry-painting with lighter basic tones (Humbrol 103, 155, Model Master 2138,‘Israeli Armor Sand Grey’, and Humbrol 122). After decal application, another turn with overall Hemp and Light Grey was done in order to fade contrast and to emphasize the surface structure. The wires were also painted, but only with thinned black ink and a VERY soft brush.
Finally, everything was sealed under a spray coat of matt acrylic varnish.
Voilà, and done in just about a week!
[Yaaayy] Finally I can share a total overview of Root End! The magical home of the Ginger Root Gnomes & Woodling Trolls **Beautifully made by Murjani Kusumobroto 🌱💛
Hand made magnetic djahé pods, miniature furniture, lights, curtains & djahé (ginger root) hats, cocoons and outfits by Fairy Fragilities' Murjani.
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#charlescreaturecabinet #ccc #cccbjd #root_end #nana_home #handmade #dollhouse #miniature #furniture #fairyfragilities #murjanikusumobroto #charlesgrimbergstephan #issaMoriko #childoftheforest #risu #nippy #45mm #microbjd #sprout #cabinetofwonders #gingerrootsprout #balljointeddoll #designertoy #dollsondisplay #forDRV2019
This endlessly-enchanting view is the underside of the M5 near Oldbury. Water streaked and stained by years of use, it is perfect.
Root End. 15-10-2016.
ALL RIGHTS RESERVED.
'SO, don't tell me you ate all the honey again' 🐝💛@charlescreaturecabinet CCC [NANA] dae djahé, [PIN-DA SO] blossom faerie & [BEE WITHME] licorice ~tiny micro bjd ~hand micro knits Catherine Janakiraman
| US
Last in stock available here:
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#charlescreaturecabinet #cccbjd #balljointeddoll #cccbeewithme #bee_withme #fireflyfaerie #gogglesandwings #nanadaedjahé #nanadjahé #cccnana #gingerrootgnome #tinybjd #lilpotbellie #PinDa_SO_peanut #botanicalblossomfaerie #microbjd #creaturebjd #anthropomorphic #ccc #charlesgrimbergstephan #bjdartist #rotterdam #glowinthedark #legitbjd #artistbjd #cabinetofwonders #sharingsmiles #CCCLover #🍀 #💞
🌱💛
CCC NANA Dae Djahé | 6.5cm Tiny BJD | ginger root gnome | Ball-Jointed Doll ~Gingerroot Yellow GID
💚🌱
CCC PIN-DA SO | 45 mm Micro BJD | Peanut Faerie | Ball-Jointed Doll | ~Cabinet of Wonders
🐝
CCC BEE WITHME | 9cm Tiny BJD | bee firefly faerie | Ball-Jointed Doll ~Licorice
🍀💞
Hand micro knits flower hat, bumble bee @catherinejanakiraman
Handmade root end furniture, nana outfit @murjanikusumobroto
🍀💞
Photo: @charlescreaturecabinet | NL
🍀💞
BJD Sculpt ™️ Copyright ©️ 2008 | Charles Grimberg-Stephan | Charles' Creature Cabinet | All Rights Reserved
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
The Fiat Macchi C.170 Brezza ("Gust of wind") was a single-seat biplane fighter which served primarily in Italy's Regia Aeronautica before and in the early stages of World War II. The aircraft was produced by the Varese firm, and entered service, in smaller numbers, with the air forces of Italy, Austria and Hungary.
In spite of the biplane configuration, the C.170 was a modern, 'sleek-looking' design based around a strong steel and alloy frame incorporating a NACA cowling housing the radial engine, with fairings for the fixed main landing gear. The C.170's upper wing was slightly larger than its lower wing, carried only by six struts and a few bracing wires. Only the upper wing featured ailerons while the lower wing carried large flaps. Although it looked slightly outdated, the aircraft proved exceptionally agile thanks to its very low wing loading and a powerful, responsive engine.
Power was provided by a 650 kW (870 hp) Fiat A.74 14 cylinder radial engine, which also drove the contemporary Fiat CR.32 fighter. With the "direttiva" (Air Ministry Specific) of 1932, Italian industrial leaders had been instructed to concentrate solely on radial engines for fighters, due to their better reliability. The A.74 was actually a re-design of the American Pratt & Whitney R-1830 SC-4 Twin Wasp made by engineers Tranquillo Zerbi and Antonio Fessia, and in the C.170 it was geared to drive a metal three-blade Fiat-Hamilton Standard 3D.41-1 propeller of 2.9 m (9.5 ft) diameter. This allowed an impressive top speed of 441 km/h (272 mph) at 6.500 m (20.000 ft), and 342 km/h (213 mph) at ground level.
The first C.170 prototype flew on 24 December 1934 in Lonate Pozzolo, Varese, with Macchi Chief Test Pilot Giuseppe Burei at the controls. It was followed by the second prototype early the next year, which flew with an armored headrest and fairing in place (the C.170 lacked any further armor!) and other minor changes that were incorporated for serial production.
Despite Macchi’s proposal for a closed cockpit canopy the cockpit remained open – Italian pilots were rather conservative. Additional protection was introduced through armored side panels, though, which would protect the pilot’s shoulders. Radio equipment was also not included, as in many other Italian fighter aircraft.
During evaluation in early 1935 the C.170 was tested against the Fiat CR.42 and the Caproni Ca.165 biplane fighters, and was judged to be on par with the CR.42, although the Ca.165 was a more modern design which boasted a higher speed at the cost of maneuverability. An initial order of 99 C.170 for Italy's Regia Aeronautica was placed to Macchi factory in summer 1935, followed by foreign interest and order options from Austria, Belgium and Spain.
Anyway, what looked like a prosperous design was soon rendered obsolete: Following the end of Italy's campaigns in East Africa, a program was started to completely re-equip the Regia Aeronautica with a new interceptor aircraft of modern design. The 10 February 1936 specifications called for an aircraft powered by a single radial engine, with a top speed of 500 km/h, climb rate at 6,000 meters of 5 minutes, with a flight endurance of two hours, and armed with a single (later increased to two) 12.7 mm (0.5 in) machine gun. That was more or less the premature end for the C.170, as Macchi and other manufacturers quickly turned to more modern monoplane designs.
Therefore, orders and production of the Macchi Brezza remained limited. Beyond the original 99 aircraft for the Regia Aeronautica only 24 further C.170s were delivered. These aircraft went in spring 1936 to Austria to equip Jagdgeschwader II at Wiener Neustadt. Immediately after their delivery the Brezza fighters were retro-fitted with radio equipment, recognizable through the antenna installation on the headrest fairing. The potential orders from Belgium and Spain were soon cancelled, due to political tensions.
As a side note, the Austrian C.170s fighters were the first aircraft to sport the new national emblem, which had been the result of a competition and won by flight engineer Rosner from the Graz-Thalerhof base. The white, equilateral triangle with the point facing downwards in a red disc was a completely new design and had (other than the flag or coats of arms) no prior basis.
The C.170s' career in Austrian service was short, though: in March 1938 the Austrian units were absorbed into the Luftwaffe, and after a brief period the aircraft were handed over to Hungary where they were used for training purposes.
Although an obsolete design, it proved to be robust, durable and effective especially in severe conditions. In spring 1943, surviving C.170s were rounded up from training schools and delivered to night ground attack units operating on the Eastern Front. The C.170 was used to conduct night harassment sorties on the Eastern Front until September 1944, when the units were disbanded, due to a lack of serviceable airframes and spare parts.
General characteristics
Crew: 1
Length: 8.25 m (27 ft 1 in)
Wingspan: 32 ft 3 in (9.83 m)
Height: 11 ft 9 in (3.58 m)
Wing area: 323 ft² (30.0 m²)
Empty weight: 3,217 lb (1,462 kg)
Loaded weight: 4,594 lb (2,088 kg)
Powerplant
1× Fiat A.74 R.C.38 14-cylinder air-cooled radial engine, 650 kW (870 hp) at 2,520 rpm for take-off
Performance
Maximum speed: 441 km/h (238 kn, 274 mph) at 20,000 ft
Cruise speed: 338 km/h (187 kn, 210 mph)
Range: 780 km (420 nmi, 485 mi)
Service ceiling: 10,210 m (33,500 ft)
Rate of climb: 11.8 m/s (2,340 ft/min)
Climb to 10,000 ft (3,050 m): 4.75 min
Wing loading: 69,6 kg/m² (15,3 lb/ft²)
Power/mass: 311 W/kg (0.19 hp/lb)
Armament
2× 12.7 mm (0.5 in) Breda-SAFAT synchronized machine guns above the engine, 370 rpg
Some aircraft were field-modified to carry up to 8× 15 kg (33 lb) or 2× 50 or 100 kg (110/220 lb) bombs under the wings
The kit and its assembly
Inspiration for this little, whiffy biplane came when I posted a pic of an Austrian Ju 86 bomber as a reply/ suggestion to a fellow modeler's (NARSES2) search at whatifmodelers.com for “something” to make from a Gloster Gladiator.
When I looked at the paint scheme a second time I remembered that I still had some Austrian roundels in stock, as well some very old biplane spare parts... hmmm.
Biplanes are tricky to build, even OOB, and kitbashing this kind of whif would not make things easier. Anyway, I love such challenges, and the potential outcome would surely look nice, if not exotic, so I decided to tackle the project.
Basically, the following donation ingredients went into it:
● Fuselage, engine, cockpit/pilot and tail from a Revell Macchi C.200 "Saetta"
● Upper wing from a Matchbox Gloster "Gladiator"
● Lower wings from a Matchbox SBC "Helldiver"
● Wheels from a Matchbox Hs 126 (shortened)
Pretty straightforward, but even though it would be a small aircraft model, it would come with two big challenges: mounting the lower wings and shaping the resulting, gaping belly, and the custom-made struts and wirings for the upper wing.
Work started with the Macchi C.200’s fuselage, which was built OOB - just without the wing, which is a single part, different pilot (the included one is a pygmy!) and with a free spinning metal axis for the propeller.
The wing installation started with the lower wings. I glued the Helldiver wings onto the C.200 fuselage, so that the wings' trailing edge would match the C.200's wing root ends. From that, a floor plate was fitted under the fuselage and any excessive material removed, the gaps filled with lumps of 2C putty. That moved the lower wing's roots backwards, creating space at the lower forward fuselage for the new landing gear.
The latter was taken from a vintage Matchbox Hs 126 reconnaissance aircraft - probably 25, if 30 years old... Size was O.K., but the struts had to shortened by about 5mm, as thge HS 126 is a much bigger/longer aircraft than the C.200. A cut was made just above the wheel spats, material taken out, and the separate parts were glued back together again.
With the lower wings in place I started building strut supports for the upper wing from styrene strips - tricky and needs patience, but effective. I started with the outer supports, carving something SBC-style from styrene. These were glued into place, slightly canted outwards, and their length/height adapted to the upper wing’s position.
When this was settled, the upper Gladiator wing was glued into place. After a thorough drying period the short fuselage supports in front of the cockpit – again, styrene strips – were inserted into the gap. This allowed an individual lengthening, and was easier than expected, with a stable result.
After having the upper wing glued in place I added some wiring, made from heated and pulled-out styrene sprues. This not only enhances the kit's look, it also (just like in real life) improves rigidity of the model. Also a tedious task, but IMHO worth the effort. I tried thin wire, nylon strings and sewing yarn for this job, but finally the styrene solution is what worked best for me.
The exhaust installation had also to be modified: the new Hs 126 struts with spats would have been where the original C.200’s hot exhaust gases would have gone, so I added new exhaust pipes that would go between the new legs.
Other small added details included, among others, a pitot on a wing strut, a visor in front of the cockpit, a radio antenna, a ladder made from wire.
Painting and markings:
I would not call the Austrian 3+1-tone pre-WWII-scheme spectacular, but the colors are unique. My scheme is based on an Austrian Ju 86 bomber from 1938, so it fits into the intended time frame.
The colors were puzzled together from various sources and are subjective guesstimates:
● A pale, yellow-ish beige (Humbrol 74, ‘Linen’, out of production)
● A rather brownish green (Testors 1711, ‘Olive Drab’, FS 34087)
● A dark green with a yellow-ish hue (Humbrol 116, ‘US Dark Green’ FS 34079)
● Light blue for the undersides (Humbrol 65, ‘Aircraft Blue’, RLM 65)
In order to add some details I painted the area behind the engine cowling in aluminum. The respective part under the fuselage, where the exhaust gases would pass, was painted in Steel – both Testors Metallizers.
The interior surfaces were painted in a neutral Grey – but with the engine and the pilot in place you cannot see anything of that at all.
Markings are minimal: the Austrian roundels come from a TL Decals aftermarket sheet, the flag on the rudder was laid out with red paint (a mix of Humbrol 19 and 60), the white bar is a decal. The tactical code is fictional, puzzled together from single digits in various sizes (also from TL Modellbau sheets). The original documents how purely black fuselage codes, but I found these hard to read. So I chose digits with a white rim (actually, these belong to modern German Luftwaffe tactical codes in 1:32), which improve contrast a little.
The kit received a thin black ink wash and some shading/dry-painting with lighter basic tones (Humbrol 103, 155, Model Master 2138,‘Israeli Armor Sand Grey’, and Humbrol 122). After decal application, another turn with overall Hemp and Light Grey was done in order to fade contrast and to emphasize the surface structure. The wires were also painted, but only with thinned black ink and a VERY soft brush.
Finally, everything was sealed under a spray coat of matt acrylic varnish.
Voilà, and done in just about a week!
Kikker kusjes 💚🐸 @charlescreaturecabinet [GRODA BABBLES] frog trollie ~the enchanted changeling child & [NANA Dae Djahé] ~ginger root gnome 🌱🐸💚 #wonderlijkefluisterwoud
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#charlescreaturecabinet #ccc #cccbjd #trollbjd #tinybjd #hybridbjd #fantasybjd #groda_babbles #groda #babbles #woodlingtroll #uglywoodling #enchanted_changeling #nanadaedjahé #gingerrootgnome #charlesgrimbergstephan #artist #characterdesigner #sculptor #rotterdam #dollmaker #dollartist #dollart #bjdart #collectibles #limitededition #anthropomorphic #whisperingwoodlingwoods #wunderkammer
🐾🐸✨
CCC GRODA BABBLES | 6.5cm Tiny/Micro BJD | Ugly Woodling Troll | Ball-Jointed Doll | tan glow-in-the-dark resin ~Groda means frog in Swedish~
🌱
CCC NANA Dae Djahé | 6.5cm Tiny BJD | ginger root gnome | Ball-Jointed Doll ~Orange
🐾🍀✨
Handmade Kiwi cardigan, wild diaper, green ginger root gnome outfit, Root End furniture @murjanikusumobroto | NL
Handmade Frog hat @snowballed71 | UK
Handmade green head band @argenTTo | US
🐾🐸✨
Photo: @charlescreaturecabinet studio | Rotterdam
🐾🐸✨
BJD Sculpt ™️ Copyright ©️ 2008 | Charles Grimberg-Stephan | Charles' Creature Cabinet | All Rights Reserved.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
The Fiat Macchi C.170 Brezza ("Gust of wind") was a single-seat biplane fighter which served primarily in Italy's Regia Aeronautica before and in the early stages of World War II. The aircraft was produced by the Varese firm, and entered service, in smaller numbers, with the air forces of Italy, Austria and Hungary.
In spite of the biplane configuration, the C.170 was a modern, 'sleek-looking' design based around a strong steel and alloy frame incorporating a NACA cowling housing the radial engine, with fairings for the fixed main landing gear. The C.170's upper wing was slightly larger than its lower wing, carried only by six struts and a few bracing wires. Only the upper wing featured ailerons while the lower wing carried large flaps. Although it looked slightly outdated, the aircraft proved exceptionally agile thanks to its very low wing loading and a powerful, responsive engine.
Power was provided by a 650 kW (870 hp) Fiat A.74 14 cylinder radial engine, which also drove the contemporary Fiat CR.32 fighter. With the "direttiva" (Air Ministry Specific) of 1932, Italian industrial leaders had been instructed to concentrate solely on radial engines for fighters, due to their better reliability. The A.74 was actually a re-design of the American Pratt & Whitney R-1830 SC-4 Twin Wasp made by engineers Tranquillo Zerbi and Antonio Fessia, and in the C.170 it was geared to drive a metal three-blade Fiat-Hamilton Standard 3D.41-1 propeller of 2.9 m (9.5 ft) diameter. This allowed an impressive top speed of 441 km/h (272 mph) at 6.500 m (20.000 ft), and 342 km/h (213 mph) at ground level.
The first C.170 prototype flew on 24 December 1934 in Lonate Pozzolo, Varese, with Macchi Chief Test Pilot Giuseppe Burei at the controls. It was followed by the second prototype early the next year, which flew with an armored headrest and fairing in place (the C.170 lacked any further armor!) and other minor changes that were incorporated for serial production.
Despite Macchi’s proposal for a closed cockpit canopy the cockpit remained open – Italian pilots were rather conservative. Additional protection was introduced through armored side panels, though, which would protect the pilot’s shoulders. Radio equipment was also not included, as in many other Italian fighter aircraft.
During evaluation in early 1935 the C.170 was tested against the Fiat CR.42 and the Caproni Ca.165 biplane fighters, and was judged to be on par with the CR.42, although the Ca.165 was a more modern design which boasted a higher speed at the cost of maneuverability. An initial order of 99 C.170 for Italy's Regia Aeronautica was placed to Macchi factory in summer 1935, followed by foreign interest and order options from Austria, Belgium and Spain.
Anyway, what looked like a prosperous design was soon rendered obsolete: Following the end of Italy's campaigns in East Africa, a program was started to completely re-equip the Regia Aeronautica with a new interceptor aircraft of modern design. The 10 February 1936 specifications called for an aircraft powered by a single radial engine, with a top speed of 500 km/h, climb rate at 6,000 meters of 5 minutes, with a flight endurance of two hours, and armed with a single (later increased to two) 12.7 mm (0.5 in) machine gun. That was more or less the premature end for the C.170, as Macchi and other manufacturers quickly turned to more modern monoplane designs.
Therefore, orders and production of the Macchi Brezza remained limited. Beyond the original 99 aircraft for the Regia Aeronautica only 24 further C.170s were delivered. These aircraft went in spring 1936 to Austria to equip Jagdgeschwader II at Wiener Neustadt. Immediately after their delivery the Brezza fighters were retro-fitted with radio equipment, recognizable through the antenna installation on the headrest fairing. The potential orders from Belgium and Spain were soon cancelled, due to political tensions.
As a side note, the Austrian C.170s fighters were the first aircraft to sport the new national emblem, which had been the result of a competition and won by flight engineer Rosner from the Graz-Thalerhof base. The white, equilateral triangle with the point facing downwards in a red disc was a completely new design and had (other than the flag or coats of arms) no prior basis.
The C.170s' career in Austrian service was short, though: in March 1938 the Austrian units were absorbed into the Luftwaffe, and after a brief period the aircraft were handed over to Hungary where they were used for training purposes.
Although an obsolete design, it proved to be robust, durable and effective especially in severe conditions. In spring 1943, surviving C.170s were rounded up from training schools and delivered to night ground attack units operating on the Eastern Front. The C.170 was used to conduct night harassment sorties on the Eastern Front until September 1944, when the units were disbanded, due to a lack of serviceable airframes and spare parts.
General characteristics
Crew: 1
Length: 8.25 m (27 ft 1 in)
Wingspan: 32 ft 3 in (9.83 m)
Height: 11 ft 9 in (3.58 m)
Wing area: 323 ft² (30.0 m²)
Empty weight: 3,217 lb (1,462 kg)
Loaded weight: 4,594 lb (2,088 kg)
Powerplant
1× Fiat A.74 R.C.38 14-cylinder air-cooled radial engine, 650 kW (870 hp) at 2,520 rpm for take-off
Performance
Maximum speed: 441 km/h (238 kn, 274 mph) at 20,000 ft
Cruise speed: 338 km/h (187 kn, 210 mph)
Range: 780 km (420 nmi, 485 mi)
Service ceiling: 10,210 m (33,500 ft)
Rate of climb: 11.8 m/s (2,340 ft/min)
Climb to 10,000 ft (3,050 m): 4.75 min
Wing loading: 69,6 kg/m² (15,3 lb/ft²)
Power/mass: 311 W/kg (0.19 hp/lb)
Armament
2× 12.7 mm (0.5 in) Breda-SAFAT synchronized machine guns above the engine, 370 rpg
Some aircraft were field-modified to carry up to 8× 15 kg (33 lb) or 2× 50 or 100 kg (110/220 lb) bombs under the wings
The kit and its assembly
Inspiration for this little, whiffy biplane came when I posted a pic of an Austrian Ju 86 bomber as a reply/ suggestion to a fellow modeler's (NARSES2) search at whatifmodelers.com for “something” to make from a Gloster Gladiator.
When I looked at the paint scheme a second time I remembered that I still had some Austrian roundels in stock, as well some very old biplane spare parts... hmmm.
Biplanes are tricky to build, even OOB, and kitbashing this kind of whif would not make things easier. Anyway, I love such challenges, and the potential outcome would surely look nice, if not exotic, so I decided to tackle the project.
Basically, the following donation ingredients went into it:
● Fuselage, engine, cockpit/pilot and tail from a Revell Macchi C.200 "Saetta"
● Upper wing from a Matchbox Gloster "Gladiator"
● Lower wings from a Matchbox SBC "Helldiver"
● Wheels from a Matchbox Hs 126 (shortened)
Pretty straightforward, but even though it would be a small aircraft model, it would come with two big challenges: mounting the lower wings and shaping the resulting, gaping belly, and the custom-made struts and wirings for the upper wing.
Work started with the Macchi C.200’s fuselage, which was built OOB - just without the wing, which is a single part, different pilot (the included one is a pygmy!) and with a free spinning metal axis for the propeller.
The wing installation started with the lower wings. I glued the Helldiver wings onto the C.200 fuselage, so that the wings' trailing edge would match the C.200's wing root ends. From that, a floor plate was fitted under the fuselage and any excessive material removed, the gaps filled with lumps of 2C putty. That moved the lower wing's roots backwards, creating space at the lower forward fuselage for the new landing gear.
The latter was taken from a vintage Matchbox Hs 126 reconnaissance aircraft - probably 25, if 30 years old... Size was O.K., but the struts had to shortened by about 5mm, as thge HS 126 is a much bigger/longer aircraft than the C.200. A cut was made just above the wheel spats, material taken out, and the separate parts were glued back together again.
With the lower wings in place I started building strut supports for the upper wing from styrene strips - tricky and needs patience, but effective. I started with the outer supports, carving something SBC-style from styrene. These were glued into place, slightly canted outwards, and their length/height adapted to the upper wing’s position.
When this was settled, the upper Gladiator wing was glued into place. After a thorough drying period the short fuselage supports in front of the cockpit – again, styrene strips – were inserted into the gap. This allowed an individual lengthening, and was easier than expected, with a stable result.
After having the upper wing glued in place I added some wiring, made from heated and pulled-out styrene sprues. This not only enhances the kit's look, it also (just like in real life) improves rigidity of the model. Also a tedious task, but IMHO worth the effort. I tried thin wire, nylon strings and sewing yarn for this job, but finally the styrene solution is what worked best for me.
The exhaust installation had also to be modified: the new Hs 126 struts with spats would have been where the original C.200’s hot exhaust gases would have gone, so I added new exhaust pipes that would go between the new legs.
Other small added details included, among others, a pitot on a wing strut, a visor in front of the cockpit, a radio antenna, a ladder made from wire.
Painting and markings:
I would not call the Austrian 3+1-tone pre-WWII-scheme spectacular, but the colors are unique. My scheme is based on an Austrian Ju 86 bomber from 1938, so it fits into the intended time frame.
The colors were puzzled together from various sources and are subjective guesstimates:
● A pale, yellow-ish beige (Humbrol 74, ‘Linen’, out of production)
● A rather brownish green (Testors 1711, ‘Olive Drab’, FS 34087)
● A dark green with a yellow-ish hue (Humbrol 116, ‘US Dark Green’ FS 34079)
● Light blue for the undersides (Humbrol 65, ‘Aircraft Blue’, RLM 65)
In order to add some details I painted the area behind the engine cowling in aluminum. The respective part under the fuselage, where the exhaust gases would pass, was painted in Steel – both Testors Metallizers.
The interior surfaces were painted in a neutral Grey – but with the engine and the pilot in place you cannot see anything of that at all.
Markings are minimal: the Austrian roundels come from a TL Decals aftermarket sheet, the flag on the rudder was laid out with red paint (a mix of Humbrol 19 and 60), the white bar is a decal. The tactical code is fictional, puzzled together from single digits in various sizes (also from TL Modellbau sheets). The original documents how purely black fuselage codes, but I found these hard to read. So I chose digits with a white rim (actually, these belong to modern German Luftwaffe tactical codes in 1:32), which improve contrast a little.
The kit received a thin black ink wash and some shading/dry-painting with lighter basic tones (Humbrol 103, 155, Model Master 2138,‘Israeli Armor Sand Grey’, and Humbrol 122). After decal application, another turn with overall Hemp and Light Grey was done in order to fade contrast and to emphasize the surface structure. The wires were also painted, but only with thinned black ink and a VERY soft brush.
Finally, everything was sealed under a spray coat of matt acrylic varnish.
Voilà, and done in just about a week!
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
The Fiat Macchi C.170 Brezza ("Gust of wind") was a single-seat biplane fighter which served primarily in Italy's Regia Aeronautica before and in the early stages of World War II. The aircraft was produced by the Varese firm, and entered service, in smaller numbers, with the air forces of Italy, Austria and Hungary.
In spite of the biplane configuration, the C.170 was a modern, 'sleek-looking' design based around a strong steel and alloy frame incorporating a NACA cowling housing the radial engine, with fairings for the fixed main landing gear. The C.170's upper wing was slightly larger than its lower wing, carried only by six struts and a few bracing wires. Only the upper wing featured ailerons while the lower wing carried large flaps. Although it looked slightly outdated, the aircraft proved exceptionally agile thanks to its very low wing loading and a powerful, responsive engine.
Power was provided by a 650 kW (870 hp) Fiat A.74 14 cylinder radial engine, which also drove the contemporary Fiat CR.32 fighter. With the "direttiva" (Air Ministry Specific) of 1932, Italian industrial leaders had been instructed to concentrate solely on radial engines for fighters, due to their better reliability. The A.74 was actually a re-design of the American Pratt & Whitney R-1830 SC-4 Twin Wasp made by engineers Tranquillo Zerbi and Antonio Fessia, and in the C.170 it was geared to drive a metal three-blade Fiat-Hamilton Standard 3D.41-1 propeller of 2.9 m (9.5 ft) diameter. This allowed an impressive top speed of 441 km/h (272 mph) at 6.500 m (20.000 ft), and 342 km/h (213 mph) at ground level.
The first C.170 prototype flew on 24 December 1934 in Lonate Pozzolo, Varese, with Macchi Chief Test Pilot Giuseppe Burei at the controls. It was followed by the second prototype early the next year, which flew with an armored headrest and fairing in place (the C.170 lacked any further armor!) and other minor changes that were incorporated for serial production.
Despite Macchi’s proposal for a closed cockpit canopy the cockpit remained open – Italian pilots were rather conservative. Additional protection was introduced through armored side panels, though, which would protect the pilot’s shoulders. Radio equipment was also not included, as in many other Italian fighter aircraft.
During evaluation in early 1935 the C.170 was tested against the Fiat CR.42 and the Caproni Ca.165 biplane fighters, and was judged to be on par with the CR.42, although the Ca.165 was a more modern design which boasted a higher speed at the cost of maneuverability. An initial order of 99 C.170 for Italy's Regia Aeronautica was placed to Macchi factory in summer 1935, followed by foreign interest and order options from Austria, Belgium and Spain.
Anyway, what looked like a prosperous design was soon rendered obsolete: Following the end of Italy's campaigns in East Africa, a program was started to completely re-equip the Regia Aeronautica with a new interceptor aircraft of modern design. The 10 February 1936 specifications called for an aircraft powered by a single radial engine, with a top speed of 500 km/h, climb rate at 6,000 meters of 5 minutes, with a flight endurance of two hours, and armed with a single (later increased to two) 12.7 mm (0.5 in) machine gun. That was more or less the premature end for the C.170, as Macchi and other manufacturers quickly turned to more modern monoplane designs.
Therefore, orders and production of the Macchi Brezza remained limited. Beyond the original 99 aircraft for the Regia Aeronautica only 24 further C.170s were delivered. These aircraft went in spring 1936 to Austria to equip Jagdgeschwader II at Wiener Neustadt. Immediately after their delivery the Brezza fighters were retro-fitted with radio equipment, recognizable through the antenna installation on the headrest fairing. The potential orders from Belgium and Spain were soon cancelled, due to political tensions.
As a side note, the Austrian C.170s fighters were the first aircraft to sport the new national emblem, which had been the result of a competition and won by flight engineer Rosner from the Graz-Thalerhof base. The white, equilateral triangle with the point facing downwards in a red disc was a completely new design and had (other than the flag or coats of arms) no prior basis.
The C.170s' career in Austrian service was short, though: in March 1938 the Austrian units were absorbed into the Luftwaffe, and after a brief period the aircraft were handed over to Hungary where they were used for training purposes.
Although an obsolete design, it proved to be robust, durable and effective especially in severe conditions. In spring 1943, surviving C.170s were rounded up from training schools and delivered to night ground attack units operating on the Eastern Front. The C.170 was used to conduct night harassment sorties on the Eastern Front until September 1944, when the units were disbanded, due to a lack of serviceable airframes and spare parts.
General characteristics
Crew: 1
Length: 8.25 m (27 ft 1 in)
Wingspan: 32 ft 3 in (9.83 m)
Height: 11 ft 9 in (3.58 m)
Wing area: 323 ft² (30.0 m²)
Empty weight: 3,217 lb (1,462 kg)
Loaded weight: 4,594 lb (2,088 kg)
Powerplant
1× Fiat A.74 R.C.38 14-cylinder air-cooled radial engine, 650 kW (870 hp) at 2,520 rpm for take-off
Performance
Maximum speed: 441 km/h (238 kn, 274 mph) at 20,000 ft
Cruise speed: 338 km/h (187 kn, 210 mph)
Range: 780 km (420 nmi, 485 mi)
Service ceiling: 10,210 m (33,500 ft)
Rate of climb: 11.8 m/s (2,340 ft/min)
Climb to 10,000 ft (3,050 m): 4.75 min
Wing loading: 69,6 kg/m² (15,3 lb/ft²)
Power/mass: 311 W/kg (0.19 hp/lb)
Armament
2× 12.7 mm (0.5 in) Breda-SAFAT synchronized machine guns above the engine, 370 rpg
Some aircraft were field-modified to carry up to 8× 15 kg (33 lb) or 2× 50 or 100 kg (110/220 lb) bombs under the wings
The kit and its assembly
Inspiration for this little, whiffy biplane came when I posted a pic of an Austrian Ju 86 bomber as a reply/ suggestion to a fellow modeler's (NARSES2) search at whatifmodelers.com for “something” to make from a Gloster Gladiator.
When I looked at the paint scheme a second time I remembered that I still had some Austrian roundels in stock, as well some very old biplane spare parts... hmmm.
Biplanes are tricky to build, even OOB, and kitbashing this kind of whif would not make things easier. Anyway, I love such challenges, and the potential outcome would surely look nice, if not exotic, so I decided to tackle the project.
Basically, the following donation ingredients went into it:
● Fuselage, engine, cockpit/pilot and tail from a Revell Macchi C.200 "Saetta"
● Upper wing from a Matchbox Gloster "Gladiator"
● Lower wings from a Matchbox SBC "Helldiver"
● Wheels from a Matchbox Hs 126 (shortened)
Pretty straightforward, but even though it would be a small aircraft model, it would come with two big challenges: mounting the lower wings and shaping the resulting, gaping belly, and the custom-made struts and wirings for the upper wing.
Work started with the Macchi C.200’s fuselage, which was built OOB - just without the wing, which is a single part, different pilot (the included one is a pygmy!) and with a free spinning metal axis for the propeller.
The wing installation started with the lower wings. I glued the Helldiver wings onto the C.200 fuselage, so that the wings' trailing edge would match the C.200's wing root ends. From that, a floor plate was fitted under the fuselage and any excessive material removed, the gaps filled with lumps of 2C putty. That moved the lower wing's roots backwards, creating space at the lower forward fuselage for the new landing gear.
The latter was taken from a vintage Matchbox Hs 126 reconnaissance aircraft - probably 25, if 30 years old... Size was O.K., but the struts had to shortened by about 5mm, as thge HS 126 is a much bigger/longer aircraft than the C.200. A cut was made just above the wheel spats, material taken out, and the separate parts were glued back together again.
With the lower wings in place I started building strut supports for the upper wing from styrene strips - tricky and needs patience, but effective. I started with the outer supports, carving something SBC-style from styrene. These were glued into place, slightly canted outwards, and their length/height adapted to the upper wing’s position.
When this was settled, the upper Gladiator wing was glued into place. After a thorough drying period the short fuselage supports in front of the cockpit – again, styrene strips – were inserted into the gap. This allowed an individual lengthening, and was easier than expected, with a stable result.
After having the upper wing glued in place I added some wiring, made from heated and pulled-out styrene sprues. This not only enhances the kit's look, it also (just like in real life) improves rigidity of the model. Also a tedious task, but IMHO worth the effort. I tried thin wire, nylon strings and sewing yarn for this job, but finally the styrene solution is what worked best for me.
The exhaust installation had also to be modified: the new Hs 126 struts with spats would have been where the original C.200’s hot exhaust gases would have gone, so I added new exhaust pipes that would go between the new legs.
Other small added details included, among others, a pitot on a wing strut, a visor in front of the cockpit, a radio antenna, a ladder made from wire.
Painting and markings:
I would not call the Austrian 3+1-tone pre-WWII-scheme spectacular, but the colors are unique. My scheme is based on an Austrian Ju 86 bomber from 1938, so it fits into the intended time frame.
The colors were puzzled together from various sources and are subjective guesstimates:
● A pale, yellow-ish beige (Humbrol 74, ‘Linen’, out of production)
● A rather brownish green (Testors 1711, ‘Olive Drab’, FS 34087)
● A dark green with a yellow-ish hue (Humbrol 116, ‘US Dark Green’ FS 34079)
● Light blue for the undersides (Humbrol 65, ‘Aircraft Blue’, RLM 65)
In order to add some details I painted the area behind the engine cowling in aluminum. The respective part under the fuselage, where the exhaust gases would pass, was painted in Steel – both Testors Metallizers.
The interior surfaces were painted in a neutral Grey – but with the engine and the pilot in place you cannot see anything of that at all.
Markings are minimal: the Austrian roundels come from a TL Decals aftermarket sheet, the flag on the rudder was laid out with red paint (a mix of Humbrol 19 and 60), the white bar is a decal. The tactical code is fictional, puzzled together from single digits in various sizes (also from TL Modellbau sheets). The original documents how purely black fuselage codes, but I found these hard to read. So I chose digits with a white rim (actually, these belong to modern German Luftwaffe tactical codes in 1:32), which improve contrast a little.
The kit received a thin black ink wash and some shading/dry-painting with lighter basic tones (Humbrol 103, 155, Model Master 2138,‘Israeli Armor Sand Grey’, and Humbrol 122). After decal application, another turn with overall Hemp and Light Grey was done in order to fade contrast and to emphasize the surface structure. The wires were also painted, but only with thinned black ink and a VERY soft brush.
Finally, everything was sealed under a spray coat of matt acrylic varnish.
Voilà, and done in just about a week!
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
The Fiat Macchi C.170 Brezza ("Gust of wind") was a single-seat biplane fighter which served primarily in Italy's Regia Aeronautica before and in the early stages of World War II. The aircraft was produced by the Varese firm, and entered service, in smaller numbers, with the air forces of Italy, Austria and Hungary.
In spite of the biplane configuration, the C.170 was a modern, 'sleek-looking' design based around a strong steel and alloy frame incorporating a NACA cowling housing the radial engine, with fairings for the fixed main landing gear. The C.170's upper wing was slightly larger than its lower wing, carried only by six struts and a few bracing wires. Only the upper wing featured ailerons while the lower wing carried large flaps. Although it looked slightly outdated, the aircraft proved exceptionally agile thanks to its very low wing loading and a powerful, responsive engine.
Power was provided by a 650 kW (870 hp) Fiat A.74 14 cylinder radial engine, which also drove the contemporary Fiat CR.32 fighter. With the "direttiva" (Air Ministry Specific) of 1932, Italian industrial leaders had been instructed to concentrate solely on radial engines for fighters, due to their better reliability. The A.74 was actually a re-design of the American Pratt & Whitney R-1830 SC-4 Twin Wasp made by engineers Tranquillo Zerbi and Antonio Fessia, and in the C.170 it was geared to drive a metal three-blade Fiat-Hamilton Standard 3D.41-1 propeller of 2.9 m (9.5 ft) diameter. This allowed an impressive top speed of 441 km/h (272 mph) at 6.500 m (20.000 ft), and 342 km/h (213 mph) at ground level.
The first C.170 prototype flew on 24 December 1934 in Lonate Pozzolo, Varese, with Macchi Chief Test Pilot Giuseppe Burei at the controls. It was followed by the second prototype early the next year, which flew with an armored headrest and fairing in place (the C.170 lacked any further armor!) and other minor changes that were incorporated for serial production.
Despite Macchi’s proposal for a closed cockpit canopy the cockpit remained open – Italian pilots were rather conservative. Additional protection was introduced through armored side panels, though, which would protect the pilot’s shoulders. Radio equipment was also not included, as in many other Italian fighter aircraft.
During evaluation in early 1935 the C.170 was tested against the Fiat CR.42 and the Caproni Ca.165 biplane fighters, and was judged to be on par with the CR.42, although the Ca.165 was a more modern design which boasted a higher speed at the cost of maneuverability. An initial order of 99 C.170 for Italy's Regia Aeronautica was placed to Macchi factory in summer 1935, followed by foreign interest and order options from Austria, Belgium and Spain.
Anyway, what looked like a prosperous design was soon rendered obsolete: Following the end of Italy's campaigns in East Africa, a program was started to completely re-equip the Regia Aeronautica with a new interceptor aircraft of modern design. The 10 February 1936 specifications called for an aircraft powered by a single radial engine, with a top speed of 500 km/h, climb rate at 6,000 meters of 5 minutes, with a flight endurance of two hours, and armed with a single (later increased to two) 12.7 mm (0.5 in) machine gun. That was more or less the premature end for the C.170, as Macchi and other manufacturers quickly turned to more modern monoplane designs.
Therefore, orders and production of the Macchi Brezza remained limited. Beyond the original 99 aircraft for the Regia Aeronautica only 24 further C.170s were delivered. These aircraft went in spring 1936 to Austria to equip Jagdgeschwader II at Wiener Neustadt. Immediately after their delivery the Brezza fighters were retro-fitted with radio equipment, recognizable through the antenna installation on the headrest fairing. The potential orders from Belgium and Spain were soon cancelled, due to political tensions.
As a side note, the Austrian C.170s fighters were the first aircraft to sport the new national emblem, which had been the result of a competition and won by flight engineer Rosner from the Graz-Thalerhof base. The white, equilateral triangle with the point facing downwards in a red disc was a completely new design and had (other than the flag or coats of arms) no prior basis.
The C.170s' career in Austrian service was short, though: in March 1938 the Austrian units were absorbed into the Luftwaffe, and after a brief period the aircraft were handed over to Hungary where they were used for training purposes.
Although an obsolete design, it proved to be robust, durable and effective especially in severe conditions. In spring 1943, surviving C.170s were rounded up from training schools and delivered to night ground attack units operating on the Eastern Front. The C.170 was used to conduct night harassment sorties on the Eastern Front until September 1944, when the units were disbanded, due to a lack of serviceable airframes and spare parts.
General characteristics
Crew: 1
Length: 8.25 m (27 ft 1 in)
Wingspan: 32 ft 3 in (9.83 m)
Height: 11 ft 9 in (3.58 m)
Wing area: 323 ft² (30.0 m²)
Empty weight: 3,217 lb (1,462 kg)
Loaded weight: 4,594 lb (2,088 kg)
Powerplant
1× Fiat A.74 R.C.38 14-cylinder air-cooled radial engine, 650 kW (870 hp) at 2,520 rpm for take-off
Performance
Maximum speed: 441 km/h (238 kn, 274 mph) at 20,000 ft
Cruise speed: 338 km/h (187 kn, 210 mph)
Range: 780 km (420 nmi, 485 mi)
Service ceiling: 10,210 m (33,500 ft)
Rate of climb: 11.8 m/s (2,340 ft/min)
Climb to 10,000 ft (3,050 m): 4.75 min
Wing loading: 69,6 kg/m² (15,3 lb/ft²)
Power/mass: 311 W/kg (0.19 hp/lb)
Armament
2× 12.7 mm (0.5 in) Breda-SAFAT synchronized machine guns above the engine, 370 rpg
Some aircraft were field-modified to carry up to 8× 15 kg (33 lb) or 2× 50 or 100 kg (110/220 lb) bombs under the wings
The kit and its assembly
Inspiration for this little, whiffy biplane came when I posted a pic of an Austrian Ju 86 bomber as a reply/ suggestion to a fellow modeler's (NARSES2) search at whatifmodelers.com for “something” to make from a Gloster Gladiator.
When I looked at the paint scheme a second time I remembered that I still had some Austrian roundels in stock, as well some very old biplane spare parts... hmmm.
Biplanes are tricky to build, even OOB, and kitbashing this kind of whif would not make things easier. Anyway, I love such challenges, and the potential outcome would surely look nice, if not exotic, so I decided to tackle the project.
Basically, the following donation ingredients went into it:
● Fuselage, engine, cockpit/pilot and tail from a Revell Macchi C.200 "Saetta"
● Upper wing from a Matchbox Gloster "Gladiator"
● Lower wings from a Matchbox SBC "Helldiver"
● Wheels from a Matchbox Hs 126 (shortened)
Pretty straightforward, but even though it would be a small aircraft model, it would come with two big challenges: mounting the lower wings and shaping the resulting, gaping belly, and the custom-made struts and wirings for the upper wing.
Work started with the Macchi C.200’s fuselage, which was built OOB - just without the wing, which is a single part, different pilot (the included one is a pygmy!) and with a free spinning metal axis for the propeller.
The wing installation started with the lower wings. I glued the Helldiver wings onto the C.200 fuselage, so that the wings' trailing edge would match the C.200's wing root ends. From that, a floor plate was fitted under the fuselage and any excessive material removed, the gaps filled with lumps of 2C putty. That moved the lower wing's roots backwards, creating space at the lower forward fuselage for the new landing gear.
The latter was taken from a vintage Matchbox Hs 126 reconnaissance aircraft - probably 25, if 30 years old... Size was O.K., but the struts had to shortened by about 5mm, as thge HS 126 is a much bigger/longer aircraft than the C.200. A cut was made just above the wheel spats, material taken out, and the separate parts were glued back together again.
With the lower wings in place I started building strut supports for the upper wing from styrene strips - tricky and needs patience, but effective. I started with the outer supports, carving something SBC-style from styrene. These were glued into place, slightly canted outwards, and their length/height adapted to the upper wing’s position.
When this was settled, the upper Gladiator wing was glued into place. After a thorough drying period the short fuselage supports in front of the cockpit – again, styrene strips – were inserted into the gap. This allowed an individual lengthening, and was easier than expected, with a stable result.
After having the upper wing glued in place I added some wiring, made from heated and pulled-out styrene sprues. This not only enhances the kit's look, it also (just like in real life) improves rigidity of the model. Also a tedious task, but IMHO worth the effort. I tried thin wire, nylon strings and sewing yarn for this job, but finally the styrene solution is what worked best for me.
The exhaust installation had also to be modified: the new Hs 126 struts with spats would have been where the original C.200’s hot exhaust gases would have gone, so I added new exhaust pipes that would go between the new legs.
Other small added details included, among others, a pitot on a wing strut, a visor in front of the cockpit, a radio antenna, a ladder made from wire.
Painting and markings:
I would not call the Austrian 3+1-tone pre-WWII-scheme spectacular, but the colors are unique. My scheme is based on an Austrian Ju 86 bomber from 1938, so it fits into the intended time frame.
The colors were puzzled together from various sources and are subjective guesstimates:
● A pale, yellow-ish beige (Humbrol 74, ‘Linen’, out of production)
● A rather brownish green (Testors 1711, ‘Olive Drab’, FS 34087)
● A dark green with a yellow-ish hue (Humbrol 116, ‘US Dark Green’ FS 34079)
● Light blue for the undersides (Humbrol 65, ‘Aircraft Blue’, RLM 65)
In order to add some details I painted the area behind the engine cowling in aluminum. The respective part under the fuselage, where the exhaust gases would pass, was painted in Steel – both Testors Metallizers.
The interior surfaces were painted in a neutral Grey – but with the engine and the pilot in place you cannot see anything of that at all.
Markings are minimal: the Austrian roundels come from a TL Decals aftermarket sheet, the flag on the rudder was laid out with red paint (a mix of Humbrol 19 and 60), the white bar is a decal. The tactical code is fictional, puzzled together from single digits in various sizes (also from TL Modellbau sheets). The original documents how purely black fuselage codes, but I found these hard to read. So I chose digits with a white rim (actually, these belong to modern German Luftwaffe tactical codes in 1:32), which improve contrast a little.
The kit received a thin black ink wash and some shading/dry-painting with lighter basic tones (Humbrol 103, 155, Model Master 2138,‘Israeli Armor Sand Grey’, and Humbrol 122). After decal application, another turn with overall Hemp and Light Grey was done in order to fade contrast and to emphasize the surface structure. The wires were also painted, but only with thinned black ink and a VERY soft brush.
Finally, everything was sealed under a spray coat of matt acrylic varnish.
Voilà, and done in just about a week!
@charlescreaturecabinet [BUMBLEBEE] lil' pOtbellie & Friends 🐝🐝 ~New family member of Bee WithMe~
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#charlescreaturecabinet #cccbuzz #BumbleBee #cccbjd #ccclilpotbellie #MiMi #gogglesandwings #gingerflowerfaerie #balljointeddoll #tinybjd #microbjd #creaturebjd #ccc #anthropomorphic #anthropomorphism #charlesgrimbergstephan #bjdartist #rotterdam #designer_sculptor #legitbjd #artistbjd #dollart #limitededition #collectibles #whisperingwoodlingwoods #fluisterwoud #handmade_outfit_shoes @mahryusi #handmicroknits #ArgenTTo @catherinejanakiraman
🐝
CCC BUMBLEBEE | 6.5cm Tiny BJD | lil' potbellie | Ball-Jointed Doll ~black licorice
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CCC PIN-DA | 4.5cm Micro BJD | peanut faerie | Ball-Jointed Doll ~tan & GID
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CCC MiMi | 9cm Tiny BJD | ginger flower faerie | Ball-Jointed Doll ~translucent yellow & GID
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Bumblebee in handmade outfit/shoes Alyona Chance | SG
Hand micro knit outfits/flower caps @catherinejanakiraman | US
MiMi in hand micro knit dress ArgenTTo Etsy | US
Handmade 'Root End' chairs @murjanikusumobroto | NL
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Photo @charlescreaturecabinet | Rotterdam NL
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BJD design/sculpt ™️ Copyright ©️ 2008 | Charles Grimberg-Stephan | Charles' Creature Cabinet | All Rights Reserved.
[Yaaayy] Finally I can share a total overview of Root End! The magical home of the Ginger Root Gnomes & Woodling Trolls **Beautifully made by Murjani Kusumobroto 🌱💛
Hand made magnetic djahé pods, miniature furniture, lights, curtains & djahé (ginger root) hats, cocoons and outfits by Fairy Fragilities' Murjani.
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#charlescreaturecabinet #ccc #cccbjd #root_end #nana_home #handmade #dollhouse #miniature #furniture #fairyfragilities #murjanikusumobroto #charlesgrimbergstephan #issaMoriko #childoftheforest #risu #nippy #45mm #microbjd #sprout #cabinetofwonders #gingerrootsprout #balljointeddoll #designertoy #dollsondisplay #forDRV2019
By the early nineteenth century, as ways of consuming the seaside matured and diversified, there was a growing appreciation of the joys and benefits to be gained by not just being beside the sea but venturing out onto the water itself without the disadvantages and dangers associated with boats.
The West Pier was designed and engineered by Eugenius Birch to attract visitors and survive in the hostile environment of the seashore. Built in 1866, it was a simple and functional structure built out from the sea using dozens of cast iron threaded columns screwed into the seabed and strengthened by a lattice of ties and girders that provide the necessary strength to support the promenade deck whilst allowing seas to pass harmlessly underneath.
Originally the West Pier had an open deck with only six small ornamental houses of Oriental design, two toll houses, glass screens at the pier head to protect visitors from the wind and lamps, with columns decorated with entwined serpents, placed around the perimeter and lit by gas. In 1875 a central bandstand was added and in the 1880′s weather screens the full length of the pier, steamer landing stages and a large pier head pavilion were constructed.
The final building, completed in 1916, was a graceful concert hall. The result was seaside architecture at its finest, designed to attract and entertain holiday-makers with all the pomp and frippery that is the essence of the English seaside resort.
The West Pier story closely follows the changing fortunes of the English seaside holiday. It began simply as a promenade pier where visitors could enjoy the thrill of walking on water; it was the place for the Victorian middle classes to socialise and exhibit their wealth, to see and be seen, to take in the sea air and admire the panoramic views of the land. By WW1 it had evolved into a pleasure pier with a great variety of seaside entertainment both indoors and out. Throughout the twenties it was immensely popular with attractions ranging from paddle steamer excursions, daring high divers and bathing from the pier head to military bands, recitals by the pier’s resident orchestra in the Concert Hall and an all-year-round programme of plays, pantomimes and ballets in the Theatre.
During WWII, the Pier was closed and mined for security reasons and sections were dismantled to prevent enemy landings. When the mines were removed and the pier reopened, after the repair of its war wounds, it completed its evolution into a funfair pier. The Theatre was converted into a restaurant on one floor and on the other the ‘Laughter Land’ games pavilion. The Concert Hall became a tea room, and the delights of the dodgems, helter-skelter, ghost train and miniature racing track could be enjoyed by all.
The pier was shut to the public in 1975 as it was deemed unsafe. A huge storm in December 2002 resulted in the dramatic collapse of the south east corner of the Concert Hall; in March 2003 the Pavilion was destroyed in an arson attack, and in May 2003 the Concert Hall was also burnt out deliberately. 2003 was a catastrophic year for the West Pier and by December 2003, a report concluded that despite the significant damage, given the wealth of salvaged material from the pier and the considerable photographic and video archive, repair and reconstruction of the pier was still viable. Unfortunately funding was not available.
The collapsed Concert Hall, being close to the beach, became a public hazard and in 2010 was removed. However, the skeletal ruin of the pier Pavilion has become an iconic feature of Brighton’s seafront. Its unique desolate beauty makes it much discussed, wondered about and photographed. The Pier has been too dangerous to access since the fires of 2003 and cannot be maintained. Over the coming years it will be reclaimed by nature and will inevitably degenerate and decay. The Trust has no intention of removing the remains unless overwhelming safety issues arise.
In 2006, planning permission was granted to the creators of the London eye to build the i360, an observation tower. It will be sited on the root-end of the pier and will open an exciting new chapter for the West Pier. This new landmark, which will be tied in with the original pier, has now commenced construction. At 175 metres high, and with an observation pod rising to 141 metres, the i360 will be Britain's highest observation tower outside London – taller even than the London Eye. The i360 follows in the spirit of the original pier, inviting visitors to "walk on air" and gain a different perspective of the city, just as they "walked on water" in the past and viewed the city from the sea. Chairman of the Brighton West Pier Trust, which owns the site of the former pier “believes that the Brighton i360 – a 'vertical pier' – is entirely in the spirit of the original pier's history and the best option to replicate its success and ethos." The i360 will restore parts of the original pier to their former glory, including the Victorian tollbooths. Parts of the cast iron supporting structure will be reused in the new visitor centre and an exhibition will enable visitors to learn about the pier's history. The cast iron structure off shore, known as the sea island, will stay but the wreckage of the derelict pier on the beach will be removed. A proportion of ticket revenues from the i360 will also go to the West Pier Trust charity, enabling it to continue promoting the pier's unique heritage.
This part of the plan really appeals to me - in the evenings, the Brighton i360 will transform into the Sky Bar – a chic, modern and accessible venue in which to relax and enjoy a glass of champagne, wine or a cocktail while taking in the stunning night-time views. The ride will be extended to 30 minutes to allow people plenty of time to enjoy their drink!!
The changing weather over a 3 day period is reflected in the photos I took of this fascinating and haunting structure – it looks quite eerie in the fog.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
The Fiat Macchi C.170 Brezza ("Gust of wind") was a single-seat biplane fighter which served primarily in Italy's Regia Aeronautica before and in the early stages of World War II. The aircraft was produced by the Varese firm, and entered service, in smaller numbers, with the air forces of Italy, Austria and Hungary.
In spite of the biplane configuration, the C.170 was a modern, 'sleek-looking' design based around a strong steel and alloy frame incorporating a NACA cowling housing the radial engine, with fairings for the fixed main landing gear. The C.170's upper wing was slightly larger than its lower wing, carried only by six struts and a few bracing wires. Only the upper wing featured ailerons while the lower wing carried large flaps. Although it looked slightly outdated, the aircraft proved exceptionally agile thanks to its very low wing loading and a powerful, responsive engine.
Power was provided by a 650 kW (870 hp) Fiat A.74 14 cylinder radial engine, which also drove the contemporary Fiat CR.32 fighter. With the "direttiva" (Air Ministry Specific) of 1932, Italian industrial leaders had been instructed to concentrate solely on radial engines for fighters, due to their better reliability. The A.74 was actually a re-design of the American Pratt & Whitney R-1830 SC-4 Twin Wasp made by engineers Tranquillo Zerbi and Antonio Fessia, and in the C.170 it was geared to drive a metal three-blade Fiat-Hamilton Standard 3D.41-1 propeller of 2.9 m (9.5 ft) diameter. This allowed an impressive top speed of 441 km/h (272 mph) at 6.500 m (20.000 ft), and 342 km/h (213 mph) at ground level.
The first C.170 prototype flew on 24 December 1934 in Lonate Pozzolo, Varese, with Macchi Chief Test Pilot Giuseppe Burei at the controls. It was followed by the second prototype early the next year, which flew with an armored headrest and fairing in place (the C.170 lacked any further armor!) and other minor changes that were incorporated for serial production.
Despite Macchi’s proposal for a closed cockpit canopy the cockpit remained open – Italian pilots were rather conservative. Additional protection was introduced through armored side panels, though, which would protect the pilot’s shoulders. Radio equipment was also not included, as in many other Italian fighter aircraft.
During evaluation in early 1935 the C.170 was tested against the Fiat CR.42 and the Caproni Ca.165 biplane fighters, and was judged to be on par with the CR.42, although the Ca.165 was a more modern design which boasted a higher speed at the cost of maneuverability. An initial order of 99 C.170 for Italy's Regia Aeronautica was placed to Macchi factory in summer 1935, followed by foreign interest and order options from Austria, Belgium and Spain.
Anyway, what looked like a prosperous design was soon rendered obsolete: Following the end of Italy's campaigns in East Africa, a program was started to completely re-equip the Regia Aeronautica with a new interceptor aircraft of modern design. The 10 February 1936 specifications called for an aircraft powered by a single radial engine, with a top speed of 500 km/h, climb rate at 6,000 meters of 5 minutes, with a flight endurance of two hours, and armed with a single (later increased to two) 12.7 mm (0.5 in) machine gun. That was more or less the premature end for the C.170, as Macchi and other manufacturers quickly turned to more modern monoplane designs.
Therefore, orders and production of the Macchi Brezza remained limited. Beyond the original 99 aircraft for the Regia Aeronautica only 24 further C.170s were delivered. These aircraft went in spring 1936 to Austria to equip Jagdgeschwader II at Wiener Neustadt. Immediately after their delivery the Brezza fighters were retro-fitted with radio equipment, recognizable through the antenna installation on the headrest fairing. The potential orders from Belgium and Spain were soon cancelled, due to political tensions.
As a side note, the Austrian C.170s fighters were the first aircraft to sport the new national emblem, which had been the result of a competition and won by flight engineer Rosner from the Graz-Thalerhof base. The white, equilateral triangle with the point facing downwards in a red disc was a completely new design and had (other than the flag or coats of arms) no prior basis.
The C.170s' career in Austrian service was short, though: in March 1938 the Austrian units were absorbed into the Luftwaffe, and after a brief period the aircraft were handed over to Hungary where they were used for training purposes.
Although an obsolete design, it proved to be robust, durable and effective especially in severe conditions. In spring 1943, surviving C.170s were rounded up from training schools and delivered to night ground attack units operating on the Eastern Front. The C.170 was used to conduct night harassment sorties on the Eastern Front until September 1944, when the units were disbanded, due to a lack of serviceable airframes and spare parts.
General characteristics
Crew: 1
Length: 8.25 m (27 ft 1 in)
Wingspan: 32 ft 3 in (9.83 m)
Height: 11 ft 9 in (3.58 m)
Wing area: 323 ft² (30.0 m²)
Empty weight: 3,217 lb (1,462 kg)
Loaded weight: 4,594 lb (2,088 kg)
Powerplant
1× Fiat A.74 R.C.38 14-cylinder air-cooled radial engine, 650 kW (870 hp) at 2,520 rpm for take-off
Performance
Maximum speed: 441 km/h (238 kn, 274 mph) at 20,000 ft
Cruise speed: 338 km/h (187 kn, 210 mph)
Range: 780 km (420 nmi, 485 mi)
Service ceiling: 10,210 m (33,500 ft)
Rate of climb: 11.8 m/s (2,340 ft/min)
Climb to 10,000 ft (3,050 m): 4.75 min
Wing loading: 69,6 kg/m² (15,3 lb/ft²)
Power/mass: 311 W/kg (0.19 hp/lb)
Armament
2× 12.7 mm (0.5 in) Breda-SAFAT synchronized machine guns above the engine, 370 rpg
Some aircraft were field-modified to carry up to 8× 15 kg (33 lb) or 2× 50 or 100 kg (110/220 lb) bombs under the wings
The kit and its assembly
Inspiration for this little, whiffy biplane came when I posted a pic of an Austrian Ju 86 bomber as a reply/ suggestion to a fellow modeler's (NARSES2) search at whatifmodelers.com for “something” to make from a Gloster Gladiator.
When I looked at the paint scheme a second time I remembered that I still had some Austrian roundels in stock, as well some very old biplane spare parts... hmmm.
Biplanes are tricky to build, even OOB, and kitbashing this kind of whif would not make things easier. Anyway, I love such challenges, and the potential outcome would surely look nice, if not exotic, so I decided to tackle the project.
Basically, the following donation ingredients went into it:
● Fuselage, engine, cockpit/pilot and tail from a Revell Macchi C.200 "Saetta"
● Upper wing from a Matchbox Gloster "Gladiator"
● Lower wings from a Matchbox SBC "Helldiver"
● Wheels from a Matchbox Hs 126 (shortened)
Pretty straightforward, but even though it would be a small aircraft model, it would come with two big challenges: mounting the lower wings and shaping the resulting, gaping belly, and the custom-made struts and wirings for the upper wing.
Work started with the Macchi C.200’s fuselage, which was built OOB - just without the wing, which is a single part, different pilot (the included one is a pygmy!) and with a free spinning metal axis for the propeller.
The wing installation started with the lower wings. I glued the Helldiver wings onto the C.200 fuselage, so that the wings' trailing edge would match the C.200's wing root ends. From that, a floor plate was fitted under the fuselage and any excessive material removed, the gaps filled with lumps of 2C putty. That moved the lower wing's roots backwards, creating space at the lower forward fuselage for the new landing gear.
The latter was taken from a vintage Matchbox Hs 126 reconnaissance aircraft - probably 25, if 30 years old... Size was O.K., but the struts had to shortened by about 5mm, as thge HS 126 is a much bigger/longer aircraft than the C.200. A cut was made just above the wheel spats, material taken out, and the separate parts were glued back together again.
With the lower wings in place I started building strut supports for the upper wing from styrene strips - tricky and needs patience, but effective. I started with the outer supports, carving something SBC-style from styrene. These were glued into place, slightly canted outwards, and their length/height adapted to the upper wing’s position.
When this was settled, the upper Gladiator wing was glued into place. After a thorough drying period the short fuselage supports in front of the cockpit – again, styrene strips – were inserted into the gap. This allowed an individual lengthening, and was easier than expected, with a stable result.
After having the upper wing glued in place I added some wiring, made from heated and pulled-out styrene sprues. This not only enhances the kit's look, it also (just like in real life) improves rigidity of the model. Also a tedious task, but IMHO worth the effort. I tried thin wire, nylon strings and sewing yarn for this job, but finally the styrene solution is what worked best for me.
The exhaust installation had also to be modified: the new Hs 126 struts with spats would have been where the original C.200’s hot exhaust gases would have gone, so I added new exhaust pipes that would go between the new legs.
Other small added details included, among others, a pitot on a wing strut, a visor in front of the cockpit, a radio antenna, a ladder made from wire.
Painting and markings:
I would not call the Austrian 3+1-tone pre-WWII-scheme spectacular, but the colors are unique. My scheme is based on an Austrian Ju 86 bomber from 1938, so it fits into the intended time frame.
The colors were puzzled together from various sources and are subjective guesstimates:
● A pale, yellow-ish beige (Humbrol 74, ‘Linen’, out of production)
● A rather brownish green (Testors 1711, ‘Olive Drab’, FS 34087)
● A dark green with a yellow-ish hue (Humbrol 116, ‘US Dark Green’ FS 34079)
● Light blue for the undersides (Humbrol 65, ‘Aircraft Blue’, RLM 65)
In order to add some details I painted the area behind the engine cowling in aluminum. The respective part under the fuselage, where the exhaust gases would pass, was painted in Steel – both Testors Metallizers.
The interior surfaces were painted in a neutral Grey – but with the engine and the pilot in place you cannot see anything of that at all.
Markings are minimal: the Austrian roundels come from a TL Decals aftermarket sheet, the flag on the rudder was laid out with red paint (a mix of Humbrol 19 and 60), the white bar is a decal. The tactical code is fictional, puzzled together from single digits in various sizes (also from TL Modellbau sheets). The original documents how purely black fuselage codes, but I found these hard to read. So I chose digits with a white rim (actually, these belong to modern German Luftwaffe tactical codes in 1:32), which improve contrast a little.
The kit received a thin black ink wash and some shading/dry-painting with lighter basic tones (Humbrol 103, 155, Model Master 2138,‘Israeli Armor Sand Grey’, and Humbrol 122). After decal application, another turn with overall Hemp and Light Grey was done in order to fade contrast and to emphasize the surface structure. The wires were also painted, but only with thinned black ink and a VERY soft brush.
Finally, everything was sealed under a spray coat of matt acrylic varnish.
Voilà, and done in just about a week!
Allium sativum, commonly known as garlic, is a species in the onion genus, Allium.
Its close relatives include the onion, shallot, leek, chive, and rakkyo. With a history of human use of over 7,000 years, garlic is native to central Asia, and has long been a staple in the Mediterranean region, as well as a frequent seasoning in Asia, Africa, and Europe. It was known to Ancient Egyptians, and has been used for both culinary and medicinal purposes.
DESCRIPTION
Allium sativum is a bulbous plant. It grows up to 1.2 m in height. Its hardiness is USDA Zone 8. It produces hermaphrodite flowers. Pollination occurs by bees and other insects.
ORIGIN AND MAJOR TYPES
Allium sativum grows in the wild in areas where it has become naturalized. The "wild garlic", "crow garlic", and "field garlic" of Britain are members of the species Allium ursinum, Allium vineale, and Allium oleraceum, respectively. Identification of the wild progenitor for common garlic is made difficult by the sterility of its many cultivars which may all be descended from the species, Allium longicuspis, growing wild in central and southwestern Asia.
In North America, Allium vineale (known as "wild garlic" or "crow garlic") and Allium canadense, known as "meadow garlic" or "wild garlic" and "wild onion", are common weeds in fields. One of the best-known "garlics", the so-called elephant garlic, is actually a wild leek (Allium ampeloprasum), and not a true garlic. Single clove garlic (also called pearl or solo garlic) originated in the Yunnan province of China.
EUROPEAN GARLIC
There are a number of garlics with Protected Geographical Status in Europe; these include:
- Aglio Rosso di Nubia (Red Garlic of Nubia) from Nubia-Paceco, Provincia di Trapani, Sicily, Italy
- Aglio Bianco Polesano from Veneto, Italy (PDO)
- Aglio di Voghiera from Ferrara, Emilia-Romagna, Italy (PDO)
- Ail blanc de Lomagne from Lomagne in the Gascony area of France (PGI)
- Ail de la Drôme from Drôme in France (PGI)
- Ail rose de Lautrec a rose/pink garlic from Lautrec in France (PGI)
- Ajo Morado de las Pedroñeras a rose/pink garlic from Las Pedroñeras in Spain (PGI)
SUBSPECIES AND VARIETIES
There are two subspecies of A. sativum, ten major groups of varieties, and hundreds of varieties or cultivars.
A. sativum var. ophioscorodon (Link) Döll, called Ophioscorodon, or hard necked garlic, includes porcelain garlics, rocambole garlic, and purple stripe garlics. It is sometimes considered to be a separate species, Allium ophioscorodon G.Don.
A. sativum var. sativum, or soft-necked garlic, includes artichoke garlic, silverskin garlic, and creole garlic.
CULTIVATION
Garlic is easy to grow and can be grown year-round in mild climates. While sexual propagation of garlic is indeed possible, nearly all of the garlic in cultivation is propagated asexually, by planting individual cloves in the ground. In cold climates, cloves are planted in the autumn, about six weeks before the soil freezes, and harvested in late spring. The cloves must be planted at sufficient depth to prevent freeze/thaw which causes mold or white rot. Garlic plants are usually very hardy, and are not attacked by many pests or diseases. Garlic plants are said to repel rabbits and moles. Two of the major pathogens that attack garlic are nematodes and white rot disease, which remain in the soil indefinitely after the ground has become infected. Garlic also can suffer from pink root, a typically nonfatal disease that stunts the roots and turns them pink or red.
Garlic plants can be grown closely together, leaving enough space for the bulbs to mature, and are easily grown in containers of sufficient depth. Garlic does well in loose, dry, well drained soils in sunny locations, and is hardy throughout USDA climate zones 4–9. When selecting garlic for planting, it is important to pick large bulbs from which to separate cloves. Large cloves, along with proper spacing in the planting bed, will also improve bulb size. Garlic plants prefer to grow in a soil with a high organic material content, but are capable of growing in a wide range of soil conditions and pH levels.
There are different varieties or subspecies of garlic, most notably hardneck garlic and softneck garlic. The latitude where the garlic is grown affects the choice of type as garlic can be day-length sensitive. Hardneck garlic is generally grown in cooler climates; softneck garlic is generally grown closer to the equator.
Garlic scapes are removed to focus all the garlic's energy into bulb growth. The scapes can be eaten raw or cooked.
PRODUCTION TRENDS
Garlic is grown globally, but China is by far the largest producer of garlic, with around 20 million tonnes (44 billion pounds) grown annually, accounting for over 81% of world output. India (4.6%) and South Korea (1.4%) follow, with Egypt (1.2%) on fourth place and the United States (where garlic is grown in every state except for Alaska) in ninth place (0.8%). This leaves 11% of global garlic production in countries that each produce less than 2% of global output. Much of the garlic production in the United States is centered in Gilroy, California, which calls itself the "garlic capital of the world".
USES
CULINARY USES
Garlic is widely used around the world for its pungent flavor as a seasoning or condiment.
The garlic plant's bulb is the most commonly used part of the plant. With the exception of the single clove types, garlic bulbs are normally divided into numerous fleshy sections called cloves. Garlic cloves are used for consumption (raw or cooked) or for medicinal purposes. They have a characteristic pungent, spicy flavor that mellows and sweetens considerably with cooking.
Other parts of the garlic plant are also edible. The leaves and flowers (bulbils) on the head (spathe) are sometimes eaten. They are milder in flavor than the bulbs, and are most often consumed while immature and still tender. Immature garlic is sometimes pulled, rather like a scallion, and sold as "green garlic". When green garlic is allowed to grow past the "scallion" stage, but not permitted to fully mature, it may produce a garlic "round", a bulb like a boiling onion, but not separated into cloves like a mature bulb. It imparts a garlic flavor and aroma in food, minus the spiciness. Green garlic is often chopped and stir-fried or cooked in soup or hotpot in Southeast Asian (i.e. Vietnamese, Thai, Lao, Cambodian, Singaporean) and Chinese cookery, and is very abundant and low-priced. Additionally, the immature flower stalks (scapes) of the hardneck and elephant types are sometimes marketed for uses similar to asparagus in stir-fries.
Inedible or rarely eaten parts of the garlic plant include the "skin" covering each clove and root cluster. The papery, protective layers of "skin" over various parts of the plant are generally discarded during preparation for most culinary uses, though in Korea immature whole heads are sometimes prepared with the tender skins intact. The root cluster attached to the basal plate of the bulb is the only part not typically considered palatable in any form.
Garlic is a fundamental component in many or most dishes of various regions, including eastern Asia, South Asia, Southeast Asia, the Middle East, northern Africa, southern Europe, and parts of South and Central America. The flavor varies in intensity and aroma with the different cooking methods. It is often paired with onion, tomato, or ginger. The parchment-like skin is much like the skin of an onion, and is typically removed before using in raw or cooked form. An alternative is to cut the top off the bulb, coat the cloves by dribbling olive oil (or other oil-based seasoning) over them, and roast them in an oven. Garlic softens and can be extracted from the cloves by squeezing the (root) end of the bulb, or individually by squeezing one end of the clove. In Korea, heads of garlic are heated over the course of several weeks; the resulting product, called black garlic, is sweet and syrupy, and is now being sold in the United States, United Kingdom and Australia.Garlic may be applied to different kinds of bread, usually in a medium of butter or oil, to create a variety of classic dishes, such as garlic bread, garlic toast, bruschetta, crostini and canapé.
Oils can be flavored with garlic cloves. These infused oils are used to season all categories of vegetables, meats, breads and pasta. Garlic, along with fish sauce, chopped fresh chilis, lime juice, sugar and water, is a basic essential item in dipping fish sauce, a highly used dipping sauce condiment used in Indochina. In East and Southeast Asia, chili oil with garlic is a popular dipping sauce, especially for meat and seafood. Tuong ot toi Viet Nam (Vietnam Chili Garlic Sauce) is a highly popular condiment and dip across North America and Asia.
In some cuisines, the young bulbs are pickled for three to six weeks in a mixture of sugar, salt, and spices. In eastern Europe, the shoots are pickled and eaten as an appetizer. Laba garlic, prepared by soaking garlic in vinegar, is a type of pickled garlic served with dumplings in northern China to celebrate the Chinese New Year.
Lightly smoked garlic is becoming increasingly popular in British and European cuisine. It is particularly prized for stuffing poultry and game, and in soups and stews. In both these cases it is important to utilize the undiscarded skin, as much of the smoke flavor is situated there, rather than in the cloves themselves.
Immature scapes are tender and edible. They are also known as "garlic spears", "stems", or "tops". Scapes generally have a milder taste than the cloves. They are often used in stir frying or braised like asparagus. Garlic leaves are a popular vegetable in many parts of Asia. The leaves are cut, cleaned, and then stir-fried with eggs, meat, or vegetables.
Mixing garlic with egg yolks and olive oil produces aioli. Garlic, oil, and a chunky base produce skordalia. Blending garlic, almond, oil, and soaked bread produces ajoblanco. Tzatziki, yogurt mixed with garlic and salt is a common sauce in Eastern Mediterranean cuisines.
Garlic powder has a different taste from fresh garlic. If used as a substitute for fresh garlic, 1/8 teaspoon of garlic powder is equivalent to one clove of garlic.
STORAGE
Domestically, garlic is stored warm - above 18 °C - and dry to keep it dormant (lest it sprout). It is traditionally hung; softneck varieties are often braided in strands called plaits or grappes. Peeled cloves may be stored in wine or vinegar in the refrigerator. Commercially, garlic is stored at 0 °C, in a dry, low-humidity environment. Garlic will keep longer if the tops remain attached.
Garlic is often kept in oil to produce flavored oil; however, the practice requires measures to be taken to prevent the garlic from spoiling. Untreated garlic kept in oil can support the growth of Clostridium botulinum which causes the deadly botulism illness; refrigeration will not assure the safety of garlic kept in oil. To reduce this risk, the oil should be refrigerated and used within one week. According to wikihow, the garlic immersed in oil should be stored in the freezer and not the fridge. Commercially prepared oils are widely available. Manufacturers add acids or other chemicals to eliminate the risk of botulism in their products. Two outbreaks of botulism related to garlic stored in oil have been reported.
Garlic bulbs should be clean and white with a dried neck and outer skin and quite firm under pressure. They should be discarded if they are soft or spongy or show signs of mold.
HISTORICAL USE
The use of garlic in China dates back to 2000 BC. It was consumed by ancient Greek and Roman soldiers, sailors, and rural classes (Virgil, Ecologues ii. 11), and, according to Pliny the Elder (Natural History xix. 32), by the African peasantry. Galen eulogized it as the "rustic's theriac" (cure-all) (see F. Adams' Paulus Aegineta, p. 99), and Alexander Neckam, a writer of the 12th century (see Wright's edition of his works, p. 473, 1863), discussed it as a palliative for the heat of the sun in field labor. Garlic was placed by the ancient Greeks on the piles of stones at crossroads, as a supper for Hecate (Theophrastus, Characters, The Superstitious Man). According to Pliny, garlic and onions were invoked as deities by the Egyptians at the taking of oaths.
In his Natural History, Pliny gives a list of scenarios in which garlic was considered beneficial (N.H. xx. 23). Dr. T. Sydenham valued it as an application in confluent smallpox, and, says Cullen (Mat. Med. ii. p. 174, 1789), found some dropsies cured by it alone.
Garlic was rare in traditional English cuisine (though it is said to have been grown in England before 1548) and has been a much more common ingredient in Mediterranean Europe.[citation needed] Translations of the c. 1300 Assize of Weights and Measures indicate a passage as dealing with standardized units of garlic production, sale, and taxation - the hundred of 15 ropes of 15 heads each - but the Latin version of the text refers to herring rather than garlic.
Garlic was used as an antiseptic to prevent gangrene during World Wars I and II.
NUTRIENTS
In the typical serving size of 1-3 cloves (3-9 g), garlic provides no significant nutritional value with the content of all essential nutrients below 10% of the Daily Value (DV) (right table). When expressed per 100 grams, garlic contains several nutrients in rich amounts (> 20% DV), including vitamins B6 and C, and the dietary minerals, manganese and phosphorus. Per 100 gram serving, garlic is also a good source (10-19% DV) of certain B vitamins including thiamine (Vitamin B1), and pantothenic acid (Vitamin B5), as well as certain dietary minerals including calcium, iron, and zinc (right table).
RESEARCH
CARDIOVASCULAR
A 2013 meta-analysis concluded that garlic preparations may effectively lower total cholesterol by 11–23 mg/dL and LDL cholesterol by 3–15 mg/dL in adults with high cholesterol if taken for longer than two months. The same analysis found that garlic had a marginally positive effect on HDL cholesterol, no significant effect on blood triglyceride levels, and that garlic preparations were generally well tolerated with very few side effects.
A 2012 Cochrane review of two randomized controlled trials found that the effect of garlic supplementation on blood pressure is unclear and that there is insufficient evidence to determine if garlic lowers cardiovascular death and disease rates in people with hypertension.
As garlic may reduce platelet aggregation, patients taking anticoagulant medication are cautioned about consuming garlic.
CANCER
A 2014 meta-analysis of observational epidemiological studies found that garlic consumption is associated with a lower risk of stomach cancer in the Korean population. Similarly, a 2013 meta-analysis of case-control studies and cohort studies found limited evidence suggesting an association between higher garlic consumption and a lower risk of prostate cancer. However, the association was only significant in the case-control studies and the authors noted there was evidence of publication bias.
COMMON COLD
One news source reported garlic supplements may prevent the common cold, but there is insufficient clinical research to confirm this effect. A 2014 report in the Cochrane Database of Systematic Reviews concluded that "there is insufficient clinical trial evidence regarding the effects of garlic in preventing or treating the common cold. A single trial suggested that garlic may prevent occurrences of the common cold but more studies are needed to validate this finding. Claims of effectiveness appear to rely largely on poor-quality evidence." Another review reached similar conclusions about the lack of high-quality evidence for the idea that garlic prevents or treats the common cold.
OTHER USES
The sticky juice within the bulb cloves is used as an adhesive in mending glass and porcelain. An environmentally benign garlic-derived polysulfide product is approved for use in the European Union (under Annex 1 of 91/414) and the UK as a nematicide and insecticide, including for use for control of cabbage root fly and red mite in poultry.
Garlic along with cinnamon is used as a fish and meat preservative, and displays antimicrobial property at temperatures as high as 120 degree Celsius; the combination can also be used to preserve fried and deep fried foods, and in the future might be used in an inner layer of plastic.
ADVERSE EFFECTS AND TOXICOLOGY
Garlic is known to cause bad breath (halitosis) and body odor, described as a pungent "garlicky" smell to sweat. This is caused by allyl methyl sulfide (AMS). AMS is a volatile liquid which is absorbed into the blood during the metabolism of garlic-derived sulfur compounds; from the blood it travels to the lungs (and from there to the mouth, causing bad breath; see garlic breath) and skin, where it is exuded through skin pores. Washing the skin with soap is only a partial and imperfect solution to the smell. Studies have shown sipping milk at the same time as consuming garlic can significantly neutralize bad breath. Mixing garlic with milk in the mouth before swallowing reduced the odor better than drinking milk afterward. Plain water, mushrooms and basil may also reduce the odor; the mix of fat and water found in milk, however, was the most effective.
The green, dry "folds" in the center of the garlic clove are especially pungent. The sulfur compound allicin, produced by crushing or chewing fresh garlic, produces other sulfur compounds: ajoene, allyl polysulfides, and vinyldithiins. Aged garlic lacks allicin, but may have some activity due to the presence of S-allylcysteine.
Some people suffer from allergies to garlic and other species of Allium. Symptoms can include irritable bowel, diarrhea, mouth and throat ulcerations, nausea, breathing difficulties, and, in rare cases, anaphylaxis. Garlic-sensitive patients show positive tests to diallyl disulfide, allylpropyldisulfide, allylmercaptan and allicin, all of which are present in garlic. People who suffer from garlic allergies are often sensitive to many other plants, including onions, chives, leeks, shallots, garden lilies, ginger, and bananas.
Several reports of serious burns resulting from garlic being applied topically for various purposes, including naturopathic uses and acne treatment, indicate care must be taken for these uses, usually testing a small area of skin using a very low concentration of garlic. On the basis of numerous reports of such burns, including burns to children, topical use of raw garlic, as well as insertion of raw garlic into body cavities, is discouraged. In particular, topical application of raw garlic to young children is not advisable. The side effects of long-term garlic supplementation are largely unknown, and no FDA-approved study has been performed. Possible side effects include gastrointestinal discomfort, sweating, dizziness, allergic reactions, bleeding, and menstrual irregularities.
Some breastfeeding mothers have found, after consuming garlic, that their babies can be slow to feed, and have noted a garlic odor coming from them.
If higher than recommended doses of garlic are taken with anticoagulant medications, this can lead to a higher risk of bleeding. Garlic may interact with warfarin, antiplatelets, saquinavir, antihypertensives, calcium channel blockers, quinolone family of antibiotics such as ciprofloxacin, and hypoglycemic drugs, as well as other medications. Alliums might be toxic to cats or dogs.
SPIRITUAL AND RELIGIOUS USES
Garlic has been regarded as a force for both good and evil. In Europe, many cultures have used garlic for protection or white magic, perhaps owing to its reputation as a potent preventative medicine. Central European folk beliefs considered garlic a powerful ward against demons, werewolves, and vampires. To ward off vampires, garlic could be worn, hung in windows, or rubbed on chimneys and keyholes.
In Iranian countries which celebrate Nowruz (Persian calendar New Year) such as Iran, the Caucasus countries, Afghanistan, and Central Asian countries such as Tajikistan and Uzbekistan, garlic is one of the items in a Seven-Seen table, a traditional New Year's display.
In Islam, it is generally recommended not to eat raw garlic prior to going to the mosque, since the odor could distract other Muslims during their prayer. Muhammad himself disliked eating garlic.
In both Hinduism and Jainism, garlic is thought to stimulate and warm the body and to increase one's desires. Some devout Hindus generally avoid using garlic and the related onion in the preparation of foods, while less devout followers may only observe this for religious festivities and events. Followers of the Jain religion avoid eating garlic and onion on a daily basis.
In some Buddhist traditions, garlic – along with the other five "pungent spices" – is understood to stimulate sexual and aggressive drives to the detriment of meditation practice. In Mahayana Buddhism, monks and nuns are not allowed to consume garlic or other pungent spices such as chili, which are deemed as being "earthly pleasures" and are viewed as promoting aggression due to their spiciness and pungency.
PROPERTIES
Fresh or crushed garlic yields the sulfur-containing compounds alliin, ajoene, diallyl polysulfides, vinyldithiins, S-allylcysteine, and enzymes, saponins, flavonoids, and Maillard reaction products, which are not sulfur-containing compounds.
The composition of the bulbs is approximately 84.09% water, 13.38% organic matter, and 1.53% inorganic matter, while the leaves are 87.14% water, 11.27% organic matter, and 1.59% inorganic matter.
The phytochemicals responsible for the sharp flavor of garlic are produced when the plant's cells are damaged. When a cell is broken by chopping, chewing, or crushing, enzymes stored in cell vacuoles trigger the breakdown of several sulfur-containing compounds stored in the cell fluids (cytosol). The resultant compounds are responsible for the sharp or hot taste and strong smell of garlic. Some of the compounds are unstable and continue to react over time. Among the members of the onion family, garlic has by far the highest concentrations of initial reaction products, making garlic much more potent than onion, shallot, or leeks. Although many humans enjoy the taste of garlic, these compounds are believed to have evolved as a defensive mechanism, deterring animals such as birds, insects, and worms from eating the plant. Because of this, people throughout history have used garlic to keep away insects such as mosquitoes and slugs.
A large number of sulfur compounds contribute to the smell and taste of garlic. Allicin has been found to be the compound most responsible for the "hot" sensation of raw garlic. This chemical opens thermo-transient receptor potential channels that are responsible for the burning sense of heat in foods. The process of cooking garlic removes allicin, thus mellowing its spiciness. Allicin, along with its decomposition products diallyl disulfide and diallyl trisulfide, are major contributors to the characteristic odor of garlic, with other allicin-derived compounds, such as vinyldithiins and ajoene. Because of its strong odor, garlic is sometimes called the "stinking rose". When eaten in quantity, garlic may be strongly evident in the diner's sweat and garlic breath the following day. This is because garlic's strong-smelling sulfur compounds are metabolized, forming allyl methyl sulfide. Allyl methyl sulfide (AMS) cannot be digested and is passed into the blood. It is carried to the lungs and the skin, where it is excreted. Since digestion takes several hours, and release of AMS several hours more, the effect of eating garlic may be present for a long time.
The well-known phenomenon of "garlic breath" is allegedly alleviated by eating fresh parsley. The herb is, therefore, included in many garlic recipes, such as pistou, persillade, and the garlic butter spread used in garlic bread.
Because of the AMS in the bloodstream, it is believed by some to act as a mosquito repellent, but no clinically reported evidence suggests it is actually effective.
Abundant sulfur compounds in garlic are also responsible for turning garlic green or blue during pickling and cooking. Under these conditions (i.e. acidity, heat) the sulfur-containing compound alliinase react with common amino acids to make pyrroles, clusters of carbon-nitrogen rings. These rings can be linked together into polypyrrole molecules. Ring structures absorb particular wavelengths of light and thus appear colored. The two-pyrrole molecule looks red, the three-pyrrole molecule looks blue and the four-pyrrole molecule looks green (like chlorophyll, a tetrapyrrole). Like chlorophyll, the pyrrole pigments are safe to eat.
WIKIPEDIA
[Yaaayy] Finally I can share a total overview of Root End! The magical home of the Ginger Root Gnomes & Woodling Trolls **Beautifully made by Murjani Kusumobroto 🌱💛
Hand made magnetic djahé pods, miniature furniture, lights, curtains & djahé (ginger root) hats, cocoons and outfits by Fairy Fragilities' Murjani.
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#charlescreaturecabinet #ccc #cccbjd #root_end #nana_home #handmade #dollhouse #miniature #furniture #fairyfragilities #murjanikusumobroto #charlesgrimbergstephan #issaMoriko #childoftheforest #risu #nippy #45mm #microbjd #sprout #cabinetofwonders #gingerrootsprout #balljointeddoll #designertoy #dollsondisplay #forDRV2019
Root end of drift log left by Pacific Ocean storm surf on Port Orford's west facing beach (in Curry County on the southern Oregon Coast).
This is how we ate beets when I was growing up, and it is still my favorite way to eat them. These pack a flavor punch that is a far cry from those insipid pickled beets often found at salad bars.
We always served them as a relish side, like chow-chow or pickles. They are the perfect complement to many southern foods, such as black-eyed peas or greens. If you like the combination of sweet and sour, you will love these beets.
Recipe
This is more of a formula than a recipe. This works equally well with either boiled fresh beets or drained canned beets.
Equal parts:
Apple cider vinegar
Sugar
Water
I normally use 1/2 cup of each, but adjust it to the amount of beets you have. You want the liquid to completely cover the beets.
1. Add drained beets, vinegar, sugar, and water to a sauce pan. Bring to a boil long enough to dissolve to sugar (stir a few times as necessary).
2. Turn off heat, cover, and let stand until beets are at room temperature.
3. Transfer to an air tight container and store in the refrigerator.
The flavor of the beets will intensify after a few days. You can eat them right away, but I always try to wait a few days. I imagine these would keep a while in the fridge, but I have never had them around long enough to find out.
Boiling Fresh Beets
1. Trim the stalk down to 1 to 1/2 inch above the beet. Do not trim the root. Wash the beets well. Scrub the skin (a paper towel works well) to remove any grit.
2. Place the beets in a pan and cover with boiling water.
3. There are a couple of ways you can cook the beets: a.) Bring the beets to a boil, cover, lower the heat, and simmer for 30-45 minutes; b.) Bring the beets to a boil and boil uncovered for 20-30 minutes. I prefer that latter method.
4. Cook beets until they offer no resistance when pierced with a knife.
5. Remove the beets and allow to cool slightly before peeling. You can use the water from boiling the beets in bread.
6. Peel the beets. I rub the beets with a paper towel to gently remove the skin. Remove the stalk, root ends, and any remaining skin with a knife.
7. Slice or chop the beets and proceed with the above recipe.
**Be careful not to get any beet juice on your clothing or towels because it will leave a stain.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
The Fiat Macchi C.170 Brezza ("Gust of wind") was a single-seat biplane fighter which served primarily in Italy's Regia Aeronautica before and in the early stages of World War II. The aircraft was produced by the Varese firm, and entered service, in smaller numbers, with the air forces of Italy, Austria and Hungary.
In spite of the biplane configuration, the C.170 was a modern, 'sleek-looking' design based around a strong steel and alloy frame incorporating a NACA cowling housing the radial engine, with fairings for the fixed main landing gear. The C.170's upper wing was slightly larger than its lower wing, carried only by six struts and a few bracing wires. Only the upper wing featured ailerons while the lower wing carried large flaps. Although it looked slightly outdated, the aircraft proved exceptionally agile thanks to its very low wing loading and a powerful, responsive engine.
Power was provided by a 650 kW (870 hp) Fiat A.74 14 cylinder radial engine, which also drove the contemporary Fiat CR.32 fighter. With the "direttiva" (Air Ministry Specific) of 1932, Italian industrial leaders had been instructed to concentrate solely on radial engines for fighters, due to their better reliability. The A.74 was actually a re-design of the American Pratt & Whitney R-1830 SC-4 Twin Wasp made by engineers Tranquillo Zerbi and Antonio Fessia, and in the C.170 it was geared to drive a metal three-blade Fiat-Hamilton Standard 3D.41-1 propeller of 2.9 m (9.5 ft) diameter. This allowed an impressive top speed of 441 km/h (272 mph) at 6.500 m (20.000 ft), and 342 km/h (213 mph) at ground level.
The first C.170 prototype flew on 24 December 1934 in Lonate Pozzolo, Varese, with Macchi Chief Test Pilot Giuseppe Burei at the controls. It was followed by the second prototype early the next year, which flew with an armored headrest and fairing in place (the C.170 lacked any further armor!) and other minor changes that were incorporated for serial production.
Despite Macchi’s proposal for a closed cockpit canopy the cockpit remained open – Italian pilots were rather conservative. Additional protection was introduced through armored side panels, though, which would protect the pilot’s shoulders. Radio equipment was also not included, as in many other Italian fighter aircraft.
During evaluation in early 1935 the C.170 was tested against the Fiat CR.42 and the Caproni Ca.165 biplane fighters, and was judged to be on par with the CR.42, although the Ca.165 was a more modern design which boasted a higher speed at the cost of maneuverability. An initial order of 99 C.170 for Italy's Regia Aeronautica was placed to Macchi factory in summer 1935, followed by foreign interest and order options from Austria, Belgium and Spain.
Anyway, what looked like a prosperous design was soon rendered obsolete: Following the end of Italy's campaigns in East Africa, a program was started to completely re-equip the Regia Aeronautica with a new interceptor aircraft of modern design. The 10 February 1936 specifications called for an aircraft powered by a single radial engine, with a top speed of 500 km/h, climb rate at 6,000 meters of 5 minutes, with a flight endurance of two hours, and armed with a single (later increased to two) 12.7 mm (0.5 in) machine gun. That was more or less the premature end for the C.170, as Macchi and other manufacturers quickly turned to more modern monoplane designs.
Therefore, orders and production of the Macchi Brezza remained limited. Beyond the original 99 aircraft for the Regia Aeronautica only 24 further C.170s were delivered. These aircraft went in spring 1936 to Austria to equip Jagdgeschwader II at Wiener Neustadt. Immediately after their delivery the Brezza fighters were retro-fitted with radio equipment, recognizable through the antenna installation on the headrest fairing. The potential orders from Belgium and Spain were soon cancelled, due to political tensions.
As a side note, the Austrian C.170s fighters were the first aircraft to sport the new national emblem, which had been the result of a competition and won by flight engineer Rosner from the Graz-Thalerhof base. The white, equilateral triangle with the point facing downwards in a red disc was a completely new design and had (other than the flag or coats of arms) no prior basis.
The C.170s' career in Austrian service was short, though: in March 1938 the Austrian units were absorbed into the Luftwaffe, and after a brief period the aircraft were handed over to Hungary where they were used for training purposes.
Although an obsolete design, it proved to be robust, durable and effective especially in severe conditions. In spring 1943, surviving C.170s were rounded up from training schools and delivered to night ground attack units operating on the Eastern Front. The C.170 was used to conduct night harassment sorties on the Eastern Front until September 1944, when the units were disbanded, due to a lack of serviceable airframes and spare parts.
General characteristics
Crew: 1
Length: 8.25 m (27 ft 1 in)
Wingspan: 32 ft 3 in (9.83 m)
Height: 11 ft 9 in (3.58 m)
Wing area: 323 ft² (30.0 m²)
Empty weight: 3,217 lb (1,462 kg)
Loaded weight: 4,594 lb (2,088 kg)
Powerplant
1× Fiat A.74 R.C.38 14-cylinder air-cooled radial engine, 650 kW (870 hp) at 2,520 rpm for take-off
Performance
Maximum speed: 441 km/h (238 kn, 274 mph) at 20,000 ft
Cruise speed: 338 km/h (187 kn, 210 mph)
Range: 780 km (420 nmi, 485 mi)
Service ceiling: 10,210 m (33,500 ft)
Rate of climb: 11.8 m/s (2,340 ft/min)
Climb to 10,000 ft (3,050 m): 4.75 min
Wing loading: 69,6 kg/m² (15,3 lb/ft²)
Power/mass: 311 W/kg (0.19 hp/lb)
Armament
2× 12.7 mm (0.5 in) Breda-SAFAT synchronized machine guns above the engine, 370 rpg
Some aircraft were field-modified to carry up to 8× 15 kg (33 lb) or 2× 50 or 100 kg (110/220 lb) bombs under the wings
The kit and its assembly
Inspiration for this little, whiffy biplane came when I posted a pic of an Austrian Ju 86 bomber as a reply/ suggestion to a fellow modeler's (NARSES2) search at whatifmodelers.com for “something” to make from a Gloster Gladiator.
When I looked at the paint scheme a second time I remembered that I still had some Austrian roundels in stock, as well some very old biplane spare parts... hmmm.
Biplanes are tricky to build, even OOB, and kitbashing this kind of whif would not make things easier. Anyway, I love such challenges, and the potential outcome would surely look nice, if not exotic, so I decided to tackle the project.
Basically, the following donation ingredients went into it:
● Fuselage, engine, cockpit/pilot and tail from a Revell Macchi C.200 "Saetta"
● Upper wing from a Matchbox Gloster "Gladiator"
● Lower wings from a Matchbox SBC "Helldiver"
● Wheels from a Matchbox Hs 126 (shortened)
Pretty straightforward, but even though it would be a small aircraft model, it would come with two big challenges: mounting the lower wings and shaping the resulting, gaping belly, and the custom-made struts and wirings for the upper wing.
Work started with the Macchi C.200’s fuselage, which was built OOB - just without the wing, which is a single part, different pilot (the included one is a pygmy!) and with a free spinning metal axis for the propeller.
The wing installation started with the lower wings. I glued the Helldiver wings onto the C.200 fuselage, so that the wings' trailing edge would match the C.200's wing root ends. From that, a floor plate was fitted under the fuselage and any excessive material removed, the gaps filled with lumps of 2C putty. That moved the lower wing's roots backwards, creating space at the lower forward fuselage for the new landing gear.
The latter was taken from a vintage Matchbox Hs 126 reconnaissance aircraft - probably 25, if 30 years old... Size was O.K., but the struts had to shortened by about 5mm, as thge HS 126 is a much bigger/longer aircraft than the C.200. A cut was made just above the wheel spats, material taken out, and the separate parts were glued back together again.
With the lower wings in place I started building strut supports for the upper wing from styrene strips - tricky and needs patience, but effective. I started with the outer supports, carving something SBC-style from styrene. These were glued into place, slightly canted outwards, and their length/height adapted to the upper wing’s position.
When this was settled, the upper Gladiator wing was glued into place. After a thorough drying period the short fuselage supports in front of the cockpit – again, styrene strips – were inserted into the gap. This allowed an individual lengthening, and was easier than expected, with a stable result.
After having the upper wing glued in place I added some wiring, made from heated and pulled-out styrene sprues. This not only enhances the kit's look, it also (just like in real life) improves rigidity of the model. Also a tedious task, but IMHO worth the effort. I tried thin wire, nylon strings and sewing yarn for this job, but finally the styrene solution is what worked best for me.
The exhaust installation had also to be modified: the new Hs 126 struts with spats would have been where the original C.200’s hot exhaust gases would have gone, so I added new exhaust pipes that would go between the new legs.
Other small added details included, among others, a pitot on a wing strut, a visor in front of the cockpit, a radio antenna, a ladder made from wire.
Painting and markings:
I would not call the Austrian 3+1-tone pre-WWII-scheme spectacular, but the colors are unique. My scheme is based on an Austrian Ju 86 bomber from 1938, so it fits into the intended time frame.
The colors were puzzled together from various sources and are subjective guesstimates:
● A pale, yellow-ish beige (Humbrol 74, ‘Linen’, out of production)
● A rather brownish green (Testors 1711, ‘Olive Drab’, FS 34087)
● A dark green with a yellow-ish hue (Humbrol 116, ‘US Dark Green’ FS 34079)
● Light blue for the undersides (Humbrol 65, ‘Aircraft Blue’, RLM 65)
In order to add some details I painted the area behind the engine cowling in aluminum. The respective part under the fuselage, where the exhaust gases would pass, was painted in Steel – both Testors Metallizers.
The interior surfaces were painted in a neutral Grey – but with the engine and the pilot in place you cannot see anything of that at all.
Markings are minimal: the Austrian roundels come from a TL Decals aftermarket sheet, the flag on the rudder was laid out with red paint (a mix of Humbrol 19 and 60), the white bar is a decal. The tactical code is fictional, puzzled together from single digits in various sizes (also from TL Modellbau sheets). The original documents how purely black fuselage codes, but I found these hard to read. So I chose digits with a white rim (actually, these belong to modern German Luftwaffe tactical codes in 1:32), which improve contrast a little.
The kit received a thin black ink wash and some shading/dry-painting with lighter basic tones (Humbrol 103, 155, Model Master 2138,‘Israeli Armor Sand Grey’, and Humbrol 122). After decal application, another turn with overall Hemp and Light Grey was done in order to fade contrast and to emphasize the surface structure. The wires were also painted, but only with thinned black ink and a VERY soft brush.
Finally, everything was sealed under a spray coat of matt acrylic varnish.
Voilà, and done in just about a week!
Today: stuffed kohlrabi with sour cream
Ma: töltött karalábé
This recipe for stuffed kohlrabi is typical of Eastern Europeans' love of hiding food in other food. Kohlrabi is a favorite vegetable in Hungary, Lithuania, Poland, Russia and Ukraine.
Ingredients:
6 medium kohlrabis
1 pound ground beef or ground leftover beef, veal, pork or lamb
1 large finely chopped onion
1 1/2 tablespoons butter
2 large eggs
1 finely chopped garlic clove
1 teaspoon sweet Hungarian paprika
1 1/2 cups broth of choice
1 cup sour cream
2 tablespoons all-purpose flour
salt and pepper
parsley
Parboil kohlrabis for 20 minutes. Cool until they can be handled and peel away the tough, outer skin. Cut a bit off the root end so they will stand straight. Cut off the tops and reserve, and scoop out the flesh of the bottoms and chop it finely.
In a medium skillet, saute onions and chopped kohlrabi in butter until tender. Transfer to a large bowl, and combine with meat, eggs, garlic and salt and pepper to taste.
Heat oven to 350 degrees. Coat a casserole dish with cooking spray. Fill kohlrabi bottoms with meat mixture, place in dish and place kohlrabi tops on. Pour the broth over the kohlrabi. Bake 40-50 minutes or until tender.
Remove kohlrabi to a serving platter and keep warm. Skim fat off pan juices. Fork blend sour cream with flour. Temper with a few ladles of hot pan juices, whisking constantly. Pour tempered sour cream into pan juices and cook until thickened. Adjust seasonings if necessary - like parsley. Serve stuffed kohlrabi with sauce on the side or ladled over.
I actually borrowed the recipe from the show she did with Jacques Pepin, not the original one from the French Chef. There are quite a few steps but all are easy. I tweaked it a bit (when do I not?) to suit what I had available.
Cut up a few bacon slices and fry them in a little olive oil in a large soup pot so you get crispy bits of lardons. Drain them and set aside. Depending on how much you like bacon fat, you can remove some now or just leave it all in the pan to sear cubed pieces of beef. I prefer to use chuck because they’re better for stewing but as my market only had eye round, that’s what I got.
After searing (I had to do them in 3 batches to get good color) all the beef cubes I added them back to the pot along with any accumulated juices along with:
Few sprigs of thyme
2 bay leaves
1 chopped onion
3 chopped carrots
2 chopped tomatoes
4 cloves garlic, crushed
Few dashes of Worcestershire sauce (Julia didn’t use this on the show but I like it)
Salt and pepper
I stirred everything to let the vegetables pick up the brown bits on the bottom of the pan. Then I poured in a can of low sodium beef stock , added back the bacon, and almost all of a half bottle of Dolcetto (not quite Bourguignon, I know, but the only Burgs I have are too good to be cooked). I reserved a few drops to add later when everything is finished.
Unlike Julia, I didn’t bundle the vegs in cheese cloth. I didn’t have any, and I like chunky stews anyway. While the stew was cooking, I blanched and shocked a small bag of pearl onions and peeled them. You can cut little cross marks on the root end, but I didn’t bother and I still got onions that didn’t explode. Go figure.
I put these onions in a small pan with a little water, a knob of butter, a pinch of salt and sugar and brought everything to a boil until the water evaporated and the onions picked up a little brown color. Then I added a few cleaned and quartered mushrooms - I didn’t have enough cremini so I mixed in some shiitake. To cook the mushrooms further, I borrowed a little stock from the stew and cooked the onions and mushrooms until they were soft.
In a separate bowl I combined some softened butter and a few tablespoons of flour. I mashed the two together until I got a nice paste, then again borrowed some stock and made a slightly thinner paste. This all went into the simmering stew and everything thickened nicely.
The total cooking time was 3 hours but it varies depending on the cut. When the meat was tender and fell apart with a spoon, I shut off the heat and stirred in rest of the wine. Here it is with everything assembled. I served it with a delicious soufleed cheddar mashed potato. The recipe follows.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
The Fiat Macchi C.170 Brezza ("Gust of wind") was a single-seat biplane fighter which served primarily in Italy's Regia Aeronautica before and in the early stages of World War II. The aircraft was produced by the Varese firm, and entered service, in smaller numbers, with the air forces of Italy, Austria and Hungary.
In spite of the biplane configuration, the C.170 was a modern, 'sleek-looking' design based around a strong steel and alloy frame incorporating a NACA cowling housing the radial engine, with fairings for the fixed main landing gear. The C.170's upper wing was slightly larger than its lower wing, carried only by six struts and a few bracing wires. Only the upper wing featured ailerons while the lower wing carried large flaps. Although it looked slightly outdated, the aircraft proved exceptionally agile thanks to its very low wing loading and a powerful, responsive engine.
Power was provided by a 650 kW (870 hp) Fiat A.74 14 cylinder radial engine, which also drove the contemporary Fiat CR.32 fighter. With the "direttiva" (Air Ministry Specific) of 1932, Italian industrial leaders had been instructed to concentrate solely on radial engines for fighters, due to their better reliability. The A.74 was actually a re-design of the American Pratt & Whitney R-1830 SC-4 Twin Wasp made by engineers Tranquillo Zerbi and Antonio Fessia, and in the C.170 it was geared to drive a metal three-blade Fiat-Hamilton Standard 3D.41-1 propeller of 2.9 m (9.5 ft) diameter. This allowed an impressive top speed of 441 km/h (272 mph) at 6.500 m (20.000 ft), and 342 km/h (213 mph) at ground level.
The first C.170 prototype flew on 24 December 1934 in Lonate Pozzolo, Varese, with Macchi Chief Test Pilot Giuseppe Burei at the controls. It was followed by the second prototype early the next year, which flew with an armored headrest and fairing in place (the C.170 lacked any further armor!) and other minor changes that were incorporated for serial production.
Despite Macchi’s proposal for a closed cockpit canopy the cockpit remained open – Italian pilots were rather conservative. Additional protection was introduced through armored side panels, though, which would protect the pilot’s shoulders. Radio equipment was also not included, as in many other Italian fighter aircraft.
During evaluation in early 1935 the C.170 was tested against the Fiat CR.42 and the Caproni Ca.165 biplane fighters, and was judged to be on par with the CR.42, although the Ca.165 was a more modern design which boasted a higher speed at the cost of maneuverability. An initial order of 99 C.170 for Italy's Regia Aeronautica was placed to Macchi factory in summer 1935, followed by foreign interest and order options from Austria, Belgium and Spain.
Anyway, what looked like a prosperous design was soon rendered obsolete: Following the end of Italy's campaigns in East Africa, a program was started to completely re-equip the Regia Aeronautica with a new interceptor aircraft of modern design. The 10 February 1936 specifications called for an aircraft powered by a single radial engine, with a top speed of 500 km/h, climb rate at 6,000 meters of 5 minutes, with a flight endurance of two hours, and armed with a single (later increased to two) 12.7 mm (0.5 in) machine gun. That was more or less the premature end for the C.170, as Macchi and other manufacturers quickly turned to more modern monoplane designs.
Therefore, orders and production of the Macchi Brezza remained limited. Beyond the original 99 aircraft for the Regia Aeronautica only 24 further C.170s were delivered. These aircraft went in spring 1936 to Austria to equip Jagdgeschwader II at Wiener Neustadt. Immediately after their delivery the Brezza fighters were retro-fitted with radio equipment, recognizable through the antenna installation on the headrest fairing. The potential orders from Belgium and Spain were soon cancelled, due to political tensions.
As a side note, the Austrian C.170s fighters were the first aircraft to sport the new national emblem, which had been the result of a competition and won by flight engineer Rosner from the Graz-Thalerhof base. The white, equilateral triangle with the point facing downwards in a red disc was a completely new design and had (other than the flag or coats of arms) no prior basis.
The C.170s' career in Austrian service was short, though: in March 1938 the Austrian units were absorbed into the Luftwaffe, and after a brief period the aircraft were handed over to Hungary where they were used for training purposes.
Although an obsolete design, it proved to be robust, durable and effective especially in severe conditions. In spring 1943, surviving C.170s were rounded up from training schools and delivered to night ground attack units operating on the Eastern Front. The C.170 was used to conduct night harassment sorties on the Eastern Front until September 1944, when the units were disbanded, due to a lack of serviceable airframes and spare parts.
General characteristics
Crew: 1
Length: 8.25 m (27 ft 1 in)
Wingspan: 32 ft 3 in (9.83 m)
Height: 11 ft 9 in (3.58 m)
Wing area: 323 ft² (30.0 m²)
Empty weight: 3,217 lb (1,462 kg)
Loaded weight: 4,594 lb (2,088 kg)
Powerplant
1× Fiat A.74 R.C.38 14-cylinder air-cooled radial engine, 650 kW (870 hp) at 2,520 rpm for take-off
Performance
Maximum speed: 441 km/h (238 kn, 274 mph) at 20,000 ft
Cruise speed: 338 km/h (187 kn, 210 mph)
Range: 780 km (420 nmi, 485 mi)
Service ceiling: 10,210 m (33,500 ft)
Rate of climb: 11.8 m/s (2,340 ft/min)
Climb to 10,000 ft (3,050 m): 4.75 min
Wing loading: 69,6 kg/m² (15,3 lb/ft²)
Power/mass: 311 W/kg (0.19 hp/lb)
Armament
2× 12.7 mm (0.5 in) Breda-SAFAT synchronized machine guns above the engine, 370 rpg
Some aircraft were field-modified to carry up to 8× 15 kg (33 lb) or 2× 50 or 100 kg (110/220 lb) bombs under the wings
The kit and its assembly
Inspiration for this little, whiffy biplane came when I posted a pic of an Austrian Ju 86 bomber as a reply/ suggestion to a fellow modeler's (NARSES2) search at whatifmodelers.com for “something” to make from a Gloster Gladiator.
When I looked at the paint scheme a second time I remembered that I still had some Austrian roundels in stock, as well some very old biplane spare parts... hmmm.
Biplanes are tricky to build, even OOB, and kitbashing this kind of whif would not make things easier. Anyway, I love such challenges, and the potential outcome would surely look nice, if not exotic, so I decided to tackle the project.
Basically, the following donation ingredients went into it:
● Fuselage, engine, cockpit/pilot and tail from a Revell Macchi C.200 "Saetta"
● Upper wing from a Matchbox Gloster "Gladiator"
● Lower wings from a Matchbox SBC "Helldiver"
● Wheels from a Matchbox Hs 126 (shortened)
Pretty straightforward, but even though it would be a small aircraft model, it would come with two big challenges: mounting the lower wings and shaping the resulting, gaping belly, and the custom-made struts and wirings for the upper wing.
Work started with the Macchi C.200’s fuselage, which was built OOB - just without the wing, which is a single part, different pilot (the included one is a pygmy!) and with a free spinning metal axis for the propeller.
The wing installation started with the lower wings. I glued the Helldiver wings onto the C.200 fuselage, so that the wings' trailing edge would match the C.200's wing root ends. From that, a floor plate was fitted under the fuselage and any excessive material removed, the gaps filled with lumps of 2C putty. That moved the lower wing's roots backwards, creating space at the lower forward fuselage for the new landing gear.
The latter was taken from a vintage Matchbox Hs 126 reconnaissance aircraft - probably 25, if 30 years old... Size was O.K., but the struts had to shortened by about 5mm, as thge HS 126 is a much bigger/longer aircraft than the C.200. A cut was made just above the wheel spats, material taken out, and the separate parts were glued back together again.
With the lower wings in place I started building strut supports for the upper wing from styrene strips - tricky and needs patience, but effective. I started with the outer supports, carving something SBC-style from styrene. These were glued into place, slightly canted outwards, and their length/height adapted to the upper wing’s position.
When this was settled, the upper Gladiator wing was glued into place. After a thorough drying period the short fuselage supports in front of the cockpit – again, styrene strips – were inserted into the gap. This allowed an individual lengthening, and was easier than expected, with a stable result.
After having the upper wing glued in place I added some wiring, made from heated and pulled-out styrene sprues. This not only enhances the kit's look, it also (just like in real life) improves rigidity of the model. Also a tedious task, but IMHO worth the effort. I tried thin wire, nylon strings and sewing yarn for this job, but finally the styrene solution is what worked best for me.
The exhaust installation had also to be modified: the new Hs 126 struts with spats would have been where the original C.200’s hot exhaust gases would have gone, so I added new exhaust pipes that would go between the new legs.
Other small added details included, among others, a pitot on a wing strut, a visor in front of the cockpit, a radio antenna, a ladder made from wire.
Painting and markings:
I would not call the Austrian 3+1-tone pre-WWII-scheme spectacular, but the colors are unique. My scheme is based on an Austrian Ju 86 bomber from 1938, so it fits into the intended time frame.
The colors were puzzled together from various sources and are subjective guesstimates:
● A pale, yellow-ish beige (Humbrol 74, ‘Linen’, out of production)
● A rather brownish green (Testors 1711, ‘Olive Drab’, FS 34087)
● A dark green with a yellow-ish hue (Humbrol 116, ‘US Dark Green’ FS 34079)
● Light blue for the undersides (Humbrol 65, ‘Aircraft Blue’, RLM 65)
In order to add some details I painted the area behind the engine cowling in aluminum. The respective part under the fuselage, where the exhaust gases would pass, was painted in Steel – both Testors Metallizers.
The interior surfaces were painted in a neutral Grey – but with the engine and the pilot in place you cannot see anything of that at all.
Markings are minimal: the Austrian roundels come from a TL Decals aftermarket sheet, the flag on the rudder was laid out with red paint (a mix of Humbrol 19 and 60), the white bar is a decal. The tactical code is fictional, puzzled together from single digits in various sizes (also from TL Modellbau sheets). The original documents how purely black fuselage codes, but I found these hard to read. So I chose digits with a white rim (actually, these belong to modern German Luftwaffe tactical codes in 1:32), which improve contrast a little.
The kit received a thin black ink wash and some shading/dry-painting with lighter basic tones (Humbrol 103, 155, Model Master 2138,‘Israeli Armor Sand Grey’, and Humbrol 122). After decal application, another turn with overall Hemp and Light Grey was done in order to fade contrast and to emphasize the surface structure. The wires were also painted, but only with thinned black ink and a VERY soft brush.
Finally, everything was sealed under a spray coat of matt acrylic varnish.
Voilà, and done in just about a week!
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
The Fiat Macchi C.170 Brezza ("Gust of wind") was a single-seat biplane fighter which served primarily in Italy's Regia Aeronautica before and in the early stages of World War II. The aircraft was produced by the Varese firm, and entered service, in smaller numbers, with the air forces of Italy, Austria and Hungary.
In spite of the biplane configuration, the C.170 was a modern, 'sleek-looking' design based around a strong steel and alloy frame incorporating a NACA cowling housing the radial engine, with fairings for the fixed main landing gear. The C.170's upper wing was slightly larger than its lower wing, carried only by six struts and a few bracing wires. Only the upper wing featured ailerons while the lower wing carried large flaps. Although it looked slightly outdated, the aircraft proved exceptionally agile thanks to its very low wing loading and a powerful, responsive engine.
Power was provided by a 650 kW (870 hp) Fiat A.74 14 cylinder radial engine, which also drove the contemporary Fiat CR.32 fighter. With the "direttiva" (Air Ministry Specific) of 1932, Italian industrial leaders had been instructed to concentrate solely on radial engines for fighters, due to their better reliability. The A.74 was actually a re-design of the American Pratt & Whitney R-1830 SC-4 Twin Wasp made by engineers Tranquillo Zerbi and Antonio Fessia, and in the C.170 it was geared to drive a metal three-blade Fiat-Hamilton Standard 3D.41-1 propeller of 2.9 m (9.5 ft) diameter. This allowed an impressive top speed of 441 km/h (272 mph) at 6.500 m (20.000 ft), and 342 km/h (213 mph) at ground level.
The first C.170 prototype flew on 24 December 1934 in Lonate Pozzolo, Varese, with Macchi Chief Test Pilot Giuseppe Burei at the controls. It was followed by the second prototype early the next year, which flew with an armored headrest and fairing in place (the C.170 lacked any further armor!) and other minor changes that were incorporated for serial production.
Despite Macchi’s proposal for a closed cockpit canopy the cockpit remained open – Italian pilots were rather conservative. Additional protection was introduced through armored side panels, though, which would protect the pilot’s shoulders. Radio equipment was also not included, as in many other Italian fighter aircraft.
During evaluation in early 1935 the C.170 was tested against the Fiat CR.42 and the Caproni Ca.165 biplane fighters, and was judged to be on par with the CR.42, although the Ca.165 was a more modern design which boasted a higher speed at the cost of maneuverability. An initial order of 99 C.170 for Italy's Regia Aeronautica was placed to Macchi factory in summer 1935, followed by foreign interest and order options from Austria, Belgium and Spain.
Anyway, what looked like a prosperous design was soon rendered obsolete: Following the end of Italy's campaigns in East Africa, a program was started to completely re-equip the Regia Aeronautica with a new interceptor aircraft of modern design. The 10 February 1936 specifications called for an aircraft powered by a single radial engine, with a top speed of 500 km/h, climb rate at 6,000 meters of 5 minutes, with a flight endurance of two hours, and armed with a single (later increased to two) 12.7 mm (0.5 in) machine gun. That was more or less the premature end for the C.170, as Macchi and other manufacturers quickly turned to more modern monoplane designs.
Therefore, orders and production of the Macchi Brezza remained limited. Beyond the original 99 aircraft for the Regia Aeronautica only 24 further C.170s were delivered. These aircraft went in spring 1936 to Austria to equip Jagdgeschwader II at Wiener Neustadt. Immediately after their delivery the Brezza fighters were retro-fitted with radio equipment, recognizable through the antenna installation on the headrest fairing. The potential orders from Belgium and Spain were soon cancelled, due to political tensions.
As a side note, the Austrian C.170s fighters were the first aircraft to sport the new national emblem, which had been the result of a competition and won by flight engineer Rosner from the Graz-Thalerhof base. The white, equilateral triangle with the point facing downwards in a red disc was a completely new design and had (other than the flag or coats of arms) no prior basis.
The C.170s' career in Austrian service was short, though: in March 1938 the Austrian units were absorbed into the Luftwaffe, and after a brief period the aircraft were handed over to Hungary where they were used for training purposes.
Although an obsolete design, it proved to be robust, durable and effective especially in severe conditions. In spring 1943, surviving C.170s were rounded up from training schools and delivered to night ground attack units operating on the Eastern Front. The C.170 was used to conduct night harassment sorties on the Eastern Front until September 1944, when the units were disbanded, due to a lack of serviceable airframes and spare parts.
General characteristics
Crew: 1
Length: 8.25 m (27 ft 1 in)
Wingspan: 32 ft 3 in (9.83 m)
Height: 11 ft 9 in (3.58 m)
Wing area: 323 ft² (30.0 m²)
Empty weight: 3,217 lb (1,462 kg)
Loaded weight: 4,594 lb (2,088 kg)
Powerplant
1× Fiat A.74 R.C.38 14-cylinder air-cooled radial engine, 650 kW (870 hp) at 2,520 rpm for take-off
Performance
Maximum speed: 441 km/h (238 kn, 274 mph) at 20,000 ft
Cruise speed: 338 km/h (187 kn, 210 mph)
Range: 780 km (420 nmi, 485 mi)
Service ceiling: 10,210 m (33,500 ft)
Rate of climb: 11.8 m/s (2,340 ft/min)
Climb to 10,000 ft (3,050 m): 4.75 min
Wing loading: 69,6 kg/m² (15,3 lb/ft²)
Power/mass: 311 W/kg (0.19 hp/lb)
Armament
2× 12.7 mm (0.5 in) Breda-SAFAT synchronized machine guns above the engine, 370 rpg
Some aircraft were field-modified to carry up to 8× 15 kg (33 lb) or 2× 50 or 100 kg (110/220 lb) bombs under the wings
The kit and its assembly
Inspiration for this little, whiffy biplane came when I posted a pic of an Austrian Ju 86 bomber as a reply/ suggestion to a fellow modeler's (NARSES2) search at whatifmodelers.com for “something” to make from a Gloster Gladiator.
When I looked at the paint scheme a second time I remembered that I still had some Austrian roundels in stock, as well some very old biplane spare parts... hmmm.
Biplanes are tricky to build, even OOB, and kitbashing this kind of whif would not make things easier. Anyway, I love such challenges, and the potential outcome would surely look nice, if not exotic, so I decided to tackle the project.
Basically, the following donation ingredients went into it:
● Fuselage, engine, cockpit/pilot and tail from a Revell Macchi C.200 "Saetta"
● Upper wing from a Matchbox Gloster "Gladiator"
● Lower wings from a Matchbox SBC "Helldiver"
● Wheels from a Matchbox Hs 126 (shortened)
Pretty straightforward, but even though it would be a small aircraft model, it would come with two big challenges: mounting the lower wings and shaping the resulting, gaping belly, and the custom-made struts and wirings for the upper wing.
Work started with the Macchi C.200’s fuselage, which was built OOB - just without the wing, which is a single part, different pilot (the included one is a pygmy!) and with a free spinning metal axis for the propeller.
The wing installation started with the lower wings. I glued the Helldiver wings onto the C.200 fuselage, so that the wings' trailing edge would match the C.200's wing root ends. From that, a floor plate was fitted under the fuselage and any excessive material removed, the gaps filled with lumps of 2C putty. That moved the lower wing's roots backwards, creating space at the lower forward fuselage for the new landing gear.
The latter was taken from a vintage Matchbox Hs 126 reconnaissance aircraft - probably 25, if 30 years old... Size was O.K., but the struts had to shortened by about 5mm, as thge HS 126 is a much bigger/longer aircraft than the C.200. A cut was made just above the wheel spats, material taken out, and the separate parts were glued back together again.
With the lower wings in place I started building strut supports for the upper wing from styrene strips - tricky and needs patience, but effective. I started with the outer supports, carving something SBC-style from styrene. These were glued into place, slightly canted outwards, and their length/height adapted to the upper wing’s position.
When this was settled, the upper Gladiator wing was glued into place. After a thorough drying period the short fuselage supports in front of the cockpit – again, styrene strips – were inserted into the gap. This allowed an individual lengthening, and was easier than expected, with a stable result.
After having the upper wing glued in place I added some wiring, made from heated and pulled-out styrene sprues. This not only enhances the kit's look, it also (just like in real life) improves rigidity of the model. Also a tedious task, but IMHO worth the effort. I tried thin wire, nylon strings and sewing yarn for this job, but finally the styrene solution is what worked best for me.
The exhaust installation had also to be modified: the new Hs 126 struts with spats would have been where the original C.200’s hot exhaust gases would have gone, so I added new exhaust pipes that would go between the new legs.
Other small added details included, among others, a pitot on a wing strut, a visor in front of the cockpit, a radio antenna, a ladder made from wire.
Painting and markings:
I would not call the Austrian 3+1-tone pre-WWII-scheme spectacular, but the colors are unique. My scheme is based on an Austrian Ju 86 bomber from 1938, so it fits into the intended time frame.
The colors were puzzled together from various sources and are subjective guesstimates:
● A pale, yellow-ish beige (Humbrol 74, ‘Linen’, out of production)
● A rather brownish green (Testors 1711, ‘Olive Drab’, FS 34087)
● A dark green with a yellow-ish hue (Humbrol 116, ‘US Dark Green’ FS 34079)
● Light blue for the undersides (Humbrol 65, ‘Aircraft Blue’, RLM 65)
In order to add some details I painted the area behind the engine cowling in aluminum. The respective part under the fuselage, where the exhaust gases would pass, was painted in Steel – both Testors Metallizers.
The interior surfaces were painted in a neutral Grey – but with the engine and the pilot in place you cannot see anything of that at all.
Markings are minimal: the Austrian roundels come from a TL Decals aftermarket sheet, the flag on the rudder was laid out with red paint (a mix of Humbrol 19 and 60), the white bar is a decal. The tactical code is fictional, puzzled together from single digits in various sizes (also from TL Modellbau sheets). The original documents how purely black fuselage codes, but I found these hard to read. So I chose digits with a white rim (actually, these belong to modern German Luftwaffe tactical codes in 1:32), which improve contrast a little.
The kit received a thin black ink wash and some shading/dry-painting with lighter basic tones (Humbrol 103, 155, Model Master 2138,‘Israeli Armor Sand Grey’, and Humbrol 122). After decal application, another turn with overall Hemp and Light Grey was done in order to fade contrast and to emphasize the surface structure. The wires were also painted, but only with thinned black ink and a VERY soft brush.
Finally, everything was sealed under a spray coat of matt acrylic varnish.
Voilà, and done in just about a week!
[Yaaayy] Finally I can share a total overview of Root End! The magical home of the Ginger Root Gnomes & Woodling Trolls **Beautifully made by Murjani Kusumobroto 🌱💛
Hand made magnetic djahé pods, miniature furniture, lights, curtains & djahé (ginger root) hats, cocoons and outfits by Fairy Fragilities' Murjani.
.
.
.
#charlescreaturecabinet #ccc #cccbjd #root_end #nana_home #handmade #dollhouse #miniature #furniture #fairyfragilities #murjanikusumobroto #charlesgrimbergstephan #issaMoriko #childoftheforest #risu #nippy #45mm #microbjd #sprout #cabinetofwonders #gingerrootsprout #balljointeddoll #designertoy #dollsondisplay #forDRV2019
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
The Fiat Macchi C.170 Brezza ("Gust of wind") was a single-seat biplane fighter which served primarily in Italy's Regia Aeronautica before and in the early stages of World War II. The aircraft was produced by the Varese firm, and entered service, in smaller numbers, with the air forces of Italy, Austria and Hungary.
In spite of the biplane configuration, the C.170 was a modern, 'sleek-looking' design based around a strong steel and alloy frame incorporating a NACA cowling housing the radial engine, with fairings for the fixed main landing gear. The C.170's upper wing was slightly larger than its lower wing, carried only by six struts and a few bracing wires. Only the upper wing featured ailerons while the lower wing carried large flaps. Although it looked slightly outdated, the aircraft proved exceptionally agile thanks to its very low wing loading and a powerful, responsive engine.
Power was provided by a 650 kW (870 hp) Fiat A.74 14 cylinder radial engine, which also drove the contemporary Fiat CR.32 fighter. With the "direttiva" (Air Ministry Specific) of 1932, Italian industrial leaders had been instructed to concentrate solely on radial engines for fighters, due to their better reliability. The A.74 was actually a re-design of the American Pratt & Whitney R-1830 SC-4 Twin Wasp made by engineers Tranquillo Zerbi and Antonio Fessia, and in the C.170 it was geared to drive a metal three-blade Fiat-Hamilton Standard 3D.41-1 propeller of 2.9 m (9.5 ft) diameter. This allowed an impressive top speed of 441 km/h (272 mph) at 6.500 m (20.000 ft), and 342 km/h (213 mph) at ground level.
The first C.170 prototype flew on 24 December 1934 in Lonate Pozzolo, Varese, with Macchi Chief Test Pilot Giuseppe Burei at the controls. It was followed by the second prototype early the next year, which flew with an armored headrest and fairing in place (the C.170 lacked any further armor!) and other minor changes that were incorporated for serial production.
Despite Macchi’s proposal for a closed cockpit canopy the cockpit remained open – Italian pilots were rather conservative. Additional protection was introduced through armored side panels, though, which would protect the pilot’s shoulders. Radio equipment was also not included, as in many other Italian fighter aircraft.
During evaluation in early 1935 the C.170 was tested against the Fiat CR.42 and the Caproni Ca.165 biplane fighters, and was judged to be on par with the CR.42, although the Ca.165 was a more modern design which boasted a higher speed at the cost of maneuverability. An initial order of 99 C.170 for Italy's Regia Aeronautica was placed to Macchi factory in summer 1935, followed by foreign interest and order options from Austria, Belgium and Spain.
Anyway, what looked like a prosperous design was soon rendered obsolete: Following the end of Italy's campaigns in East Africa, a program was started to completely re-equip the Regia Aeronautica with a new interceptor aircraft of modern design. The 10 February 1936 specifications called for an aircraft powered by a single radial engine, with a top speed of 500 km/h, climb rate at 6,000 meters of 5 minutes, with a flight endurance of two hours, and armed with a single (later increased to two) 12.7 mm (0.5 in) machine gun. That was more or less the premature end for the C.170, as Macchi and other manufacturers quickly turned to more modern monoplane designs.
Therefore, orders and production of the Macchi Brezza remained limited. Beyond the original 99 aircraft for the Regia Aeronautica only 24 further C.170s were delivered. These aircraft went in spring 1936 to Austria to equip Jagdgeschwader II at Wiener Neustadt. Immediately after their delivery the Brezza fighters were retro-fitted with radio equipment, recognizable through the antenna installation on the headrest fairing. The potential orders from Belgium and Spain were soon cancelled, due to political tensions.
As a side note, the Austrian C.170s fighters were the first aircraft to sport the new national emblem, which had been the result of a competition and won by flight engineer Rosner from the Graz-Thalerhof base. The white, equilateral triangle with the point facing downwards in a red disc was a completely new design and had (other than the flag or coats of arms) no prior basis.
The C.170s' career in Austrian service was short, though: in March 1938 the Austrian units were absorbed into the Luftwaffe, and after a brief period the aircraft were handed over to Hungary where they were used for training purposes.
Although an obsolete design, it proved to be robust, durable and effective especially in severe conditions. In spring 1943, surviving C.170s were rounded up from training schools and delivered to night ground attack units operating on the Eastern Front. The C.170 was used to conduct night harassment sorties on the Eastern Front until September 1944, when the units were disbanded, due to a lack of serviceable airframes and spare parts.
General characteristics
Crew: 1
Length: 8.25 m (27 ft 1 in)
Wingspan: 32 ft 3 in (9.83 m)
Height: 11 ft 9 in (3.58 m)
Wing area: 323 ft² (30.0 m²)
Empty weight: 3,217 lb (1,462 kg)
Loaded weight: 4,594 lb (2,088 kg)
Powerplant
1× Fiat A.74 R.C.38 14-cylinder air-cooled radial engine, 650 kW (870 hp) at 2,520 rpm for take-off
Performance
Maximum speed: 441 km/h (238 kn, 274 mph) at 20,000 ft
Cruise speed: 338 km/h (187 kn, 210 mph)
Range: 780 km (420 nmi, 485 mi)
Service ceiling: 10,210 m (33,500 ft)
Rate of climb: 11.8 m/s (2,340 ft/min)
Climb to 10,000 ft (3,050 m): 4.75 min
Wing loading: 69,6 kg/m² (15,3 lb/ft²)
Power/mass: 311 W/kg (0.19 hp/lb)
Armament
2× 12.7 mm (0.5 in) Breda-SAFAT synchronized machine guns above the engine, 370 rpg
Some aircraft were field-modified to carry up to 8× 15 kg (33 lb) or 2× 50 or 100 kg (110/220 lb) bombs under the wings
The kit and its assembly
Inspiration for this little, whiffy biplane came when I posted a pic of an Austrian Ju 86 bomber as a reply/ suggestion to a fellow modeler's (NARSES2) search at whatifmodelers.com for “something” to make from a Gloster Gladiator.
When I looked at the paint scheme a second time I remembered that I still had some Austrian roundels in stock, as well some very old biplane spare parts... hmmm.
Biplanes are tricky to build, even OOB, and kitbashing this kind of whif would not make things easier. Anyway, I love such challenges, and the potential outcome would surely look nice, if not exotic, so I decided to tackle the project.
Basically, the following donation ingredients went into it:
● Fuselage, engine, cockpit/pilot and tail from a Revell Macchi C.200 "Saetta"
● Upper wing from a Matchbox Gloster "Gladiator"
● Lower wings from a Matchbox SBC "Helldiver"
● Wheels from a Matchbox Hs 126 (shortened)
Pretty straightforward, but even though it would be a small aircraft model, it would come with two big challenges: mounting the lower wings and shaping the resulting, gaping belly, and the custom-made struts and wirings for the upper wing.
Work started with the Macchi C.200’s fuselage, which was built OOB - just without the wing, which is a single part, different pilot (the included one is a pygmy!) and with a free spinning metal axis for the propeller.
The wing installation started with the lower wings. I glued the Helldiver wings onto the C.200 fuselage, so that the wings' trailing edge would match the C.200's wing root ends. From that, a floor plate was fitted under the fuselage and any excessive material removed, the gaps filled with lumps of 2C putty. That moved the lower wing's roots backwards, creating space at the lower forward fuselage for the new landing gear.
The latter was taken from a vintage Matchbox Hs 126 reconnaissance aircraft - probably 25, if 30 years old... Size was O.K., but the struts had to shortened by about 5mm, as thge HS 126 is a much bigger/longer aircraft than the C.200. A cut was made just above the wheel spats, material taken out, and the separate parts were glued back together again.
With the lower wings in place I started building strut supports for the upper wing from styrene strips - tricky and needs patience, but effective. I started with the outer supports, carving something SBC-style from styrene. These were glued into place, slightly canted outwards, and their length/height adapted to the upper wing’s position.
When this was settled, the upper Gladiator wing was glued into place. After a thorough drying period the short fuselage supports in front of the cockpit – again, styrene strips – were inserted into the gap. This allowed an individual lengthening, and was easier than expected, with a stable result.
After having the upper wing glued in place I added some wiring, made from heated and pulled-out styrene sprues. This not only enhances the kit's look, it also (just like in real life) improves rigidity of the model. Also a tedious task, but IMHO worth the effort. I tried thin wire, nylon strings and sewing yarn for this job, but finally the styrene solution is what worked best for me.
The exhaust installation had also to be modified: the new Hs 126 struts with spats would have been where the original C.200’s hot exhaust gases would have gone, so I added new exhaust pipes that would go between the new legs.
Other small added details included, among others, a pitot on a wing strut, a visor in front of the cockpit, a radio antenna, a ladder made from wire.
Painting and markings:
I would not call the Austrian 3+1-tone pre-WWII-scheme spectacular, but the colors are unique. My scheme is based on an Austrian Ju 86 bomber from 1938, so it fits into the intended time frame.
The colors were puzzled together from various sources and are subjective guesstimates:
● A pale, yellow-ish beige (Humbrol 74, ‘Linen’, out of production)
● A rather brownish green (Testors 1711, ‘Olive Drab’, FS 34087)
● A dark green with a yellow-ish hue (Humbrol 116, ‘US Dark Green’ FS 34079)
● Light blue for the undersides (Humbrol 65, ‘Aircraft Blue’, RLM 65)
In order to add some details I painted the area behind the engine cowling in aluminum. The respective part under the fuselage, where the exhaust gases would pass, was painted in Steel – both Testors Metallizers.
The interior surfaces were painted in a neutral Grey – but with the engine and the pilot in place you cannot see anything of that at all.
Markings are minimal: the Austrian roundels come from a TL Decals aftermarket sheet, the flag on the rudder was laid out with red paint (a mix of Humbrol 19 and 60), the white bar is a decal. The tactical code is fictional, puzzled together from single digits in various sizes (also from TL Modellbau sheets). The original documents how purely black fuselage codes, but I found these hard to read. So I chose digits with a white rim (actually, these belong to modern German Luftwaffe tactical codes in 1:32), which improve contrast a little.
The kit received a thin black ink wash and some shading/dry-painting with lighter basic tones (Humbrol 103, 155, Model Master 2138,‘Israeli Armor Sand Grey’, and Humbrol 122). After decal application, another turn with overall Hemp and Light Grey was done in order to fade contrast and to emphasize the surface structure. The wires were also painted, but only with thinned black ink and a VERY soft brush.
Finally, everything was sealed under a spray coat of matt acrylic varnish.
Voilà, and done in just about a week!