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Attendees can participate in live demonstrations of newly-released products at WTS19, including this demonstration of NTEA’s Vehicle Center of Gravity & Axle Weight Calculator and the TruckScience cloud-based calculator (offers enhanced features for advanced applications).
Learn more at www.worktruckshow.com.
Price : 1200/kg
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Minimum weight : 2.5 kg
Type of cake : Special shape
Flavour : Chocolate
100% Eggless
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Call us for instant help : 8873005500
Note :
> The cake stand, cutlery and accessories used in the image are only for representations purposes. They are not delivered with the cake.
> The image displayed is indicative in nature. Actual product may very as per the availability.
> The cake is hand delivered in a good quality box.
> Store cream cake in a refrigerator.
> The cake should be consumed within 1 hour.
> Enjoy your cake!
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+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The Korean People's Army Air and Anti-Air Force began as the "Korean Aviation Society" in 1945. It was organized along the lines of flying clubs in the Soviet Union. In 1946, the society became a military organization and became an aviation division of the Korean People's Army (KPA). It became a branch of the army in its own right in November 1948. The KPAF incorporated much of the original Soviet air tactics, as well as North Korean experience from the UN bombings during the Korean War.
North Korea’s first indigenous jet fighter aircraft, the Wonsan Aircraft Works 여-1 (known as “W-1” outside of the country), started its existence in China as the Shenyang J-3 (Jianjiji = fighter). The J-3 was a project to exploit the knowledge and hardware gained through the license production of the Soviet MiG-15UTI trainer, locally designated JJ-2 (Jianjiji Jiaolianji – fighter trainer), a study that was primarily intended to improve China’s aircraft industry and the country’s respective engineering know how after the Korean War. The Soviet VVS and PVO had been the primary users of the MiG-15 during the Korean war, but not the only ones; it was also used by the PLAAF and KPAF (known as the United Air Army).
The J-3 was designed during the Korean War between 1952 and 1953 and two prototypes were built with Soviet help and tested in 1953, but the aircraft came too late – and it was not regarded as a successor or even an alternative to the Soviet MiG-15, because it lacked modern features like swept wings. The J-3’s design drew more on American rather than British inspiration, having elected to use features such as a very thin (but almost straight) wing akin to the Lockheed P-80 Shooting Star and a basic configuration comparable to the North American F-86 Sabre. Due to its conceptual interceptor role, an emphasis had been placed on a fast rate of climb. Power came from a Klimov VK-1 centrifugal-flow turbojet, a derivative of the British Rolls-Royce Nene Mk.104B that also powered the MiG-15. Armament consisted of four 23 mm (0.906 in) Nudelman-Suranov NS-23 autocannon under the nose.
The J-3’s rate of progress on the project was such that, within 15 months of design work having formally started, the first prototype had been fully constructed. On 28 October 1953, the first J-3 fighter prototype conducted its first flight, even though it still lacked pressurization, armament, and other military equipment. Gradually, new hardware was integrated and tested, and a second aircraft joined the tests in January 1954. Flight tests followed quickly and showed that the J-3 was easy to fly and had exceptional performance and maneuverability for a straight-wing aircraft. Unfortunately, it soon became clear that the laminar flow section used for the original tail unit was totally unsuitable, with extremely severe buffeting setting in at 500 km/h (310 mph). The buffeting was so bad that the test pilots were thrown about in the cockpit, banging their head on the canopy, and the needles fell off all the flight instruments. Fortunately, accidents could be avoided, and the tailplane section was changed with much improved results.
The gun armament caused troubles, too. Firing all four NS-23 at once made the robust engine surge – a problem that did not occur on the MiG-15, but it only carried two of these weapons. A remedy was eventually found through the introduction of a slightly elongated nose that kept the air intake further away from the gun blast shock waves. The flight and test program lasted until 1955, and a total of five J-3 prototypes were built, but with no serious plan to put this aircraft into series production, even more so after China had been offered to produce the even more modern and capable Soviet MiG-17 fighter under license as the J-5. In the People's Republic of China (PRC), an initial MiG-17F was assembled from parts in 1956, with license production following in 1957 at Shenyang. The Chinese-built version was/is known as the Shenyang J-5 (for local use) or F-5 (for export). After this decision, the J-3 program was stopped, but the machines were retained in flightworthy condition as testbeds and chase planes by the PLAAF until the late Sixties
However, this was not the end of the J-3. After fighting had ended on 27 July 1953 when the Korean Armistice Agreement was signed, the Korean People's Army Air and Anti-Air Force (KPAAF) was keen to boost its capabilities and build a domestic aircraft industry, beyond the option to produce existing designs in license. Turning to its main sponsor China, North Korea was offered the plans for the J-3 and its tools, together with a supply of Chinese-built VK-1 engines. Even though the J-3 did not represent the state-of-the-art in jet fighters anymore, it was the best option for an industrial quickstart and until 1956 a dedicated production site for the J-3 was built at Wonsan, leading to the Wonsan Aircraft Works (Wonsan hang-gong-gi jag-eob , 원산 항공기 작업) and its first military product, the 여-1 (Yeo-1 = W-1). When NATO became aware of the aircraft it received the reporting code name “Freshman”.
However, despite the J-3’s plans and tools at hand, the W-1’s production was hampered by the lack of experience, sub-optimal materials, and poor logistics (esp. concerning vital imported components like the Chinese WP-5 engine, a license-built VK-1). Consequently, it took almost three years to roll out the first pre-serial production aircraft in 1959, and even then, the W-1 was plagued with material and reliability problems. Furthermore, once the W-1 became operational in 1961, the aircraft had become outdated. The W-1 had been designed to intercept straight-and-level-flying enemy bombers, not for air-to-air combat (dogfighting) with other fighters. The subsonic (Mach .76) fighter was effective against slower (Mach .6-.8), heavily loaded U.S. fighter-bombers from the Fifties, as well as the mainstay American strategic bombers during the aircraft's development cycle (such as the Boeing B-50 Superfortress or Convair B-36 Peacemaker, which were both still powered by piston engines). It was not however able to intercept the new generation of British jet bombers such as the Avro Vulcan and Handley Page Victor, which could both fly higher. Most W-1s were initially used as night fighters – even though they lacked any on-board radar and the pilot had to rely on visual contact and/or radio guidance from ground stations to make out and close in on a potential target. The USAF's introduction of strategic bombers capable of supersonic dash speeds such as the B-58 Hustler and General Dynamics FB-111 rendered the W-1 totally obsolete in front-line KPAAF service, and they were quickly supplanted by supersonic interceptors such as the MiG-21 and MiG-23.
The rugged aircraft was not retired, though, and found use as ground attack aircraft (despite its limited payload of around 2 tons) and as an advanced fighter trainer. Total production numbers are uncertain, but less than 100 W-1s were produced until 1969, with no further variants becoming known. In 1990, probably forty were still operational, and even after 2000 some KPAAF W-1s were still flying.
General characteristics:
Crew: 1
Length: 10.73 m (35 ft 2 in)
Wingspan: 12.16 m (39 ft 10½ in)
Height: 4.46 m (14 ft 7½ in)
Wing area: 23.8 m² (256 sq ft)
Aspect ratio: 7.3
Empty weight: 4,142 kg (9,132 lb)
Gross weight: 7,404 kg (16,323 lb)
Max takeoff weight: 7,900 kg (17,417 lb)
Powerplant:
1× Wopen WP-5 (Rolls-Royce Nene Mk.104B) centrifugal-flow turbojet
with 26.5 kN (5,950 lbf) thrust
Performance:
Maximum speed: 940 km/h (580 mph, 510 kn) at sea level
Maximum speed: Mach 0.76
Cruise speed: 750 km/h (470 mph, 400 kn)
Maximum Mach number: M0.83
Combat range: 450 km (280 mi, 240 nmi)
Ferry range: 920 km (570 mi, 500 nmi)
Service ceiling: 13,000 m (43,000 ft)
Rate of climb: 38 m/s (7,500 ft/min)
Take-off run: 783 m (2,569 ft)
Landing run: 910 m (2,986 ft)
Armament:
4× 23 mm (0.906 in) Nudelman-Suranov NS-23 autocannon with 100 rounds per gun
2× underwing hardpoints for 2.000 kg of payload, including a variety of unguided iron bombs such
as 2× 250 kg (500 lb) bombs, napalm tanks, pods with unguided missiles, or 2× 350 l (92 US
gal; 77 imp gal) drop tanks for extended range.
The kit and its assembly:
I always thought that the tubby Dassault Ouragan had something “Soviet-ish” about it, looking much like one of the obscure early Yakowlew jet fighter prototypes (e .g. the straight-wing Yak-25 [first use of this designation in 1947] or the swept-wing Yak-30) around 1950. With this idea I had stashed away a Heller Ouragan for a while, and recently wondered about an indigenous North-Korean aircraft that could have emerged after the Korean War? The Ouragan looked like a good basis, and so this project started as a simple conversion of the Heller kit.
While most of the airframe was retained, I made some cosmetic changes to change the aircraft’s looks and add a Warsaw Pact flavor. The characteristic wing tip tanks disappeared, and the wings’ ends were rounded off. The fin tip was extended with a piece of 1.5 mm styrene sheet and a different fin shape was sculpted from it. The original stabilizers were replaced with what I think are stabilizers from a VEB Plasticart 1:100 An-24 – they better match the wing shape than the OOB parts!
The cockpit was taken OOB, I just replaced the ejection seat with a different piece from a KP 1:72 MiG-19. The air intake was modified with the opening from a Heller 1:72 F-84G, extending and narrowing it slightly, even though the internal splitter plate (which also bears the front wheel well) was retained. The landing gear was also basically taken OOB, but the main wheels were now mounted on the outside position (with an adaptation of the covers), and the front wheel was moved 3 mm further forward, to compensate for the slightly longer nose section, and its cover was modified accordingly. The flaps were lowered, primarily because this modification is easy to realize on this kit and it makes the simple aircraft look “livelier”, and the canopy was cut into three parts for open display.
Pylons were added under the wings, together with drop tanks from a Hobby Boss 1:72 MiG-15. The same source provided the swept antenna mast behind the cockpit and the small but characteristic altimeter sensors under the wings. As a final twist of “Sovietization” I added small fences to the wings, made from styrene profiles – they would not be necessary on the aircraft’s straight wings, but they help change the model’s overall look. 😉
Building the Heller Ouragan was a straightforward affair, even though the plastic of the recent re-boxing I used was pretty soft and took long to cure after gluing parts together. A real problem occurred when I tried to close the fuselage halves, though, because the parts did not align well behind the cockpit, as if they were warped? The walls were rather thin, too, and as a result a lot of PSR went into the spine and the ventral area behind the wings, which mismatched badly. The rather thin material in these areas did not help much, either. I have built the Ouragan before, and I do not remember these massive troubles?!
Painting and markings:
I initially considered a North-Korean night fighter camouflage from the Korea War, but since the aircraft would have been introduced into service after the open hostilities, I rather settled for a very dry NMF finish with minimal markings. Therefore, the model received an overall coat with “White Aluminum” from the rattle can and a light overall rubbing treatment with graphite to emphasize the raised panel lines and add a slightly irregular metallic shine to the paint. Since they had disappeared through PSR, I also added/recreated some panel lines with a soft pencil.
The cockpit interior was painted in medium grey and Soviet cockpit turquoise, the landing gear and its wells became metallic-grey (Humbrol 56). The areas around the exhaust and the guns were painted with Revell 91 (Iron), the only color contrasts are red trim tabs.
The large KPAAF roundels with a white background came from a Cutting Edge MiG-15 sheet, the large red tactical code was left over from an unidentifiable “Eastern Bloc” model’s decal sheet. After some more graphite treatment around the guns and the tail section the model was sealed with a coat of semi-gloss acrylic varnish (Italeri), resulting in a nice metallic shine that looks better than expected on this uniform aircraft.
Well, this converted Ouragan looks pretty dull at first sight, due to its simple livery. But this makes it pretty plausible, and the small cosmetic changes add a serious Soviet-esque touch to the aircraft.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The origins of the Saab 19 date back before the onset of WWII. At that time, the Swedish Air Force (Flygvapnet) was equipped with largely obsolete Gloster Gladiator (J 8) biplane fighters. To augment this, Sweden ordered 120 Seversky P-35 (J 9) and 144 P-66 Vanguard (J 10) aircraft from the United States.
However, on 18 June 1940, United States declared an embargo against exporting weapons to any nation other than Great Britain. As the result, the Flygvapnet suddenly faced a shortage of modern fighters.
Just in time, Saab had presented to the Ministry on Sep 4th 1939 a fighter that had been meant to replace the obsolete Gloster Gladiators. The aircraft carried the internal development code ‘L-12’ and had been designed in collaboration with US engineers in Sweden, who were to aid with license production of Northrop 8-A 1s and NA-16-4 Ms.
The L-12 looked very much like the contemporary, Japanese Mitsubishi A6M “Zero” (which had been seriously considered by the Flygvapnet, but import or license production turned out to be impractical). The aircraft was a very modern all-metal construction with fabric covered control surfaces. The L-12 was to be powered by a 1.065 hp Bristol Taurus and maximum speed was calculated to be 605 km/h. Its relatively heavy armament consisted of four wing-mounted 13.2mm guns and two synchronized 8 mm MGs on top of the engine, firing through the propeller arc.
The design was quickly approved and the new aircraft was to be introduced to the Flygvapnet as the ‘J 19A’. Production aircraft would be outfitted with a more powerful Bristol Taurus II, giving 1.400 hp with 100-octane fuel and pushing the top speed to 630 km/h. But the war’s outbreak spoiled these plans literally over night: the L-12 had to be stopped, as the intended engine and any import or license production option vanished. This was a severe problem, since production of the first airframes had already started at Trollhättan, in the same underground factory where the B 3 bomber (license-built Ju-86K of German origin with radial engines) was built. About 30 pre-production airframes were finished or under construction, but lacked an appropriate engine!
With only half of a promising aircraft at hand and the dire need for fighters, the Swedish government decided to outfit these initial aircraft with non-license-built Wright R-2600-6 Twin Cyclone radial engines with an output of 1.600 hp (1.194 kW). The fuselage-mounted machine guns were deleted, due to the lack of internal space and in order to save weight, and the modified machines were designated J 19B. This was only a stop-gap solution, though. P&W Twin Wasp engines had also been considered as a potential power plant (resulting in the J 19C), but the US didn't want to sell any engines at that time to Sweden and this variant never materialized.
An initial batch of 24 J 19B aircraft was eventually completed and delivered to F3 at Lidköping in late 1940, while airframe construction was kept up at small pace, but only seven more J 19Bs were completed with R-2600 engines. Uncompleted airframes were left in stock for spares, and further production was halted in mid 1941, since the engine question could not be solved sufficiently.
The J 19B proved to be a controversial aircraft, not only because of its dubious engine. While it was basically a fast and agile aircraft, the heavy R-2600 engine was rather cumbersome and not suited for a fighter. Handling in the air as well as on the ground was demanding, due to the concentration of weight at the aircraft’s front – several J 19Bs tipped over while landing. As a consequence, the J 19B simply could not live up to its potential and was no real match for modern and more agile fighters like the Bf 109 or the Spitfire – but the Swedish equipment shortages kept the machines in service throughout WWII, even though primarily in a ground attack role and fulfilling other secondary line duties.
Towards the end of WWII, the J 19’s intended role was eventually filled by the indigenous FFVS J 22 fighter – ironically, it was outfitted with a license-built P&W Twin Wasp. By that time, about forty J 19 airframes were more or less complete, just lacking a proper engine. Mounting the now available Twin Wasp to these had seriously been considered, but the aircraft’s performance would not suffice anymore. Consequently, a thorough modification program for the J 19 was started in late 1944, leading to the post-WWII J 19D.
The J 19D was another stopgap program, though, and the economical attempt to bring the fighter’s performance on par with contemporary fighters like the American P-47 or the P-51; both of these types had been tested and considered for procurement, and the P-51 was eventually ordered in early 1945 from US surplus stock as the J 26, even though deliveries were postponed until 1946. The J 19D was to bridge the time until the J 26 was fully introduced, and would later serve in the attack role.
Since the J 19 airframe could not take a large and powerful radial engine like the R-2800, Saab made a radical move and decided to integrate an inline engine – despite the need for some fundamental changes to the airframe. The choice fell on the Packard V-1650, the same engine that also powered the J 26 fighters, so that procurement, maintenance and logistics could be streamlined.
Integration of the very different engine necessitated a complete re-design of the engine attachment architecture, a new, streamlined cowling and the addition of a relatively large radiator bath under the fuselage. A new four blade propeller was introduced and enlarged, all-metal stabilizers were integrated, too, in order to compensate the changed aerodynamics induced by the new radiator arrangement (which made the aircraft pitch down in level flight). A new bubble canopy with minimal framing was introduced, too, offering a much better all-round field of view for the pilot.
Even though the inline engine had a lower nominal output than the J 19B’s heavy R-2600, performance of the J 19D improved appreciably and it became, thanks to improved aerodynamics, a better overall weight distribution, more agile – finally living up to its original design plans, even though its performance was still not outstanding.
Armament was upgraded, too: the inner pair of wing-mounted 13.2mm machine guns was replaced by 20mm Bofors cannons (license-built Hispano-Suiza HS.404), considerably improving weapon range and firepower. Under the outer wings, hardpoints could take a pair of 250 kg bombs, 300 l drop tanks or up to eight 50 kg bombs and/or unguided missiles.
After WWII, the J 19B survivors were kept in service and soldiered on until 1948, when all remaining aircraft were scrapped. Wright was also paid the overdue license fees for the originally unlicensed engines. The J 19D served together with the J 22 and J 26 fighters until 1950, when all of these piston engine fighters were gradually replaced by de Havilland Vampires (J 28) and the indigenous J 29 Tunnan, which rapidly brought the Swedish Air Force into the jet age. The last four J 19Ds, used as liaison aircraft at F 8 at Barkarby, were retired in 1954.
Saab J 19A General characteristics
Crew: One
Length: 9.68 m (31 ft 8 1/2 in)
Wingspan: 12.0 m (39 ft 4 in)
Height: 3.05 m (10 ft 0 in)
Wing area: 22.44 m² (241.5 ft²)
Empty weight: 1,630 kg (3,590 lb)
Loaded weight: 2,390 kg (5,264 lb)
Aspect ratio: 6.4
Powerplant:
1× Packard V-1650-7 liquid-cooled V-12, with a 2 stage intercooled supercharger,
rated at 1,490 hp (1,111 kW) at 3,000 rpm
Performance
Maximum speed: 640 km/h (397 mph) at 4.550 m (14.930 ft)
Cruise speed: 380 km/h (236 mph)
Landing speed: 140 km/h (90 mph)
Range: 1.500 km (930 mi; 810 nmi)
Service ceiling: 11.800 m (38.650 ft)
Rate of climb: 15.9 m/s (3,125 ft/min)
Armament:
2× 20 mm Bofors (Hispano-Suiza HS.404) cannons with 120 RPG
2× 13.2 mm (0.53 in) M/39A (Browning M2) machine guns with 500 RPG
Underwing hardpoints for an ordnance of 500 kg (1.100 lb), including a pair of 300 l drop tanks,
two 250 kg (550 lb) bombs, eight 50 kg (110 lb) bombs or eight unguided missiles.
The kit and its assembly
This is actually the second J 19 I have converted from a Hobby Boss A6M – and this build addresses two questions that probably nobody ever asked:
● What would a Mitsubishi Zero with an inline engine look like?
● Could the fictional Swedish aircraft have survived WWII, and in which form?
The Saab J 19 never saw the hardware stage, but it was a real life project that was eventually killed through the outbreak of WWII and the lack of engines mentioned in the background above. Anyway, it was/is called the “Swedish Zero” because it resembled the Japanese fighter VERY much – wing shape, fuselage, tail section, even the cockpit glazing!
This build/conversion was very similar to my first one, which ended up as a J 19B with an R-2600 engine from a Matchbox B-25 Mitchell bomber. However, due to the later time frame and different donor parts at hand things took a different route – this time, the key idea was the modernization/update of a rather outdated airframe, and the old J 19B model was the benchmark.
Again, much of the literally massive(!) Hobby Boss Zero was taken OOB, but changes this time included:
● The nose/cowling from a Matchbox P-51D
● A modified ventral radiator bath from a HUMA Me 309
● New horizontal stabilizers from a Griffon Spitfire
● A new propeller (Pavla resin parts for a post WWII P-51D/K with uncuffed blades)
● OOB main landing gear was inverted, so that the wheel discs face inwards
● New main wheels from an AZ Models Spitfire, IIRC
● New retractable tail wheel, from a Bf 109 G; the arrestor hook opening was closed
● A vacu canopy for a late mark Hawker Typhoon, plus some interior details behind the seat
In order to adapt the Mustang’s nose to the slender and circular A6M fuselage, a wedge plug was inserted between the fuselage halves from the Matchbox kit and a styrene tube added inside as a propeller mount. The latter, a resin piece, received a long metal axis and can spin freely.
For the new bubble canopy the cockpit opening and the basic interior was retained, but the dorsal section around the cockpit re-sculpted with putty. Took some time, but worked well and everything blends surprisingly well into each other – even though the aircraft, with its new engine, somehow reminds me of a Hawker Hurricane now? From certain angles the whole thing also has a P-39 touch? Weird!
Painting and markings
Again the dire question: how to paint this one? Once more I did not want to use a typical olive green/light blue Swedish livery, even though it would have been the most plausible option. I eventually settled for a pure natural metal finish, inspired by the post-WWII J 26/Mustangs in Swedish service, which furthermore carried only minimal tactical markings: roundels in six positions, the Flygflottilj number on the fuselage and a colored letter code on the tail, plus a spinner in the same color. Very simple and plain, but with more and more Swedish whiffs piling up, I am looking for as much camouflage/livery diversity as possible, and an NMF machine was still missing. :D
All interior surfaces were painted in RLM 02, and for the NMF I used my personal “recipe” with a basis of Revell 99 (Aluminum, acrylics) plus a black ink wash, followed by panel post-shading with Humbrol “Polished Aluminum” Metallizer (27002), rubbing/polishing with a soft cotton cloth and finally and a light rubbing treatment with grinded graphite for weathering effects and a worn, metallic shine of the surfaces.
Around the exhaust stubs, slightly darker panels were painted with Revell Acyrlics 91 (Iron) and ModelMaster Magnesium Metallizer. A black anti glare panel was added in front of the cockpit (P-51 style). The green propeller boss was painted with a mix of Humbrol 3 and 131 – emulating the color of the green code letter on the fin as good as possible.
The decals were puzzled together; the bright roundels belong to a Swedish Fiat CR.42, from a Sky Models sheet. The “8” on the fuselage comes from an early WWII Swedish Gloster Gladiator code (SBS Models), while the green “E” is an RAF code letter from a Heller Supermarine Spitfire Mk. XVI – actually a total print color disaster, since this deep green is supposed to be Sky!? For better contrast on the Aluminum the letter was placed on a white background, created from single decal strips (generic material from TL Modellbau).
After some soot stains around the exhaust stubs and the fuselage flanks with more graphite, as well as around the gun muzzles, the kit was sealed with a 4:1 mix of gloss and matt acrylic varnish, only the anti glare panel and the propeller blades became 100% matt. Some more matt varnish was also dabbed over the soot stains.
So, another J 19, and the “Zero with an inline engine” looks pretty strange – not as streamlined as other late WWII designs like the P-51 or Griffon-powered Spitfires, yet with a modern touch. The NMF livery looks a bit boring, but the unusual green code (used by liason J 26s from F 8 and some rare 4th or 5th divisions) is a nice contrast to the bright and large Swedish roundels, underlining the pretty elegant lines of the converted Zero!
You can download Weight Loss 007 in your computer by clicking resolution image in Download by size:. Don't forget to rate and comment if you interest with this wallpaper.
Greetings from the San Diego Zoo
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Greetings from Panda Canyon!
Week 10 of my weight-loss attempt and I'm still cracking on. It feels like it's slowed down but I'm still coming down. This marks cracking the 16.5stone barrier.
Dublin Bus (Donnybrook) 94-D-192 lays over at Bray DART Station in the Summer of 2004.
The vehicle was one of several carrying AOA's at the time, in this case for Weight Watchers by Heinz.
RA192 lasted until the Autumn of 2006, being sold to Huggins Coaches in Merseyside, later passing to Happy Als. The vehicle's current location is unclear, since Happy Als withdrew their RA's, being replaced ironically enough with ex Dublin RV's.
Price : ₹800/kg
Minimum weight : 1.5kg
Type of cake : Fresh cream
Shape : Round
100% Eggless
-------------------------------------------------
Base : White sponge
Layers :
Toppings :
-------------------------------------------------
Call us for instant help : 8873005500
Note :
> The cake stand, cutlery and accessories used in the image are only for representations purposes. They are not delivered with the cake.
> The image displayed is indicative in nature. Cake being handmade may differ as per craftsmanship.
> The cake is hand delivered in a good quality box.
> The cake should be consumed within 1 hour unless refrigerate.
> Enjoy your cake!
BACK TO ALBUM LIST :
www.flickr.com/photos/monginis/albums/with/72157719664993176
I bought the old glass weight many years ago in a junk shop and I've use it in the mounting procedure for every photograph that I have framed since.
Every time I pick it up or move it around on the work bench I get that tingling sense of affection for its beauty and almost its 'gravitas' like a wise old friend for whom I have a lot of respect!
So together we made its 'portrait' and it sat there patiently, perfectly still while the background and the lighting were tweaked, lenses were changed and several earlier snaps were rejected. So here it is.
Show weight for a Great Pyrenees female is 85-120 pounds (38-54 kg). Fidget, who has always gotten plenty to eat, weighs 75 pounds, making her a wee lass by Pyr standards.
One day at the vet's office recently, a big guy came over to us, ruffled Fidgets fur and said, "You sure are cute. If you were a little bigger, you'd look just like a Great Pyrenees".
Fidget didn't bite him or even growl, but if looks could kill ...
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+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background
With the ending of World War II in 1945, the Valtion Lentokonetehdas and other state owned factories were merged into the company Valtion Metallitehtaat Lentokonetehdas (State Metal Factories, often abbreviated to V.M.T. or VMT). This company did not only focus on aircraft but on anything from general house-hold machinery to engines.
At that time the Ilmavoimat, the Finnish air Force, was left with Messerschmitt 109 Gs and some other obsolete types. The Finnish aircraft design declined during a number of years and it was not until 1947 when a new design was flown – the VMT
The aircraft was not completely new. It was based on the VL Pyörremyrsky (Hurricane) from 1944, a local evolution of the Me 109 G. The use of wood in the construction of the aircraft was maximised due to the sparseness of metals. The goal was to create a fighter with similar flight qualities to the German Messerschmitt Bf 109G. The engine and the propeller were directly taken from the Bf 109G. The landing gear was significantly widened in order to address one of the German fighter's most noteworthy shortcomings, the handling on ground.
Like its stillborn progenitor, the VL Pyörremyrsky, the new Salama (‘Lightning’) would share most of its airframe with a proven model, and in fact the Salam's structure was by more than 60% based on the Bf 109G airframe. Unfortunately for the design team around Torsti Verkkola, the Salama's proposed DB 603A engine was not available anymore due to the Paris peace talks of 1947. These forbade the use of German technology and put other limitations on the FAF, so the Finnish designers and engineers had to look for an alternative and chose the French SNECMA 12H00 engine, ultimately a derivative of the German Jumo 213A engine from WWII.
This different inverted V-12 engine required some reconstruction of the engine cowling. The supercharger intake was relocated to the starboard side of the cowling, and cooling system had to be adapted, too. Furthermore, the new aircraft featured an enlarged wing area, a taller tail, an Erla Haube-style canopy of later Bf 109G variants, a broad-track landing gear which improved ground handling considerably, and an annular radiator for the inline engine which gave the aircraft a superficial resemblance to a radial engine and to the very similar installation on the German WWII Focke-Wulf Fw 190D.
As the project progressed, the Salama I evolved from a simple, enhanced version of the Bf 109 to a progressively more capable fighter - a measure to keep up with the fast jet fighter development after WWII. The Salama I lacked the high turn rate and higher rate of roll of the Bf 109, but it was faster, however, with a maximum speed of more than 700km/h (434 mph) at 6,600 meters (21,650 ft), and it handled well.
Serial production started in December 1949. The Salama featured armament of one engine-mounted 30 mm (1.18 in) ADEN 30 cannon with 65 RPG, plus two 20 mm Hispano-Suiza HS.404 cannons in the wing roots with 250 RPG. The machines also featured three weapon hardpoints: one under the fuselage, for a drop tank or bombs up to 500kg, one under each wing, for lighter bombs, unguided rockets or podded 20mm guns with 135 RPG each.
Only 55 Salamas I were built, and none survived the type's short career: after only 5 years it was clear that the piston-engined fighter was outdated. Together with the remaining Finnish Me 109 G the Salama continued in service until spring 1954 when the FAF entered the Jet Age. The last flight was on 21 March 1954.
General characteristics
Crew: One pilot
Length: 9.74 m (31 ft 11 in)
Wingspan: 10.95 m (35 ft 11 in)
Height: 4.00 m (13 ft 1 in)
Wing area: 17.2 m² (185 ft²)
Empty weight: 3,200 kg (7,050 lb)
Loaded weight: 4,085 kg (8,987 lb)
Powerplant: 1 × SNECMA 12H00 inverted V-12 piston engine with 1,750 PS (1,726 hp, 1,287 kW); the engine could produce 2,100 PS (2,071 hp, 1,545 kW) of emergency power with MW 50 injection
Performance
Maximum speed: 724 km/h (450 mph)
Service ceiling: 11,600 m (38,030 ft)
Wing loading: 238 kg/m² (49 lb/ft²)
Power/mass: 0.36 kW/kg (0.22 hp/lb)
Armament
1 × 30 mm (1.18 in) ADEN 30 cannon, 65 RPG
2 × 20 mm (.78 in) Hispano-Suiza HS.404 cannon, 250 RPG
Up to 900kg (2.000 lbs) extrenal ordnance on three hardpoints under the wings and fuselage
The kit and its assembly
Finland is another country with a relatively rich aircraft industry and with one of the oldest air forces in the world. So, why not "contribute" a fictional whif aircraft?
Anyway, the pitfall is that the use of a German aircraft as a development basis in Finland after WWII was rather unlikely after the Paris peace talks of 1947. The Fins were inventive, though, and why shouldn’t they have taken the Pyörremyrsky fighter from 1944 further – only 1 prototype had ever been assembled? It would have certainly looked like the Me 209 V5. And the Fins could have used the import loophole for the Jumo 213 from France, so: why not?
The basic kit is HUMA’s German Me 209 V5 from WWII. In the real world only four prototypes were eventually built, and the design was superseded by the Focke Wulf Ta 152 and the evn more promising Me 262 jet fighter. Just in the whiffy outline above, a great aircraft just came to late.
HUMA's kit is simple, with recessed panel lines and a sprue with very fine injected styrene materials (instead of etched parts). Fit is average, though, the HUMA kit is more or less like a good Mtahcbox kit. You need some experience and dedication to make something from it, and for what you get it is IMHO overpriced, despite being an exotic aircraft.
I did not modify much, just the spinner was exchanged for a longer, more pointed piece (from a Matchbox Wellington), and the tail wheel received a well with covers - the original Me 209 V5 only had a semi-retractable tail wheel. The gun pods come with the original kit. I just added a pilot figure and cut the canopy open, and some struts were added inside of the landing gear wells. Other small changes include the omitted engine-mounted machine guns (just filled them with putty), as well as lowered flaps and slats for a non-static look.
Painting
I must admit that I love the unique, typical Finnish WWII camouflage scheme very much. Officially, the upper colors are called Oliivinvihreä (Olive Green), Musta (Black) and Vaaleansininen (Light Blue) or Vaaleanharmaa (Very Light Grey) for the undersides, separated by a wavy demarcation.
Finding appropriate tones is not easy, manufacturers' recommendations are contradictive, so checking pictures of real life aircraft is IMHO the best way to go. My choice fell on Testors 2027 (FS 34096, a grayish-green tone, originally used on SAC B-52s!) and mix of Humbrol 66 with 33, for a very dark olive drab color with potential for some even darker shades. Pure black is just too dark, and many pictures show the dark tone in a very deteriotated state, yielding a greenish hue. For the lower sides I went for Testors 2078 - this is German RLM 65 from WWII, and the authentic tone for light blue Finnish aircraft underside. The Testors paint is not as bright as the Humbrol color, adding to a rather worn and faded look. This was further enhanced by some shading with lighter basic tones on the upper surfaces (including Humbrol 86 and some RLM 02 from Testors, plus some Humbrol 168, Hemp), as well as a light emphasis of panel lines with darker tones and a light black ink wash.
The interior was painted with Humbrol 225 (Mid Stone) and 81 (Chromate Yellow) - not certain if this would fit, but I know that Finnish P-36 had this color inside, and I did not want a uniform greyish tone like RLM 02, since the exterior bears a similar basic color.
The black and yellow spiral on the spinner is a fantasy detail, even though I found several Bf 109Gs with similar decorations, or with black spinner of which a 1/3 segment has been painted white. Anyway, it's a nice, colorful detail on the otherwise simple aircraft.
The Finnish roundels and the squadron emblem were puzzled together from the scrap box, from various MiG-21 kits. The bort numbers were improvised with single aftermarket decal letters/digits from TL Modellbau. Overall, the aircraft was supposed to look simple and reveal its whiffy nature only at second glance.
Not a spectacular whif, but IMHO a good story for an aircraft that failed to live up to its expectations.
My draw weight here is 58,191 and my texture maps are so small (aside from my skin, only one is 512x512 most of my textures are 64x64 or 128x128) that my avatar uses less VRAM to render than most individual attachments on other avatars. If most avatars were about this efficient you'd experience much higher FPS and much less lag in SL, even in packed sims.
Taken with my Huawei Mate 8 cell phone!
Poor tachinid fly seems to have gained a little weight, even this wide blade of grass appears to have bent and cracked under the hefty strain placed on it by this fat fellow.
Haynes Apperson Surrey (1902) Engine 500cc 8 HP Two Cylinder
Country of Origin USA (Kokomo, Indiana)
Registration Number BS 8683
Body Type Runabout
2021 London-Brighton Number 151
Entrant Martin Bodenham
Pilote Martin Bodenham
HAYNES (HAYNES APPERSON) ALBUM
www.flickr.com/photos/45676495@N05/albums/72157700577222292/
With a badge that carried the slogan - Americas First Car, the Haynes Automobile Company can trace its car making history back to 1898 when the company, formerly known as Haynes-Apperson company was established in Kokomo, Indiana, by brothers Edgar Apperson, Elmer Apperson and Elwood Haynes. Elwood Haynes was a talented metallurgist who invented a very special stainless steel alloy called Stellite which is still used to this day on the space shuttle to this day, he approached the Apperson Brothers to build his first car. The cars were powered by 5 HP engines while the heavy parts were made of aluminium alloy.
In 1905 the Apperson brothers left the company to form Apperson Brothers Automobile Company. Elwood Haynes remained renaming the old company simply the Haynes Automobile Co. from 1914,
Haynes offered a Light Six at $1485. Their ads boasted that it was, - The result of 22 years successful experience in building motor Haynes also proclaimed it Americas greatest light six, and that it will travel 22 to 25 miles on one gallon of gas and has more than 1 horsepower to every 55 pounds of weight.
For 1916 Haynes introduced the twelve cylinder Light Twelve, sold alongside a refined Light Six in the guise of Models 36 and 37
1923 saw the introduction of the 57, with a 121 inch wheelbase in five-seat four-door sedan, three-seat coupelet, and two-seat roadster advertised as being complete with front and rear bumpers, six disc (as opposed to wire) wheels, wind wings, sun visors, artistically fashioned individual steps (for the running boards), and individual fenders
But the end was in sight, Haynes Automobiles was declared bankrupt in 1924 and went out of business in 1925.
Haynes was a relatively expensive make, film star Cleo Madison drove a Haynes Light Six as did composer Louis F. Gottschalk .
In 1915 a Haynes 50-60 Model Y Touring Car achieved notoriety when it was featured in what has been called the worlds oldest known pornographic film - A Free Ride
Diolch am 89,601,768 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 89,601,768 amazing views, every one is greatly appreciated.
Shot 06.11.2021 Regents Street In that London in the South (London-Brighton weekend). Ref. 123-060
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
Following World War II the Allies dissolved the Wehrmacht with all its branches on 20 August 1946. However, already one year after the founding of the Federal Republic of Germany in May 1949 and because of its increasing links with the West, the Consultative Assembly of Europe began to consider the formation of a European Defence Community with German participation on 11 August 1950.
By March 1954, plans for a new German army had become concrete and foresaw the formation of six infantry, four armored, and two mechanized infantry divisions, as the German contribution to the defense of Western Europe in the framework of a European Defence Community. Following a decision at the London Nine Power Conference of 28 September to 3 October 1954, Germany's entry into NATO effective from 9 May 1955 was accepted as a replacement for the failed European Defence Community plan.
The official founding date of the German army was 12 November 1955 when the first soldiers began their service in Andernach, even though preparations began earlier. In 1956, the first troops set up seven training companies in Andernach and began the formation of schools and training centers. On 1 April 1957, the first conscripts arrived for service in the army. The first military organisations created were instructional battalions, officer schools, and the Army Academy, the forerunner to the Führungsakademie der Bundeswehr in Hamburg. In total twelve armored and infantry divisions were to be established by 1959, as planned in Army Structure I. To achieve this goal, existing units were split approximately every six months. However, the creation of all twelve divisions did not take place until 1965. At the end of 1958 the strength of the army was about 100,000 men.
Concerning vehicles, the German army was equipped at first with American material, such as the M47 Patton main battle tank or M7 Priest SPGs. Lighter vehicles, like the “Schützenpanzer Kurz 11-2” family or the “Schützenpanzer Lang HS-30” AFV, were developed and/or produced with foreign support. Additionally, also as a measure to bring the German industry back into business and to fill equipment gaps, some leftover vehicles from WWII were modernized and put back into service. One of these vehicles was the so-called “Spähpanzer Puma (Neu)”, an update of the highly successful SdKfz. 234/2 8x8 heavy reconnaissance vehicle, one of the best armored scout vehicles during WWII.
Germany had a long and successful history of heavy 8x8 scout cars, starting with the SdKfz. 231 in the Thirties. The Sd.Kfz. 234 was the final development of this vehicle family that actually made it into service. For its time, the Sd.Kfz. 234 incorporated several innovative features, including a monocoque chassis (instead of a classic frame with a hull mounted on top), an independent suspension on each wheel and an air-cooled Tatra 103 diesel engine (at the time of the vehicle’s design all German armored vehicles were powered by gasoline engines) with a net power of 220 hp@2,250 rpm and a very good power-to-weight ratio of 21 hp/ton. This engine gave also the vehicle an extraordinary range of more than 600 miles (1.000 km). The reason behind this was that the SdKfz. 234 was originally intended for use in North Africa, but it came into service in late 1942 and was therefore too late for this theatre of operations. Furthermore, the vehicle featured eight-wheel steering and drive and was able to change direction quickly thanks to a second, rear-facing, driver's seat. Despite its late service introduction, the SdKfz. 234 nevertheless proved useful on the Eastern and Western Fronts. It was quite formidable, commonly used in pairs, one equipped with a long-range radio communications kit while the other possessed only a short-range radio.
A small number of SdKfz. 234s survived the wartime on German soil and had been stashed away as a reserve. Their reactivation for the nascent Bundeswehr in the Fifties covered the replacement of the outdated Tatra engine, for which no spare parts were available anymore, with an air-cooled, supercharged Magirus-Deutz V8 Diesel engine. It had less power (125 kW/180 hp) than the former Tatra V12, but was more reliable and offered more torque and an even better mileage. Furthermore, this was basically a standard engine that was widely used in civil lorries and many other military vehicles of the time, including those operated by the West-German Bundesheer, too. Thanks to the smaller size of the new engine, sound-damping materials could be added and the exhaust system was optimized, so that the vehicle’s noise level was considerably reduced. The additional internal space was also used for two communication kits: a short-range radio was installed in the new turret (see below), while a long-range radio kit was placed into the hull, next to the rear driver.
The suspension was modernized and beefed up, too, with heavy duty shock absorbers, wider wheels and a pressure control system, so that ground pressure could be reduced by the crew from the inside of the vehicle for an adaptable, improved on- and off-road performance. The SdKfz. 234’s crew of four in its former positions was retained, including the second, backwards-facing steering wheel for the radio operator.
Since the West German SdKfz. 234 survivor fleet consisted of different body variants (mostly with open hulls and just two former SdKfz. 234/2s with a closed turret) and vehicles in various states of completion, hull and the armament were unified for the Puma (Neu): all revamped vehicles received a newly developed, welded two-man turret with a low profile. The commander on the left side did not have a cupola, but his position was slightly raised and no less than seven mirrors plus a forward-facing infrared sight for night operations allowed a very good field of view. Both crewmen in the hull also received additional three mirrors above their workstations for a better field of view while driving.
Main weapon of the Puma (Neu) became a 20 mm Rheinmetall MK 20 Rh202 autocannon, a license-built Hispano-Suiza 820 L/85, together with a co-axial 7.62 mm MG42/57 light machine gun. The MK 20 was a common anti-aircraft weapon at the time and mounted to other Bundeswehr vehicles like the HS-30 AFV, too. It could fire HE and AP rounds at 800–1000 RPM, making it efficient against lightly armored vehicles (25-30 mm of armor) at up to 1,500 m range, with a maximum range of 2,000 m. 750 rounds of 20 mm ammunition were carried, even though ammunition feed had to be changed manually. The weapons were not stabilized, but they had a 15x15 periscopic sight and could be elevated between -5° and + 75°, so that it could be aimed at both ground and air targets. Three additional smoke grenade launchers per turret side were provided for tactical and emergency concealment.
Only a small number (40 plus two prototypes) of Spähpanzer Puma (Neu) were eventually converted or re-build from spares, but they became in 1957 the launch equipment of the Bundeswehr’s armored reconnaissance brigades, together with M8 Greyhound scout cars donated by the USA, even though the latter were soon complemented and replaced by tracked vehicles, based on the Schützenpanzer Kurz. However, due to their high road speed and excellent range, the Puma (Neu) scout cars were popular and remained in service until the late Seventies, when a new generation of 8x8 reconnaissance vehicles in the form of the amphibious Spähpanzer Luchs was introduced and replaced all 1st generation Bundeswehr vehicles.
Specifications:
Crew: Four (commander, gunner, driver, radio operator/2nd driver)
Weight: 10.500 kg (23,148 lbs)
Length: 6.02 m (19 ft 9 in)
Width: 2.36 m (7 ft 9 in)
Height: 2.84 metres (9 ft 4 in)
Suspension: Independent on each wheel, with leaf springs
Track width: 1.95 m (6 ft 4 1/2 in)
Wading depth: 1.2 m (3 ft 11 in)
Trench crossing capability: 2m (6 ft 6 1/2 in)
Ground clearance: 350 mm (13 3/4 in)
Climbing capability: 30°
Fuel capacity: 240 l
Armor:
9-30 mm (.35-1.18 in) steel armor
Performance:
Maximum road speed: 80 km/h (49 mph)
Operational range: 800 km (500 mi)
Fuel consumption: 30 l/100 km on roads, 45 l/100 km off-road
Power/weight: 17 PS/t
Engine:
Air-cooled, supercharged 10,622 cc (648³ in) Magirus-Deutz F8L 614K V8 diesel engine,
with 132 kW (180 hp) output at 2.500 RPM
Transmission:
Büssing-NAG "GS" with 6 forward and reverse gears, eight-wheel drive
Armament:
1× 20 mm (0.79 in) Rheinmetall (Hispano-Suiza) MK 20 Rh202 autocannon with 750 rounds
1× co-axial 7.62 mm MG42/57 light machine gun 2.000 rounds
The kit and its assembly:
This German 8x8 vehicle is a contribution to the “Back into service” Group Build at whatifmodelers.com in late 2019. Beyond aircraft I also thought about (armored) vehicles that could fit into this theme, and the SdKfz. 234/2 “Puma” (even though this popular name was never official!) came to my mind, because it was a very effective vehicle with many modern features for its time. So, what could a modernized Puma for the young Bundeswehr look like…?
The starting point became the very nice Hasegawa SdKfz. 234/2 kit, which did not – except for some PSR between the hull halves – pose any complications. I did not want to change too much for the Bundeswehr update, but new/wider wheels and a new, more modern turret with a light post-war weapon appeared sensible.
The wheels come from a ModelTrans aftermarket resin set for the LAV-25 – they are quite modern, but they do not look out of place. Their different, more solid style as well as the slightly bigger diameter and the wider tires change the Puma’s look considerably. In order to mount them, I modified the suspension and cut away the former attachment point on the four axles, replacing them with thin, die-punched styrene discs. This reduced the track width far enough so that the new, wider wheels would fit under the original mudguards. It’s a tight arrangement, but does not look implausible. The spare wheel, normally mounted to the vehicle’s rear, was omitted.
The turret was taken from a Revell “Luchs” Spähpanzer kit, but simplified so that it would have a more vintage look. For instance, the machine gun ring mount above the commander’s hatch was omitted, as well as the rotating warning light and the modern smoke grenade dischargers. The latter were replaced by the WWII triple dischargers from the Hasegawa kit, for a more vintage look.
To my astonishment, the Luchs turret was easy to mate with the Puma chassis: its attachment ring diameter was almost identical! The new part could be attached almost without a problem or modification. I just added some reinforcements to the hull’s flanks, since the Luchs turret is slightly wider than the SdKfz. 234/2’s horseshoe-shaped turret. Beyond that, only small, cosmetic things were added, like mirror fairings for both drivers above their workstations, license plates at the front and the rear and antennae.
Painting and markings:
Creating an early Bundeswehr vehicle is a simple task, because there is only one potential color option until the Eighties: a uniform livery in Gelboliv (RAL 6014). Due to the livery’s simplicity, I used a rattle can to paint hull, turret and wheels separately.
After some detail painting, a very dark brown wash with acrylic paint and some post shading with Revell 42 (also Gelboliv, but a rather greenish and bright interpretation of the tone) as well as dry-brushing with Revell 46 and 45 along the many edges were used to weather the model and emphasize details. After decals had been applied (mostly from a Peddinghaus sheet for early Bundeswehr vehicles, plus some tactical markings from the Revell Luchs), the kit was sealed with matt acrylic varnish.
Once dry and completed, some artist pigments were added around the wheels and lower hull in order to simulate dust and dirt. On the lower chassis, some pigments were also "cluttered" onto small patches of the acrylic varnish, so that the stuff soaks it up, builds volume and becomes solid - the perfect simulation of dry mud crusts. I found the uniform livery to look quite dull, so I added some branches (real moss, spray-painted with dark green acrylic paint from a rattle can) to the hull – a frequent field practice.
This was a very quick project – in fact, the model was completed in the course of just one evening, and painting it was a quick affair, too, lasting only another day. However, I like the result. The SdKfz. 234/2 already had a quite modern look in its original guise, but the new wheels and the Luchs turret change its look considerably, it really has an even more modern feel that fits well into the early Bundeswehr era.
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(The following is a completely fictional history!)
By 1982, the deficiences of the SA-77C Wildfire program were rapidly becoming apparent, and so the FIRAF began looking at a replacement. To preserve the FIR’s self-sufficiency and desire for armament sources beyond the United States, Minister of Defense Akela Canis authorized Intelani Aeronautics to begin designing a replacement for the Wildfire in strict secrecy. Emphasis was placed on affordability and manueverability above all other aspects of the new design. Like the SA-77C, it would be a pure fighter rather than a multirole aircraft.
The design team decided to start from scratch, and numerous ideas were put on the table. This included a license-built, simplified F-16A (based on the unsuccessful F-16/79 proposal), resurrecting the Northrop YF-17 Cobra (which had provided the prototype for the F/A-18 Hornet), and essentially a scaled-down version of the Wildfire with variable-sweep wings. The proposal that was liked the most was to design something that would be “radical and practicable,” and centered around the research being made by Grumman Aerospace on forward-swept wing designs. The forward swept wing (FSW) would offer unparalleled (at the time) manueverability, excellent low-speed handling characteristics, and high-Alpha capability.
With the permission of Canis, IA contacted Grumman and offered to partner with them in the design of a testbed for the FSW design, which would become the X-29, in August 1983. The X-29 had already begun design work funded by DARPA, and Intelani Aeronautics’ involvement in the design was officially “observer only,” and the fact that much of the research funding came from IA was kept secret.
In the interests of speed and cost, the X-29 prototypes were adapted from existing F-5A Freedom Fighter airframes, retaining the forward fuselage and nose landing gear of the type, with main landing gear and control surface actuators of the F-16A. IA, with a better knowledge of composites than Grumman, provided the wings. The X-29 first flew in December 1984.
By this time, the Third World War had begun, and a crash program was started to design a military version of the X-29, designated XF-31 Stingray. The second X-29 was designed with a strengthened wing to simulate the addition of hardpoints and first flew in March 1985. By this time, the third X-29 prototype was already being reworked into the first XF-31.
Though the X-29 performed well in all respects, Intelani Aeronautics made some improvements to the design. The wing was made slightly larger with more area, while the forward fuselage was made slightly longer and deeper to accommodate the APG-65 radar of the F-16A. A gatling gun setup similar to that of the F/A-18 was proposed, but ultimately rejected in favor of two M39A2 20mm cannon; this was because the F-5 fuselage that the XF-31 was adapted was easily fitted with the M39s and FIRAF pilots were already more used to the cannon armament of the SA-77C and A-4ES. The analog cockpit of the X-29/F-5A was revised to include three multifunction displays, and, taking advantage of combat reports from Europe, an undernose Television Camera System (TCS), adapted from the F-14A+ Tomcat, was added underneath the nose. Because of weight distribution, the decision was made to place the TCS behind the forward landing gear rather than in front of it.
Wingtip and underwing fuselage hardpoints were added (the fuselage being too narrow for an underfuselage hardpoint), with the inner pylons “plumbed” for drop tanks. Though the XF-31 was cleared for unguided rocket pods and bombs, and software included for air-to-ground missions, the Stingray was meant to be a pure fighter first and foremost. For the same reason, the canopy was revised as a bubble canopy and the rear fuselage slightly cut down from the X-29, giving better all-around visibility, though not as good as the F-16’s.
The most radical change to the X-29 design was the rear fuselage. While it retained the long rear-leading edge extensions (RLEX) of the X-29, a forked twin-tail configuration was adapted for better handling. It was also planned to equip the XF-31 with two engines instead of one, but in the interests of speed the X-29’s single F404 powerplant was retained. The “canoe” that the X-29’s tail was mounted on was retained and used to hold a Holly Stinger ECM suite, essentially equipping the Stingray with internal ECM equivalent to the ALQ-119 pods used over wartime Europe. It was also a “no-frills” aircraft, designed to be built purely for the air superiority role in a hurry at a reasonable price; indeed, the flyaway cost of the Stingray was only $6.2 million per aircraft, half that of the F-16. Because of the speed required to get the aircraft into production, no two-seat conversion trainer F-31 was built.
For all the design changes, the XF-31 first flew in May 1985. Again, it was found to be generally a good design, and not as difficult to fly as first thought; the forward swept wing made it virtually impossible to stall, and it was found to be controllable even at an angle of attack of 67 degrees. The heavier nose and twin tails caused some airflow problems, and so the canards were raised a foot higher than those on the XF-31 and made fully controllable; pilots could angle the canards completely down and drop their airspeed precipitously, though this made the Stingray very difficult to control. Strakes were added to the nose (similar to that of the IAI Kfir) to improve longitudinal stability.
Production of the standard F-31A was already begun before testing of the XF-31 prototype was complete, and the first production aircraft was rolled out in August 1985. This was done without a formal ceremony to keep the design secret, and the first three F-31As were intended purely for research; these were flown against captured MiG-21s and MiG-23s to develop tactics. Instrumental in this development was Akela Canis Jr., the top-ranked intelani ace, who test-flew the Stingray in October 1985 and proclaimed the design “superb.” The formal announcement of the F-31A was made in November, by which time six were already in Europe with the 51st Fighter Squadron.
The Stingray saw its first combat in December, and pilots reported that Soviet pilots were obviously stunned by the radical design being operational. These combat trials also revealed a number of small technical problems, mainly with the guns and TCS system; it also showed the Stingray’s Achilles heel, though one that had been anticipated: the design was very short-ranged compared to other fighters, and was not truly suited for all-weather operations over Europe. Nonetheless, the design was a huge leap forward over the SA-77C and A-4ES, and was placed in full production with priority over all other weapons for the FIR armed forces.
Akela Canis Jr. lobbied hard for his 1st Fighter Squadron to be reequipped with Stingrays, and got his wish in February 1986. Pairing the most manueverable fighter then in existence with some of the best-trained fighter pilots in the world proved to be a deadly combination, and “Polar” would go on to score an incredible 420 aerial kills in the Stingray between February 1986 and May 1987. Canis, in his memoirs, attributed this high number to a number of factors: the Stingray’s sudden appearance caught the Soviets by surprise and did not give them enough time to develop counter-tactics; the marked decrease in Soviet pilot quality by summer 1986, which meant poorly-trained pilots were going up against hardened veterans; the Stingray’s unmatched capability in the short-range turning dogfight—up to that point one of the Soviets’ best tactics against large, less manueverable fighters like the Wildfire, F-4, and F-15. This, in Canis’ words, gave Polar the “perfect storm” they needed to achieve a murderous kill ratio, fully ten percent of all NATO kills of the war.
The heavy use of composites in the Stingray also made it a very resilient aircraft; Canis returned to base with an entire wingtip missing, while Matthew White, another Polar ace, collided with a flagpole on a strafing mission and managed to return home despite a huge rent in the lower fuselage.
The Stingray proved wildly popular, and by the end of the war, four squadrons were equipped with them. It was thought that as many as twenty squadrons might be reequipped with Stingrays, but postwar cuts and the F-31A’s shortcomings proved to limit their numbers. While the Stingray had proven to be arguably the best fighter of the Third World War, it was nonetheless hampered by a lack of range and lack of multirole capability.
F-31As were committed to Operation Desert Shield/Storm, using oversize ferry tanks to improve their range. Once more, put into an environment where they excelled, the Stingray reigned supreme, scoring 32 kills, nearly half of all Coalition aerial victories of the war.
Though outnumbered by F-15s and F-16s in FIRAF service, the F-31C Stingray remains an important part of the FIRAF and a much-sought after assignment. 72 Stingrays are in service with the FIRAF. These aircraft are slated to be replaced beginning in 2015, possibly by F-32A Mantas or F-35A Lightnings.
Completely made-up history aside, I got the idea of equipping my literary characters and fantasy air force with FSW fighters from my childhood, when one of my favorite toys was the GI Joe X-30 Conquest. Dad and I collaborated on the F-31 design, with Dad using the 1/48 scale Hasegawa X-29 kit. He used F-18 tails for the twin tails of the Stingray design, moved the canards to the top of the intakes, added the guns to the nose, and some assorted bumps and such for ECM. (There is a TCS taken from a F-14B kit, but it can't be seen from this angle.) Then hardpoints were added under the wings and on the wingtips, with two drop tanks, two AIM-120 AMRAAMs, and two AIM-9L Sidewinders. Most decals were taken from a F-16 sheet, with JASDF hinomarus used for the "Free Intelani Air Force" roundels; a F-15 sheet supplied both the bear and the blue/white starburst for the tail logo (the bear is from a JASDF F-15 unit, while the starburst is from the 318th FIS from McChord AFB, WA). The whole thing was painted in F-16 style camouflage.
The end result was a great looking kitbash, and it was our favorite collaboration. I ran the design by some aviation designers, and they said it was a viable design--though the tails should be moved down to the ends of the RLEXs, as the split tail doesn't offer any benefits to aerodynamics as placed. I was interested to see that the Iranian F-5 Shahegh variant uses a similar tail configuration...
Lockheed Martin F-16C/D Fighting Falcon (Block 52) 2009 – until? The 2009 show season marks the transition to the US Air Force’s premier, front-line F-16 fighter. The Block 52s have an upgraded Avionics package that brings the Thunderbird fleet into alignment with the rest of the worldwide F-16 fleet. Additionally, the more powerful Pratt & Whitney 229 engine adds an additional 3,600 lbs of thrust. This in turn increases the maximum allowable gross weight for ground handling, taxi, takeoff and in-flight maneuvers nearly 5000 lbs. Note: The F-16 represents 53% of USAF Fighter Force Structure and 49% of the USAF’s total combat force (source: USAF as of 6/07)
The Squadron was activated, after 6 months training in an unofficial status, on January 1, 1953 as the 3600th Air Demonstration Team at Luke AFB, just west of Phoenix. They flew their debut exhibition at Luke a week later, and began public exhibitions at the 1953 Cheyenne Frontier Days in Cheyenne, Wyoming. The team had flown 26 shows by that August. The first team leader was Major General Dick Catledge, and the first plane flown by the squadron was the F-84 Thunderjet. As the F-84G Thunderjet was a single seat fighter, a 2 seat T-33 Shooting Star served as the narrator's aircraft and was used as the VIP/Press ride aircraft. The T-33 served with the Thunderbirds in this capacity in the 1950s & 1960s.
The next year, the Thunderbirds performed their first overseas air shows, in a tour of South America. A year later, in 1955, they moved to the F-84F Thunderstreak aircraft, in which they performed 91 air shows. The aircraft of the squadron was again changed in June 1956, to the F-100 Super Sabre, which gave the pilots supersonic capability. This switch was accompanied by a move of headquarters to Nellis AFB, Nevada on June 1 with their first show after the move being held on June 23. It also signaled a shift in their performance routine—for example, the Cuban 8 opening routine was dropped, and emphasis was placed on low, screaming flyovers and demonstrations of takeoff performance. For a time, if the show's sponsor permitted it, the pilots would create a "sonic boom" (this ended when the FAA banned supersonic flight over the continental U.S.)
In 1960 a decision was made to allow the tail (vertical stabilizer) of the #4 slot plane, blackened by the exhaust of the other planes, to remain black. (Contrary to rumor, the stabilizer was never painted black.) This practice remained in force through the 1973 season. In 1961, the team was compelled to discontinue the vertical bank maneuver due to an FAA regulation prohibiting aerobatics that pointed the nose of the aircraft toward the crowd. 1962 saw the introduction of dual solo routines, and the Thunderbirds went on their first European deployment in 1963, the year after the disbanding of the "Skyblazers" (see below). The team switched to the F-105 Thunderchief for a brief period, but returned to the F-100 in 1964 after only six airshows, following Capt. Gene Devlin's death resulting from structural failure of the aircraft in a high-G climbing maneuver. The F-100 was also judged to be more maneuverable for demonstration displays, and was retained through the 1968 season.
By 1967, the Thunderbirds had flown 1,000 shows. In 1969, the squadron adopted the noisy and huge F-4E Phantom, which it flew until 1973, the only time the Thunderbirds would fly jets similar to those of the Blue Angels, as it was the standard fighter for both services. A special white paint had to be developed to cover high-temperature metals, replacing the bare metal paint scheme of past planes. The white paint scheme has been continued to the present. Due to the 1973 oil crisis, the team was grounded for some time. In 1974 they switched to the more economical T-38 Talon, a supersonic trainer based on the F-5 fighter. Five T-38s used the same amount of fuel needed for one F-4 Phantom. The switch to the T-38 also saw an alteration of the flight routine to exhibit the aircraft's maneuverability in tight turns, and also ended the era of the black tail on the #4 slot plane, which would now be regularly cleaned and shined like the others.
In 1982, there was another disaster for the Thunderbirds, occurring during pre-season training on January 18. While practicing the 4 plane diamond loop, the formation impacted the ground at high speed, instantly killing all four pilots: Major Norm Lowry, leader, Captain Willie Mays, Captain Pete Peterson and Captain Mark Melancon. The cause of the crash was officially listed by the USAF as the result of a mechanical problem with the #1 aircraft's control stick actuator. During formation flight, the wing and slot pilots visually cue off of the #1 lead aircraft, completely disregarding their positions in relation to the ground
In 1983, the team returned to front-line fighters with the General Dynamics F-16A Fighting Falcon. They would change to the updated F-16C (now Lockheed-Martin) in 1992, an aircraft which has proven its outstanding effectiveness in both air-to-ground and air superiority competitions.
After switching to the F-16s the Thunderbirds had no major incidents until September 14, 2003 when #6 Pilot, opposing solo, Capt. Chris Strickland failed to calibrate his altimeter to the elevation of Mountain Home AFB where their flight demonstration was to be held. He instead flew with the same settings as their home base of Nellis AFB their home base. Moments after the start of the show Capt. Strickland sent his white F-16 thundering down the runway, pulling vertical then rolling his aircraft over to perform a Split-S, his first maneuver of the show. To the shock and horror of the onlookers, Stricklands aircraft failed to complete the maneuver and instead smashed into the ground less than 500 yards from spectators. "It was really quiet," remembers Michael Draper, who saw the crash first hand. "Nobody said a word until we saw the pilot stand up. Everyone shouted 'he got out! he got out!' he got out at the last second."
In 1986, the Thunderbirds did a fly-by for the re-dedication of the Statue of Liberty in New York City, which was viewed by tens of millions. They also performed the first American military demonstration in a Communist country when the team visited Beijing, China in 1987. Their 3,000th air show was performed in 1990. In 1996, the team participated in the Atlanta Olympics' opening ceremonies, which were viewed by an estimated 3.5 billion people worldwide. The squadron celebrated its 50th anniversary on June 1, 2003.
Also in 2005, the Thunderbirds temporarily grounded themselves pending an investigation into a minor mid-air incident during the Chicago Air & Water Show on August 20. During a diamond formation slow-roll pass, the tip of the missile rail on the right wing of the slot (#4) aircraft contacted the left stabilator of the right (#3) aircraft. A four-foot section of the missile rail snapped off, while the #3 aircraft sustained damage described by one of the Thunderbirds pilots as a "medium deep scratch" to the red paint of the stabilator. Amateur video showed the missile rail falling into the "safety box" on Lake Michigan away from boaters. While there were no injuries and the aircraft remained apparently flightworthy, the demonstration was immediately terminated, all aircraft returned to Gary International Airport, and the Thunderbirds did not return for the second day of the Chicago show. The Right Winger (#3) was Major D. Chris Callahan, and the Slot position (#4) was flown by Major Steve Horton.
The 2007 European Goodwill Tour was conceived as an opportunity to spread international goodwill and demonstrate the pride, precision and professionalism of Airmen worldwide. It was the Thunderbirds’ first visit to Europe after the tragic events of 9-11 and the team took to this monumental challenge with tenacity. History was made at the first stop during an expertly coordinated flag-panel unveiling in Ireland, which highlighted the Thunderbirds’ first-ever air show performance in the country. Despite inclement weather, more than 100,000 people attended the air show, garnering nationwide exposure by Irish media. Coverage also spanned the globe when Air Force Link posted the story and photos provided by the team.
Additional stops along the way included aerial demonstrations in Poland, Romania, Bulgaria's Graf Ignatievo Air Base, Italy, France and England, where the Thunderbirds participated in The Royal International Air Tattoo, world’s largest air show. VIPs in attendance included Parliament and even British royalty. Outside of aerial demonstrations, the team participated in eight official public relations events attended by heads of state and local civic leaders. There were also multiple community visits with needy children throughout the European theater in an effort to make new friends and eliminate the stereotypical Eastern view of Americans as the world’s police. It took months of planning and hundreds of man-hours to pull it off, but the five-week trip to seven different European countries was diplomatic, historic and sensational.
On November 10 and November 11, 2007, the City of Las Vegas and Nellis AFB saluted the U.S. Air Force, hosting the capstone event of the USAF's 60th anniversary celebration. Those that came to this historic event witnessed some of the best aerobatic performances and aerial demonstrations seen anywhere in the world. Thanks to endorsement and sponsorship by Las Vegas, Aviation Nation was the most publicized air show in America with more than $680,000 in guaranteed media reaching regional, national and international audiences through an extensive advertising and promotions program.
The 2009 air show schedule
March
Luke AFB, AZ Mar. 21/22
MacDill AFB, FL Mar. 28/29
April
Keesler AFB, MS Apr. 4/5
Ceiba, Puerto Rico Apr. 18/19
Langley AFB, VA Apr. 25/26
May
Robins AFB, GA May 2/3
Branson, MO May 9/10
Andrews AFB, MD May 15/16/17
Wantagh, NY (Jones Beach) May 23/23
USAF Academy, CO May 27
Ellsworth AFB, SD May 30/31
June
Hill AFB, UT June 6/7
Ocean City, MD June 13/14
Dover AFB, DE June 20/21
Helena, MT June 27/28
July
Battle Creek, MI July 4/5
Peoria, IL July 11/12
Dayton, OH July 18/19
Cheyenne, WY July 22
Milwaukee, WI July 25/26
August
Vienna, OH (Youngstown ARB) Aug 8/9
Chicago, IL Aug. 15/16
Atlantic City, NJ Aug. 19
Selfridge ANGB, MI Aug. 22/23
Hillsboro, OR Aug. 29
September
Cleveland, OH Sep. 5/6/7
Sacramento, CA Sep. 12/13
Hickam AFB, HI Sep. 19/20 (Start of Far East Tour)
October
The final list of Far East Tour locations is still to be determined
November
Homestead ARB, FL Nov. 7/8
Nellis AFB, NV Nov. 14/15
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