View allAll Photos Tagged workload
I did a bit of a street photo shoot for the lovely boys and girls from Hurley Burley yesterday. Rather quick edit due to my workload right now but they will do for online use. Lots more images to come today if I can fit in the editing and uploading among other things.
The Panavia Tornado is a multirole, twin-engined aircraft designed to excel at low-level penetration of enemy defences. The mission envisaged during the Cold War was the delivery of conventional and nuclear ordnance on the invading forces of the Warsaw Pact countries of Eastern Europe; this dictated several significant features of the design. Variable wing geometry, allowing for minimal drag during the critical low-level dash towards a well-prepared enemy, had been desired from the project's start. Advanced navigation and flight computers, including the then-innovative fly-by-wire system, greatly reduced the workload of the pilot during low-level flight and eased control of the aircraft. For long range bombing missions, the Tornado has a retractable refuelling probe.
I did a bit of a street photo shoot for the lovely boys and girls from Hurley Burley yesterday. Rather quick edit due to my workload right now but they will do for online use. Lots more images to come today if I can fit in the editing and uploading among other things.
I did a bit of a street photo shoot for the lovely boys and girls from Hurley Burley yesterday. Rather quick edit due to my workload right now but they will do for online use. Lots more images to come today if I can fit in the editing and uploading among other things.
I have neglected Flickr for the last few months, and for that I am truly sorry.
A promotion, and an increased freelance workload has given me far less time to cultivate my cultural allotment.
Some shots from my Tales From The Township project will be exhibited by the kind people at Editions Glasgow on Monday 23rd September, at the Glasgow School of Art Union, at 8pm. If you are free, please pop along and show some support to the team. If you do go, be sure to give me some feedback!
Odala, Malawi, 2012.
Historical photos regarding some of the history of the Des Moines Police Department. I will be adding to these photos as time and workload permits.
DMPD Detective Squad 1923.
(Right to left) Dr Bheshem Ramlal, WIGUT Vice President, at the West Indies Group of University Teachers (WIGUT St. Augustine) seminar on “Sustainable Funding of Higher Education in Challenging Times”, held on March 4th, 2010 at Daaga Hall Auditorium, UWI St. Augustine Campus.
The WIGUT seminar featured six panels exploring challenges faced in funding higher education. Presenters will examine a range of practical issues, such as traditional and entrepreneurial approaches and models in higher education, quality assurance and return on investment, funding models and case applications in higher education, and cost-cutting and workload issues. These issues have national, regional and global significance.
For more information, please contact Elmelinda Lara (868) 662 2002 Ext. 3414 or Elmelinda.Lara@sta.uwi.edu or visit www.sta.wigut.info.
For the latest UWI News, click sta.uwi.edu/news.
Back from a quick jaunt to Singapore which, due to heavy workload only allowed one very early morning shoot for about an hour - those to come soon. Here, closer to home - Bondi's famous Ben Buckler to be exact. Overcast yet interesting light this afternoon, and the rouges gallery of seagulls played their role perfectly.
With the exception of a few, I've deactivated the Custom Couture and Made To Order designs so I can complete the orders on hand - with much love to my wonderful ladies for being so generous with their patience!!
I'm also working on Eclettica's Fall 2009 Collection, inspired by Gypsies + Tattoos + Kites.
Truth be told, I am seriously freaked by my workload.
These are the times when being an indie designer, a one woman indie designer is scary. I wish for more hours, more arms and legs, and the ability to continue on without any sleep at all.
Sigh.
Wishful thinking huh :)
Back to work!!
Click the link if you want to know more about how to get a puppy to sleep: www.doggykittyeverywhere.com/dog-health/dog-sleep/how-to-...
If you ask someone “How to get a Puppy to Sleep” he or she often will answer you “Let him play and romp, then he will be tired in the evening”. And indeed – physical workload contributes to a restful dog’s sleep;
I haven't been reading for a few years now. After coming to university, academic workload has just kept me aloof from picking a book up and reading it casually. It sucks.
Recently I have been trying to finish a borrowed "A Brave New World" by Aldous Huxley..but my pace is absolutely 'retarded'.
With ebooks and such all over the place..I wonder when paper books will be out of date..if ever.
2/4/2012 - admiralty bridge.
sadly haven't been out much to take pictures lately because of the crazy workload from school.
terrible weather lately in hong kong, hopefully spring passes quickly (slightly nostalgic, missing winter) but summer will bring good weather so looking forward to it!
Col. Gail Atkins, CCAD commander, presents Jake Langley with an Army Certificate of Appreciation and commander’s coin for his high level of integrity and competence in all facets of workload production, during a CCAD award ceremony, August 23, 2018.
I did a bit of a street photo shoot for the lovely boys and girls from Hurley Burley yesterday. Rather quick edit due to my workload right now but they will do for online use. Lots more images to come today if I can fit in the editing and uploading among other things.
Late last month an Elephant seal hauled out at Sunshine Bay near Batemans Bay, delighting National Parks’ staff and making a welcome addition to the heavy workloads of ORRCA volunteers.
A quick evaluation by ORRCA and the NSW National Parks and Wildlife Service (NPWS) confirmed the seal was a juvenile female in very good condition, particularly considering how far she had travelled.
Elephant seals are an Antarctic species and their visits to NSW are very rare. An Elephant seal hauled out briefly at Coila Beach on October 21 last year, but prior to that the most recent reported sighting was in the mid 1990s.
ORRCA (Organisation for the Rescue and Research of Cetaceans in Australia) President Ronny Ling said the call to the ORRCA hotline resulted in an exciting weekend for wildlife rehabilitators.
www.pedersen-group.co.uk/pcs/haulage/
At PCS we provide a high capacity haulage service to poultry businesses across the country. With a modern logistics fleet of over 30 artic tippers and ten low loaders, we can cope with any workload.
The Old Mill,
Roughton,
Woodhall Spa,
Lincolnshire,
LN10 6YQ.
I'm always amazed that plants will find the smallest opening and take over in no time! It's hard to imagine there's enough nutrients in the wall to sustain these plants, but there they are!
From a neighborhood walk a week ago - I've been too busy at work to do much photography or even visit people's streams this week. Here's hoping for a break in the workload and more time soon. :)
Sometimes when you are stressed with the workload you have, you tend to escape or even avoid them. This is not a good act, but well, at least it could take some time off from the worries.
ok. i want freedom! LOL
See closeup.
I wish I could go visiting and commenting, or reciprocating, as much as I would like to, but I can't because of workload demands. Please bear with me. Thanks.
Reminder: Please do not post notes on my photo or any images in your comments unless they are germane to my shot and of thumbnail size. If you do, I will delete the comment without notification. I welcome your input, but please express yourself in text only, or provide a link to your image. Thank you.
© All rights reserved. No usage allowed in any form without the written consent of Mim Eisenberg.
Col. Gail Atkins, CCAD commander, presents Leroy Johnson with an Army Certificate of Appreciation and commander’s coin for his high level of integrity and competence in all facets of workload production, during a CCAD award ceremony, August 23, 2018.
IBM System x3530 M4
This new 1U two-socket system is perfect for general business workloads while keeping a low profile. The flexible x3530 has many of the features, such as slotless RAID and redundant power supplies, of its more powerful x3550 M4 sibling in a compact, cost-conscious package.
When I arrived home tonight, this bloke was waiting for me outside my front door. His name is Iggy and he is a traveling pig.
I've been looking for an assistant at work, as my workload is sometimes great. I'm thinking maybe I'll give Iggy a shot at an internship - I can try him out without paying him anything!
Anyway, Iggy showed up with his very own Log Book... sort of a traveling piglet resume. It seems that his work record isn't all that great! Since July, 2007, he's had 8 positions all over the United States!
I'm desparate, so I'm going to give him a shot. Tomorrow he goes to the office with me. We'll see what kind of pig he really is!!!
If you're interested in Iggy's adventures, please visit Pass the Pig... the Travels of Iggy
Special thanks to redjade75 for sending me the pig! If you'd like him next, leave a message in the group's discussion!
Tinker Air Force Base, Okla., jet engine mechanic Justin Curlee and Pratt & Whitney process and methods engineer Jennifer Stover discuss the dynamic nozzle seals on the F135 engine’s augmenter. The engine came to Tinker in the fall as a first whole engine to arrive, signaling the beginning of the new workload here. The engine will help mechanics perfect their skills as they completely disassemble then reassemble it, test it and prepare it for the field. (U.S. Air Force photo Margo Wright)(released)
16772 Runaways – Historic Halifax, 25 St. David St., Halifax, Halifax, NC. May 18, 2016. Decimal degrees: 36.329939, -77.589651
“Runaways”
“Every year, thousands of enslaved blacks ran away from their masters – or tried to. The slaves ran away because they had been separated from their families, had been assigned brutally heavy workloads, or had heard they were going to be sold. Often the reason for running was simply to gain temporary relief from bondage. Many risked severe punishment for a small taste of freedom.”
Beneath middle article:
“Most runaways were caught or returned on their own within a few days or weeks, but some eluded capture for years. Others escaped slavery altogether by fleeing to the North. Some got help from the Underground Railroad, a group of blacks and sympathetic whites who harbored runaways and guided them to freedom. An important ‘junction’ of the Underground Railroad was in the Rich Square area, a few miles east of Halifax.”
In the lower left article:
“$20 Reward.”
“Ranaway from the Subscribe – about the 16th July last a negro woman named Creecy about 26 years old, about 5 feet high, round shouldered, and has a down look and weak voice. –she is supposed to be lurking in the neighborhood of Maj. Jas. C. Fawcett’s and is no doubt, frequently at the plantation of E. H. Eure Esq. on the river, above Halifax, as she has a husband belonging to Mr. Eure – It is supposed she has a child with her about two months old –I will give the above reward of twenty dollars and pay all reasonable expenses to any one who will deliver her to me, or have her secured in any jail so that I get her again.
Will B. Moore,
January 20, 8130”
In middle article:
“For Sale.”
“A first rate cook, washer and ironer. Apply at this Office.
September 1830.”
In lower right article:
“$100 Reward.”
“Ranaway from the subscriber a year past, negro man HARRY He is a bright black; about five feet 0 inches high, thirty years old; wears whiskers; has an impediment in his speech, and a down look when spoken to. He is by profession a fiddler, a ditcher and sawyer. I purchased him in Halifax, at sheriff’s sale, several years past, sold as the property of Wilson Carter He has lately been seen in Bertie County, employed both as a ditcher and sawyer. He there passed as a freeman. I will give the above reward of one hundred dollars, to any person who will deliver him to the jailor in Halifax, by the 15th of October, or fifty dollars, if delivered to him any time thereafter.
B. C. Eaton.
Sept. 1.1829.”
'Workload' is a simple obstacle that saps the strength of the runners by making them carry a 20kg water-soaked sandbag over a 100m.
Double-Take Software hosts "No Time for Migration Downtime? Discover an Optimized Approach to Workload Portability" webinar.
60096 with 6M89 Middleton Towers to Ravenhead Sidings loaded sand working passes over Stenson Jnc.
96 is on-loan from GbRF to cover their increasing workload and traction maintenance downtime.
Great to see DCR and GbRF making use of these versitile and capable machines.
Something basic an simple. I have not had time to do much lately, moving house and insane workloads and yet I miss it. Ill be back soon.
off to a wet friday!
inspired from AIH song Vanishing
all time fave indie band!
the kid is my housemate's SON
On This Date: Photo taken 5/14/2006
Also on this date, in 2006: My sister, Debra Jean, graduated from Wartburg Seminary in Dubuque.
==========
Why not two On This Date pix? In general it would increase my daily workload, probably by about 45 minutes. Some days it's probably worth the extra effort. But I shan't make this common practice.
Number of pix taken on various May 14ths: 652 [includes two by my brother]
Year of oldest photo: 2000
How I Rated the Date's Photographs:
. 1 Star: 5
. 2 Stars: 69
. 3 Stars: 413
. 4 Stars: 138
. 5 Stars: 27
The latest MacBook Air, powered by Apple’s M2 processor, is the best laptop for most people.
The base model, which includes 8GB of memory, 256GB of storage, an 8-core CPU, and an 8-core GPU, starts at $1,199. A model with 512GB of storage, which is what we recommend for most people and will let you keep using the laptop for longer, costs $1,399.
The Air has lost the wedge-shape design that was its calling card for years but retains many of the other excellent features of years past, including MagSafe charging, Touch ID, and the scissor-switch keyboard, and adds a new 1080p webcam and two new color options.
The M2 processor inside isn’t as fast or powerful as the M1 Pro or M1 Max you get in the larger (and more expensive) MacBook Pro models, but it’s still mighty fast. In our testing, it was able to handle intense office workloads with little to no heat or slowdown. Given how thin and light this device is, it delivers a combination of
Check more details or buy : tinyurl.com/yc7pk3ad
Other people are showing us how they like to escape, and what they like to do when they have some free time. I'm showing everyone what I'd like to escape from, but can't - my dissertation! I know it'll be worth it in the end, but it's such a mountain of work!!
Taken for OurDailyChallenge: "Escape"
Project 365 Photo 37/365
How to reduce workload? That's my visual notes of the workshop given by my colleague Kozak Oliver (EC HR) on the subject. The objective is to free up enough time to be able to start improving, in order to free up even more time up to 40% to be able to improve continuously and ultimately create much more value at work (by moving from the Spend-It-All team model to the Time-Investor team model). How to get there concretely? By improving in three areas: (your) work processes, team efficiency, and organisation development. Important: you have to go slowly, step by step, with persistence day after day, be patient, and get support.
Thank you Oliver!
+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
To shore up its need for a dedicated night fighter in 1940, the United States Army Air Corps (USAAC) went ahead with modified Douglas A-20 "Havoc" / "Boston" light bombers to suit the role. Development began in 1942 in anticipation that the series would not have to fight for long as the Northrop P-61 "Black Widow" - purposely designed for night fighting - would soon arrive in 1943. An XP-70 served as the series prototype to prove the validity of the conversion and the aircraft then operated under the formal designation of P-70 "Nighthawk".
It was the British Royal Air Force (RAF) that first realized the A-20 as a night fighter when they converted their A-20 Havocs for the role by installing appropriate air intercept radar and a ventral gun pod. The glazed nose section was painted over/covered to shroud the radar suite and an additional internal fuel tank was fitted for extended operational ranges. The USAAC followed suit, arming their A-20s and outfitting them with local copies of the British AI Mk IV radar (as the SCR-540). These aircraft too lost their glazed nose sections. Some fitted a ventral cannon tray with 4 x 20mm cannons while others utilized a "gun nose" mounting six or eight 0.50 M2 Browning heavy machine guns - continuing the American reliance on all-machine-gun armament for their aircraft. In these forms, the radar suite was moved to the bomb bay. The armor protection encountered in the original A-20 was reduced to help lighten the operation loads of the P-70s. It was deemed that such an aircraft, in its given role, need not burden itself down with unnecessary protection.
The Douglas A-20 airframe proved a solid choice for the mission ahead. Its dual-engine configuration, particularly over expansive oceans, meant that the aircraft could fly on a single engine if forced. The machine’s handling was very good and even the bombers turned out to be agile aircraft. The multiple crew spread the workload around helping to reduce pilot fatigue. Cannon armament - or similar forward-firing firepower - was a prerequisite considering that the crew would have, at best, a single attack against an enemy target and best make the first shots count.
The designation P-70 marked the original base Nighthawks which were all converted from bombers numbering 59 examples. The P-70A-1 mark emerged from the A-20C production model and totaled 39 examples while the 65 P-70A-2s came from the A-20G. The P-70B-1 was the A-20G-10-DO night fighter conversion even though only a single example was built and tested, and P-70B-2s were A-20G and A-20J models reserved for training future P-61 crews. These aircraft were outfitted with SCR-720 and SCR-729 radar kits.
In practice, the P-70 proved a serviceable machine and was initially only fielded in the Pacific Theater, even though there was already a converted A-20 with radar on station over California after the Japanese attack at Pearl to prove the aircraft-radar combination sound. Later, the machines were also operated in Europe. First P-70 deliveries arrived in April of 1942 with machine gun noses while retaining support for 2,000lb of internal stores if needed. The A-1s then followed in 1943 during a period when night fighters were in constant need against marauding Japanese raiders.
While the early P-70s lacked much in the way of flat-out speed and high-altitude work (they lacked superchargers), they provided a workable and effective stopgap solution while frontline units were waiting for the dedicated P-61, which was severely delayed, though, and would not arrive before mid-1944. Especially for the European theatre of operations the Allied forced required high performance night fighters, which potentially could escort bombers to target in Germany and fend off German night fighters that attcked the bombers, so that British Bristol Beaufighters had to be operated by USAAF night fighter units. This led to the emergency development of the P-70C, a thoroughly redesigned and upgraded night fighter variant of the A-20 airframe that could fill this imminent operational gap.
While the P-70C was based on the late A-20G/J airframe, it featured significant modifications. The most obvious change was the upgrade from the original Wright R-2600-23 Twin Cyclone 14-cylinder air-cooled radial piston engines with 1,600 hp (1,200 kW) each to much more powerful R-2800-10s with two-stage, two-speed superchargers that produced 2,000 hp (1,500 kW) at 2,700 rpm at 1,000 ft (300 m); 1,800 hp (1,300 kW) at 2,700 rpm at 15,500 ft (4,700 m), and up to 2,250 hp (1,680 kW) WEP with water injection. These powerful, engines dramatically improved the type’s performance, especially at higher altitude even though new engine mounts and cowlings had to be designed to.
Another obvious change was a new solid nose with a distinctive, perspex-covered radome at its tip for a rotating dipole 29-inch paraboloid reflector dish antenna of an American SCR-720 radar. This was the same system that had been earmarked for the P-61, and it was capable of detecting target both in the air and on the ground. Bombers could be reliably detected and tracked at 10,000 ft at a 17,000 yd. range, fighters at 17,000 ft at a distance of 8,500 yd. Over the open sea and without ground clutter, ships could be detected at 40 miles (64 km).
Through the new, solid nose and the bulky radar equipment that was stored between radome and cockpit the armament had to be re-arranged. The earlier P-70s' main armament consisting of a ventral tray with four machine 20 mm cannon was retained, even though its fairing was re-contoured and more streamlined now, with a staggered weapon arrangement and an extended ammunition supply carried partly inside of the former bomb bay. The A-20s' pair of 0.5” machine guns in the lower nose with 400 RPG was retained, even though these lighter weapons were outfitted with tracer ammunition to ease aiming with the main guns. The bomb bay was filled with auxiliary fuel tanks, a SCR-695 tail warning/IFF radar (with its antenna in the nose cone) and early electronic countermeasures equipment.
Reinforced plumbed hardpoints under the outer wings allowed to carry even more fuel and other loads. Drop tanks of up to 165 US gal (624 l; 138 imp gal) volume could be carried, even though smaller 100 US gal (378 l; 83 imp gal) tanks were more common. Alternatively, for attack missions, the P-70C could carry single iron bombs of up to 1.000 lb (454 kg) caliber on each pylon, triple tube t30/m10 rocket launchers or conformal pods with 2× 0.5” M2 Browning machine guns each on the pylon hardpoints under the wings, primarily for strafing ground targets but also used to improve the aircraft’s weight of fire against aerial targets.
The SCR-720’s operator sat in the former gunner station behind the wings. All defensive armament had been deleted to save weight and make space for the radar equipment, and due to the late A-20G airframe with its widened fuselage section for the powered twin-gun turret, the P-70C had a different glazing of the radar operator cabin from previous P-70 versions and earlier A-20 bombers. Like before, the crew member in the rear compartment was provided with minimal flight controls that allowed to steer the aircraft and make a controlled landing in case the pilot became incapacitated, even though sight from the rear compartment was very limited, with virtually no field of view ahead.
P-70C crews trained in a variety of ways. Several existing night fighter squadrons operating from Great Britain were to transition into the P-70C from Bristol Beaufighters, though most crews were to be made up of new recruits operating in newly commissioned squadrons. After receiving flight, gunnery or radar training in bases around the U.S., the crews were finally assembled and received their operational training in Florida for transfer to the European Theater, mostly on early P-70 machines.
The P-70Cs arrived in the UK in April 1944 as part of 422 NFS and started flying operational missions in June, just ahead of the D-Day invasion and only a few months in advance of the P-61, the aircraft the night fighter units were actually waiting for. While the first P-70Cs were put into service with 422nd and 425th NFS the P-61 had an inauspicious start to its combat in the European theater, when an initial aircraft was delivered in May 1944 and immediately tested.
During the first deployments the P-70Cs' showed a very good capability (their high speed of up 400 mph / 650 km/h was appreciated, together with a much improved performance at higher altitude and the solid radar on board), but the crews complained about a lack of ammunition for the main weapons, so that soon two more optional pairs of 0.5” M2 Browning machine guns in separate external pods along the fuselage flanks under the cockpit were introduced, and hardpoints to mount them in the field were integrated into the running production. Each pod was self-sufficient and contained 400 RPG, and these weapons could be fired separately from the 20 mm cannon and the nose machine guns. In practice, almost all P-70Cs were outfitted with them.
On the other side, the P-61 was not received well, and the situation deteriorated when the squadrons learned that several USAAF generals – including General Hoyt Vandenberg – believed the P-61 lacked the capability to successfully engage German fighters and bombers, being too slow. General Spaatz asked for de Havilland Mosquito night fighters to equip two U.S. night fighter squadrons based in the UK, but this request was denied due to insufficient supplies of Mosquitoes which were in demand for a number of roles. The P-70C had good handling and was faster than the P-61, but it was apparent that the A-20 airframe had reached its development potential. At the end of May, the USAAF insisted on a competition between the P-70C, the Mosquito and the P-61 for operation in the European theater. RAF crews flew the Mosquito Mk XVII while crews from the 422nd NFS flew the P-70C and the P-61. In the end the USAAF determined that the P-61 had a slightly better rate of climb and could turn more tightly than the Mosquito, while the P-70C only offered marginal performance benefits at the cost of less range. Colonel Winston Kratz, director of night fighter training in the USAAF, had organized a similar competition earlier.
Eventually, the P-61 receive priority and production of the P-70C was stopped again in October 1944, after only 72 aircraft had been built and sent to Europe. Beyond Great Britain the type was also deployed to the MTO, where it replaced Beaufighter night fighters in USAAF service, too. Another factor that quickly rang the P-70C’s death knell was the fact that both the R-2800 engines as well as the radar systems were in short supply, and to simplify logistics the P-70s’ production line was terminated and rescoureces shifted to more modern types.
By the start of 1945 all early P-70s were removed from frontline service and served as trainers until their final days. Indeed, the P-70 trainers graduated some 485 persons to serve in American night fighter squadrons. The more potent P-70Cs were kept in service until the end of hostilities, even though many lost their radar equipment from early 1945 on when the Allied forces had claimed air superiority in many regions and were more and more used for daylight ground attack missions, using their potent gun armament for strafing ground targets. At this stage many P-70Cs also had their radr equipment removed to save weight in favor for more fuel or external ordnance.
General characteristics:
Crew: 2 (pilot, radar operator)
Length: 48 ft 2 3/4 in (14.72 m)
Wingspan: 61 ft 3.5 in (18.68 m)
Height: 18 ft 1+1⁄2 in (5.52 m)
Wing area: 464 sq ft (43.1 m²)
Airfoil: root: NACA 23018
tip: NACA 23009
Empty weight: 16,031 lb (7,272 kg)
Gross weight: 24,127 lb (10,944 kg)
Fuel capacity: 400 US gal (330 imp gal; 1,500 l) internal capacity, plus
676 US gal (563 imp gal; 2,560 l) in four auxiliary tanks in the bomb-bay, plus
200 US gal (174 imp. gal; 900 l) in optional underwing drop tanks
Powerplant:
2× Wright R-2800-10s Double Wasp 18-cylinder air-cooled radial piston engines,
2,000 hp (1,500 kW) each and up to 2,250 hp (1,680 kW) emergency power with water injection,
driving 4-bladed Curtiss Electric C542S constant-speed propellers, 11 ft 0 in (3.36 m) diameter
Performance:
Maximum speed: 400 mph (650 km/h, 350 kn) at 23.000 ft (7,500 m)
332 mph (534 km/h, 288 kn) at sea level
Cruise speed: 450 km/h (280 mph, 240 kn) at 14,000 ft (4,300 m)
Stall speed: 98 mph (158 km/h, 85 kn)
Range: 848 mi (1,365 km: 737 nmi) at 23,000 ft (7,000 m) with internal fuel only,
1,560 mi (2,510 km; 1,350 nmi) w. 2× 100 US gal (454 l; 87 imp gal) drop tanks
Ferry range: 2,300 mi (3,700 km, 2,000 nmi)
Service ceiling: 35,800 ft (10,900 m)
Rate of climb: 3,000 ft/min (15 m/s)
Time to altitude: 26,000 ft (8,000 m) in 14 minutes 30 seconds
Wing loading: 52 lb/sq ft (250 kg/m2²
Power/mass: 0.141 hp/lb (0.232 kW/kg)
Armament:
4× 20 mm Hispano M2(C) 20 mm cannon in a ventral tray with 100 rpg
6× 0.5 in (12.7 mm) M2 Browning machine guns in the nose with 400 rpg,
two in the lower nose section, four in external pods on the fuselage flanks
2× underwing hardpoints for 1.000 lb (454 kg) each
The kit and its assembly:
Another submission for the "Re-engined" group build at whatifmodellers.com in mid-2023, and this project started as a kind of repurposing of various ingredients into a new whole one. One factor was a vintage Matchbox A-20G/Boston IV kit, which I had primarily procured for the cool "Green Hornet" livery of the USAAF aircraft. The kit itself is not so flashy, though: it is rather basic, offers a wild mix of raised and engraved panel lines, and the worst thing is/was that the complete clear sprue was missing - and there's no chance to get this as a spare part, e .g, through Revell's "Department X", who might have reboxed the kit, but they never did (so far). When I recently gug through my spare parts I came across a cockpit canopy for just this kit - from my first Matchbox A-20 which I had built around 40(!) years ago. With this there was a serious chance to build the kit, even though not as intended by Matchbox.
With only the canopy to save the model it was clear that the nose had to be solid and that the dorsal turret had to go (which is no loss, it is ugly, primitive, and a PiTA to mount), and a P-70 conversion was a suitable path. Even more so because I could replace the bulbous and IMHO oversized OOB R-2600s with R-2800 from a Matchbox Martin B-26 Marauder - actually procured from two different kits and then mounted upside down to change the look a little. Since the "new" cowlings came with an integrated carburettor intake I decided to remove the respective fairings on top of the wings. These were filled/faired over with 2C putty, with the side benefit that I could add some hand-made wing structures inside of the landing gear wells. Adapting the B-26 cowlings to the A-20 nacelles required some sculpting and more PSR, but it workd and the result looks quite natural. The propellers were changed to cuffed Curtiss four-blade props, I was lucky to have a matching pair of P-47 parts at hand. The tips were slightly clipped, though.
The fuselage required more massive work. To make a virtue out of necessity I used the Boston IV's clear bombardier nose, which would remain incomplete, anyway, and integrated a radome from a A.W. Meteor night fighter (Matchbox kit) with lots of PSR and even more lead inside (because the Matchbox A-20 is a notorious tail sitter). I expected to radome to be more pronounced, in the end its curvature blends well into the rest of the A-20 fuselage - it looks as if the glass nose had been painted over, just like on the early P-70s and strafer Havocs. But I left it that way, even though I had hoped for a more distinct front profile.
However, because the radome was now not wider than the fuselage I decided to not only add a cannon tray under the fuselage (a drop tank half from a Sword F3J with an oval diameter), but also two pairs of pods with 0.5" machine guns from an Italeri B-25J. Serious firepower.
Additionally the P-70C received small, streamlined underwing drop tanks outside of the engine nacelles - a small detail that changes the aircraft's look even more.
Biggest challenge became the rear cockpit for the radar operator, though. Like the earlier P-70s, the night fighter would lose its defensive armament, and in the A-20G's case this included a complete powered turret for which the fuselage had been widened behind the wings' trailing edge. For this stunt the whole area was cut out and the former roof window of the gunner's compartment faired over. The whole cabin was effectively moved forward. Biggest issue was how to cover this gap, though. A long spare safari eventually yielded a rear cabin cover from an Aoshima Ki-46, which was long enough to close the section and even had the right shape to blend the A-20's spine into the tail section. As a side benefit: it has similar heavy framing as the cockpit. Fitting this clear piece was challenging, though, as it required to fill gaps with putty and sand directly around the clear part.
Inside, the pilot's cockpit was enhanced with a dashboard (and more lead under the floor!) and the radar operator received a scratched cabin with a floor, a rear bulkhead, a seat (left over from the Boston IV's bombardier nose) and a radar console (part left over from an Italeri B-66). The OOB pilots were used and received "3D" safety belts made from white tape - after all, the clear parts would not allow good sight inside.
The landing gear, even though very simple, was taken OOB, I just added cannon and machine gun barrels in the nose cut from hollow steel needles.
Painting and markings:
I wanted something realistic, and that offered only two options for an USAAF night fighter around 1944: either Olive Drab/Neutral Grey or all-black, and both quite boring. After I had seen a picture of an early black P-61 in Europe with invasion stripes I decided to adopt this scheme, even though with the twist of overpainted stripes on the upper surfaces - a detail seen frequently on NMF fighters (e.g. P-47s and early P-51s) after D-Day to improve camouflage on the ground against strafing attacks and photo reconnaissance. Sometimes the whole upper side was painted with olive drab, sometimes only the stripes were covered, resulting in interesting finishes.
The model received an overall coat with Revell 06 (Tar Black) enamel paint, which is a "dirty black". The invasion stripes were all made with decals from various Academy kits (from a P-47 under the fuselage, and from a Spitfire and Typhoon on the wings), and on the upper surfaces these were translucently painted over with thinned Tamiya XF-62 (Olive Drab), so that the stripes would still shine through here and there.
All interior surfaces were painted with green chromate primer (I used Humbrol 159), the radome was painted with Humbrol 72.
The black and the radome were later heavily treated with dry-brushing, using several very similar "almost black" tones as well as a bit of aluminum and grinded graphite around the gun porst and the exhaust. The only colorful highlights are the red propeller tips and a nose art graphic (from an Academy P-47D). The rest of the markings are rather dry and minimal, most came from Hobby Boss P-39 kits.
Finally, after everything had been assembled, the model received a coat of matt acrylic varnish. In real life the black night fighters were supposed to be glossy, but any picture I have seen of such a machine shows a rather dull if not matte (and quite dirty) finish.
An engine conversion project that helped to save a kit from it incompleteness. And the resulting fictional P-70C looks pretty mean and purposeful, the conversions and esp. the risky implantation of the rear cabin and its canopy paid out and the result looks quite plausible. And the partly overpainted invasion stripes add a bit of extravaganza to the otherwise rather dull all-black aircraft.
Historical photos regarding some of the history of the Des Moines Police Department. I will be adding to these photos as time and workload permits,
A majority of these photos have no information about the photos.
This appears to be a shooting and is possibly a Homicide.
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How much do you sleep every day?
I can only manage to do like 5-6 hours on weekdays, and perhaps 6-7 hours on weekends. There was a recent news on a research on the sleeping patterns of children in Singapore, and by no surprise, kids and young people these days are not getting enough sleep. Blame it on the heavy school workload, distractions of Internet and games, and the hectic lifestyles of their parents, there are increasing incidents of people seeking help from sleep clinics.
:o *yawn* I need some sleep now.
Historical photos regarding some of the history of the Des Moines Police Department. I will be adding to these photos as time and workload permits.
DMPD Vice Squad 1938.
The scraps of paper denote different hours of the day, these are used to determine the workload of men and women in the villages
+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
To shore up its need for a dedicated night fighter in 1940, the United States Army Air Corps (USAAC) went ahead with modified Douglas A-20 "Havoc" / "Boston" light bombers to suit the role. Development began in 1942 in anticipation that the series would not have to fight for long as the Northrop P-61 "Black Widow" - purposely designed for night fighting - would soon arrive in 1943. An XP-70 served as the series prototype to prove the validity of the conversion and the aircraft then operated under the formal designation of P-70 "Nighthawk".
It was the British Royal Air Force (RAF) that first realized the A-20 as a night fighter when they converted their A-20 Havocs for the role by installing appropriate air intercept radar and a ventral gun pod. The glazed nose section was painted over/covered to shroud the radar suite and an additional internal fuel tank was fitted for extended operational ranges. The USAAC followed suit, arming their A-20s and outfitting them with local copies of the British AI Mk IV radar (as the SCR-540). These aircraft too lost their glazed nose sections. Some fitted a ventral cannon tray with 4 x 20mm cannons while others utilized a "gun nose" mounting six or eight 0.50 M2 Browning heavy machine guns - continuing the American reliance on all-machine-gun armament for their aircraft. In these forms, the radar suite was moved to the bomb bay. The armor protection encountered in the original A-20 was reduced to help lighten the operation loads of the P-70s. It was deemed that such an aircraft, in its given role, need not burden itself down with unnecessary protection.
The Douglas A-20 airframe proved a solid choice for the mission ahead. Its dual-engine configuration, particularly over expansive oceans, meant that the aircraft could fly on a single engine if forced. The machine’s handling was very good and even the bombers turned out to be agile aircraft. The multiple crew spread the workload around helping to reduce pilot fatigue. Cannon armament - or similar forward-firing firepower - was a prerequisite considering that the crew would have, at best, a single attack against an enemy target and best make the first shots count.
The designation P-70 marked the original base Nighthawks which were all converted from bombers numbering 59 examples. The P-70A-1 mark emerged from the A-20C production model and totaled 39 examples while the 65 P-70A-2s came from the A-20G. The P-70B-1 was the A-20G-10-DO night fighter conversion even though only a single example was built and tested, and P-70B-2s were A-20G and A-20J models reserved for training future P-61 crews. These aircraft were outfitted with SCR-720 and SCR-729 radar kits.
In practice, the P-70 proved a serviceable machine and was initially only fielded in the Pacific Theater, even though there was already a converted A-20 with radar on station over California after the Japanese attack at Pearl to prove the aircraft-radar combination sound. Later, the machines were also operated in Europe. First P-70 deliveries arrived in April of 1942 with machine gun noses while retaining support for 2,000lb of internal stores if needed. The A-1s then followed in 1943 during a period when night fighters were in constant need against marauding Japanese raiders.
While the early P-70s lacked much in the way of flat-out speed and high-altitude work (they lacked superchargers), they provided a workable and effective stopgap solution while frontline units were waiting for the dedicated P-61, which was severely delayed, though, and would not arrive before mid-1944. Especially for the European theatre of operations the Allied forced required high performance night fighters, which potentially could escort bombers to target in Germany and fend off German night fighters that attcked the bombers, so that British Bristol Beaufighters had to be operated by USAAF night fighter units. This led to the emergency development of the P-70C, a thoroughly redesigned and upgraded night fighter variant of the A-20 airframe that could fill this imminent operational gap.
While the P-70C was based on the late A-20G/J airframe, it featured significant modifications. The most obvious change was the upgrade from the original Wright R-2600-23 Twin Cyclone 14-cylinder air-cooled radial piston engines with 1,600 hp (1,200 kW) each to much more powerful R-2800-10s with two-stage, two-speed superchargers that produced 2,000 hp (1,500 kW) at 2,700 rpm at 1,000 ft (300 m); 1,800 hp (1,300 kW) at 2,700 rpm at 15,500 ft (4,700 m), and up to 2,250 hp (1,680 kW) WEP with water injection. These powerful, engines dramatically improved the type’s performance, especially at higher altitude even though new engine mounts and cowlings had to be designed to.
Another obvious change was a new solid nose with a distinctive, perspex-covered radome at its tip for a rotating dipole 29-inch paraboloid reflector dish antenna of an American SCR-720 radar. This was the same system that had been earmarked for the P-61, and it was capable of detecting target both in the air and on the ground. Bombers could be reliably detected and tracked at 10,000 ft at a 17,000 yd. range, fighters at 17,000 ft at a distance of 8,500 yd. Over the open sea and without ground clutter, ships could be detected at 40 miles (64 km).
Through the new, solid nose and the bulky radar equipment that was stored between radome and cockpit the armament had to be re-arranged. The earlier P-70s' main armament consisting of a ventral tray with four machine 20 mm cannon was retained, even though its fairing was re-contoured and more streamlined now, with a staggered weapon arrangement and an extended ammunition supply carried partly inside of the former bomb bay. The A-20s' pair of 0.5” machine guns in the lower nose with 400 RPG was retained, even though these lighter weapons were outfitted with tracer ammunition to ease aiming with the main guns. The bomb bay was filled with auxiliary fuel tanks, a SCR-695 tail warning/IFF radar (with its antenna in the nose cone) and early electronic countermeasures equipment.
Reinforced plumbed hardpoints under the outer wings allowed to carry even more fuel and other loads. Drop tanks of up to 165 US gal (624 l; 138 imp gal) volume could be carried, even though smaller 100 US gal (378 l; 83 imp gal) tanks were more common. Alternatively, for attack missions, the P-70C could carry single iron bombs of up to 1.000 lb (454 kg) caliber on each pylon, triple tube t30/m10 rocket launchers or conformal pods with 2× 0.5” M2 Browning machine guns each on the pylon hardpoints under the wings, primarily for strafing ground targets but also used to improve the aircraft’s weight of fire against aerial targets.
The SCR-720’s operator sat in the former gunner station behind the wings. All defensive armament had been deleted to save weight and make space for the radar equipment, and due to the late A-20G airframe with its widened fuselage section for the powered twin-gun turret, the P-70C had a different glazing of the radar operator cabin from previous P-70 versions and earlier A-20 bombers. Like before, the crew member in the rear compartment was provided with minimal flight controls that allowed to steer the aircraft and make a controlled landing in case the pilot became incapacitated, even though sight from the rear compartment was very limited, with virtually no field of view ahead.
P-70C crews trained in a variety of ways. Several existing night fighter squadrons operating from Great Britain were to transition into the P-70C from Bristol Beaufighters, though most crews were to be made up of new recruits operating in newly commissioned squadrons. After receiving flight, gunnery or radar training in bases around the U.S., the crews were finally assembled and received their operational training in Florida for transfer to the European Theater, mostly on early P-70 machines.
The P-70Cs arrived in the UK in April 1944 as part of 422 NFS and started flying operational missions in June, just ahead of the D-Day invasion and only a few months in advance of the P-61, the aircraft the night fighter units were actually waiting for. While the first P-70Cs were put into service with 422nd and 425th NFS the P-61 had an inauspicious start to its combat in the European theater, when an initial aircraft was delivered in May 1944 and immediately tested.
During the first deployments the P-70Cs' showed a very good capability (their high speed of up 400 mph / 650 km/h was appreciated, together with a much improved performance at higher altitude and the solid radar on board), but the crews complained about a lack of ammunition for the main weapons, so that soon two more optional pairs of 0.5” M2 Browning machine guns in separate external pods along the fuselage flanks under the cockpit were introduced, and hardpoints to mount them in the field were integrated into the running production. Each pod was self-sufficient and contained 400 RPG, and these weapons could be fired separately from the 20 mm cannon and the nose machine guns. In practice, almost all P-70Cs were outfitted with them.
On the other side, the P-61 was not received well, and the situation deteriorated when the squadrons learned that several USAAF generals – including General Hoyt Vandenberg – believed the P-61 lacked the capability to successfully engage German fighters and bombers, being too slow. General Spaatz asked for de Havilland Mosquito night fighters to equip two U.S. night fighter squadrons based in the UK, but this request was denied due to insufficient supplies of Mosquitoes which were in demand for a number of roles. The P-70C had good handling and was faster than the P-61, but it was apparent that the A-20 airframe had reached its development potential. At the end of May, the USAAF insisted on a competition between the P-70C, the Mosquito and the P-61 for operation in the European theater. RAF crews flew the Mosquito Mk XVII while crews from the 422nd NFS flew the P-70C and the P-61. In the end the USAAF determined that the P-61 had a slightly better rate of climb and could turn more tightly than the Mosquito, while the P-70C only offered marginal performance benefits at the cost of less range. Colonel Winston Kratz, director of night fighter training in the USAAF, had organized a similar competition earlier.
Eventually, the P-61 receive priority and production of the P-70C was stopped again in October 1944, after only 72 aircraft had been built and sent to Europe. Beyond Great Britain the type was also deployed to the MTO, where it replaced Beaufighter night fighters in USAAF service, too. Another factor that quickly rang the P-70C’s death knell was the fact that both the R-2800 engines as well as the radar systems were in short supply, and to simplify logistics the P-70s’ production line was terminated and rescoureces shifted to more modern types.
By the start of 1945 all early P-70s were removed from frontline service and served as trainers until their final days. Indeed, the P-70 trainers graduated some 485 persons to serve in American night fighter squadrons. The more potent P-70Cs were kept in service until the end of hostilities, even though many lost their radar equipment from early 1945 on when the Allied forces had claimed air superiority in many regions and were more and more used for daylight ground attack missions, using their potent gun armament for strafing ground targets. At this stage many P-70Cs also had their radr equipment removed to save weight in favor for more fuel or external ordnance.
General characteristics:
Crew: 2 (pilot, radar operator)
Length: 48 ft 2 3/4 in (14.72 m)
Wingspan: 61 ft 3.5 in (18.68 m)
Height: 18 ft 1+1⁄2 in (5.52 m)
Wing area: 464 sq ft (43.1 m²)
Airfoil: root: NACA 23018
tip: NACA 23009
Empty weight: 16,031 lb (7,272 kg)
Gross weight: 24,127 lb (10,944 kg)
Fuel capacity: 400 US gal (330 imp gal; 1,500 l) internal capacity, plus
676 US gal (563 imp gal; 2,560 l) in four auxiliary tanks in the bomb-bay, plus
200 US gal (174 imp. gal; 900 l) in optional underwing drop tanks
Powerplant:
2× Wright R-2800-10s Double Wasp 18-cylinder air-cooled radial piston engines,
2,000 hp (1,500 kW) each and up to 2,250 hp (1,680 kW) emergency power with water injection,
driving 4-bladed Curtiss Electric C542S constant-speed propellers, 11 ft 0 in (3.36 m) diameter
Performance:
Maximum speed: 400 mph (650 km/h, 350 kn) at 23.000 ft (7,500 m)
332 mph (534 km/h, 288 kn) at sea level
Cruise speed: 450 km/h (280 mph, 240 kn) at 14,000 ft (4,300 m)
Stall speed: 98 mph (158 km/h, 85 kn)
Range: 848 mi (1,365 km: 737 nmi) at 23,000 ft (7,000 m) with internal fuel only,
1,560 mi (2,510 km; 1,350 nmi) w. 2× 100 US gal (454 l; 87 imp gal) drop tanks
Ferry range: 2,300 mi (3,700 km, 2,000 nmi)
Service ceiling: 35,800 ft (10,900 m)
Rate of climb: 3,000 ft/min (15 m/s)
Time to altitude: 26,000 ft (8,000 m) in 14 minutes 30 seconds
Wing loading: 52 lb/sq ft (250 kg/m2²
Power/mass: 0.141 hp/lb (0.232 kW/kg)
Armament:
4× 20 mm Hispano M2(C) 20 mm cannon in a ventral tray with 100 rpg
6× 0.5 in (12.7 mm) M2 Browning machine guns in the nose with 400 rpg,
two in the lower nose section, four in external pods on the fuselage flanks
2× underwing hardpoints for 1.000 lb (454 kg) each
The kit and its assembly:
Another submission for the "Re-engined" group build at whatifmodellers.com in mid-2023, and this project started as a kind of repurposing of various ingredients into a new whole one. One factor was a vintage Matchbox A-20G/Boston IV kit, which I had primarily procured for the cool "Green Hornet" livery of the USAAF aircraft. The kit itself is not so flashy, though: it is rather basic, offers a wild mix of raised and engraved panel lines, and the worst thing is/was that the complete clear sprue was missing - and there's no chance to get this as a spare part, e .g, through Revell's "Department X", who might have reboxed the kit, but they never did (so far). When I recently gug through my spare parts I came across a cockpit canopy for just this kit - from my first Matchbox A-20 which I had built around 40(!) years ago. With this there was a serious chance to build the kit, even though not as intended by Matchbox.
With only the canopy to save the model it was clear that the nose had to be solid and that the dorsal turret had to go (which is no loss, it is ugly, primitive, and a PiTA to mount), and a P-70 conversion was a suitable path. Even more so because I could replace the bulbous and IMHO oversized OOB R-2600s with R-2800 from a Matchbox Martin B-26 Marauder - actually procured from two different kits and then mounted upside down to change the look a little. Since the "new" cowlings came with an integrated carburettor intake I decided to remove the respective fairings on top of the wings. These were filled/faired over with 2C putty, with the side benefit that I could add some hand-made wing structures inside of the landing gear wells. Adapting the B-26 cowlings to the A-20 nacelles required some sculpting and more PSR, but it workd and the result looks quite natural. The propellers were changed to cuffed Curtiss four-blade props, I was lucky to have a matching pair of P-47 parts at hand. The tips were slightly clipped, though.
The fuselage required more massive work. To make a virtue out of necessity I used the Boston IV's clear bombardier nose, which would remain incomplete, anyway, and integrated a radome from a A.W. Meteor night fighter (Matchbox kit) with lots of PSR and even more lead inside (because the Matchbox A-20 is a notorious tail sitter). I expected to radome to be more pronounced, in the end its curvature blends well into the rest of the A-20 fuselage - it looks as if the glass nose had been painted over, just like on the early P-70s and strafer Havocs. But I left it that way, even though I had hoped for a more distinct front profile.
However, because the radome was now not wider than the fuselage I decided to not only add a cannon tray under the fuselage (a drop tank half from a Sword F3J with an oval diameter), but also two pairs of pods with 0.5" machine guns from an Italeri B-25J. Serious firepower.
Additionally the P-70C received small, streamlined underwing drop tanks outside of the engine nacelles - a small detail that changes the aircraft's look even more.
Biggest challenge became the rear cockpit for the radar operator, though. Like the earlier P-70s, the night fighter would lose its defensive armament, and in the A-20G's case this included a complete powered turret for which the fuselage had been widened behind the wings' trailing edge. For this stunt the whole area was cut out and the former roof window of the gunner's compartment faired over. The whole cabin was effectively moved forward. Biggest issue was how to cover this gap, though. A long spare safari eventually yielded a rear cabin cover from an Aoshima Ki-46, which was long enough to close the section and even had the right shape to blend the A-20's spine into the tail section. As a side benefit: it has similar heavy framing as the cockpit. Fitting this clear piece was challenging, though, as it required to fill gaps with putty and sand directly around the clear part.
Inside, the pilot's cockpit was enhanced with a dashboard (and more lead under the floor!) and the radar operator received a scratched cabin with a floor, a rear bulkhead, a seat (left over from the Boston IV's bombardier nose) and a radar console (part left over from an Italeri B-66). The OOB pilots were used and received "3D" safety belts made from white tape - after all, the clear parts would not allow good sight inside.
The landing gear, even though very simple, was taken OOB, I just added cannon and machine gun barrels in the nose cut from hollow steel needles.
Painting and markings:
I wanted something realistic, and that offered only two options for an USAAF night fighter around 1944: either Olive Drab/Neutral Grey or all-black, and both quite boring. After I had seen a picture of an early black P-61 in Europe with invasion stripes I decided to adopt this scheme, even though with the twist of overpainted stripes on the upper surfaces - a detail seen frequently on NMF fighters (e.g. P-47s and early P-51s) after D-Day to improve camouflage on the ground against strafing attacks and photo reconnaissance. Sometimes the whole upper side was painted with olive drab, sometimes only the stripes were covered, resulting in interesting finishes.
The model received an overall coat with Revell 06 (Tar Black) enamel paint, which is a "dirty black". The invasion stripes were all made with decals from various Academy kits (from a P-47 under the fuselage, and from a Spitfire and Typhoon on the wings), and on the upper surfaces these were translucently painted over with thinned Tamiya XF-62 (Olive Drab), so that the stripes would still shine through here and there.
All interior surfaces were painted with green chromate primer (I used Humbrol 159), the radome was painted with Humbrol 72.
The black and the radome were later heavily treated with dry-brushing, using several very similar "almost black" tones as well as a bit of aluminum and grinded graphite around the gun porst and the exhaust. The only colorful highlights are the red propeller tips and a nose art graphic (from an Academy P-47D). The rest of the markings are rather dry and minimal, most came from Hobby Boss P-39 kits.
Finally, after everything had been assembled, the model received a coat of matt acrylic varnish. In real life the black night fighters were supposed to be glossy, but any picture I have seen of such a machine shows a rather dull if not matte (and quite dirty) finish.
An engine conversion project that helped to save a kit from it incompleteness. And the resulting fictional P-70C looks pretty mean and purposeful, the conversions and esp. the risky implantation of the rear cabin and its canopy paid out and the result looks quite plausible. And the partly overpainted invasion stripes add a bit of extravaganza to the otherwise rather dull all-black aircraft.