Monday, September 17, 2018

U.S.S. Monitor 1862

Here are some images of Cottage Industry Models 1/96 scale U.S.S. Monitor ironclad.

From Wikipedia"
USS Monitor was an iron-hulled steamship. Built during the American Civil War, she was the first ironclad warship commissioned by the Union Navy. Monitor is most famous for her central role in the Battle of Hampton Roads on 9 March 1862, where, under the command of Lieutenant John Worden, she fought the casemate ironclad CSS Virginia (built on the hull of the former steam frigate USS Merrimack) to a standstill. The unique design of the ship, distinguished by its revolving turret which was designed by American inventor Theodore Timby, was quickly duplicated and established the monitor type of warship.
The remainder of the ship was designed by the Swedish-born engineer and inventor John Ericsson and hurriedly built in Brooklyn in only 101 days. Monitor presented a new concept in ship design and employed a variety of new inventions and innovations in ship building that caught the attention of the world. The impetus to build Monitor was prompted by the news that the Confederates were building an ironclad warship, named Virginia, that could effectively engage the Union ships blockading Hampton Roads and the James River leading to Richmond and ultimately advance on Washington, D.C. and other cities, virtually unchallenged. Before Monitor could reach Hampton Roads, the Confederate ironclad had destroyed the sail frigates USS Cumberland and USS Congress and had run the steam frigate USS Minnesota aground. That night Monitor arrived and the following morning, just as Virginia set to finish off Minnesota, the new Union ironclad confronted the Confederate ship, preventing her from wreaking further destruction on the wooden Union ships. A four-hour battle ensued, both ships pounding the other with close-range cannon fire, although neither ship could destroy or seriously damage the other. This was the first-ever battle fought between two armored warships and marked a turning point in naval warfare.
After the Confederates were forced to destroy Virginia as they withdrew in early May, Monitor sailed up the James River to support the Union Army during the Peninsula Campaign. The ship participated in the Battle of Drewry's Bluff later that month and remained in the area giving support to General McClellan's forces on land until she was ordered to join the blockaders off North Carolina in December. On her way there she foundered while under tow, during a storm off Cape Hatteras on the last day of the year. Monitor's wreck was discovered in 1973 and has been partially salvaged. Her guns, gun turret, engine and other relics are on display at the Mariners' Museum in Newport News, Virginia

The Navy tested an "underwater locator" in August 1949 by searching an area south of the Cape Hatteras Lighthouse for the wreck of Monitor. It found a 140-foot (42.7 m) long object bulky enough to be a shipwreck, in 310 feet (94.5 m) feet of water that was thought to be Monitor, but powerful currents negated attempts by divers to investigate. Retired Rear Admiral Edward Ellsberg proposed using external pontoons to raise the wreck in 1951, the same method of marine salvage he had used on the sunken submarine S-51, for the cost of $250,000. Four years later, Robert F. Marx claimed to have discovered the wreck based on the idea she had drifted into shallow water north of the lighthouse before sinking. Marx said he had dived on the wreck and placed a Coke bottle with his name on it in one of the gun barrels, although he never provided any proof of his story.
Interest in locating the ship revived in the early 1970s and Duke University, the National Geographic Society and the National Science Foundation sponsored an expedition in August 1973 to search for the wreck using a towed sonar system. The Duke team was led by John G. Newton (no known relation to the Isaac Newton that served on the Monitor). On 27 August, Monitor was discovered 111 years after sinking, near Cape Hatteras at coordinates 35°0′6″N 75°24′23″WCoordinates: 35°0′6″N 75°24′23″W. They sent a camera down to photograph the wreck, but the pictures were so fuzzy as to be useless; on a second attempt the camera snagged something on the wreck and was lost. The sonar images did not match what they expected the wreck to look like until they realized that the sinking vessel had turned over while descending and was resting at the bottom upside down. The team announced their discovery on 8 March 1974. Another expedition was mounted that same month to confirm the discovery and the research submersible Alcoa Sea Probe was able to take still photos and video of the wreck that confirmed it was Monitor.
These photos revealed that the wreck was disintegrating and the discovery raised another issue. Since the Navy had formally abandoned the wreck in 1953, it could be exploited by divers and private salvage companies as it lay outside North Carolina's territorial limits. To preserve the ship, the wreck, and everything around it, a .5-nautical-mile (0.93 km; 0.58 mi) radius was designated as the Monitor National Marine Sanctuary, the first U.S. marine sanctuary, on 30 January 1975. Monitor was also designated a National Historic Landmark on 23 June 1986.
Photo showing anchor of the Monitor at the Mariner's Museum
USS Monitor anchor at the Mariners' Museum
In 1977, scientists were finally able to view the wreckage in person as the submersible Johnson Sea Link was used to inspect it. The Sea Link was able to ferry divers down to the sunken vessel and retrieve small artifacts. U.S. Navy interest in raising the entire ship ended in 1978 when Captain Willard F. Searle Jr. calculated the cost and possible damage expected from the operation: $20 million to stabilize the vessel in place, or as much as $50 million to bring all of it to the surface. Research continued and artifacts continued to be recovered, including the ship's 1,500-pound (680 kg) anchor in 1983. The growing number of relics required conservation and a proper home so the U.S. National Oceanic and Atmospheric Administration (NOAA), in charge of all U.S. marine sanctuaries, selected the Mariners' Museum on 9 March 1987 after considering proposals from several other institutions.

Initial efforts in 1995 by Navy and NOAA divers to raise the warship's propeller were foiled by an abnormally stormy season off Cape Hatteras. Realizing that raising the whole wreck was impractical for financial reasons as well as the inability to bring up the wreck intact, NOAA developed a comprehensive plan to recover the most significant parts of the ship, namely her engine, propeller, guns, and turret. It estimated that the plan would cost over 20 million dollars to implement over four years. The Department of Defense Legacy Resource Management Program contributed $14.5 million. The Navy divers, mainly from its two Mobile Diving and Salvage Units, would perform the bulk of the work necessary in order to train in deep sea conditions and evaluate new equipment.
Another effort to raise Monitor's propeller was successful on 8 June 1998, although the amount of effort required to work in the difficult conditions off Cape Hatteras was underestimated and the fewer than 30 divers used were nearly overwhelmed. The 1999 dive season was mostly research oriented as divers investigated the wreck in detail, planning how to recover the engine and determining if they could stabilize the hull so that it would not collapse onto the turret. In 2000 the divers shored up the port side of the hull with bags of grout, installed the engine recovery system, an external framework to which the engine would be attached, in preparation for the next season, and made over five times as many dives as they had the previous season.
The 2001 dive season concentrated on raising the ship's steam engine and condenser. Hull plates had to be removed to access the engine compartment and both the engine and the condenser had to be separated from the ship, the surrounding wreckage and each other. A Mini Rover ROV was used to provide visibility of the wreck and divers to the support staff above water. The engine was raised on 16 July and the condenser three days later by the crane barge Wotan. Saturation diving was evaluated by the Navy that dive season on Monitor and proved to be very successful, allowing divers to maximize their time on the bottom.The surface-supplied divers evaluated the use of heliox due to the depth of the wreck. It also proved to be successful once the dive tables were adjusted.
The turret, moments after it reached the surface, secure in the "spider" lifting frame
Much like the previous year, the 2002 dive season was dedicated to lifting the 120-long-ton (120 t) turret to the surface. Around 160 divers were assigned to remove the parts of the hull, including the armor belt, that lay on top of the turret using chisels, exothermic cutting torches and 20,000 psi (137,895 kPa; 1,406 kgf/cm2) hydroblasters. They removed as much of the debris from inside the turret as possible to reduce the weight to be lifted. This was usually concreted coal as one of the ship's coal bunkers had ruptured and dumped most of its contents into the turret. The divers prepared the turret roof for the first stage of the lift by excavating underneath the turret and placed steel beams and angle irons to reinforce it for its move onto a lifting platform for the second stage. A large, eight-legged lifting frame, nicknamed the "spider", was carefully positioned over the turret to move it onto the platform and the entire affair would be lifted by the crane mounted on the Wotan. The divers discovered one skeleton in the turret on 26 July before the lift and spent a week carefully chipping about half of it free of the concreted debris; the other half was inaccessible underneath the rear of one of the guns.
With Tropical Storm Cristobal bearing down on the recovery team, and time and money running out, the team made the decision to raise the turret on 5 August 2002, after 41 days of work, and the gun turret broke the surface at 5:30 pm to the cheers of everyone aboard Wotan and other recovery ships nearby. As archaeologists examined the contents of the turret after it has been landed aboard Wotan, they discovered a second skeleton, but removing it did not begin until the turret arrived at the Mariners' Museum for conservation. The remains of these sailors were transferred to the Joint POW/MIA Accounting Command (JPAC) at Hickam Air Force Base, Hawaii, in the hope that they could be identified.
Only 16 of the crew were not rescued by Rhode Island before Monitor sank and the forensic anthropologists at JPAC were able to rule out the three missing black crewmen based on the shape of the femurs and skulls. Among the most promising of the 16 candidates were crew members Jacob Nicklis, Robert Williams and William Bryan, but a decade passed without their identities being discovered. On 8 March 2013 their remains were buried at Arlington National Cemetery with full military honors.
In 2003 NOAA divers and volunteers returned to the Monitor with the goal of obtaining overall video of the site to create a permanent record of the current conditions on the wreck after the turret recovery. Jeff Johnston of the Monitor National Marine Sanctuary (MNMS) also wanted a definitive image of the vessel's pilothouse. During the dives, Monitor's iron pilothouse was located near the bow of the vessel and documented for the first time by videographer Rick Allen, of Nautilus Productions, in its inverted position.
Conservation of the propeller was completed nearly three years after its recovery and it is on display in the Monitor Center at the Mariners' Museum. As of 2013, conservation of the engine, its components, the turret and the guns continues. The Dahlgren guns were removed from the turret in September 2004 and placed in their own conservation tanks. Among some of the artifacts recovered from the sunken vessel was a red signal lantern, possibly the one used to send a distress signal to Rhode Island and the last thing to be seen before Monitor sank in 1862 – it was the first object recovered from the site in 1977. A gold wedding band was also recovered from the hand of the skeletal remains of one of Monitor's crew members found in the turret.
Northrop Grumman Shipyard in Newport News constructed a full-scale non-seaworthy static replica of Monitor. The replica was laid down in February 2005 and completed just two months later on the grounds of the Mariners' Museum. The Monitor National Marine Sanctuary conducts occasional dives on the wreck to monitor and record any changes in its condition and its environment.

The Greenpoint Monitor Monument in McGolrick Park, Brooklyn, depicts a sailor from Monitor pulling on a capstan. The sculptor Antonio de Filippo was commissioned by the State of New York in the 1930s for a bronze statue to commemorate the Battle of Hampton Roads, John Ericsson, and the crew of the ship. It was dedicated on 6 November 1938. A vandal doused it with white paint on 7 January 2013.
In 1995 the U.S. Postal Service issued a stamp commemorating USS Monitor and CSS Virginia depicting the two ships while engaged in their famous battle at Hampton Roads. For an image of the stamp, see footnote link.
The 150th anniversary of the ship's loss prompted several events in commemoration. A memorial to Monitor and her lost crew members was erected in the Civil War section of Hampton National Cemetery by NOAA's Office of National Marine Sanctuaries, together with the U.S. Navy and the U.S. Department of Veterans Affairs, and dedicated on 29 December 2012. The Greenpoint Monitor Museum commemorated the ship and her crew with an event on 12 January 2013 at the grave sites of those Monitor crew members buried in Green-Wood Cemetery in Brooklyn, followed by a service in the cemetery's chapel.
New Jersey-based indie rock band Titus Andronicus named their critically acclaimed sophomore album, 2010's The Monitor, for the ship. Featured on the album's sleeve are the crewmen of Monitor, taken from a tintype portrait. The album's interwoven references to the Civil War include speeches and writings from the period, as well as the side-long closing track "The Battle of Hampton Roads". The latter refers to the Monitor's encounter with CSS Virginia in prominent detail. Singer/guitarist Patrick Stickles commented while making the album that he was inspired by Ken Burns's The Civil War and the ship itself so much that he decided to name Titus Andronicus's second album in its honor.

Friday, September 7, 2018

Dornier Do 335 A-12

Here are some images of Zoukel-mua Models 1/32 scale Dornier Do 335 A-12 heavy fighter/bomber.

From Wikipedia"

 The Dornier Do 335 Pfeil ("Arrow") was a World War II heavy fighter built by the Dornier company. The two-seater trainer version was called Ameisenbär ("anteater"). The Pfeil's performance was much better than other twin-engine designs due to its unique push-pull configuration and the lower aerodynamic drag of the in-line alignment of the two engines. It was Nazi Germany's fastest piston-engined aircraft of World War II. The Luftwaffe was desperate to get the design into operational use, but delays in engine deliveries meant that only a handful were delivered before the war ended. 

The origins of the Do 335 trace back to World War I when Claude Dornier designed a number of flying boats featuring remotely driven propellers and later, due to problems with the drive shafts, tandem engines. Tandem engines were used on most of the multi-engine Dornier flying boats that followed, including the highly successful Do J Wal and the gigantic Do X. The remote propeller drive, intended to eliminate parasitic drag from the engine entirely, was tried in the innovative but unsuccessful Do 14, and elongated, tubular drive shafts as later used in the Do 335 saw use in the rear engines of the four-engined, twinned tandem-layout Do 26 flying boat.
There are many advantages to this design over the more traditional system of placing one engine on each wing, the most important being power from two engines with the frontal area (and thus drag) of a single-engine design, allowing for higher performance. It also keeps the weight of the twin powerplants near, or on, the aircraft centerline, increasing the roll rate compared to a traditional twin. In addition, a single engine failure does not lead to asymmetric thrust, and in normal flight there is no net torque, so the plane is easy to handle. The choice of a full "four-surface" set of cruciform tail surfaces in the Do 335's rear fuselage design, included a ventral vertical finrudder assembly to project downwards from the extreme rear of the fuselage, in order to protect the rear propeller from an accidental ground strike on takeoff. The presence of the rear pusher propeller also mandated the provision for an ejection seat for safe escape from a damaged aircraft, and designing the rear propeller and dorsal fin mounts to use explosive bolts to jettison them before an ejection was attempted — as well as twin canopy jettison levers, one per side located to either side of the forward cockpit interior just below the sills of the five-panel windscreen's sides, to jettison the canopy from atop the cockpit before ejection.
In 1939, Dornier was busy working on the P.59 high-speed bomber project, which featured the tandem engine layout. In 1940, he commissioned a test aircraft, closely modeled on the airframe of the early versions of the Dornier Do 17 bomber but only 40% of the size of the larger bomber, with no aerodynamic bodies of any sort on the wing panels (the original Do 17 had twin engine nacelles on its wings) and fitted with a retractable tricycle landing gear to validate his concept for turning the rear pusher propeller with an engine located far away from it and using a long tubular driveshaft. This aircraft, the Göppingen Gö 9, showed no unforeseen difficulties with this arrangement, but work on the P.59 was stopped in early 1940 when Hermann Göring[citation needed] ordered the cancellation of all projects that would not be completed within a year or so.
In May 1942, Dornier submitted an updated version with a 1,000 kg (2,200 lb) bombload as the P.231, in response to a requirement for a single seat, Schnellbomber-like high-speed bomber/intruder. P.231 was selected as the winner after beating rival designs from Arado, Junkers, and Blohm & Voss development contract was awarded as the Do 335. In autumn 1942, Dornier was told that the Do 335 was no longer required, and instead a multi-role fighter based on the same general layout would be accepted. This delayed the prototype delivery as it was modified for the new role.
Do-335s on the apron at Oberpfaffenhofen at the war's end, including unfinished two-seat versions
The use of a nose-mount annular radiator for the forward engine (much like a Jumo 211-powered Ju 88, or Jumo 213-powered Focke-Wulf Fw 190D-9) and a ventral-fuselage mount airscooped radiator installation for cooling the rear engine (appearing like that on a P-51 Mustang) was distinctive. When fitted with DB 603A engines delivering 1,750 PS (1,287 kW, 1,726 hp) at takeoff it had a pair of the largest displacement (at 44.52 litres) inverted V12 aircraft engine design mass-produced during the Third Reich's existence. The Do 335 V1 first prototype, bearing the Stammkennzeichen (factory radio code) of CP+UA, flew on 26 October 1943 under the control of Flugkapitän Hans Dieterle, a regular Heinkel test pilot and later primary Dornier test pilot. However, several problems during the initial flight of the Do 335 would continue to plague the aircraft through most of its short history. Issues were found with the weak landing gear and with the main gear's wheel well doors, resulting in them being removed for the remainder of the V1's test flights. The Do 335 V1 made 27 flights, flown by three different pilots. During these test flights the V2 (W.Nr 230002), Stammkennzeichen CP+UB was completed and made its first flight on 31 December 1943, again under the control of Dieterle. New to the V2 were upgraded DB 603A-2 engines, and several refinements learned from the test flights of the V1 as well as further windtunnel testing. On 20 January 1944, the Do 335 V3 (W.Nr. 230004), Stammkennzeichen CP+UC was completed and flown for its first time by Werner Altrogge. The V3 was powered by the new pre-production DB 603G-0 engines which could produce 1,900 PS (1,400 kW) at take-off and featured a slightly redesigned canopy which included twin rear-view mirrors in blisters, one in each of two matching side panels of the well-framed, eleven-panel main canopy's openable section. Following the flights of the V3, in mid January 1944, RLM ordered five more prototypes (V21–V25), to be built as night fighters. By this time, more than 60 hours of flight time had been put on the Do 335 and reports showed it to be a good handling, but more importantly, very fast aircraft, described by Generalfeldmarschall Erhard Milch himself as "...holding its own in speed and altitude with the P-38 and it does not suffer from engine reliability issues". Thus the Do 335 was scheduled to begin mass construction, with the initial order of 120 preproduction aircraft to be manufactured by DWF (Dornier-Werke Friedrichshafen) to be completed no later than March 1946. This number included a number of bombers, destroyers (heavy fighters), and several yet to be developed variants. At the same time, DWM (Dornier-Werke München) was scheduled to build over 2000 Do 335s in various models, due for delivery in March 1946 as well.
On 23 May 1944, Hitler, as part of the developing Jägernotprogramm directive, which took effect on 3 July, ordered maximum priority to be given to Do 335 production. The main production line was intended to be at Manzell, but a bombing raid in March destroyed the tooling and forced Dornier to set up a new line at Oberpfaffenhofen. The decision was made, along with the rapid shut-down of many other military aircraft development programs, to cancel the Heinkel He 219 night fighter, which also used the DB 603 engines, and use its production facilities for the Do 335 as well. However, Ernst Heinkel managed to delay, and eventually ignore, its implementation, continuing to produce examples of the He 219A.
At least 16 prototype Do 335s were known to have flown (V1–V12, W.Nr 230001-230012 and Muster-series prototypes M13–M17, W.Nr 230013-230017) on a number of DB603 engine subtypes including the DB 603A, A-2, G-0, E and E-1. The first preproduction Do 335 (A-0s) starting with W.Nr 240101, Stammkennzeichen VG+PG, were delivered in July 1944. Approximately 22 preproduction aircraft were thought to have been completed and flown before the end of the war, including approximately 11 A-0s converted to A-11s for training purposes. One such aircraft was transferred to the Royal Aircraft Establishment in Farnborough, and later, after a rear-engine fire burnt through the elevator controls during a flight, crashed onto a local school.
The first 10 Do 335 A-0s were delivered for testing in May. By late 1944, the Do 335 A-1 was on the production line. It was similar to the A-0 but with the uprated DB 603 E-1 engines and two underwing hardpoints for additional bombs, drop tanks or guns. It had a maximum speed of 763 km/h (474 mph) at 6 500 m (21 300 ft) with MW 50 boost, or 686 km/h (426 mph) without boost, and climbed to 8 000 m (26 250 ft) in under 15 minutes. Even with one engine out, it reached about 563 km/h (350 mph).
Delivery commenced in January 1945. When the United States Army overran the Oberpfaffenhofen factory in late April 1945, only 11 Do 335 A-1 single-seat fighter-bombers and two Do 335 A-12 trainers had been completed.
French ace Pierre Clostermann claimed the first Allied combat encounter with a Pfeil in April 1945. He describes leading a flight of four Hawker Tempests from No. 3 Squadron RAF over northern Germany, when he intercepted a lone Do 335 flying at maximum speed at treetop level. Detecting the British aircraft, the German pilot reversed course to evade. Despite the Tempests' considerable low altitude speed, the Royal Air Force fighters were not able to catch up or even get into firing position.

Only one Do 335 survives, the second preproduction Do 335 A-0, designated A-02, with construction number (Werknummer) 240 102, and factory radio code registration, or Stammkennzeichen, of VG+PH. The aircraft was assembled at the Dornier plant in Oberpfaffenhofen, Bavaria on 16 April 1945. It was captured by Allied forces at the plant on 22 April 1945. VG+PH was one of two Do 335s to be shipped to the United States aboard the Royal Navy escort carrier HMS Reaper, along with other captured German aircraft, to be used for testing and evaluation under a USAAF program called "Operation Lusty". One Do 335 (registration FE-1012) went to the USAAF and was tested in early 1946 at Freeman Field, Indiana, USA. Its fate is not recorded.
VG+PH went to the Navy for evaluation and was sent to the Test and Evaluation Center, Patuxent River Naval Air Station, Maryland, USA. Following testing from 1945 to 1948, the aircraft languished in outside storage at Naval Air Station Norfolk. In 1961, it was donated to the Smithsonian's National Air Museum, though it remained in deteriorating condition at Norfolk for several more years before being moved to the National Air and Space Museum's storage facility in Suitland, Maryland. In October 1974, VG+PH was returned to the Dornier plant in Oberpfaffenhofen, Germany (then building the Alpha Jet) for a complete restoration. In 1975, the aircraft was restored by Dornier employees, many of whom had worked on the airplane originally. They were surprised that the explosive charges built into the aircraft to blow off the dorsal fin and rear propeller prior to pilot ejection were still installed and active 30 years later.[citation needed]
Following restoration the completed Do 335 was displayed at the Hannover, Germany Airshow from 1 May to 9 May 1976. After the air show, the aircraft was loaned to the Deutsches Museum in Munich, where it was on display until 1988, when it was shipped back to Silver Hill, Maryland. VG+PH can be seen today in the Steven F. Udvar-Hazy Center of the National Air and Space Museum alongside other unique late-war German aircraft, such as the only known example of the Arado Ar 234 B-2 Blitz jet reconnaissance-bomber, and the fully restored fuselage and tail surfaces of the only complete surviving Heinkel He 219A Uhu (Eagle-Owl) night fighter (the wings and engines/nacelles are still undergoing restoration).

Tuesday, August 7, 2018

Providence Whaleboat.

Here are some more images of Artesania Latina's 1/25 scale Providence Whaleboat.

From Wikipedia"

 A whaleboat is a type of open boat that is relatively narrow and pointed at both ends, enabling it to move either forwards or backwards equally well. It was originally developed for whaling, and later became popular for work along beaches, since it does not need to be turned around for beaching or refloating. The term "whaleboat" may be used informally of larger whalers, or of a boat used for whale watching.
 Today whaleboats are used as safety vessels aboard marine vessels. The United States Coast Guard has been using them since 1791. Their simple open structure allows for easy access and personnel loading in the event of an emergency. These whaleboats are now considered very important, and highly regimented safety vessels. Boats must include a hatchet, lifeboat compass, lifeboat sea anchor, emergency signal mirror, emergency drinking water, lifeboat first aid kit, jack knife with can opener, lifeboat bilge pump,and emergency provisions. On modern warships, a relatively light and seaworthy boat for transport of ship's crew may be referred to as a whaleboat or whaler. It may also refer to a type of vessel designed as a lifeboat or "monomoy" used for recreational and competitive rowing in the San Francisco Bay Area and coastal Massachusetts.
Whaleboats were also extensively used in warfare. Colonel Benjamin Church is credited with first pioneering their use for amphibious combat operations against Abenaki and Mi'kmaq tribes in what is today Maine and Acadia . His troops, New England colonial forces and Native allies from southern New England, used them as early as 1696 (during King William's War). Others in the Northeastern borderlands followed suit and they were utilized throughout the imperial conflicts of the early 18th century, and extensively used by both British and colonial troops during the French and Indian war. Units that made extensive use of whaleboats were the 7th Massachusetts Infantry Regiment at the siege of Louisburg in 1745, often referred to as "the whaleboat regiment," and Gorham's Rangers, formed in 1744, initially a company of Indians mainly from Cape Cod, many of whom were employed as whalers, and which later evolved into a British Army ranger company in the 1750s and 1760s. John Bradstreet's Bateaux and Transport service, a corps of armed boatmen tasked with moving supplies on inland waterways during the French and Indian War also used whaleboats extensively. In 1772, American colonials used whaleboats to attack and destroy HMS Gaspée in Narragansett Bay. During the American Revolutionary War, there were many whaleboat raids, including one with 230 men led by Return J. Meigs, Sr. to sack Sag Harbor on Long Island in 1777. On December 7, 1782, two fleets of whaleboats fought a bloody battle on Long Island Sound known as the Boats Fight. During the desperate hand-to-hand conflict, every man involved was either killed or injured.

The whaleboat's design takes after those the Vikings used during the 11th century, around the time Beowulf was written and Leif Erickson came to America briefly, before the Vikings really made their mark on English culture. As a whaling vessel, it fulfilled its purposes for what it went through and its “superior handling characteristics soon made it a popular general-purpose ship’s boat”. The whaleboat generally is outfitted with a dismountable sail post for sailing across seas, but in close proximity, they can use oars for rapid rowing to nearby areas with a large rowing crew. The basics of the whaleboat consists of a rudder, main sail, and occasionally a jib. Without the rudder, the boat would have no steering capabilities, and without the sails, the vessel would have no propulsion, assuming there were no oars or a sizable rowing crew to compensate for the lack of propulsion. After 1850 most were fitted with a centreboard that would keep the boat from swaying too far to one side or another, located in the center of the boat. The main sail would catch the wind, which would in turn push the sail, pushing the boat in the process, and the rudder, depending on the direction the person manning it pointed it at, would push the stern of the boat in a certain direction, steering the whaleboat essentially. The rudder consists of basically two parts: the part that sticks in the water in order to give thrust, and the part the coxswain, or the person steering, holds onto in order to push or pull the first part. The jib sail is a significantly smaller sail that serves to help steer and propel the boat forward as well. By catching the wind at a specific angle, the sail can either double as a second main sail catching the wind, or help by adding “better close-hauled sailing and of setting extra sail with comparatively little labor demand”

Whaleboats became prevalent in ancient Inuit and Yupik culture when trade and other forms of nutrition were sparse. Whaleboats gave them a means of travelling to distant places in order to obtain resources. Natives had to gather sustenance, generally large fish such as whales, when at all possible, from the sea. Whaleboats were not always taken out to sea to hunt whales, but they could also be used to transport dead whales that they had scavenged from the shallow waters. Whaleboats used in whaling had a stout post mounted on the aft deck, around which the steersman would cinch the rope once the whale had been harpooned, and by which the whale would drag the boat until it was killed. Large baleen and bow heads whales became their main export to Europe and the Americas, which in turn would help in revitalizing the trade in their region, an area that ranged from the Bering-Chukchi Sea to eastern Arctic.
Norwegians began to dominate whaling when they turned it into a full-blown industry in 1904. They were more skilled and had better techniques than other civilizations around this same time period. The Norwegians had very efficient gunners, men who fired the weapons, the technology of the Sven Foyn gun and the grenade harpoon, and they utilized the powered whale catcher. Although all these factors were effective and sped trade, the demand of oil was its own issue. Whales were mainly used for their fat that was melted to oilmaybe talk about this process. The Norwegians had a systemtalk about the system in place and partnered with the British to profit. The simple whale boat received a number of modifications throughout this periodexpand on the modifications. What was once a simple single hull, open boat became a body of new technologies to make whaling more efficient. Changes like the use of radar and radio instead of a lookout and new handling tools.

A whaler or whaling ship is a specialized ship, designed for whaling, the catching and/or processing of whales. The former includes the whale catcher – a steam or diesel-driven vessel with a harpoon gun mounted at its bow. The latter includes such vessels as the sail or steam-driven whaleship of the 16th to early 20th century and the floating factory or factory ship of the modern era. There have also been vessels which combined the two activities, such as the bottlenose whalers of the late 19th and early 20th century, and catcher/factory ships of the modern era.
Whaleships had two or more whaleboats, open rowing boats used in the capture of whales. Whaleboats brought the captured whales to the whaleships to be flensed or cut up. Here the blubber was rendered into oil using two or three try-pots set in a brick furnace called the tryworks.
At first, whale catchers either brought the whales they killed to a whaling station or factory ship anchored in a sheltered bay or inlet. Later, with the development of the slipway at the ship's stern, whale catchers were able to transfer their catch to factory ships operating in the open sea.

Dave Porter's Henschel 123

Here are some images of Dave Porter's ESCI 1/48 scale Henschel 123, and here in his own words is his description.

Here is a Henschel 123 in 1/48. It is the old Esci kit reboxed as Amtech and includes a full resin interior, newer plastic wheel parts, and a nice decal sheet. It didn't fit well at all probably because of the kit's age. I built it out of the box and I used Tamiya colors to finish it.


Saturday, August 4, 2018

Focke Wulf FW 190C V-18/U4 "Kanguru"

Here are some images of Hasegawa/Planet Models 1/32 scale Focke Wulf FW 190C V-18/U4 "Kanguru".

From Wikipedia"
The C model's use of the longer DB 603 engine required more extensive changes to the airframe. As the weight was distributed further forward, the tail of the aircraft had to be lengthened in order to maintain the desired center of gravity. To test these changes, several examples of otherwise standard 190 As were re-engined with a supercharged DB 603 to experiment with this engine fit, V13 (W.Nr. 0036) with the 1,750 PS 603A, the similar V15 and V16, a 1,800 DB 603 E being fitted to the latter after a time. With this engine, the V16 was able to reach 725 km/h (450 mph) at 6,800 m (22,310 ft), a considerable improvement over the 650 km/h (400 mph) at 5,200 m (17,060 ft) of the basic A models. V18 followed, the first to feature the full high-altitude suite of features, including the pressurized cockpit, longer wings, a 603G engine driving a new four-blade propeller, and a Hirth 9-2281 turbocharger. Unlike the experimental B models, V18 had a cleaner turbocharger installation, running the required piping along the wing root, partially buried in the fillet, and installing both the turbocharger air intake and intercooler in a substantially sized teardrop shaped fairing under the cockpit. This "pouch" led to the "Känguruh" (Kangaroo) nickname for these models. V18 was later modified to the V18/U1, with a "downgraded" 603A engine, but a new DVL turbocharger that improved power to 1,600 PS at an altitude of 10,700 m (35,105 ft). Four additional prototypes based on the V18/U1 followed: V29, V30, V32 and V33.
Like the C models, the early examples of the D models were built primarily to test fit the Jumo 213 engine to the existing airframe, as the D-0, with plans to move on to definitive high-altitude models later, the D-1 and D-2. The first D-0 prototype was completed in October 1942, consisting of an A-5 airframe with the Jumo 213A engine. Further examples followed, but like the C models the development was stretched out.

Thursday, August 2, 2018

Dave Porter's Supermarine Mk 14 Spitfire

Here are some images of Dave Porter's Minicraft 1/48 scale Supermarine Mk 14 Spitfire, and here in his own words is his description.
Here is a Spitfire "what if" scenario. This is an MK. 14 painted in a standard early war Med. pattern. This is not meant to be simply a captured aircraft but representative of one in service. The kit is 1/48 from Minicraft and the colors were Tamiya and Vallejo. I put some Luftwaffe equipment in the aircraft such as harness and radios. The decals were Aeromaster.

Wednesday, August 1, 2018

Supermarine Spitfire Prototype K5054

Here are some images of Master Models Aerotech 1/32 scale Supermarine Spitfire prototype K5054.

From Wikipedia"
The Supermarine Spitfire was developed in the mid-1930s as a short-range, high-performance interceptor aircraft by chief designer R. J. Mitchell.
Only one prototype was made, receiving the military serial K5054. Following its first flight on 5 March 1936, pilot "Mutt" Summers made his famous but oft-misunderstood remark, "I don't want anything touched!" Its outstanding looks and performance caused a significant stir wherever it appeared. The aircraft underwent progressive modifications throughout its life, eventually being converted to near-production standard. It crash-landed several times, eventually crashing fatally and being written off, just as World War II was breaking out.
Several replicas have been built, including one as a memorial to Mitchell. 

Supermarine began development of the Type 300 in 1934, as a private venture following the unsuccessful Type 224 prototype. Chief designer R. J. Mitchell and his team took the Type 224 as their starting point and continued to draw on their experience with the Schneider Trophy seaplanes. The Type 300 was considerably cleaned-up, with progressive refinements including retractable undercarriage, an enclosed cockpit, oxygen-breathing apparatus, and smaller and thinner wings. The distinctive elliptical wing was developed during this phase, enabling it to accommodate the armament and undercarriage in the thinnest possible cross-section, and thus helping the aircraft achieve a high maximum speed. The newly-developed Rolls-Royce PV-XII V-12 engine, soon to become known as the Merlin, was adopted from the outset.
In November 1934, Mitchell started detailed design work. On 1 December the Air Ministry issued contract AM 361140/34, providing £10,000 for the construction of a single prototype.
In April 1935, the armament requirement was changed from two 0.303 in (7.7 mm) Vickers machine guns in each wing to four 0.303 in (7.7 mm) M1919 Browning machine guns, following a recommendation by Squadron Leader Ralph Sorley of the Operational Requirements section at the Air Ministry. The outer wing section was too thin to fully enclose the additional guns, so small underside blister fairings would be added to production machines to make room for the mechanism. Meanwhile the PV-XII had changed its coolant from water to ethylene glycol, allowing the clumsy evaporative cooling system to be abandoned and replaced by a ducted radiator which actually provided a small amount of jet thrust and had recently been developed by Frederick Meredith at the Royal Aircraft Establishment, Farnborough. By August of 1935 both changes had been incorporated into the design.

Construction on K5054 started in December 1934, although the design continued to evolve during the early stages of build, with the prototype gaining an oval rear fuselage, slightly reduced wing span and rear vision cockpit glazing behind the sliding canopy. Like many prototypes of mass-production designs, the first Type 300 had to be largely hand-built and although its general structure followed that of the proposed production design, it details differed in many ways.
Although the basic wing plan was to stay the same for most production Spitfires, the prototype had integral tips and the alclad skinning was hand-cut to fit the double-curvature of the elliptical wing, the upper skinning being laid out in spanwise strips and the underside in chordwise strips. Similarly, the fuselage and tail was a single integrated assembly, with many small cowling panels to the engine.
Other initial design features which would later be changed included a fixed-pitch propeller, a stubby and partially-recessed engine air intake, a diagonal edge to the tail fin tip balance (which matched the edges of the tail plane tip balances) and a tail skid. Underneath the port wing the radiator duct intake ran flush with the starboard undercarriage leg bay, its opening conforming to the angle of the bay. Farther out towards the wingtip a long pitot tube projected from the leading edge.
The Merlin engine was still under development when the airframe was finished. The engine fitted for initial trials was a prototype Merlin C 990 hp (738 kW), with six stub exhaust ports just protruding from each side, driving an Aero-Products "Watts" two-bladed, wooden fixed-pitch propeller.
The prototype was allocated RAF serial number K5054. When first rolled out for ground tests in February 1936, no armament was installed and the undercarriage doors were also missing. Its RAF markings were applied direct onto the unpainted airframe.
Mitchell wanted his Type 300, now named the Spitfire, to be as fast and sleek as possible. After its first flights (see below), K5054 was given a high-grade paint finish closer to that on a Rolls-Royce car than a typical aeroplane. Workmen experienced on the car applied a coat of filler to cover all the rivets, panel joints and other surface blemishes, and rubbed it down to a smooth finish. They then applied several coats of paint to achieve a high gloss. The colour used has been the subject of debate. It has been variously described as "French Grey", "blue-grey", "pale blue" or "cerulean blue". When a replica was being built, a desktop model of K5054 was found, and the paint used in its light blue-green finish was said to have been left over from the original. The laborious finish proved fragile under flight conditions and also added excessively to the aircraft weight. It was not applied to any other Spitfire.
For its maiden flight the prototype Type 300 was fitted with a fine-pitch propeller to aid in takeoff and the undercarriage locked down for safety. On 5 March 1936, Captain Joseph "Mutt" Summers, chief test pilot for Vickers, took it off from Eastleigh Aerodrome (now Southampton Airport). The flight lasted eight minutes. On landing, Summers immediately told the ground crew that, "I don't want anything touched!" This is often misunderstood to mean that the Spitfire was flawless, but in fact Summers just wanted to talk the flight over with Mitchell and the design team before anything, especially the control settings, was altered.
For its next flight K5054 was fitted with a new, coarser-pitch high-speed propeller and its undercarriage unlocked. From now on, the undercarriage would be retracted during flight. Summers made three more flights from 10 March 1936. An updated engine was then fitted and from 24 March Summers left the test-flying to his assistants, Jeffrey Quill and George Pickering. They soon discovered that the Spitfire was a very good aircraft, but not perfect. The rudder was oversensitive, and the top speed was just 330 miles per hour (530 km/h), little faster than Sydney Camm's new Merlin-powered Hurricane.
Ground resonance testing of the aircraft at Farnborough took place in April. Excessive wing flutter was identified and a speed limit of 380 miles per hour (610 km/h) imposed. Returning to Eastleigh, the rudder balance, air intake and engine cowlings were modified, the aircraft given the blue paint scheme described above and the undercarriage doors fitted. These included a second door, hinged off the main one, to close over the outer half of the wheel when in flight.
On 11 May testing resumed. Handling had improved but the maximum speed was still only 335 miles per hour (539 km/h). A new propeller was designed and made, on 15 May taking the top speed to 348 miles per hour (560 km/h), at last visibly outclassing the Hurricane and earning it the reputation as the fastest military aircraft in the world.

The prototype was delivered on 26 May to RAF Martlesham Heath for service evaluation by the Aeroplane & Armament Experimental Establishment (A&AEE). The RAF were so keen to get their hands on it that they broke with tradition and Flight Lieutenant Humphrey Edwardes-Jones took it up again on the same day. The staff were well used to new aircraft arriving, but the Spitfire created exceptional interest and even the cooks came out, still in their white hats, to watch. Edwardes-Jones gave a positive report of the aircraft, asking only that the Spitfire be equipped with an undercarriage position indicator because he himself had nearly forgotten to lower it for landing.
As the trials continued, the Air Ministry did not wait for the full evaluation and report, but placed its first production order on 3 June. Specification F.16/36, issued to accompany the order, incorporated so many improvements that a full new set of design drawings were needed for the production version.
On 16 June the prototype was ferried back to Eastleigh in readiness for a press day two days later, losing oil during the flight. Jeffrey Quill took it up anyway on the day, amid a crowd of determined press photographers, and the oil pressure dropped to zero while still on his takeoff run. By then committed to the takeoff, he completed a quick circuit and landed uneventfully. An oil pipe had come loose but despite this the engine had performed perfectly throughout.
Following further trials, Edwardes-Jones gave a flying display in K5054, in front of huge crowds at the Hendon RAF display on Saturday 27 June 1936. A couple of days later Summers took it to Hatfield for the SBAC show where it was the star exhibit, giving a display of aerobatics and attracting intense interest from media and industry alike.

Back again at Martlesham Heath, speed tests proved the troublesome secondary undercarriage doors to be unnecessary and they were removed. A standard set of eight .303" Browning machine-gun armament was fitted with the wings, already designed to accommodate them, being modified accordingly. The engine was also changed for an uprated Merlin F. Trials continued with split peas glued onto the airframe to simulate dome-headed rivets, which were less costly and time-consuming, but also caused greater drag, than flush countersunk ones. The results were used to determine the areas for each type of rivet on the production machines. A radio and aerial were fitted, and the tailskid replaced with a twin tailwheel assembly. This last was quickly replaced by a single tailwheel, due to a tendency to clog with mud.
Following an engine failure due to low oil pressure and consequent wheels-up forced landing at the hands of Sam McKenna on 22 March 1937, a prototype triple ejector exhaust was fitted. Developed for the Merlin by Rolls-Royce, it would become characteristic of all the early production Merlins. Besides number of other small improvements, the aircraft was repainted in the standard RAF scheme of Dark Earth/Dark Green camouflage on the upper surfaces with a silver dope finish underneath. On 19 September, it was found that the new exhausts developed 70 pounds of thrust, equivalent to about 70 hp at 300 mph and pushing the maximum speed up to 360 miles per hour (580 km/h). 
Development work continued, especially on the engine exhausts and gun heating system, with the occasional landing mishap, until in July 1938 K5054 was sent back to Farnborough. A planned attempt on the world speed record was shelved and the machine was instead used for continuing development work on the Merlin.
The day after Britain declared war on Germany and three days after Hitler's invasion of Poland had marked the start of hostilities, on 4 September 1939 an awkward landing at the hands of Flt. Lt. G. S. "Spinner" White led to the machine tipping over nose-first onto its back. The fuselage broke up and White suffered fatal neck injuries from the anchor point to the Sutton safety harness, dying four days later. The accident led to the system being redesigned. Parts of the wreck were later used for reconnaissance camera installation trials, but it was never rebuilt.