Escape From Colditz Returns

Original source

 

Oflag IV-C, the prisoner-of-war camp at Colditz Castle designed to house Allied prisoners who had previously made escape attempts from other camps, was made famous by the BBC television series Colditz in 1972–74. It would be a board game, however, that would truly immortalise the Colditz story in the minds of generations. Today, we are proud to release our new edition of that game – Escape From Colditz.

Designed by Major Pat Reid, one of only a handful of men to escape from Colditz, and Brian Degas, screenwriter of Colditz, Escape From Colditz captures the drama, tension, and excitement of the attempts to break out from the inescapable fortress.

Featuring stunning new artwork by Peter Dennis, an oversized board, 56 wooden playing pieces, 100 fully illustrated cards, a 32-page history book, and unique replicas of artefacts from the prison, we hope that this new edition will both inspire a new generation and allow long-time fans to revisit a board game classic.


Escape From Colditz  is a game for two to six players, with one controlling the German guards, attempting to maintain order within the prison, and the others playing Allied escape officers, seeking to get their men beyond the walls and to freedom. As the prisoners-of-war sneak through the prison, gathering rope and wire-cutters, forging keys, digging tunnels, and preparing for their escape attempts, the guards must remain wary, patrolling the castle, sending troublemakers to the cells, and reacting swiftly when a breakout is attempted.

This new edition of Escape From Colditz includes two sets of rules – the classic set, from the game’s original release, and an updated set, developed in collaboration with Brian Degas. These changes clarify and streamline certain elements in light of more than 40 years of intensive play and better reflect the designers’ original intent. To find out more about these changes, we’ve put together a video laying all of these out.

 


Osprey Games is proud to release its new edition of this legendary board game. Click here to order your copy today!


Citroën Instrument for checking crankcase vacuum MR. 630-59/9a

The 2CV workshop manuals provide “manufacturing drawings for tools not on sale”.  One of these is the manometer used to measure the crankcase vacuum.

Citroen MR 630-59/9a

Usage Instructions

Usage instructions are quite simple:

Citroen MR 630-59/9a use
  1. To check the vacuum in the crank case, use a water manometer RM. 630-56/9a/

    One of the ends will be connected to the rubber guide tube for the oil level dipstick.

  2. While engine is idling, accelerate slightly to stabilize the manometer levels.

    The liquid should climb in the section of the manometer connected to the engine.

    Read the difference in levels :

    It should be :

    – with engine idling : 5cm (1.96 in) of water min.

    Otherwise, the breather must be replaced.

    The vacuum should never fall to zero, no matter the engine speed.

Image credits

The images are taken from the Citroën Repair Manual No. MAN 8161, Volume 1, October 1983.


Modern Snipers: Techniques and Technology

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Rounding off his series on snipers, Leigh Neville, author of Modern Snipers, looks at how sniping techniques and technology have changed over the years.

Although the core attributes of the sniper remain unchanged since the Second World War- physical and mental endurance along with exacting patience paired with some outstanding marksmanship and fieldcraft- the tools and techniques of the sniper have seen a revolution. This revolution is largely a direct result of the war on terror that has waged in Iraq, Afghanistan, Syria, Libya and elsewhere since 2001. Indeed the sniper has found himself to be in greater demand today than at any time since the 1940s.

This operational tempo for both conventional and special operations snipers has seen many technological innovations developed to assist them in both their target interdiction and reconnaissance/surveillance roles. The wars themselves have also beckoned in a number of innovations in sniping techniques and tactics, some of which we can mention in the briefest terms. Firstly however, let’s look at the kit, beginning with the sniper rifle itself…

The Gewehr 41

The sniper rifle has changed markedly since the Second World War. It has, like most infantry small arms, become lighter, more accurate and more durable. Semi-automatic sniper rifles have entered widespread use overcoming the reliability problems of the early German G41, G43 and Soviet SVT-40. In fact, today’s sniper is probably just as likely to be using a semi-auto as a traditional bolt-action. As we’ve discussed in earlier blog posts in this series, the semi-auto offers a number of advantages for the modern sniper, particularly in urban environments. 

The calibre of the issue sniper rifle has also increased with many units adopting .300 Winchester Magnum or increasingly the .338 Lapua Magnum as their standard sniping calibre. The larger calibres of course offer greater lethality but, equally importantly, greater range and velocity. In the early 2000s, snipers in Afghanistan found that they were engaging targets that were at the extreme edge of the envelope for their 7.62x51mm sniper rifles. Many armies began replacing or supplementing these with .300, .338 or .50 sniping platforms.  

The rifles themselves have now been made lighter with the use of polymers and skeletonised stocks. They are also now typically fitted with sound suppressors, infra-red lasers and integral bipods, all of which make the rifle more accurate and the sniper harder to locate, particularly at night or form a camouflaged hide. Many rifles even feature swing-out thermal imaging attachments that work with the rifle’s scope to display the thermal profile of a target in any light conditions. 

A U.S. Marine receives instruction on the SVD, which features a skeletonized thumbhole stock.

The humble telescopic scope itself has also advanced tremendously. Today’s sniper optics bear little resemblance to their Second World War predecessors. Scopes now feature bullet drop compensators that make allowances for the drop of the bullet at various ranges, the Horus reticle allows much faster shot corrections, and many optics now feature co-located mini red dot sights to allow the sniper to use his rifle at close quarters should he be forced to clear a building or is suddenly ambushed. The scopes are also typically armoured in construction to defeat the effects of blast or blow.

Developments in ammunition design have seen new bullet types emerge that are so-called barrier blind meaning they can defeat intervening objects in the path of the sniper’s round and continue on to strike the target. Other rounds like the Raufoss Mk211 have been designed to penetrate light armoured vehicles using a tungsten penetrator before an explosive incendiary detonates inside. Not surprisingly these are devastating on human targets. Other specialist rounds like solid copper alloy bullets have even been developed to defeat even reinforced glass with minimal deflection.    

The other great technological revolution has been in the field of ballistic computer programmes and apps. Many of these were initially Blackberry based but are now available for the ubiquitous iPhone and iPad. The best of these will calculate a firing solution taking into account spin drift, wind (snipers routinely carry the likes of the Kestrel wind meter to measure the effects of wind at his final firing point), barometric pressure and temperature, and even Coriolis drift- the gravitational effect of the rotation of the Earth on the sniper’s bullet.

Although widely employed, snipers are careful to know the limitations of such devices. Former Sniper Master for the Australian Army, Company Sergeant Major Nathan Vinson, confirmed this to the author; “This only calculates factors from the shooter’s end, not at the target end. It increases your chances of getting a first round hit but doesn’t guarantee it.” Even with the latest ballistic app, the sniper still needs to be able to read crosswinds that will affect the path of his round and factor in the movement of the target itself.  

A Dutch ISAF sniper team with VECTOR IV Leica/Vectronix laser rangefinder binoculars.

Judging the range to the target however has become as simple as pressing a button. Today’s laser range finders have in-built GPS receivers so the exact range to the target, and the GPS grid of that target, can be recorded. Increasingly this data can be uploaded into Blue Force Tracker and similar battlespace management systems to show the location of enemy units, allowing a commander to have the very latest picture of enemy dispositions. It can also be uploaded through Rover terminals used by forward observers and air controllers to guide in indirect fire missions or air strikes.

Many of the techniques and tactics used by today’s snipers cannot be discussed for operational security reasons but several areas of innovation can be touched upon. Huge leaps have been made in high altitude and high angle shooting for instance, with specialist courses teaching the impact of altitude and pressure on ballistics and the use of the angle cosine indicator that helps correct for the increased bullet drop. More than a decade of combat in the mountains of eastern Afghanistan has taught the sniping community the importance of training for operating at altitude.  

Snipers are also now as highly skilled in reconnaissance techniques as they are in marksmanship- many snipers argue that their primary role is now to serve as the eyes and ears of the battlespace commander. They are trained in the use of all manner of digital cameras and active and passive surveillance technologies along with burst transmission satellite radios, allowing them to upload imagery and situation reports covertly from their hide site. The sniper can provide detail that no drone can.

We’ve touched upon aerial interdiction in an earlier blog but it is worth mentioning as a technique that really saw its evolution during the war on terror. Snipers were increasingly used to disable insurgent or terrorist vehicles with precision fire, offering a chance of capture and effectively negating the collateral damage that may be caused should a Hellfire missile or bomb be deployed against the target. Snipers have also been used to interdict terrorist suicide bombers in explosive laden cars or trucks known as VBIEDs (Vehicle Borne IED). Coalition special operations snipers are even today eliminating Islamic State suicide VBIEDs with precision fire in Iraq and Syria.

Honolulu Police Department Specialized Services Division Counter-Sniper Team conducting aerial platform training.

What does the future hold in terms of sniping technologies? The rifles themselves will continue to become lighter and more compact. They will also be increasingly modular allowing a sniper a choice of calibres and barrel lengths dependent upon the tactical requirement. Many believe we will also see an increased use of so-called smart or guided rounds.

These may take the form of semi-intelligent projectiles that are either guided through a scope, much in the manner of an ATGM, or that lock-on to a target and react to target movement. Along with a number of classified efforts, the commercial TrackingPoint system shows promise. TrackingPoint will calculate the optimal firing solution and will only fire when those conditions offering a high probability of a hit are met.

Other developments will be in the field of camouflage. Although the legendary Ghillie suit is still widely used, today’s versions typically mask the sniper’s infra-red signature, and in some cases reduces his thermal signature making him much harder to detect should the enemy be using night vision technology. Currently being trialled is the next generation of that system-active camouflage that mimics its surroundings in Chameleon like fashion. Tom Clancy’s Ghost Recon finally meets reality!

For more reading on the role of snipers in modern warfare pick up a copy of Leigh Neville’s Modern Snipers, now available on our online store.

 



Remote Control Technic Lego 24 Hours Race Car

Having built the 24 Hours Race Car and not been overly impressed with the functionality I decided to remedy that situation by making it remote control.

Out of the box the car is set up for motorisation with a compartment in the nose for the battery box but the preprepared motor location is intended to drive the door and engine cover.

In addition to the battery box and motors the “Power Functions” range contains a two channel remote control and a servo which provides everything needed.

After stripping out most of the sets of axles that weaved across the bottom of the car to make the doors and engine cover lift from a single dive there was enough space to start working.

It took a few attempts but I managed to get the motor drive shaft to connect into the V8 engine crank shaft which then goes through the diff into the rear wheels.  The downside of this is that the pinion is under a lot of torque as it meshes with the ring gear and can slip off the input shaft.

Remote controlled Lego Technic 24 Hours Race Car motor and servo placement

With the “hand of god” steering wheel and linkages removed the steering servo fitted into the cockpit and interfaced cleanly with the pinion shaft.

Remote controlled Lego Technic 24 Hours Race Car motor placement

The IR receiver for the remote control fits in where the steering wheel was previously located which gives good reception.

Remote controlled Lego Technic 24 Hours Race Car IR reciever placement

Remote controlled Lego Technic 24 Hours Race Car infra red controller

Since I’d removed all the cross linked axles to make space for the motors the doors and engine cover no longer operated.  However, as the actuators were still there, I re-worked the drive shafts so rather than going from a drive at the rear of the right side pod to a clutch at the front of the left side pod and back to the actuators on either side at the rear they now have individual drives at the rear of each side pod via the shortest route possible into the actuators.

Remote controlled Lego Technic 24 Hours Race Car opening mechanism

The end result is that I not only have remote control drive and steering but I’ve retained and improved the existing functionality for the doors and engine cover.  Oh, and the headlights light up.



2CV dim-dip system removal creit

Credit for the original solution of the dim-dip removal goes to John Wood:

Back in Feb 1995 I wrote to the editor (then Bev Abbot) regarding light switches getting hot, which had been of concern to many drivers of late model cars at that time. I had noticed my own switch getting quite warm, particularly at the connector where a Mauve wire was attached and decided to find out why this was happening and if I could do anything to cure this problem. I had just got a new edition of Haynes which had details of the Dim – Dip system which Citroen had cobbled together in order to comply with new regs in UK and maybe in other countries. After studying the new circuit I found that the Mauve wire was carrying all of the current to the lights unlike in earlier models, without Dim – Dip, where the load was shared between two switch terminals and two wires. I decided to ditch Dim – Dip and return the circuit to standard and set about studying the circuit. After a bit more puzzling I discovered that it was possible to achieve my aim by the deceptively simple method of disconnecting the relays and using a ‘jumper lead’ to bridge connectors 1 and 5 of the plug which has 5 wires going to it. The Dim – Dip Resistor which is mounted on the front cross member of the chassis can also be removed as can the Diode which can be found tied to the Flasher unit under the parcel shelf although this is not essential as they are no longer in the circuit once the relays are removed. The relays are installed to make the Dim – Dip system work. However, the system is flawed in it’s design, causing the overheating at the switch terminal. Removing the relays enables my method of using a jumper lead to return the circuit to standard to be employed.

24 Hours Race Car – Lego Technic 42039

My favourite Technic Lego set from my youth was the Big Car so its contemporary equivalent – especially being an LMP1 racer – had always appealed to me.

It’s a sizeable kit with a lot of parts and a 250 page instruction book.

Lego Technic 24 Hours Race Car ready to build

This is the first time I’ve really encountered the studless style of Technic and I have to say it’s more like Meccano than Lego as far as I’m concerned.

It took most of an afternoon and evening to assemble it following the instructions.

Lego Technic 24 Hours Race Car

Whilst it looks very good – there’s no question it’s modelled on an LMP1 endurance racer – I wasn’t particularly impressed with the functionality.  About the only thing that wasn’t present on the model I had 30 years ago is the front suspension.

There is a steering wheel but it’s not connected to anything, the steering is controlled by a cog on the top of the car – something I’ve never been too keen on.

The engine cover lifts and the gull-wing doors work from a single cog on the right side, switched by a clutch in the left side pod.  This is a nicely executed feature but there are an awful lot of cogs and axles around the cockpit and side pods.


2CV battery tray reinforcement

Hopefully the final stage in the saga of the battery tray is the addition of a reinforcement plate.

2CV battery tray reinforcement plate

This has a box section that sits on the rib that runs across the bulkhead which transfers the load of the battery vertically down.

2CV battery tray reinforcement plate in-situ

Without this the centre of gravity sits out ahead of the bulkhead and creates a rotational force which creates stress leading to cracks.

With the reinforcement plate painted to match the bulkhead it does a good job of covering up the riveted patch plates and will hopefully mean this area of the car doesn’t need more attention.

2CV battery tray reinforcement plate in-situ

 


Robri trim preparation

I’ve got a pair of aluminium Robri trims that were a present from my parents as they were a feature of some of the 2CVs I grew up with.

They come with 4mm mounting holes with moulded countersink and I’ve picked up some stainless steel bolts with countersunk alan heads and nylock nuts.

The moulded countersinks are fairly rough and the bolts heads stand proud as they don’t fully drop into the trims.

Robri trims showing countersink holes
Robri trims showing countersink of bolts

Using a countersink bit I drilled out the holes so the bolts will sit flush.  As the cast aluminium is relatively soft it’s easy to remove more material than required so I took my time and kept checking with a bolt to ensure I finished when it was flush with the surface of the trim.