View allAll Photos Tagged 100B,
The school I used to teach at...Roosevelt High in North Portland.
Shot with Zero Image 4x5 pinhole at 25mm
fuji instant 100b black & white film
1 second exposure
Family boat trip.
Faial Island, Açores, Portugal
Analog photography
Camera : Minolta sr T 100b / 35 mm
Film : Kodak / 200 iso
Adjustements : Photoshop
Another former SAI product that is built by Yoyodyne is the F-100B Voodoo, an improved version of the Nammer fighter/bomber.
The top speed of Mach 1.72 (1,825 km/h / 1,134 mph), and a range of 2, 460 km/1528 mi, with capability of aerial refuelling was retained. The cockpit is still quite cramped, but the new windshield provides better visibility, and make the aircraft easier to fly. Further aerodynamical improvements were made, and a full power-operated control with an "artificial feel" was built into the aircraft to give the pilot forces on the stick that were still conventional, but light enough for superior combat control. This resulted in better manoeuvrability, and all in all an easier aircraft to fly.
Still a stable platform, both for air-to-air and air-to-ground engagements, the Voodoo is expected to soldier on in Voightland’s service for at least another ten years.
This one is carrying two large AGM-14 Walleye missiles, six 227 kg/ 500 lb GP bombs, a Python II missile, and an ECM pod.
From the last four bars of 'Quiet Now' (as performed by Jazz Pianist Bill Evans)
Minolta SRT 100b, Minolta f1.7 50mm, Minolta SR extension tube. Fuji Superia 200 (expired, slight crop).
My old Boosey clarinet.
Minolta SRT 100b, Minolta f1.7 50mm, Minolta SR extension tube. Fuji Superia 200 (expired, no editing).
The War and Peace Show 2008, the Hop farm, near Paddock Wood, Kent, UK. Military vehicles, and re-enactment.
Minolta SRT 100b, Minolta f1.7 50mm, Minolta SR extension tube. Fuji Superia 200 (expired, no editing).
RA-64014 is a 25-seat business version of the Tupolev Tu-204-100. A former VIP aircraft of the Russian Ministry of Industry and Trade, it is now in the fleet of Red Wings Airlines.
Callsign:RWZ9545
Made:2008
SN:1450744864049
Engines:2x SO PS-90A
From:UUDD/DME/Moscow Domodedovo Airport/Russia/RU To:Pardubice/LKPD/PED/Czech Republic/CZ
Operator: Ukraine International Airlines
Aircraft: Antonov An-148-100B
Registration: UR-NTC
C/n: 4001
Location: Helsinki-Vantaa (HEL/EFHK)
Pinhole/Camera Obscura /Lensfree/Loch camera/Lensless / Without Lens/Sténope/Estenopeica/Lyukkamera Photography
Author : IMRE BECSI
© All rights reserved
Location of shoot :
Budapest,
Hungary,
Central-Europe
Time of shoot :
2010.10.16.
Info of Shooting :
Film : Fuji FP-100b Instant (expired)
Filter : Wratten 85b Nd6, ND6 soft grad (3x3 Tiffen) & Cir.Polar (82mm Tiffen)
Metered expo.: 15,5 ev
Calculated expo.: 10,75 ev - 20 second
( I use my reciprocity compensation value chart to Fuji B&W Instant film)
Dev.: 120 sec. (15° C)
PICTURE MADE WITH :
Home-made assembled pinhole camera be composed of
few original photography equipments.
www.flickr.com/photos/jonespointfilm/2704150673/in/set-72...
Camera body (the base) : Polaroid 600se camera back spacer no.1
(from my Polaroid 600se camera set, made by Mamiya)
Film back : Instant pack film holder (made by Cambo)
Shutter : Polaroid MP4 (made by Compal)
Pinhole socket : Homemade (fit to filter holder)
Filter holder (82mm) : Homemade (fit to shutter)
Grip : I made it myself
Viewfinder : Door peeping (from OBI store) calibrated to the 3x4 format instant pack film size (I made it myself)
Cable releasers : Nikon
Matte Box : Old bellows style Arriflex 3X4 (from my Eclair s16 movie camera set)
Rods mount : Homemade
Rods : Homemade
Tripod & Head : Velbon
Quick release plates : Manfrotto
Focus : 55 mm
Pinhole : 0.3 mm (from Lenox laser)
Diaphragm : f183
Angular field (horiz) : 86°
Light falloff at the corners [f/stops] : 2,5
Resolution [lines/diagonal] : 799
Post work : (18.10.2010)
Scanner : Epson Perfection 3200 Photo (1200 dpi)
Scanner software : SilverFast SE
Final work : PS
Please look at the coloured version here : www.flickr.com/photos/jonespointfilm/5092797913/
Important note:
This images are copyright protected. No reproduction in any way,
no copies, no editing, no publishing, no screenshots, no posting,
no blogging, no transmitting downloading or uploading
without my written permission!
Thank you !
Thanks for looking !
Comments very much welcome !
100b Clancy Pants's cousin Duke
Duke was very excited to be with us on our walks today! He was barking like crazy after he got here when Dad asked if we wanted to go out.
We've been out on the trails twice already, and I'm ready for a third, but we have to be careful about Duke's back legs. After an hour or so he really starts to feel sore, so we went out early for 45 minutes, and just came back in now after another half hour.
Duke's human is Dad's daughter, and she has raised a wonderful boy!
DUKE Clancy: www.flickr.com/photos/130722340@N04/albums/72157674697429824
DHC-8-100/200
Details
Country of Origin
Canada
Type
Turboprop regional airliner
History
Bombardier's de Havilland Dash 8 has proven to be a popular player in the regional turboprop airliner market. De Havilland Canada began development of the Dash 8 in the late 1970s in response to what it saw as a considerable market demand for a new generation 30 to 40 seat commuter airliner. The first flight of the first of two preproduction aircraft was on June 20 1983, while Canadian certification was awarded on September 28 1984. The first customer delivery was to norOntair of Canada on October 23 1984. Like the Dash 7, the Dash 8 features a high mounted wing and Ttail, and has an advanced flight control system and large full length trailing edge flaps. Power meanwhile is supplied by two Pratt & Whitney Canada PW120 series (originally designated PT7A) turboprops. Initial Dash 8 production was of the Series 100, which was followed by the Series 100A in 1990. The 100A introduced a revised interior with extra headroom and PW120A turboprops. The Series 100B was offered from 1992 with more powerful PW121s for better climb and airfield performance. Production since switched to the improved performance Dash 8-200. Announced in 1992 and delivered from April 1995 the -200 features more powerful PW123C engines which give a 56km/h (30kt) increase in cruising speed, as well as greater commonality with the stretched Dash 8300. The 200B derivative has PW123Bs for better hot and high performance. From the second quarter of 1996 all Dash 8s delivered have been fitted with a computer controlled noise and vibration suppression system (or NVS). To reflect this the designation was changed to Dash 8Q (Q for `quiet'). In 1998 that was changed again to Dash 8 Q200 when a new interior was introduced.
Powerplants
100 - Two 1490kW (2000shp) Pratt & Whitney Canada PW120A turboprops driving four blade constant speed Hamilton Standard propellers. 100B - Two 1605kW (2150shp) PW121As. 200 - Two 1605kW (2150shp) PW123Cs in 200A, or two PW123Ds in 200B.
Performance
100A - Max cruising speed 490km/h (265kt), long range cruising speed 440km/h (237kt). Initial rate of climb 1560ft/min. Range with full passenger load, fuel and reserves 1520km (820nm), range with a 2720kg (6000lb) payload 2040km (1100nm). 100B - Same except max cruising speed of 500km/h (270kt). 200A & 200B - Same except max cruising speed 546km/h (295kt). Initial rate of climb 1475ft/min. Range with 37 passengers 1795km (970nm).
Weights
100A - Operating empty 10,250kg (22,600lb), max takeoff 15,650kg (34,500lb). 100B - Operating empty 10,273kg (22,648lb), max takeoff 16,465kg (36,300lb). 200A & 200B - Operating empty 10,434kg (23,004lb), max takeoff 16,465kg (36,300lb).
Dimensions
Wing span 25.91m (85ft 0in), length 22.25m (73ft 0in), height 7.49m (24ft 7in). Wing area 54.4m2 (585.0sq ft).
Capacity
Flightcrew of two. Typical passenger seating for 37 at four abreast and 79cm (31in) pitch, max seating for 40.
Production
347 Dash 8-100s/-200s in service or on order at late 1998.
Source: www.airliners.net/aircraft-data/de-havilland-canada-dhc-8...
DHC-8-300
Details
Country of Origin
Canada
Type
Turboprop regional airliner
History
With the success of the Dash 8-100 series, a stretched version with greater capacity was a logical development. De Havilland Canada (now part of Bombardier) launched full scale development of a 50 seat stretched version of its Dash 8 regional airliner during 1986, approximately two years after the standard fuselage length aircraft had entered service. The first series 300 aircraft was in fact the prototype Dash 8 converted to the new length, and it flew for the first time in its new configuration on May 15 1987. Flight testing culminated in the awarding of Canadian certification in February 1989, with the first delivery to Time Air following late that same month. US certification was awarded in June 1989. The stretch comprises fuselage plugs forward and aft of the wing, increasing length by 3.43m (11ft 3in). In addition, the wings are greater in span. The fuselage stretch increases typical seating capacity to 50 (at 81cm/32in pitch), or for up to 56 (at 74cm/29in pitch). Other changes compared with the Dash 8-100 were minor, but included a larger, repositioned galley, larger toilet, additional wardrobe, dual air conditioning packs, a new galley service door and optional APU. The Dash 8-300 has been offered in a number of variants. The standard 300 was followed in 1990 by the 300A which introduced optional higher gross weights, interior improvements (as on the Dash 8-100A), and standard PW123A engines (with PW123Bs optional). The 300B was introduced in 1992 and has 1865kW (2500shp) PW123Bs as standard, as is the optional high gross weight of the 300A. The 300E has 1775kW (2380shp) PW123Es rated to 40 degrees, thus improving hot and high performance. Like the Dash 8Q-200, all Dash 8-300s built since the second quarter of 1996 have been fitted with a computer controlled noise and vibration suppression system (or NVS) and so from then all models were designated Dash 8Q-300s. In 1998 the aircraft was again renamed, this time to Dash 8-Q300 when a new interior was also introduced.
Powerplants
300A - Two 1775kW (2380shp) Pratt & Whitney Canada PW123A turboprops driving four blade Hamilton Standard propellers. 300B - Two 1865kW (2500shp) PW123Bs.
Performance
300 - Max cruising speed 532km/h (287kt). Initial rate of climb 1800ft/min. Service ceiling 25,000ft. Range with full passenger load and reserves 1538km (830nm), with 2720kg (6000lb) payload 1612km (870nm). 300B - Max cruising speed 528km/h (285kt). Range with 50 passengers 1625km (878nm), with 50 passengers and auxiliary fuel 2275km (1228nm).
Weights
300 - Operating empty 11,657kg (25,700lb), standard max takeoff 18,642kg (41,100lb). 300B - Operating empty 11,719kg (25,836lb), max takeoff 19,505kg (43,000lb).
Dimensions
Wing span 27.43m (90ft 0in), length 25.68m (84ft 3in), height 7.49m (24ft 7in). Wing area 56.2m2 (605sq ft).
Capacity
Flightcrew of two. Standard single class seating for 50 passengers at four abreast and 81cm (32in) pitch.
Production
Total orders for Dash 8300s stood at over 136 by late 1998, of which 128 were in service.
Source: www.airliners.net/aircraft-data/de-havilland-canada-dhc-8...
LaGuardia Airport
The site of the airport was originally used by the Gala Amusement Park, owned by the Steinway family. It was razed and transformed in 1929 into a 105-acre (42 ha) private flying field named Glenn H. Curtiss Airport after the pioneer Long Island aviator, later called North Beach Airport.[9]
The initiative to develop the airport for commercial flights began with an outburst by New York mayor Fiorello LaGuardia (in office from 1934 to 1945) upon the arrival of his TWA flight at Newark Airport – the only commercial airport serving the New York City region at the time – as his ticket said "New York". He demanded to be taken to New York, and ordered the plane to be flown to Brooklyn's Floyd Bennett Field, giving an impromptu press conference to reporters along the way. He urged New Yorkers to support a new airport within their city.[9]
American Airlines accepted LaGuardia's offer to start a trial program of scheduled flights to Floyd Bennett, although the program failed after several months because Newark's airport was closer to Manhattan. LaGuardia went as far as to offer police escorts to airport limousines in an attempt to get American Airlines to continue operating the trial program.
During the Floyd Bennett experiment, LaGuardia and American executives began an alternative plan to build a new airport in Queens, where it could take advantage of the new Queens–Midtown Tunnel to Manhattan. The existing North Beach Airport was an obvious location, but much too small for the sort of airport that was being planned. With backing and assistance from the Works Progress Administration, construction began in 1937.[12] Building on the site required moving landfill from Rikers Island, then a garbage dump, onto a metal reinforcing framework. The framework below the airport still causes magnetic interference on the compasses of outgoing aircraft: signs on the airfield warn pilots about the problem.[13]
Because of American's pivotal role in the development of the airport, LaGuardia gave the airline extra real estate during the airport's first year of operation, including four hangars, which was an unprecedented amount of space at the time.[14] American opened its first Admirals Club (and the first private airline club in the world) at the airport in 1939. The club took over a large office space that had previously been reserved for the mayor, but he offered it for lease following criticism from the press, and American vice president Red Mosier immediately accepted the offer.[15]
Opening and early years
The airport was dedicated on October 15, 1939, as the New York Municipal Airport,[16][17] and opened for business on December 2 of that year.[9] It cost New York City $23 million to turn the tiny North Beach Airport into a 550-acre (220 ha) modern facility. Not everyone was as enthusiastic as LaGuardia about the project; some[who?] regarded it as a $40 million boondoggle. But the public was fascinated by the very idea of air travel, and thousands traveled to the airport, paid the dime fee, and watched the airliners take off and land. Two years later these fees and their associated parking had already provided $285,000, and other non-travel related incomes (food, etc.) were another $650,000 a year. The airport was soon a financial success. A smaller airport in nearby Jackson Heights, Holmes Airport, was unable to prevent the expansion of the larger airport and closed in 1940.
Newark Airport began renovations, but could not keep up with the new Queens airport, which TIME called "the most pretentious land and seaplane base in the world". Even before the project was completed LaGuardia had won commitments from the five largest airlines (Pan American Airways, American, United, Eastern Air Lines and Transcontinental & Western Air) to begin using the new field as soon as it opened.[18] Pan Am's transatlantic Boeing 314 flying boats moved to LaGuardia from Port Washington in 1940. During World War II the airport was used to train aviation technicians and as a logistics field. Transatlantic landplane airline flights started in late 1945; some continued after Idlewild (now John F. Kennedy International) opened in July 1948, but the last ones shifted to Idlewild in April 1951.
Newspaper accounts alternately referred to the airfield as New York Municipal Airport and LaGuardia Field until the modern name was officially applied when the airport moved to Port of New York Authority control under a lease with New York City on June 1, 1947.
LaGuardia opened with four runways at 45-degree angles to each other,[19] the longest (13/31) being 6,000 ft (1,800 m). Runway 18/36 was closed soon after a United DC-4 ran off the south end in 1947; runway 9/27 (4,500 ft) was closed around 1958, allowing LaGuardia's terminal to expand northward after 1960. Circa 1961 runway 13/31 was shifted northeastward to allow construction of a parallel taxiway (such amenities being unknown when LGA was built) and in 1965–66 both remaining runways were extended to their present 7,000 ft (2,100 m).
The April 1957 Official Airline Guide shows 283 weekday fixed-wing departures from LaGuardia: 126 American, 49 Eastern, 33 Northeast, 31 TWA, 29 Capital and 15 United. American's flights included 26 nonstops to Boston and 27 to Washington National (mostly Convair 240s).[20] Jet flights (United 727s to Cleveland and Chicago) started on June 1, 1964.