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Innovation and STEM-worker (science, technology, engineering, and math) intensive “advanced industries” are the prime movers of regional and national economic competitiveness in the United States. Industries like aerospace and auto, oil and gas extraction, or software and health IT stand at the forefront of the most disruptive technological and business dynamics of the moment, and will be central to U.S. prosperity going forward.
To consider the future of these industries, the Brookings Institution’s Metropolitan Policy Program hosted a major CEOs forum highlighting the importance of the nation’s advanced industries and the opportunities and challenges they face. Informed by new research from Brookings, the morning-long dialogue convened advanced industry CEOs as well as elected officials to discuss the increased viability of the U.S. platform for advanced industry investment as well as the extraordinary technology trends now altering the terms of competition.
Follow the conversation on Twitter using #AdvIndustries.
Ralph Alswang Photographer
202-487-5025
Cadets from 6th Regiment, Advanced Camp participate in Chemical, Biological, Radiological, and Nuclear (CBRN) training as part of Cadet Summer Training at Fort Knox, Ky., July 6, 2022. Cadets learned the importance of properly donning their protective mask. (Photo by Cristina Betz, CST Public Affairs)
Innovation and STEM-worker (science, technology, engineering, and math) intensive “advanced industries” are the prime movers of regional and national economic competitiveness in the United States. Industries like aerospace and auto, oil and gas extraction, or software and health IT stand at the forefront of the most disruptive technological and business dynamics of the moment, and will be central to U.S. prosperity going forward.
To consider the future of these industries, the Brookings Institution’s Metropolitan Policy Program hosted a major CEOs forum highlighting the importance of the nation’s advanced industries and the opportunities and challenges they face. Informed by new research from Brookings, the morning-long dialogue convened advanced industry CEOs as well as elected officials to discuss the increased viability of the U.S. platform for advanced industry investment as well as the extraordinary technology trends now altering the terms of competition.
Follow the conversation on Twitter using #AdvIndustries.
Ralph Alswang Photographer
202-487-5025
I'm very happy to say that you can find about ten of my photos in this months Advanced Photographer Magazine illustrating their Urban Location guide. Not only have they published some of my favourite photos, some of them like this one of the Birmingham Selfridges fill the whole page.
Even without the inclusion of my photos I'd really recommend the magazine ;-) , it's got a slightly different spin on things and doesn't seem to recycle the same articles one a yearly basis.
You can see some sample pages of the magazine here : issuu.com/brightpublishing/docs/ap33-sampler
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some Background:
The Royal Libyan Air Force (سلاح الجو الملكي الليبي , Al Quwwat al Jawwiya al Malakiya al Libiyya) was established in September 1962 by a decision of the minister of defense Abd al-Nabi Yunis. Lt. Col. al-Hadi Salem al-Husomi was assigned to lead the new force. It was originally equipped with a small number of transports and trainers. In May 1967, the Kingdom of Libya reached an agreement with the United States to supply Northrop F-5A and Bs to the Royal Libyan Air Force and more advanced trainers, in the form of six Cessna T-37C trainers.
The Cessna T-37 Tweet (designated Model 318 by Cessna) was a small, economical twin-engined jet trainer type which flew for decades as a primary trainer for the United States Air Force (USAF) and in the air forces of several other nations. It was a response to the USAF’s request for proposals for a "Trainer Experimental (TX)" program in 1952, specifying a lightweight, two-seat basic trainer for introducing USAF cadets to jet aircraft. Cessna responded to the TX request with a twin-jet design with side-by-side seating. The USAF liked the Cessna design and the side-by-side seating since it let the student and instructor interact more closely than with tandem seating. In the spring of 1954, the USAF awarded Cessna a contract for three prototypes of the Model 318, and a contract for a single static test aircraft. The Air Force designated the type as XT-37.
The XT-37 had a low, straight wing, with the engines buried in the wing roots, a clamshell-type canopy hinged to open vertically to the rear, a control layout similar to that used on board of contemporary operational USAF aircraft, ejection seats, and tricycle landing gear with a wide track of 14 ft (4.3 m). It first flew on 12 October 1954. The wide track and a steerable nosewheel made the aircraft easy to handle on the ground, and the short landing gear avoided the need for access ladders and service stands. The aircraft was designed to be simple to maintain, with more than 100 access panels and doors. An experienced ground crew could change an engine in about half an hour.
The XT-37 was aerodynamically clean, so much so that a speed brake was fitted behind the nosewheel doors to help increase drag for landing and for use in other phases of flight. Since the short landing gear placed the engine air intakes close to the ground, screens pivoted over the intakes from underneath when the landing gear was extended, to prevent foreign object damage.
The XT-37 was fitted with two Continental-Teledyne J69-T-9 turbojet engines, French Turbomeca Marboré engines built under license, with 920 lbf (4.1 kN) thrust each. The engines had thrust attenuators to allow them to remain spooled-up (i.e. rotating at speeds above idle) during landing approach, permitting shorter landings while still allowing the aircraft to easily make another go-around in case something went wrong. Empty weight of the XT-37 was 5,000 lb (2,300 kg).
Tests showed the XT-37 had a maximum speed of 390 mph (630 km/h) at altitude, with a range of 935 mi (1,505 km). The aircraft had a service ceiling of 35,000 feet (10,700 m) but was unpressurized and was therefore limited to an operational ceiling of 25,000 feet (7,600 m) by USAF regulations.
The production T-37A was similar to the XT-37 prototypes, except for minor changes to fix problems revealed by the flight-test program. The first T-37A was completed in September 1955 and flew later that year. The T-37A was very noisy, even by the standards of jet aircraft. The intake of air into its small turbojets emitted a high-pitched shriek that led some to describe the trainer as the "Screaming Mimi", the "6,000 pound dog whistle" or "Converter" (= converts fuel and air into noise and smoke). The piercing whistle quickly gave the T-37 its name, the "Tweety Bird", or just "Tweet". The Air Force spent a lot of time and money soundproofing buildings at bases where the T-37 was stationed, and ear protection remains mandatory for all personnel when near an operating aircraft.
The USAF ordered 444 T-37As, with the last produced in 1959. In 1957, the US Army evaluated three T-37As for battlefield observation and other combat support roles, but eventually procured the Grumman OV-1 Mohawk instead. However, the Air Force liked the T-37A, but considered it to be underpowered; consequently, they ordered an improved version, the T-37B, with uprated J-69-T-25 engines. The new engines provided about 10% more thrust and were more reliable. Improved avionics were also specified for the new variant. A total of 552 newly built T-37Bs was constructed through 1973, and all surviving T-37As were eventually upgraded to the T-37B standard as well.
The T-37A and T-37B had no built-in armament and no stores pylons for external armament. In 1961, Cessna began developing a modest enhancement of the T-37 for use as a weapons trainer. This new variant, the T-37C, was primarily intended for export and could be used for light attack duties if required. The respective changes included stronger wings, with a pylon under each wing outboard of the main landing gear well, and the T-37C could also be fitted with wingtip fuel tanks, each with a capacity of 65 US gal (245 l), that could be dropped in an emergency. A computing gunsight and gun camera were added, too, and the T-37C could also be fitted with a reconnaissance camera mounted inside the fuselage.
The primary armament of the T-37C was the General Electric "multipurpose pod" with a .50 caliber (12.7 mm) machine gun with 200 rounds, two 70 mm (2.75 in) folding-fin rocket pods, and four practice bombs. Other stores, such as folding-fin rocket pods or even IR-guided Sidewinder air-to-air missiles, could be carried, too. However, the changes increased the weight of the T-37C by 1,430 lb (650 kg). As the engines were not upgraded, this reduced top speed to 595 km/h (370 mph), though the optional wingtip tanks increased maximum range to 1,770 km (1,100 mi). A total of 273 T-37Cs were exported until T-37 production stopped in 1975.
The F-5s and the T-37s were the first dedicated combat aircraft for the young Libyan Air Force, which only operated six Douglas C-47 transports and three Lockheed T-33A trainers at the time. Fifty-six personnel underwent training at bases in the US, pilots at Williams Air Force Base; a US Survey Team on Expansion came to Libya in August 1968 to supervise the introduction of the new jet aircraft and service them. The first aircraft arrived at Wheelus Air Base, a former US facility about 11 kilometers (6.8 mi) from Tripoli and local training started immediately.
Despite this enthusiastic start, the Royal Libyan Air Force and its small stock of aircraft did not last long because the government was overthrown in a coup d’état in 1969. The USA left Libya in 1970 and the air force changed its name to the Libyan Arab Republic Air Force (LARAF), and Wheelus Air Base was subsequently renamed Okba Ben Nafi Air Base, becoming the LARAF’s headquarter.
During the following months, Libya distanced itself from the United Kingdom and the United States and the serviceability of the older American aircraft quickly declined, especially the F-5s were affected. Eight F-5 single-seaters and two two-seaters had been delivered until then, as well as four T-37Cs - the rest of the order was cancelled. Educated service personnel for these aircraft was initially loaned from Greece as an emergency measure, but this did not help much, and most were eventually sold to Turkey (the F-5s) and Greece (the T-37Cs). Instead, close ties were developed with France, and, accordingly, an order for 110 Dassault Mirage 5s fighter bombers, twelve Fouga Magisters, ten Aérospatiale Alouette IIIs and nine Aérospatiale SA 321 Super Frelons was signed in December 1969, and in 1971 the LARAF still received eight C-130Hs from the United States. Negotiations for the purchase of Soviet military aircraft only started in 1973, in the light of the experiences of the Yom Kippur War, but relations with France were maintained.
General characteristics:
Crew: 2
Length: 29 ft 3 in (8.92 m)
Wingspan: 33 ft 99.3 in (12.581 m)
Height: 9 ft 2 in (2.79 m)
Wing area: 201 sq ft (18.7 m²)
Aspect ratio: 6.2:1
Airfoil: NACA 2418 at root, NACA 2412 at tip
Empty weight: 5,484 lb (2.490 kg)
Max takeoff weight: 8,000 lb (3.632 kg)
Powerplant:
2× Continental-Teledyne J69-T-25 turbojets, 1,025 lbf (4.56 kN) thrust each
Performance:
Maximum speed: 595 km/h (370 mph)
Cruise speed: 360 mph (580 km/h, 310 kn) at 35,000 ft (11,000 m)
Stall speed: 85 mph (137 km/h, 74 kn)
Range: 932 mi (1,500 km, 810 nmi) with internal fuel
Service ceiling: 38,700 ft (11,800 m)
Rate of climb: 3,370 ft/min (17.1 m/s)
Armament:
2 underwing pylons for stores up to 500 lb (227 kg) each
The kit and its assembly:
This small but exotic what-if model was inspired by decals for an RLAF F-5A from a Colorado Decals sheet – and I had stumbled upon these rather hapless aircraft that only served for a few months under this flag in a F-5 book. I found the historic time slot interesting and wondered about other aircraft that could have been introduced in 1968 and found that Libya might have needed some more and more modern jet trainers than the three T-33 it had. My first choice was the British Jet Provost, but since Libya procured the equipment from US sources, a Hasegawa A-37 kit from a lot (and without any plan for it yet) came to the rescue.
At first I wanted to build the Tweet OOB, but found that the A-37 was a little “too much” for Libya’s needs, so I decided to retrograde it to a T-37C – a light trainer, but still armed. Biggest changes were the omission of the refueling probe, the gun port was faired over, and I left away the optional tip tanks and replaced them with scratched wing tips, made from styrene. A small dorsal antenna fairing “hump” was added, a smaller one that the A-37s feature. Even though they were not necessary to represent the real aircraft I added styrene tube dummies to the exhaust ports - the gaping OOB holes did not convince me.
The underwing hardpoints were reduced to just a pair of pylons, and the light armament now consist only of a pair of LAU-7 unguided missile launchers (from the Italeri NATO weapons set). The single-piece canopy was cut into two parts for open display, in the cockpit two gunsights, seat belts and a hydraulic piston for the open canopy were added.
Painting and markings:
The RLAF F-5s were the benchmark, and they carried a rather simple/dry livery: the were painted overall in a dull silver lacquer (not NMF), similar to the USAF prototypes, with a black anti-glare panel. Finding a good paint for this look/finish was not easy, though, and I eventually settled for Humbrol 11 (Silver) with a light black ink washing and post-panel-shading with Humbrol’s Matt Aluminum metallizer (27002).
The cockpit interior became medium grey while landing gear and air intakes became white. The LAU-7 pods became very light grey.
To emphasize the Tweet’s trainer role I pimped the uniform silver livery with dayglo orange markings, procured from an Airfix Jet Provost sheet. National markings were taken from the aforementioned Colorado Decals F-5 sheet, even though its national markings are wrong: they lack green, they were just printed in 2C. To mend this flaw, I just added a thin green decal stripe to the flag on the fin, and the roundels, which are pretty small on the F-5, were completely replaced with bigger alternatives: Albanian air force markings from an Antonov An-2 (Balkan Models sheet), with a small green decal circle added to their center. Simple, but effective, and in combination with the orange stripes the whole aircraft looks quite attractive. The tactical codes were taken from a Myanmar MiG-29 (Caracal Models sheet). Most stencils were taken from the OOB sheet, with some more added from the 1/72 A-37 aftermarket sheet from PrintScale.
After a light treatment with graphite around the jet nozzles the model was sealed overall with matt acrylic varnish (Italeri), and this IMHO comes pretty close to the real world RLAF F-5 finish.
A small project, even though the tank-less wing tips were quite challenging. However, the Libyan Tweet looks very convincing, and with the high-viz trainer markings the whole package even has a stylish touch. The early Libyan roundels are also quite exotic, since they were only used for a couple of months
Premier Christy Clark is in India, with Advanced Education Minister Amrik Virk and a group of registered delegates, to expand international trade and investment in BC.
The Premier travels to New Delhi, Mumbai, and Chandigarh October 9th -18th for face-to-face meetings with key business and government officials. Minister Virk will also travel to Bangalore to raise awareness of the great potential for secondary and post-secondary education partnerships, joint research initiatives, and student exchange between BC and India.
This trade mission is focusing on a number of key areas including education, natural gas, clean technology, life sciences, film, digital arts, and finance.
Featured: Premier Christy Clark, Advanced Education Minister Amrik Virk and Advanced Education DM Sandra Carroll joined by presidents from BC universities, colleges and BCIT
(LR: AVED DM Sandra Carroll, RRU president Alan Cahoon, BCIT president Kathy Kinloch, UVic president Jamie Cassells, UBC president Arvind Gupta, PCC, Langara president Lane Trotter, MAV, SFU president Andrew Petter and CNC president Henry Reiser.)
Advanced Passenger Train (APT) motor car 49002. Crewe Heritage Centre. Good Friday 29 March 2013.
Photograph copyright: Ian 10B.
Camera: Canon EOS 550D.
An APT officially consisted of two half-train formations which included one power car and six trailer cars. These formations were seldom (if ever) adhered to. This is the official class 370 APT half-train formation for set 370001: DTS 48101, TS 48201, TRSB 48401, TU 48301, TF 48501, TBF 48601, M 49001, all six half-trains had the same first four numerals with the last numeral of each set being 1, 2, 3, 4, 5 or 6. 370007 was not a half-train formation as it only consisted of a spare DTS 48107 and one spare TBF 48607.
The APT first carried passengers on Monday 7th December 1981. It did not fare paying passengers in 1982 but returned to service during 1983 and 1984 with full double train sets operating between Glasgow and London shadowing normal service trains. The very last APT passenger journey was on Wednesday 12th December 1984 from London Euston to Glasgow Central, in which it set up a new time speed record for the 401 mile journey, covering the distance in just 3 hrs. 52 mins with an average speed of 103mph. The APT project was then scrapped for a variety of reason in particular the funding of it.
During 1986 and 1987 a total of 37 of the 44 vehicles were scrapped. A short six car set is preserved at the Crewe Heritage Centre consisting of DTS 48103, TBF 48602, M 49002, TBF 48603, TRSB 48404 and DTS 48106. As funding permits it is being fully refurbished and restored to a non-working condition. Another motor car 49006 is owned by the NRM. The preserved formation at Crewe now carries the M prefix before the fleet numerals rather than the Sc prefix originally carried.
Unfortunately I never travelled on the train when it was in passenger service although I had planned to go on it twice from Preston to London. On one occasion it arrived from Glasgow but was terminated at Preston due to a major freight train derailment in the London area. On the second occasion I had arranged to go to London on holiday but this was cancelled at very short notice as I had to attend a funeral, the most annoying thing was that the APT on the day I was due to travel on it did operate the journey, I was not happy.
A total of 56 Virgin Pendolino tilting trains (a modern APT) now operate everyday on the WCML in either nine or eleven car formations. It would be interesting to see a Pendolino painted in the APT Inter City livery.
☀️ There is No Advantage To Hurrying Through Life. ☀️ - Shikamarn Nara
10th Regiment, Advanced Camp Cadet repacks his belongings during bag check at Fort Knox, KY on July 7, 2019. | Photo by Hannah Hedden, CST Public Affairs Office
7th Regiment, Advanced Camp Cadets participate in their first Situational Training Exercise at Fort Knox, Ky. July 10, 2018. Photo by Dustin Massengill.
The Advanced Photon Source, which hosts 5,000 users from industry and academia every year. Visible at the bottom of the photo is the main building and auditorium; attached white building on the right is the Center for Nanoscale Materials; at top, the Advanced Protein Characterization Facility.
A Ukrainian soldier provides security during an advanced medical training lane at Exercise Rapid Trident 16 June 29, 2016. The exercise is a regional command post and field training exercise that involves about 2,000 Soldiers from 13 different nations, that will be held at the International Peacekeeping and Security Center in Yavoriv, Ukraine June 27 - July 8, 2016. (U.S. Army photo by Sgt. 1st Class Whitney Hughes/Released)
Cadets from 8th Regiment, Advanced Camp wait to layout their gear after arriving at Fort Knox, Ky., June 27, 2019. On day zero the cadets are in-processed and checked to make sure they have all the necessary clothing and equipment. They are also assigned to a platoon that they will spend the next thirty-seven days of Cadet Summer Training with. | Photo by Kyle Gallagher, CST Public Affairs Office
Advanced paramedics like Dan Davis have additional skills and training and can support regular crews as they care for the most seriously ill and injured patients.
An advanced paramedic in our control room screens all emergency calls and will dispatch Dan to the most critically ill patients. This could be someone in cardiac arrest or a patient who is continually fitting and difficult to transfer to hospital.
The Service has many clinical roles with varying skill levels including trainee emergency ambulance crews, senior paramedics, clinical team leaders and paramedic consultants.
You can find out more about working for us by visiting www.noordinarychallenge.com
For More info contact:
Communications Department
London Ambulance Service NHS Trust
220 Waterloo Road
London SE1 8SD
Phone: 020 7783 2286
Cadets from 4th Regiment, Advanced Camp, Charlie Company render honors to the flag during the playing of the national anthem, Fort Knox, Ky., July 14, 2021. | Photo by Oscar Fuentes, CST Public Affairs Office.
Cadets from 8th Regiment, Advanced Camp power through their Army Physical Fitness Test during their Cadet Summer Training (Fort Knox, Ky. 13 July 2018). Photos by: Amanda Surmeier
Soldiers from various nations work together to maneuver a simulated casualty victim through an obstacle course as part of the International Special Training Centre (ISTC) Advanced Medical First Responder Course which was conducted by the ISTC Medical Branch from April 26 through April 28, 2016, Pfullendorf, Germany. The multinational students receive the training to enhance their medical skills to support NATO Soldiers, Sailors and Airmen. (U.S. Army photo by Visual Information Specialist Jason Johnston/Released)
1st Regiment Advanced Camp's Alpha and Bravo Companies navigate the FLRC. June 9, 2018. Fort Knox, KY. Photo by AJ Barnes.
2nd Regiment Advanced Camp Cadets exit the Chemical, Biological, Radiological and Nuclear (CBRN) chamber in Fort Knox, Ky. on June 12, 2021 | Photo by Olivia Van Den Heuvel, CST Public Affairs Office
1st Regiment Advanced Camp's Alpha and Bravo Companies navigate the FLRC. June 9, 2018. Fort Knox, KY. Photo by AJ Barnes.
8th Regiment, Advanced Camp study and perform Call For Fire training, July 13, during Cadet Summer Training at Fort Knox, Ky. Photo by: Madison Thompson
Cadets recieve instruction from Cadre about Hand Grenade Familiarization at the Eagles Nest in Fort Knox, KY. May 29, 2021. | Photo by Rachael Kocour, CST Public Affairs Office.
An 11th Regiment, Advanced Camp Cadet listens to an after action review (AAR) after conducting a platoon attack during his field training exercise (FTX) at Fort Knox, Ky., August 8, 2019. | Photo by Mary Kate Griffin, CST Public Affairs Office.
1st Regiment Advanced Camp's Alpha and Bravo Companies navigate the FLRC. June 9, 2018. Fort Knox, KY. Photo by AJ Barnes.
3rd Regiment, Advanced Camp Cadets march during the 6-mile ruck at Fort Knox, Kentucky, June 9, 2019. The 6-mile ruck is a must pass event for Cadets. Photo by Dustin Massengill, CST Public Affairs Office
Model: Diana Christopher
From the 2012 MACE Advanced Combat Intensive, Rapier & Dagger Class
For the full workshop gallery, check out FightGuy Photography on Smugmug
Advanced Camp 10th Regiment learned how to overcome obstacles with their squads and how to assess leadership in each other at the Field Leadership Reaction Course (FLRC). July 18, Fort Knox, Ky. (Photo by Amber Vincent)
Soldiers of West Virginia Army National Guard’s 150th Armored Reconnaissance Squadron conduct training at the Advanced Mobility Training Area in Gallagher, WV. This training area is a premier site used by various branches to prepare drive teams to operate in challenging terrain.
(Photo by LTC David Lester, Public Affairs Officer, West Virginia National Guard)
1st Regiment Advanced Camp's Alpha and Bravo Companies navigate the FLRC. June 9, 2018. Fort Knox, KY. Photo by AJ Barnes.