US Route 99
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Assign by the Gray Hills while venturing up the Gros Ventre, Wyoming. Quite honestly my favorite day of last summer. There’s nothing like being able to explore somewhere new.
Our assigned location for the Christmas Bird Count on Sunday was along the Mississippi River, and we had heavy fog for quite a while before it burned off. It made birding tough, but the light was gorgeous. Lewis and Clark State Historic Site (Camp River Dubois)
Nora was assigned to be wearing a "Pompadour" hairstyle.
www.beautybox.com.br/wp-content/uploads/2011/01/masl06_mi...
Sadly, I didn't have most of the required clothes (only these barbie boots!!)... hope it isn't a problem!
I decided to use something cute and kinda funny to match the scene
for the background, I used : Happy Rain by ~Snoo-Snoo (deviantart)
snoo-snoo.deviantart.com/art/Happy-Rain-178812721?q=sort%...
umbrella: colunistas.ig.com.br/flaviogomes/files/2009/04/umbrella.gif
rain drops : coloringpagesforkids.ws/wp-content/uploads/2011/06/umbrel...
I had a lot of fun editing this picture, and I honestly think its one of my best pictures ever!!
hope you like it!!!
7400' of double stacked, 53 foot domestics assigned to train Q CHISTO6 04L trade Chicago's bustling metropolis for the rural farmlands, wind turbines and grain elevators that dot the many miles of this bucolic Illinois landscape, seen here sprinting through small-town Ransom, milepost 79 of the Chillicothe Sub, still within the infant stages of their long, westward journey across the old Santa Fe Transcontinental to California. The front runner on this Sunday edition Chicago-Corwith to Stockton intermodal Q is C44-9W #987, which wears the short lived Heritage 1 livery from BNSF's original corporate image, conjured up following a September 1995 merger between both the Atchison, Topeka & Santa Fe and Burlington Northern railroads. This sharp looking H1 scheme features a large orange band running the length of each locomotive marked with company initials and flanked both above and below by thin yellow stripes and dark green paint, brought all together by BNSF's round "Wagon Wheel" logo adorned on the nose. Formerly relegated to trailing service only, the entire fleet of these 900, 1000, and 1100 series General Electric Dash 9's were all recently upgraded with the necessary PTC electrical equipment to become lead qualified out on the mainlines; Today's pictured 987 reaping such benefits.
Back in 2015, I was assigned on transfert job L527 as conductor. I was delighted one morning to find CN assigned to the job a former GTW SD40-2 for a couple of days. We immediately made some engine moves in order to have it on the lead.
Here, on a cold afternoon and under low winter sun, waiting for some varnish to pass on the mainline after a lift at Pointe St-Charles yard, GTW 5932 never look better to me.
How I miss these kind of consist !
CN L52721-10
GTW 5932 2136 4784 4720 4803
Milepost 1.7 Montreal subdivision
Pointe St-Charles Yard
Montreal,QC
January 10 2015
As I recover from shoulder surgery, I have assigned myself a big, major, huge project…and yes it concerns photography! My mission, should I decide to accept it (Mission Impossible reference) is to clean out and organize my 2TB external hard drive…that contains every digital photo that I have retained since 1985. The majority also have the RAW file associated with that photo attached. Files numbering in the tens of thousands that have been filed, misfiled, triple duplicated and thrown into folders as if I were dealing cards. My ADHD and sense of personal embarrassment will simply not allow this craziness to continue.
The blessing of this process is not just the discovery of photos long forgotten, but the memories contained. These files may well prove themselves to be priceless…not just for the memories depicted in the photos, but as a partner as I spent the next five weeks, the hours ahead fighting off my nemesis, boredom!
Here is one from a very good day…
You know that it was a very good day when you can remember everything about that day, the temperature, the warmth of the sun, the smell of a spring pasture and in this case anxiety of having to go to work when your best girl is about to give birth! It was the 13th of May, 2010 and our National Champion (Reserve Color Champion, 2006 AOBA Nationals) girl Rosalita was in labor. Joann and I both went to work to check in and start clearing the days schedule, both securing the day off with bosses and returning to the farm in record time.
A quick switch from work to farm cloths and a short trot to the front pasture found that Rosalita had already lost her mucus plug…her cria would be born anytime now. It was time to grab some lawn chairs, my camera and our birthing kit and just wait for things to progress. In the back of my mind, I prayed for a smooth, natural birth and that I would not have to put on the big gloves ever again and assist.
The next hour provided us with a memory of a lifetime as Giacomo would come into the world! A 19.2-pound male from Legend’s Challenger, at that time one of the top gray males in the country. The beauty of the moment, the cycle of life experience on such a beautiful May day is forever etched into my soul. Joann and I removed the remnants of the birth sack and dried our gift. The name Giacomo was chosen as it was in honor of my father who had passed some four years before. It was his childhood nickname and I know that it would have made him smile…like this photo does for me now as I utilize the editing program Lightroom to bring it to life.
This photo captures the bonding process/moment that alpaca mothers do just after birth. She gently takes her lips and nose and rub it against that of her cria, all the while making a clicking sound that bonds the two together for life. She will also use the same area to help her cria stay steady on its wabbly, minutes old legs.
What a blessing it is to witness not just the new physical body that God had created, but also the pure, palpable, natural love that was immediate between mother and son as well.
I didn’t know it then, but Giacomo would be the last cria born to us at Serene-n-Green Alpacas. In the early fall of 2010, a couple came to the farm and bought our last five alpacas, water buckets, farm name, logos, hay and trailer to start their own turn-key alpaca farm in Ohio.
Today, when anyone asks if I miss raising alpacas my response is immediate and direct. I miss birthing those babies!
Chase experiences, not things!
Due to the normally assigned GMTX geep being down for maintenance the Vermont Railway pressed their ancient Green Mountain Railroad Alco RS1 into freight service on the Bellows Falls switcher all this week. Normally this unit only sees service on the VRS' passenger excursion trains and perhaps use on revenue freights once or twice a year at most. So this week was exceptional, and I'm hard pressed to think of anywhere else in the country an RS1 is used to haul freight anymore.
What is even more special is that this unit is very much on home rails having been built for the Rutland in November 1951. So that means she is approaching her 70th birthday in a few months and has never left the Green Mountain state!
Her day is about done and after leaving Riverside Yard with these five cars in tow she is about to pause and cut off the rear four here on the Patch Track for interchange. Then with just the lone covered hopper in tow they will cross the canal, thump across the NECR diamond (former Boston and Maine Conn River main) beside the Bellows Falls depot and enter former B&M iron for the last quarter mile or so of their trip across the Connecticut River stone arch bridge to the North Walpole, NH terminal where they will tie up. They are seen here curling beside the Connecticut River near about MP B0.5 on the what the modern day VRS refers to as the Falls Running Track of their Bellows Falls Subdivision.
Village of Bellows Falls
Rockingham, Vermont
Friday June 11, 2021
The locomotive assigned to Viseu yard pilot duties on 4th October 2016 was 87-0032-0, a 450 hp 1974-built class 'L45H' and originally with the Romanian Railways (C.F.R.) depot at Alba Iulia. It was captured at the throat of the yard positioning cut logs for steam loco use and a flat wagon and fuel tank ready for forming into the following day's production train. The predominance of posts and power lines is unhelpful - it is not a new communications attachment to the loco!
© Gordon Edgar - All rights reserved. Please do not use my images without my explicit permission
Seats in the old auditorium … with all-natural light, believe it or not.
The Irem Temple hosted all manner of shows and events back in the day. The plan to save the old building calls for the seats to be removed from the auditorium and the building converted into several event spaces.
Assigned to 125 ATS / 137 MAW based at Oklahoma City.
Their C-97 Stratofreighters were replaced soon after with the C-124 Globemaster which in turn were replaced in 1972 by C-130E Hercules
I was assigned to C&NW train No. 596 with SD40 No. 876 in the lead, shortly after the sun came up in November 1981. We had a heavy, under powered train with a big block of loaded ballast cars on the head end. Here, the power is east of the I-90 overpass after pulling the train out of the yard to couple to our way car that we left on the main line after arriving on train No. 595.
The Nevada State Railroad Museum’s locomotive No. 8 was built by Cooke Locomotive Works of Patterson, New Jersey. Assigned construction number 1861, it was completed on 3 February 1888. It was an “American Standard” 4-4-0 with 17-inch x 24-inch cylinders and 61-inch drivers. During the first four months of 1888 Cooke turned out 12 identical locomotives (construction numbers 1859-1870) for the Denver, Texas & Ft. Worth as numbers 7-18. The NSRM locomotive is believed to have been assigned DT&FW No. 9. (Cooke c/n 1860, completed 31 January 1888 became no. 8; c/n 1865, completed 3 March 1888, became no. 13).
The Denver, Texas & Ft. Worth was organized in April 1889 to build from Pueblo, Colorado to the Texas state line to meet the affiliated Ft. Worth & Denver City, building northward from Ft. Worth. After the two railroads met at Union Park, NM on 14 March 1888, their respective locomotives were numbered into a single system, with the DT&FW 9 being renumbered to 114. On 1 April 1890 these and eleven other affiliated lines were consolidated into the Union Pacific, Denver & Gulf, a Union Pacific affiliate. (The FW&DC was not included because of Texas corporation laws.) On 11 January 1899 the UPD&G passed to the Colorado & Southern. 1908 C&S became part of Chicago Burlington & Quincy. The road was absorbed into Burlington Northern in 1981 and into the Burlington Northern Santa Fe in 1996.
Of the 12 identical Cooke-built DT&FW locomotives of 1888, seven became UPD&G 521-527 in 1890; in 1896 they were renumbered 26-32. Subsequently they became Colorado & Southern nos. 132-138. Three of these were still in service on the C&S in 1906, and the no. 134 survived as an inspection engine until 1930. However, five of the original group of DT&FW locomotives—those with construction numbers 1861-1864, 1866—were not numbered into the UPD&G in 1890. This block of five identical Cooke 4-4-0s 17”x24” 61” locomotives cannot be accounted for on UPD&G or subsequent Colorado & Southern rosters, nor have these locomotives been identified on any known roster. It is assumed they were disposed of by the DT&FW prior to 1890, but their disposition is unknown.
Thus, a 17-year gap exists in the history of the locomotive which became NSRM No. 8 from about 1890 until September 1907, when it was purchased by the Dardanelle & Russellville Railroad in northwest Arkansas. This company assigned the number 8 to this locomotive, the number it still bears. Legend has it that D&R no. 8 was a former Little Rock & Ft. Smith, or St. Louis, Iron Mountain & Southern locomotive. However, there is no contemporary record which shows either railroads owning any Cooke 4-4-0 with cylinders and drivers matching those of Cooke no. 1861 and the locomotive definitely does not appear in the Missouri Pacific system renumbering schedule of 1905. Furthermore, the locomotive was sold FOB St. Louis. Had it been a MP locomotive, it most likely would have been delivered over that road and sold FOB Russellville. Too, the D&R found the locomotive defective upon arrival and sent it to an independent machine shop in Little Rock; had it been a former MP engine, it more likely would have been reconditioned in the Iron Mountain’s North Little Rock before the sale, or at least sent back to that shop for conditioning. Indeed all of this hints that no. 8 was sold to the D&R by an independent equipment dealer (the most likely being Walter A. Zelnicker Supply Co.) of St. Louis. The purchase cost was $2,272.03, but with repairs costing $3,044.88, the locomotive was carried on the books at an initial value of $5,316.91.
The specifications provided to the Interstate Commerce Commission by the D&R in 1908 listed the locomotive with 60-inch drivers, 13,720 pounds of tractive effort, and operating steam pressure of 140 p.s.i. No. 8’s tender carried 3,700 gallons of water and 5 tons of coal. Grate area was 18 square feet. There were 168 tubes 12-foot long with 2-inch outside diameter. Safety valves included one 2-1/2 inch Crosby Muffled pop and one 2-1/2-inch Richmond open valve. The firebox staybolts were 15/16 inch outside diameter, spaced 4-1/4 by 4-1/4.
No. 8 was in service on the D&R from 1908 through 1911. It was given new grates in May 1909.
After only four years of service on the D&R, locomotive no. 8 was condemned by the ICC on 31 January 1912 because of safety defects. It had nine stay bolts broken in the right side sheet, eight stay bolts broken in the left side sheet, and one stay bolt broken in the throat sheet. Also noted: the right and left front driver springs were wearing the firebox sheets. In the D&R’s effort to comply with ICC regulations, the railroad wrote to American Locomotive Works (successor to Cooke), identifying the locomotive as construction no. 1861. On 20 June 1912, ALCO provided the D&R with an ICC form 4 for locomotive no. 8. This was forwarded to the ICC on 26 June with a note that no repairs had been made to the locomotive since it had been condemned in January, and that the railroad intended to sell the engine. However, in August 1912 the railroad company determined that it was more economical to repair the locomotive than to replace it, and it was shipped to Little Rock for repairs. It was returned to the D&R in late December 1912.
Number 8’s second period of service on the D&R lasted from 1913 through 1925.
In July 1916 the box oil burning headlight was replaced with electric headlight, powered by a Pyle National Type E generator. Flues were changed in January 1919. A new number plate was ordered from ALCO in 1923. The 1923 number plate had a thin rim with a heavily raised number. (The earlier plate had a heavier rim with a shallow number.) Photographs of the locomotive while still on the D&R reveal that this new number plate is not the plate presently on the engine.
On 15 February 1924 D&R requested a flue time extension. The flues dated from January 1919, but the locomotive had been out of service for 23 full calendar months in the intervening years. A two-year extension was apparently granted as the locomotive operated sporadically until January 1926, when the flue extension expired.
After a four year hiatus, Number 8 was shopped at North Dardanelle in November-December 1929. All flues were removed and the boiler inspected, and upon overhaul it was returned to service condition in December 1929. However, it was not used until March 1930.
The no. 8’s third period of service on the D&R lasted from 1930 through 1934, though it was used only intermittently during periods of light traffic, when the roads two other steamers were overhauled. Those periods of use were: March-April 1930, March 1931; December 1931-January 1932, March-July 1932, and March-July 1933.
With four year tube time, plus one year automatic extension, no. 8 was legal only until December 1934. However, despite this, it was operated again in April 1935, resulting in notification of violation from the ICC. Though the D&R expressed contrition, the company’s subsequent request for an extension of tube time was denied. In an inspection of November 1935, the ICC noted that the flues were badly pitted, the crown sheet pitted and covered with scale, five sling stay lugs were broken, and the side sheets and flue sheets were badly pitted and thin in places. As of this date, there were only 231 actual days of service on the 1929 tubes.
The D&R filed monthly “out of service” reports with the ICC on no. 8 until April 1937. Upon omitting those reports in May and June 1937, the ICC inquired of status of the locomotive, suggesting that if the railroad was not going to repair the locomotive, they should simply report it as retired rather than filing monthly reports.
This probably would have been the end of locomotive no. 8, except in August 1938 Twentieth Century-Fox Film Co. discovered the locomotive and asked to use it in the motion picture Jesse James, scheduled for filming in September. To meet this request, the D&R asked the ICC for permission to move locomotive under its own power after hydrostatic test. This the ICC refused, and the locomotive was hauled to MP’s North Little Rock shops for complete overhaul, arriving on 17 August.
The North Little Rock shops replaced all the tubes, made a new front flue sheet, installed two new 2-1/2” safety valves (one at 125, one at 128 pounds), and gave the boiler a hydrostatic test to 170 pounds. Thee also installed a fake diamond stack, a fake box headlight casing, and repainted the engine with ; repainting—dark green boiler jacket, gold bands. Work completed and recertified on 31 August 1938. A comparison of photographs taken before 1916 and after the 1938 shopping reveal that the locomotive received replacement drivers and a repair to a cracked cylinder saddle. However, it is not know if these changes were made at the 1938 shopping or some time earlier.
After the locomotive’s return to the D&R after the movie shoot in the fall of 1938, no. 8 was used in April, June, and half of July 1939, again in April, May, June 1940, and in April, May, and June 1941.
A request for a one-year extension of flu time filed in August 1943 extended the life of the locomotive until 31 August 1944. During 1943 and 1944, locomotive no. 8 was used alternately with locomotives nos. 9 and 10, seeing it used more than any time since the early 1920s.
In May 1944 D&R offered locomotive no. 8 to Twentieth Century-Fox Film Co. The offer was accepted in early June, but delays for construction of a side track at the studio and acceptance of the boiler by Los Angeles County inspectors kept the locomotive in Arkansas until 17 July 1945, when it was finally shipped. The sale price was $2,000, and the D&R charged an additional $885 for preparing locomotive for inspection, loading, and bracing. It arrived at
Twentieth Century-Fox studios on 29 July 1945.
While at the Los Angeles studio lot, the locomotive was used by the studio in Sentimental Journey (released in 1946), Centennial Summer (released in 1946), and Walls of Jericho (released in 1948) before being moved to the company’s Malibu Canyon studio ranch in the late 1950s. Following that, it appeared in The True Story of Jesse James (released 1957), The Second Time Around (released in 1961), and Scandalous John (1971).
January 1972 Short Line Enterprises
April 1973 Short Line Enterprises, Inc.
April 1973 to Alta Loma for “restoration”. New cab and tender frame built.
June 1974: Sandburg’s Lincoln
April 1976-December 1976 leased to V&T
June 1977 to Sierra Ry
Jun 1978: The Last Ride of the Dalton Gang
CSRM orientation film (May 1979).
January 1980: Kenney Rogers as The Gambler
May 1981 to SPRM
April 22, 1985 to Railtown 1897 SHP, Jamestown
1986 Dec: locomotive no. 8 delivered to NSRM [SH 8/4 and 9/2]
1987 Dec 30: NSRM purchased locomotive from Shortline Enterprises along with eleven other pieces of rolling stock for $256,000.
1988 February 16: fired for first time at NSRM.
December 1990: operated at Boulder City
Out of service at NSRM from January 1993-February 1993 for correction of lap seams in boiler.
The original longitudinal seams of the barrel were of a single riveted lap with an interior welt strap. This joint is of a ruinously low efficiency, and it was discovered that the welt strap was of a poor grade of wrought iron. The decision was made to cut the entire seam out and replace it with an extended double strap butt seam with a field piece. All the work was in-kind and riveted. The work was completed and the engine returned to service.
At Portola July 1994
2008 Oct 19: last day operated.
Following the last day of operation an inspection was made by NSRM of the boiler. An area of concern was identified in the crown sheet. It was examined ultrasonically for thickness and was found to be thinner than was permittable by the state of Nevada under the boiler inspection laws and rules, the FRA, The NBIC, and boiler insurance companies. To confirm this reading a qualified inspection company was contacted, and a thorough inspection was contracted for. Using NDT methods, an inspection was performed, and a signed and stamped record was received by NSRM.
The firebox was removed from the boiler and those areas that were not otherwise inspectable were inspected visually revealing further problems. Accordingly, it was determined that the boiler could not be economically repaired.
Some time later the locomotive which had been stored inside was moved to its current location as a living billboard and to make available valuable inside track storage space.
NSRM has no plans to reboiler the locomotive in the near future.
Assigned to the 436 MAW at Dover Air Force Base Delaware.
She was not retired from service until w/d 28-3-17 to Davis Monthan
This B-25H, BuNo 98-21433, was assigned serial number 43-4432 when it was first accepted by the U.S. Army Air Forces in late December of 1943. As an H model, when it left the factory, it would’ve had a blunt, solid nose fitted with two fixed .50-caliber machine guns and a massive 75mm cannon, essentially the same as the main gun used on several models of the venerable M4 Sherman medium tanks. This example was the 327th B-25H model off the assembly line out of the thousand or so that were built. The airplane served the war in low-key roles as an administrative aircraft stationed at various bases in Washington, Colorado, and California. It was even at one point modified for use as a training aircraft.
The plane was sold as surplus shortly after the war ended in 1945 and changed hands several times over the next 20 years. It was even heavily modified for use as an executive transport. It spent a few years in service of Woolworth’s heiress Barbara Hutton and her husband, Dominican diplomat, race car driver, polo player, and possibly maybe assassin Porfirio Rubirosa. Then, in 1968, after a stint with Long Island Airways, Filmways, Inc. and the legendary Tallmantz Aviation got involved and decided that N10V should be in the motion pictures. As it was for many movie stars of the day, the first step was a nose job. The airplane was given a J-model greenhouse nose section, historically inaccurate but giving it a traditional look that, to some people, makes a B-25, well, a B-25. Tallmantz assembled N10V with 17 other flyable B-25s to begin production on Catch-22, director Mike Nichols’ adaptation of Joseph Heller’s bitter satire about life during WWII.
After the war, she was also one of the few B-25s to have an appearance on the silver screen. Alongside star Alan Arkin and almost every other working actor in Hollywood at the time, this B-25 played two crucial roles in the film: a VIP transport for Orson Welles’ Brig. Gen. Dreedle and a bomber named Berlin Express, complete with nose art that features the Führer Adolf Hitler himself in the middle of the crosshairs. The movie takes place in Italy; however, the scenes with the B-25s were shot at a purpose-built air base in Mexico, the remnants of which still survive today in an area known today unofficially as “Catch-22 Beach.” N10V and the other B-25s logged more than 1,500 hours of flying time during the three-month shoot, generating about 14.5 hours of film. If that ratio—flying more than 100 hours for every hour of film shot—seems remarkable, then consider that, of that 14.5 hours, just 17 minutes ended up being used in the final cut of the picture. Such are the vagaries of Hollywood economics even today.
The film was released in 1970 against the backdrop of the Vietnam War and is considered a classic by some and an acquired taste by others. Regardless, those 17 minutes of B-25 flying, particularly a mass short-interval takeoff sequence, is not to be missed. Once filming finished, Tallmantz sold 13 aircraft at an auction at Orange County airport. An orthodontist, warbird collector, and accomplished air race pilot from Merced, California, Dr. William Sherman Cooper bought N10V in May 1971. Cooper was killed in a crash while practicing aerobatics in his Pitts Special only a year later, and the B-25 was later donated to the EAA Aviation Foundation in Oshkosh, WI.
EAA staff and volunteers fully restored the airplane starting in 1975, removing the airplane’s movie livery and repainted it as the "City of Burlington," including nose art that honored the state of Wisconsin. The aircraft flew in these colors for several years, even hopping rides for visiting VIPs like Sen. Barry Goldwater, until it was damaged after a gear failure on landing. At that point, it underwent a cosmetic restoration and was moved into the EAA Aviation Museum’s Eagle Hangar, remaining there for the next few decades.
Now, fully restored in her movie star markings, Berlin Express is ready for her next mission: joining the B-17, "Aluminum Overcast," in both honoring WWII veterans and helping to inspire a new generation of aviation enthusiasts for years to come.
An Air Force Lockheed Martin F-22 "Raptor" assigned to the 3rd Wing flies over Joint Base Elmendorf-Richardson, Alaska, Feb. 27, 2018. The Lockheed Martin F-22 "Raptor" is the U.S. Air Force’s premium fifth-generation fighter asset.
From Wikipedia, the free encyclopedia
The Lockheed Martin F-22 "Raptor" is a fifth-generation, single-seat, twin-engine, all-weather stealth tactical fighter aircraft developed for the United States Air Force (USAF). The result of the USAF's Advanced Tactical Fighter (ATF) program, the aircraft was designed primarily as an air superiority fighter, but also has ground attack, electronic warfare, and signal intelligence capabilities. The prime contractor, Lockheed Martin, built most of the F-22's airframe and weapons systems and conducted final assembly, while Boeing provided the wings, aft fuselage, avionics integration, and training systems.
The aircraft was variously designated F-22 and F/A-22 before it formally entered service in December 2005 as the F-22A. Despite its protracted development and various operational issues, USAF officials consider the F-22 a critical component of the service's tactical air power. Its combination of stealth, aerodynamic performance, and situational awareness enable unprecedented air combat capabilities.
Service officials had originally planned to buy a total of 750 ATFs. In 2009, the program was cut to 187 operational production aircraft due to high costs, a lack of clear air-to-air missions due to delays in Russian and Chinese fighter programs, a ban on exports, and development of the more versatile F-35. The last F-22 was delivered in 2012.
Development
Origins
In 1981, the U.S. Air Force identified a requirement for an Advanced Tactical Fighter (ATF) to replace the F-15 "Eagle" and F-16 "Fighting Falcon". Code named "Senior Sky", this air-superiority fighter program was influenced by emerging worldwide threats, including new developments in Soviet air defense systems and the proliferation of the Su-27 "Flanker"- and MiG-29 "Fulcrum"-class of fighter aircraft. It would take advantage of the new technologies in fighter design on the horizon, including composite materials, lightweight alloys, advanced flight control systems, more powerful propulsion systems, and most importantly, stealth technology. In 1983, the ATF concept development team became the System Program Office (SPO) and managed the program at Wright-Patterson Air Force Base. The demonstration and validation (Dem/Val) request for proposals (RFP) was issued in September 1985, with requirements placing strong emphasis on stealth and supercruise. Of the seven bidding companies, Lockheed and Northrop were selected on 31 October 1986. Lockheed teamed with Boeing and General Dynamics while Northrop teamed with McDonnell Douglas, and the two contractor teams undertook a 50-month Dem/Val phase, culminating in the flight test of two technology demonstrator prototypes, the YF-22 and the YF-23, respectively.
Dem/Val was focused on risk reduction and technology development plans over specific aircraft designs. Contractors made extensive use of analytical and empirical methods, including computational fluid dynamics, wind-tunnel testing, and radar cross-section calculations and pole testing; the Lockheed team would conduct nearly 18,000 hours of wind-tunnel testing. Avionics development was marked by extensive testing and prototyping and supported by ground and flying laboratories. During Dem/Val, the SPO used the results of performance and cost trade studies conducted by contractor teams to adjust ATF requirements and delete ones that were significant weight and cost drivers while having marginal value. The short takeoff and landing (STOL) requirement was relaxed in order to delete thrust-reversers, saving substantial weight. As avionics was a major cost driver, side-looking radars were deleted, and the dedicated infra-red search and track (IRST) system was downgraded from multi-color to single color and then deleted as well. However, space and cooling provisions were retained to allow for future addition of these components. The ejection seat requirement was downgraded from a fresh design to the existing McDonnell Douglas ACES II. Despite efforts by the contractor teams to rein in weight, the takeoff gross weight estimate was increased from 50,000 lb (22,700 kg) to 60,000 lb (27,200 kg), resulting in engine thrust requirement increasing from 30,000 lbf (133 kN) to 35,000 lbf (156 kN) class.
Each team produced two prototype air vehicles for Dem/Val, one for each of the two engine options. The YF-22 had its maiden flight on 29 September 1990 and in flight tests achieved up to Mach 1.58 in supercruise. After the Dem/Val flight test of the prototypes, on 23 April 1991, Secretary of the USAF Donald Rice announced the Lockheed team as the winner of the ATF competition. The YF-23 design was considered stealthier and faster, while the YF-22, with its thrust vectoring nozzles, was more maneuverable as well as less expensive and risky. The aviation press speculated that the Lockheed team's design was also more adaptable to the U.S. Navy's Navalized Advanced Tactical Fighter (NATF), but by 1992, the Navy had abandoned NATF.
Production and procurement
As the program moved to full-scale development, or the Engineering & Manufacturing Development (EMD) stage, the production version had notable differences from the YF-22, despite having a broadly similar shape. The swept-back angle of the leading edge was decreased from 48° to 42°, while the vertical stabilizers were shifted rearward and decreased in area by 20%. To improve pilot visibility, the canopy was moved forward 7 inches (18 cm), and the engine intakes moved rearward 14 inches (36 cm). The shapes of the wing and stabilator trailing edges were refined to improve aerodynamics, strength, and stealth characteristics. Increasing weight during development caused slight reductions in range and maneuver performance.
Prime contractor Lockheed Martin Aeronautics manufactured the majority of the airframe and performed final assembly at Dobbins Air Reserve Base in Marietta, Georgia; program partner Boeing Defense, Space & Security provided additional airframe components as well as avionics integration and training systems. The first F-22, an EMD aircraft with tail number 4001, was unveiled at Marietta, Georgia, on 9 April 1997, and first flew on 7 September 1997. Production, with the first lot awarded in September 2000, supported over 1,000 subcontractors and suppliers from 46 states and up to 95,000 jobs, and spanned 15 years at a peak rate of roughly two airplanes per month. In 2006, the F-22 development team won the Collier Trophy, American aviation's most prestigious award. Due to the aircraft's advanced nature, contractors have been targeted by cyberattacks and technology theft.
The USAF originally envisioned ordering 750 ATFs at a total program cost of $44.3 billion and procurement cost of $26.2 billion in fiscal year (FY) 1985 dollars, with production beginning in 1994. The 1990 Major Aircraft Review led by Secretary of Defense Dick Cheney reduced this to 648 aircraft beginning in 1996. By 1997, funding instability had further cut the total to 339, which was again reduced to 277 by 2003. In 2004, the Department of Defense (DoD) further reduced this to 183 operational aircraft, despite the USAF's preference for 381. A multi-year procurement plan was implemented in 2006 to save $15 billion, with total program cost projected to be $62 billion for 183 F-22s distributed to seven combat squadrons. In 2008, Congress passed a defense spending bill that raised the total orders for production aircraft to 187.
The first two F-22s built were EMD aircraft in the Block 1.0 configuration for initial flight testing, while the third was a Block 2.0 aircraft built to represent the internal structure of production airframes and enabled it to test full flight loads. Six more EMD aircraft were built in the Block 10 configuration for development and upgrade testing, with the last two considered essentially production quality jets. Production for operational squadrons consisted of 37 Block 20 training aircraft and 149 Block 30/35 combat aircraft; one of the Block 35 aircraft is dedicated to flight sciences at Edwards Air Force Base.
The numerous new technologies in the F-22 resulted in substantial cost overruns and delays. Many capabilities were deferred to post-service upgrades, reducing the initial cost but increasing total program cost. As production wound down in 2011, the total program cost is estimated to be about $67.3 billion, with $32.4 billion spent on Research, Development, Test and Evaluation (RDT&E) and $34.9 billion on procurement and military construction (MILCON) in then year dollars. The incremental cost for an additional F-22 was estimated at about $138 million in 2009.
Ban on exports
The F-22 cannot be exported under US federal law to protect its stealth technology and other high-tech features. Customers for U.S. fighters are acquiring earlier designs such as the F-15 "Eagle" and F-16 "Fighting Falcon" or the newer F-35 "Lightning II", which contains technology from the F-22 but was designed to be cheaper, more flexible, and available for export. In September 2006, Congress upheld the ban on foreign F-22 sales. Despite the ban, the 2010 defense authorization bill included provisions requiring the DoD to prepare a report on the costs and feasibility for an F-22 export variant, and another report on the effect of F-22 export sales on U.S. aerospace industry.
Some Australian politicians and defense commentators proposed that Australia should attempt to purchase F-22s instead of the planned F-35s, citing the F-22's known capabilities and F-35's delays and developmental uncertainties. However, the Royal Australian Air Force (RAAF) determined that the F-22 was unable to perform the F-35's strike and close air support roles. The Japanese government also showed interest in the F-22 for its Replacement-Fighter program. The Japan Air Self-Defense Force (JASDF) would reportedly require fewer fighters for its mission if it obtained the F-22, thus reducing engineering and staffing costs. However, in 2009 it was reported that acquiring the F-22 would require increases to the Japanese government's defense budget beyond the historical 1 percent of its GDP. With the end of F-22 production, Japan chose the F-35 in December 2011. Israel also expressed interest, but eventually chose the F-35 because of the F-22's price and unavailability.
Production termination
Throughout the 2000s, the need for F-22s was debated, due to rising costs and the lack of relevant adversaries. In 2006, Comptroller General of the United States David Walker found that "the DoD has not demonstrated the need" for more investment in the F-22, and further opposition to the program was expressed by Secretary of Defense Donald Rumsfeld, Deputy Secretary of Defense Gordon R. England, Senator John McCain, and Chairman of U.S. Senate Committee on Armed Services Senator John Warner. The F-22 program lost influential supporters in 2008 after the forced resignations of Secretary of the Air Force Michael Wynne and the Chief of Staff of the Air Force General T. Michael Moseley.
In November 2008, Secretary of Defense Robert Gates stated that the F-22 was not relevant in post-Cold War conflicts such as irregular warfare operations in Iraq and Afghanistan, and in April 2009, under the new Obama Administration, he called for ending production in FY2011, leaving the USAF with 187 production aircraft. In July, General James Cartwright, Vice Chairman of the Joint Chiefs of Staff, stated to the Senate Committee on Armed Services his reasons for supporting termination of F-22 production. They included shifting resources to the multirole F-35 to allow proliferation of fifth-generation fighters for three service branches and preserving the F/A-18 production line to maintain the military's electronic warfare (EW) capabilities in the Boeing EA-18G "Growler". Issues with the F-22's reliability and availability also raised concerns. After President Obama threatened to veto further production, the Senate voted in July 2009 in favor of ending production and the House subsequently agreed to abide by the 187 production aircraft cap. Gates stated that the decision was taken in light of the F-35's capabilities, and in 2010, he set the F-22 requirement to 187 aircraft by lowering the number of major regional conflict preparations from two to one.
In 2010, USAF initiated a study to determine the costs of retaining F-22 tooling for a future Service Life Extension Program (SLEP). A RAND Corporation paper from this study estimated that restarting production and building an additional 75 F-22s would cost $17 billion, resulting in $227 million per aircraft, or $54 million higher than the flyaway cost. Lockheed Martin stated that restarting the production line itself would cost about $200 million. Production tooling and associated documentation were subsequently stored at the Sierra Army Depot, allowing the retained tooling to support the fleet life cycle. There were reports that attempts to retrieve this tooling found empty containers, but a subsequent audit found that the tooling was stored as expected.
Russian and Chinese fighter developments have fueled concern, and in 2009, General John Corley, head of Air Combat Command, stated that a fleet of 187 F-22s would be inadequate, but Secretary Gates dismissed General Corley's concern. In 2011, Gates explained that Chinese fifth-generation fighter developments had been accounted for when the number of F-22s was set, and that the U.S. would have a considerable advantage in stealth aircraft in 2025, even with F-35 delays. In December 2011, the 195th and final F-22 was completed out of 8 test EMD and 187 operational aircraft produced; the aircraft was delivered to the USAF on 2 May 2012.
In April 2016, the House Armed Services Committee (HASC) Tactical Air and Land Forces Subcommittee proposed legislation that would direct the Air Force to conduct a cost study and assessment associated with resuming production of the F-22. Since the production halt directed in 2009 by then Defense Secretary Gates, lawmakers and the Pentagon noted that air warfare systems of Russia and China were catching up to those of the U.S. Lockheed Martin has proposed upgrading the Block 20 training aircraft into combat-coded Block 30/35 versions as a way to increase numbers available for deployment. On 9 June 2017, the Air Force submitted their report to Congress stating they had no plans to restart the F-22 production line due to economic and operational issues; it estimated it would cost approximately $50 billion to procure 194 additional F-22s at a cost of $206–$216 million per aircraft, including approximately $9.9 billion for non-recurring start-up costs and $40.4 billion for aircraft procurement costs.
Upgrades
The first aircraft with combat-capable Block 3.0 software flew in 2001. Increment 2, the first upgrade program, was implemented in 2005 for Block 20 aircraft onward and enabled the employment of Joint Direct Attack Munitions (JDAM). Certification of the improved AN/APG-77(V)1 radar was completed in March 2007, and airframes from production Lot 5 onward are fitted with this radar, which incorporates air-to-ground modes. Increment 3.1 for Block 30 aircraft onward provided improved ground-attack capability through synthetic aperture radar mapping and radio emitter direction finding, electronic attack and Small Diameter Bomb (SDB) integration; testing began in 2009 and the first upgraded aircraft was delivered in 2011. To address oxygen deprivation issues, F-22s were fitted with an automatic backup oxygen system (ABOS) and modified life support system starting in 2012.
Increment 3.2 for Block 35 aircraft is a two-part upgrade process; 3.2A focuses on electronic warfare, communications and identification, while 3.2B includes geolocation improvements and a new stores management system to show the correct symbols for the AIM-9X and AIM-120D. To enable two-way communication with other platforms, the F-22 can use the Battlefield Airborne Communications Node (BACN) as a gateway. The planned Multifunction Advanced Data Link (MADL) integration was cut due to development delays and lack of proliferation among USAF platforms. The F-22 fleet is planned to start receiving Increment 3.2B as well as a software upgrade for cryptography capabilities and avionics stability in May 2019. A Multifunctional Information Distribution System-Joint (MIDS-J) radio that replaces the current Link-16 receive-only box is expected to be operational by 2020. Subsequent upgrades are also focusing on having an open architecture to enable faster future enhancements.
In 2024, funding is projected to begin for the F-22 mid-life upgrade (MLU), which is expected to include new sensors and antennas, hardware refresh, cockpit improvements, and a helmet mounted display and cuing system. Other enhancements being developed include IRST functionality for the AN/AAR-56 Missile Launch Detector (MLD) and more durable stealth coating based on the F-35's.
The F-22 was designed for a service life of 8,000 flight hours, with a $350 million "structures retrofit program". Investigations are being made for upgrades to extend their useful lives further. In the long term, the F-22 is expected to be superseded by a sixth-generation jet fighter to be fielded in the 2030s.
Design
Overview
The F-22 "Raptor" is a fifth-generation fighter that is considered fourth generation in stealth aircraft technology by the USAF. It is the first operational aircraft to combine supercruise, supermaneuverability, stealth, and sensor fusion in a single weapons platform. The F-22 has four empennage surfaces, retractable tricycle landing gear, and clipped delta wings with reverse trailing edge sweep and leading edge extensions running to the upper outboard corner of the inlets. Flight control surfaces include leading-edge flaps, flaperons, ailerons, rudders on the canted vertical stabilizers, and all-moving horizontal tails (stabilators); for speed brake function, the ailerons deflect up, flaperons down, and rudders outwards to increase drag.
The aircraft's dual Pratt & Whitney F119-PW-100 augmented turbofan engines are closely spaced and incorporate pitch-axis thrust vectoring nozzles with a range of ±20 degrees; each engine has maximum thrust in the 35,000 lbf (156 kN) class. The F-22's thrust-to-weight ratio at typical combat weight is nearly at unity in maximum military power and 1.25 in full afterburner. Maximum speed without external stores is approximately Mach 1.8 at military power and greater than Mach 2 with afterburners.
The F-22's high cruise speed and operating altitude over prior fighters improve the effectiveness of its sensors and weapon systems, and increase survivability against ground defenses such as surface-to-air missiles. The aircraft is among only a few that can supercruise, or sustain supersonic flight without using fuel-inefficient afterburners; it can intercept targets which subsonic aircraft would lack the speed to pursue and an afterburner-dependent aircraft would lack the fuel to reach. The F-22's thrust and aerodynamics enable regular combat speeds of Mach 1.5 at 50,000 feet (15,000 m). The use of internal weapons bays permits the aircraft to maintain comparatively higher performance over most other combat-configured fighters due to a lack of aerodynamic drag from external stores. The aircraft's structure contains a significant amount of high-strength materials to withstand stress and heat of sustained supersonic flight. Respectively, titanium alloys and composites comprise 39% and 24% of the structural weight.
The F-22's aerodynamics, relaxed stability, and powerful thrust-vectoring engines give it excellent maneuverability and energy potential across its flight envelope. The airplane has excellent high alpha (angle of attack) characteristics, capable of flying at trimmed alpha of over 60° while maintaining roll control and performing maneuvers such as the Herbst maneuver (J-turn) and Pugachev's Cobra. The flight control system and full-authority digital engine control (FADEC) make the aircraft highly departure resistant and controllable, thus giving the pilot carefree handling.
Stealth
The F-22 was designed to be highly difficult to detect and track by radar. Measures to reduce radar cross-section (RCS) include airframe shaping such as alignment of edges, fixed-geometry serpentine inlets and curved vanes that prevent line-of-sight of the engine faces and turbines from any exterior view, use of radar-absorbent material (RAM), and attention to detail such as hinges and pilot helmets that could provide a radar return. The F-22 was also designed to have decreased radio emissions, infrared signature and acoustic signature as well as reduced visibility to the naked eye. The aircraft's flat thrust-vectoring nozzles reduce infrared emissions of the exhaust plume to mitigate the threat of infrared homing ("heat seeking") surface-to-air or air-to-air missiles. Additional measures to reduce the infrared signature include special topcoat and active cooling of leading edges to manage the heat buildup from supersonic flight.
Compared to previous stealth designs like the F-117, the F-22 is less reliant on RAM, which are maintenance-intensive and susceptible to adverse weather conditions. Unlike the B-2, which requires climate-controlled hangars, the F-22 can undergo repairs on the flight line or in a normal hangar. The F-22 has a Signature Assessment System which delivers warnings when the radar signature is degraded and necessitates repair. While the F-22's exact RCS is classified, in 2009 Lockheed Martin released information indicating that from certain angles the aircraft has an RCS of 0.0001 m² or −40 dBsm – equivalent to the radar reflection of a "steel marble". Effectively maintaining the stealth features can decrease the F-22's mission capable rate to 62–70%.
The effectiveness of the stealth characteristics is difficult to gauge. The RCS value is a restrictive measurement of the aircraft's frontal or side area from the perspective of a static radar. When an aircraft maneuvers it exposes a completely different set of angles and surface area, potentially increasing radar observability. Furthermore, the F-22's stealth contouring and radar absorbent materials are chiefly effective against high-frequency radars, usually found on other aircraft. The effects of Rayleigh scattering and resonance mean that low-frequency radars such as weather radars and early-warning radars are more likely to detect the F-22 due to its physical size. However, such radars are also conspicuous, susceptible to clutter, and have low precision. Additionally, while faint or fleeting radar contacts make defenders aware that a stealth aircraft is present, reliably vectoring interception to attack the aircraft is much more challenging. According to the USAF an F-22 surprised an Iranian F-4 "Phantom II" that was attempting to intercept an American UAV, despite Iran's assertion of having military VHF radar coverage over the Persian Gulf.
Marines assigned to 3rd Battalion, 3rd Marine Regiment, board a CH-53E Super Stallion helicopter assigned to Marine Heavy Helicopter Squadron 463 for extraction from Landing Zone Canes, Hawaii, April 29, 2016. HMH-463 conducted personnel extraction and insertion in support of 3rd Battalion, 3rd Marine Regiment during their Marine Corps Combat Readiness Evaluation.
(U.S. Marine Corps photo by Lance Cpl. Julian A. Temblador)
Soldiers assigned to the 222nd Chemical Company, New York Army National Guard, and officers with the New York Police Department's COBRA (Chemical Ordinance, Biological and Radiological Awareness) training unit conduct an exercise simulating an urban chemical attack at Rodman's Neck Tactical Village, Bronx, N.Y., Nov. 19, 2016. The New York Army National Guard Soldiers and officers with the COBRA training unit used the exercise to share techniques and procedures, as well as enhance their readiness in case of a natural disaster or terrorist attack. (U.S. Army National Guard photo by Sgt. Harley Jelis)
Assigned to 145th ARS Air Refueling Squadron from Rickenbacker AFB Columbus. Transferred 8/75 to Texas ANG 136th ARW Air Refueling Wing Dallas Texas.
Ferry flight 8/76 to the Nation Museum of USAF Dayton Ohio with the Ohio ANG marking restored.
The State Library and Archives of Florida is the central repository for the archives of state government for the state of Florida. It is located at the R.A. Gray Building on 500 South Bronough Street in Tallahassee, Florida, Florida's capital.
Mandated by state law, the Florida State Archives is assigned to collect, preserve, and make available for research the historically significant records of Florida. It also stores and makes available private manuscripts and correspondence, local government records, photographs, maps, film clips, and materials that complement the official state records and Florida history.
Many photos from the Florida Photographic Collection are used frequently for articles on Wikipedia and assist users in describing events in Florida history. A selection of archival items from the State Library and Archives are available through the digital outreach program Florida Memory.
The State Library and Archives of Florida was a library of humble beginnings in the year 1845. Shortly after its admission as a state, the legislature began to realize the vital and crucial need to preserve, protect, and collect documents about the history of Florida. During that same legislative meeting, a statute was enacted naming the "Secretary of State" responsible for the care, collection, organization, and display of all "books and maps belonging to the state be collected together (Florida's 'State' Library, 1909). It was also said in the statute that all such documents be cataloged as thoroughly as possible. However, this task was neglected, and as a result, the library and archives suffered (Florida's 'State' Library, 1909).
According to the Florida Historical Society's article during the administration of Dr. Jno. L. Crawford, "a space in the upper corridor of the Capitol was partitioned off and furnished with shelving, and a large number of the (apparently) most valuable of the books, maps, etc., was deposited there; and many such occupied shelves are in the office of the Secretary" (Florida's 'State' Library, 1909). However, when the Capital was remodeled in 1902, the commissioners intended to create space to accommodate the growing library but failed to do so. H. Clay Crawford, Secretary of State at the time, placed shelving on the either side of the basement walls and moved several books unarranged and uncatalogued where they were left in the dusty damp air. It is undetermined just how many documents of historical value lay untouched and neglected in the basement of the State Library, and it was not until some sixty years later that the library flourished as a historical point or reference for its patrons.
The State Library would prosper under William Thomas (W.T.) Cash. Cash had been a teacher and experience working in the Florida House of Representatives and the Florida Senate. He wrote several articles and books about Florida history. He would be appointed to be State Librarian in 1927. At this time the State Library was housed in the basement of the Capital building. Later in 1949, it would be moved to the Florida Supreme Court building once construction was complete. Cash would help grow the collection from 1,500 uncatalogued volumes to over 50,000 volumes, with a particular interest in rare books and volumes. He would eventually retire from the State Library in 1951.
The State Librarian of Florida is Amy L. Johnson, appointed in 2015. Previous State Librarians were Cecil Beach, 1971- 1977; Barratt Wilkins, 1977-2003; and Judith A. Ring, 2003-2015.
Credit for the data above is given to the following websites:
en.wikipedia.org/wiki/State_Library_and_Archives_of_Florida
www.dos.myflorida.com/library-archives/
search.leonpa.gov/Property/Details/2136253012115
© All Rights Reserved - you may not use this image in any form without my prior permission.
Assigned by the Paprihaven Defense Force under the command of General Oliver Simmons, Edgar Joseph is in the same area. Taking a stealthy approach and watching for intruders as well, Edgar is patient and steady.
Edgar: (thinking) Movement out there on the road!
Assigned to 410 (Cougar) Sqn. with call-sign "Cougar 14" and here arriving on a cross-country navigation exercise.
SN/NC: Syagrus romanzoffiana, Arecaceae Family
This is a palm with an identity crisis! A few decades ago the queen palm was assigned the name Cocos plumosa. During the late sixties and seventies most experts began referring to it as Arecastrum romanzoffianum. Now this queen has been placed in the genus Syagrus, the species name became romanzoffiana - hopefully Syagrus romanzoffiana will stick! The Queen palm is mostly found in Subtropical areas. It was once very popular as a garden tree; but in areas like Southern California where the climate is considerably dryer, it has since been taken over by other palms, such as Archontophoenix cunninghamiana, and other Archontophoenix as well, it is still the dominate pinnate palm, in places like Central Florida, where it thrives on the humidity, and tolerates the occasional 25 degree F. nights. Its fruit is edible to wildlife, often being sought after by birds. It was originally classified in the Coconut or Cocos genus, was moved to Arecastrum, then Syagrus. As a result of this, they often retain a previous name in retail trade. Usually called the "Cocos plumosa palm". (Palmpedia.net)
Esta é uma palmeira com crise de identidade! Há algumas décadas, a palmeira rainha recebeu o nome de Cocos plumosa. Durante o final dos anos sessenta e setenta, a maioria dos especialistas começou a referir-se a ele como Arecastrum romanzoffianum. Agora que esta rainha foi colocada no gênero Syagrus, o nome da espécie passou a ser romanzoffiana - espero que Syagrus romanzoffiana permaneça! A palmeira rainha é encontrada principalmente em áreas subtropicais. Já foi muito popular como árvore de jardim; mas em áreas como o sul da Califórnia, onde o clima é consideravelmente mais seco, desde então foi assumido por outras palmeiras, como Archontophoenix cunninghamiana, e outras Archontophoenix também, ainda é a palmeira pinada dominante, em lugares como a Flórida Central, onde é prospera com a umidade e tolera noites ocasionais de 25 graus F. Seu fruto é comestível para a vida selvagem, sendo frequentemente procurado por pássaros. Foi originalmente classificado no gênero Coco ou Cocos, foi transferido para Arecastrum, depois Syagrus. Como resultado disso, muitas vezes mantêm um nome anterior no comércio varejista. Geralmente chamada de "palmeira Cocos plumosa". (Palmpedia.net)
Dit is een palm met een identiteitscrisis! Enkele decennia geleden kreeg de koninginnenpalm de naam Cocos plumosa. Eind jaren zestig en zeventig begonnen de meeste experts het Arecastrum romanzoffianum te noemen. Nu deze koningin in het geslacht Syagrus is geplaatst, is de soortnaam romanzoffiana geworden - hopelijk blijft Syagrus romanzoffiana behouden! De Koninginnenpalm komt vooral voor in subtropische gebieden. Ooit was hij erg populair als tuinboom; maar in gebieden als Zuid-Californië, waar het klimaat aanzienlijk droger is, is het sindsdien overgenomen door andere palmen, zoals Archontophoenix cunninghamiana, en ook andere Archontophoenix. Het is nog steeds de dominante geveerde palm, in plaatsen als Centraal-Florida, waar hij voorkomt. gedijt op de luchtvochtigheid en tolereert af en toe nachten van 25 graden F. De vrucht is eetbaar voor dieren in het wild en wordt vaak gezocht door vogels. Het werd oorspronkelijk geclassificeerd in het geslacht Coconut of Cocos en werd verplaatst naar Arecastrum en vervolgens naar Syagrus. Als gevolg hiervan behouden ze vaak een oude naam in de detailhandel. Meestal de "Cocos plumosapalm" genoemd. (Palampedia.net)
Questa è una palma con una crisi d'identità! Alcuni decenni fa alla palma regina venne assegnato il nome Cocos plumosa. Tra la fine degli anni Sessanta e gli anni Settanta la maggior parte degli esperti cominciò a chiamarlo Arecastrum romanzoffianum. Ora questa regina è stata inserita nel genere Syagrus, il nome della specie è diventato romanzoffiana - speriamo che Syagrus romanzoffiana rimanga! La palma regina si trova principalmente nelle aree subtropicali. Un tempo era molto apprezzato come albero da giardino; ma in aree come la California meridionale, dove il clima è notevolmente più secco, da allora è stata sostituita da altre palme, come Archontophoenix cunninghamiana, e anche da altri Archontophoenix, è ancora la palma pennata dominante, in luoghi come la Florida centrale, dove è prospera sull'umidità e tollera le notti occasionali di 25 gradi F.. Il suo frutto è commestibile per la fauna selvatica, spesso ricercato dagli uccelli. Originariamente classificato nel genere Coconut o Cocos, fu spostato in Arecastrum, poi Syagrus. Di conseguenza, nel commercio al dettaglio spesso mantengono il nome precedente. Solitamente chiamata "palma Cocos plumosa". (Palmpedia.net)
Esta es una palma con una crisis de identidad! Hace unas décadas a la palmera reina se le asignó el nombre de Cocos plumosa. A finales de los años sesenta y setenta la mayoría de los expertos empezaron a referirse a él como Arecastrum romanzoffianum. Ahora que esta reina ha sido incluida en el género Syagrus, el nombre de la especie pasó a ser romanzoffiana. ¡Ojalá Syagrus romanzoffiana se mantenga! La palma reina se encuentra principalmente en zonas subtropicales. Alguna vez fue muy popular como árbol de jardín; pero en áreas como el sur de California, donde el clima es considerablemente más seco, desde entonces ha sido reemplazada por otras palmeras, como Archontophoenix cunninghamiana, y también otras Archontophoenix, sigue siendo la palmera pinnada dominante, en lugares como Florida central, donde prospera con la humedad y tolera noches ocasionales de 25 grados F. Su fruto es comestible para la vida silvestre y, a menudo, lo buscan las aves. Originalmente se clasificó en el género Coconut o Cocos, se trasladó a Arecastrum y luego a Syagrus. Por ello, en el comercio minorista suelen conservar su nombre anterior. Generalmente llamada "palma Cocos plumosa". (Palmpedia.net)
C'est un palmier en crise d'identité ! Il y a quelques décennies, le palmier royal a reçu le nom de Cocos plumosa. À la fin des années soixante et soixante-dix, la plupart des experts ont commencé à l'appeler Arecastrum romanzoffianum. Maintenant que cette reine a été placée dans le genre Syagrus, le nom de l'espèce est devenu romanzoffiana - j'espère que Syagrus romanzoffiana restera ! Le palmier royal se trouve principalement dans les zones subtropicales. Il était autrefois très populaire comme arbre de jardin ; mais dans des régions comme la Californie du Sud où le climat est considérablement plus sec, il a depuis été remplacé par d'autres palmiers, comme l'Archontophoenix cunninghamiana, et d'autres Archontophoenix également, il est toujours le palmier penné dominant, dans des endroits comme la Floride centrale, où il se développe grâce à l'humidité et tolère les nuits occasionnelles à 25 degrés F. Ses fruits sont comestibles pour la faune sauvage et sont souvent recherchés par les oiseaux. Classé à l'origine dans le genre Coconut ou Cocos, il a été déplacé vers Arecastrum, puis Syagrus. De ce fait, ils conservent souvent un ancien nom dans le commerce de détail. Généralement appelé « palmier Cocos plumosa ». (Palmpedia.net)
Dies ist eine Palme mit einer Identitätskrise! Vor einigen Jahrzehnten erhielt die Königinpalme den Namen Cocos plumosa. In den späten sechziger und siebziger Jahren begannen die meisten Experten, sie als Arecastrum romanzoffianum zu bezeichnen. Jetzt wurde diese Königin in die Gattung Syagrus eingeordnet, der Artname wurde romanzoffiana – hoffentlich bleibt Syagrus romanzoffiana bestehen! Die Königinpalme kommt hauptsächlich in subtropischen Gebieten vor. Einst war er als Gartenbaum sehr beliebt; Aber in Gegenden wie Südkalifornien, wo das Klima deutlich trockener ist, wurde sie inzwischen von anderen Palmen wie Archontophoenix cunninghamiana und anderen Archontophoenix-Palmen übernommen und ist immer noch die dominierende gefiederte Palme, beispielsweise in Zentralflorida lebt von der Luftfeuchtigkeit und verträgt gelegentliche 25-Grad-F-Nächte. Seine Früchte sind für Wildtiere essbar und werden oft von Vögeln gesucht. Es wurde ursprünglich in die Gattung Coconut oder Cocos eingeordnet, dann nach Arecastrum und dann nach Syagrus verschoben. Dadurch behalten sie im Einzelhandel häufig einen früheren Namen. Wird normalerweise als „Cocos plumosa-Palme“ bezeichnet. (Palmpedia.net)
これはアイデンティティクライシスを抱えたヤシです！ 数十年前、この女王ヤシにはココス・プルモーサという名前が付けられました。 60 年代後半から 70 年代にかけて、ほとんどの専門家がそれを Arecastrum romanzoffianum と呼び始めました。 現在、この女王は Syagrus 属に属し、種名は romanzoffiana になりました。Syagrus romanzoffiana が定着することを願っています。 クイーンヤシは主に亜熱帯地域で見られます。 かつては庭木として非常に人気がありました。 しかし、気候がかなり乾燥している南カリフォルニアのような地域では、その後、アルコントフェニックス・カニンガミアナや他のアルコントフェニックスなどの他のヤシに引き継がれていますが、中央フロリダのような場所では、依然として優勢な羽状ヤシです。 湿気で生育し、時折25℃の夜にも耐えます。 その果実は野生動物に食用とされ、鳥がそれを求めて訪れることもよくあります。 元々はココナッツ属またはココス属に分類されていましたが、アレカストルム、次にシャグルスに移されました。 この結果、小売業界では以前の名前が残ることがよくあります。 通常は「ココス・プルモサ・ヤシ」と呼ばれています。 (Palmpedia.net)
هذا كف يعاني من أزمة هوية! منذ بضعة عقود مضت، أُطلق على نخلة الملكة اسم كوكوس بلوموسا. خلال أواخر الستينيات والسبعينيات، بدأ معظم الخبراء يشيرون إليها باسم Arecastrum romanzoffianum. الآن تم وضع هذه الملكة في جنس Syagrus، وأصبح اسم النوع romanzoffiana - نأمل أن يظل Syagrus romanzoffiana موجودًا! تم العثور على نخلة الملكة في الغالب في المناطق شبه الاستوائية. كانت ذات يوم تحظى بشعبية كبيرة كشجرة حديقة؛ ولكن في مناطق مثل جنوب كاليفورنيا حيث يكون المناخ أكثر جفافًا إلى حد كبير، فقد تم الاستيلاء عليها منذ ذلك الحين من قبل أشجار النخيل الأخرى، مثل أرتشونتوفونيكس كننغهاميانا، وغيرها من أرتشونتوفونيكس أيضًا، ولا تزال هي النخلة المهيمنة، في أماكن مثل وسط فلوريدا، حيث يزدهر على الرطوبة ويتحمل أحيانًا 25 درجة فهرنهايت في الليل. ثمارها صالحة للأكل للحياة البرية، وغالبًا ما تبحث عنها الطيور. تم تصنيفها في الأصل ضمن جنس جوز الهند أو جوز الهند، وتم نقلها إلى Arecastrum، ثم Syagrus. ونتيجة لذلك، غالبا ما يحتفظون باسمهم السابق في تجارة التجزئة. يُطلق عليها عادةً اسم "نخيل
كوكوس بلوموسا". (بالمبيديا.نت)
SN/NC: Agapanthus Africanus, Fam. Amarylidaceae
The great majority is purple-blue. This one is a bit intermediate between white, purple and blue. Agapanthus /ˌæɡəˈpænθəs/ is the only genus in the subfamily Agapanthoideae of the flowering plant family Amaryllidaceae. The family is in the monocot order Asparagales. The name is derived from scientific Greek: αγάπη (agape) = love, άνθος (anthos) = flower.
Some species of Agapanthus are commonly known as lily of the Nile (or African lily in the UK), although they are not lilies and all of the species are native to Southern Africa (South Africa, Lesotho, Swaziland, Mozambique) though some have become naturalized in scattered places around the world (Australia, Great Britain, Mexico, Ethiopia, Jamaica, etc.) (Wikipedia)
A grande maioria é azul-roxo. Este é um pouco intermediário entre branco, roxo e azul. Agapanthus /יæəəəənφəs/ é o único gênero na subfamília Agapanthoideae da família de plantas em floração Amaryllidaceae. Algumas espécies de Agapanthus são comumente conhecidas como lírio do Nilo (ou lírio africano no Reino Unido), embora não sejam lírios e todas as espécies sejam nativas do sul da África. (Wikipedia)
De overgrote meerderheid is paarsblauw. Deze is een beetje intermediair tussen wit, paars en blauw. Agapanthus /ˌæɡəˈpænθəs/ is het enige geslacht in de onderfamilie Agapanthoideae van de bloeiende plantenfamilie (Amaryllidaceae). Sommige soorten Agapanthus zijn algemeen bekend als lelie van de Nijl (of Afrikaanse lelie in het Verenigd Koninkrijk), hoewel het geen lelies zijn en alle soorten inheems zijn in Zuidelijk Afrika. (Wikipedia)
La grande majorité est violet-bleu. Celui-ci est un peu intermédiaire entre le blanc, le violet et le bleu. Agapanthus /ˌæɡəˈpænθəs/ est le seul genre de la sous-famille des Agapanthoideae de la famille des Amaryllidaceae. Certaines espèces d’agapanthes sont communément connues sous le nom de lys du Nil (ou lys africain au Royaume-Uni), bien qu’elles ne soient pas des lys et que toutes les espèces soient originaires d’Afrique australe. (Wikipédia)
La gran mayoría es de color azul púrpura. Este es un poco intermedio entre blanco, púrpura y azul. Agapanthus /ˌæɡəˈpænθəs/ es el único género de la subfamilia Agapanthoideae de la familia Amaryllidaceae. Algunas especies de Agapanthus se conocen comúnmente como lirio del Nilo (o lirio africano en el Reino Unido), aunque no son lirios y todas las especies son nativas del sur de África. (Wikipedia)
La grande maggioranza è viola-blu. Questo è un po 'intermedio tra bianco, viola e blu. Agapanthus /ˌæɡəˈpænθəs/ è l'unico genere della sottofamiglia Agapanthoideae della famiglia delle Amaryllidaceae. Alcune specie di Agapanthus sono comunemente conosciute come giglio del Nilo (o giglio africano nel Regno Unito), anche se non sono gigli e tutte le specie sono originarie dell'Africa meridionale. (Wikipedia)
Die große Mehrheit ist lila-blau. Dieser ist ein bisschen zwischen Weiß, Lila und Blau. Agapanthus /ˌæɡəˈpænθəs/ ist die einzige Gattung in der Unterfamilie Agapanthoideae der Blütenpflanzenfamilie Amaryllidaceae. Einige Arten von Agapanthus sind allgemein als Lilie des Nils (oder afrikanische Lilie in Großbritannien) bekannt, obwohl sie keine Lilien sind und alle Arten im südlichen Afrika beheimatet sind. (Wikipedia)
大部分は紫がかった青です。これは白、紫、青の間の色です。アガパンサス /ˌæɡəˈpænθəs/ は、顕花植物科ヒガンバナ科のアガパンサス亜科の唯一の属です。アガパンサスの一部の種は一般にナイルユリ（英国ではアフリカユリ）として知られていますが、それらはユリではなく、すべての種がアフリカ南部原産です。 (ウィキペディア)
الغالبية العظمى من الأرجواني والأزرق. هذا هو واحد قليلا وسيطة بين الأبيض والأرجواني والأزرق. أغابانثوس / ˌæɡəˈpænθəs / هو الجنس الوحيد في Agapanthoideae subfamily من عائلة النبات المزهرة Amaryllidaceae. بعض أنواع أغابانثوس معروفة باسم زنبق النيل (أو زنبق الأفريقية في المملكة المتحدة)، على الرغم من أنها ليست الزنابق وجميع الأنواع هي أصلية في الجنوب الأفريقي. (ويكيبيديا)
Marines assigned to 2nd Low Altitude Air Defense Battalion (LAAD), conclude firing the FIM-92 Stinger missile launcher after hitting a drone during a live fire exercise at Marine Corps Base Camp Lejeune, N.C., June 8, 2016. 2nd LAAD conducted a live fire exercise to maintain proficiency and accuracy with the FIM-92 Stinger missile launcher.
(U.S. Marine Corps Photo by Lance Cpl. Anthony J. Brosilow/Released)
Marines assigned to Task Force Ellis, I Marine Expeditionary Force Information Group, I Marine Expeditionary Force, utilize a Polaris MRZR D4 during a field exercise on Marine Corps Base Camp Pendleton, April 23, 2020. The MRZR D4 is designed to rapidly concentrate and disperse forces by providing assault and raid capabilities. (U.S. Marine Corps photo by Sgt. Manuel A. Serrano)
Never assigned to any particular regiment this flamboyant soldier often arrived on the battlefield on top of his red amphibious DUKW dragging along his entourage.
The Canadian military never knew his real name, why he dressed up as a lizard or if he even had a commission but they certainly benefitted from his love of machine guns and expert use of them.... especially while having his photo taken by his fans.
Marines, assigned to Law Enforcement Detachment, 24th Marine Expeditionary Unit (MEU), place handcuffs on a detainee role player, before being taken to a holding area during joint service training aboard the San Antonio-class amphibious transport dock ship USS Mesa Verde (LPD 19 June 26, 2017. The 24th MEU is underway with the Bataan Amphibious Ready Group in support of maritime security operations and theater security cooperation efforts in the U.S. 6th Fleet and U.S. 5th Fleet areas of operations. (U.S. Marine Corps photo by Gunnery Sgt. Adaecus G. Brooks)