2014. Curtis Wharf. Guemes Channel.

 

"The Navy christened the Auxiliary General Oceanographic Research (AGOR) R/V Neil Armstrong (AGOR 27) during a ceremony March 29, 2014 at the Port of Anacortes Transit Shed in Anacortes, Washington. The Neil Armstrong-class of research vessels are modern research vessels based on a commercial design, capable of integrated, interdisciplinary, general purpose oceanographic research in coastal and deep ocean areas. R/V Neil Armstrong, the first in its class, is being constructed by Dakota Creek Industries Inc.

Additionally, the Neil Armstrong class will feature a modern suite of oceanographic equipment, state of the art acoustic equipment capable of mapping the deepest parts of the oceans, advanced over-the-side handling gear to deploy and retrieve scientific instruments, emissions controls for stack gasses, and new information technology tools both for monitoring shipboard systems and for communicating with land-based sites worldwide. Enhanced modular onboard laboratories and extensive science payload capacity will provide the ships with the flexibility to meet a wide variety of oceanographic research challenges in the coming decades. R/V Neil Armstrong will be U.S. flagged, manned by a commercial crew, and will be operated by Woods Hole Oceanographic Institution under a contract with the U.S. government."

 

April 06, 2016. R/V Neil Armstrong Arrives in Woods Hole.

"The research vessel Neil Armstrong was met by a jubilant crowd at the Woods Hole Oceanographic Institution (WHOI) dock Wednesday, as it arrived to its home port for the first time, escorted by the WHOI coastal research vessel R/V Tioga, two Coast Guard boats and fireboats from neighboring towns."

www.whoi.edu/news-release/armstrong-arrives

 

U.S. Navy research vessels being built at Dakota Creek Industries in Anacortes will be named after Neil Armstrong & Sally Ride

Mission: Integrated, interdisciplinary, general purpose oceanographic research in coastal and deep ocean areas.Oceanographic sampling and data collection of surface, midwater, sea floor, and sub-bottom parameters.

Quantity: Two (2)

User: Woods Hole Oceanographic Institution (AGOR 27),

Scripps Institution of Oceanography (AGOR 28)

Ship Names: R/V Neil Armstrong (AGOR 27)

R/V Sally Ride (AGOR 28)

Builder: Dakota Creek Industries, Inc.

Contract: FFP (Firm Fixed Price)

Contract Value: $177.4M

ROM Unit Cost: $74.1 M (lead), $71.0M (follow)

 

Key Characteristics:

• Hull Material Steel; Aluminum pilothouse

• Length 238 ft

• Beam (Max) 50 ft

• Draft 15 ft

• Displacement 3043 LT (Full Load)

• Sustained Speed 12 kts

• Range 10,545 nm

• Endurance 40 days

• Propulsion 4 x 1044 kW Diesels, 2 x 879 kW Electric

Propulsion Motors, 2 x Controllable Pitch

Propellers, Bow & Stern Thrusters

• Accommodations 20 crew, 24 science berths

• ABS Classed/ABS Designed to ABS !A1 Circle E, !AMS

The Typhoon FGR.Mk 4 is a highly capable and extremely agile fourth-generation multi-role combat aircraft, capable of being deployed for the full spectrum of air operations, including air policing, peace support and high-intensity conflict. Initially deployed in the air-to-air role as the Typhoon F.Mk 2, the aircraft now has a potent, precision multi-role capability as the FGR4. The pilot performs many essential functions through the aircraft’s hands on throttle and stick (HOTAS) interface which, combined with an advanced cockpit and the Helmet Equipment Assembly (HEA), renders Typhoon superbly equipped for all aspects of air operations.

 

Although Typhoon has flown precision attack missions in all its combat deployments to date, its most essential role remains the provision of quick reaction alert (QRA) for UK and Falkland Islands airspace. Detachments have also reinforced NATO air defence in the Baltic and Black Sea regions.

 

With its multi-role capability and variety of weapons, the Typhoon FGR4 is capable of engaging numerous target types. In the air-to-air role it employs the infraredguided Advanced Short Range Air-to-Air Missile (ASRAAM) and radar-guided, beyond visual range Advanced Medium Range Air-to-Air Missile (AMRAAM). These weapons, used in conjunction with the jet’s ECR-90 Captor radar and PIRATE electro-optical targeting system, combine with the Typhoon’s superior performance and manoeuvrability to make it a formidable platform.

 

For ground-attack and close air support (CAS) missions, Typhoon is compatible with the GPS/laser-guided Enhanced Paveway II and Paveway IV weapons, usually in conjunction with the Litening III targeting pod. Its regular configuration for the armed reconnaissance and CAS roles includes Litening III, Paveway IV and the internal 27mm gun.

 

Paveway IV offers cockpit-programmable impact angle, impact direction and fuse delay features for precisely tailored target effects. The 27mm gun is ideally suited to providing warning shots or for accurate attacks against targets including light vehicles and personnel.

"No life is more important than another. And nothing has been without purpose. Nothing. What if we are all part of a great pattern that we may someday understand? And one day, when we have done what we alone are capable of doing, we get to rise up and reunite with those we have loved the most, forever embraced. What if we get to become... stars."

 

Beverly Penn, Winter's Tale

 

Happy 2015, everyone! I'm happy to have this new image to release along with a blog post looking back over 2014. It's been a tumultuous year, to say the least. I'm glad to have this fresh start!

 

This image was inspire by the movie Winter's Tale, which I quite enjoyed. My mom and I watched it together after she very kindly drove over to keep me company (and make sure I actually rested) after my second, emergency, sinus surgery.

 

Winter's Tale ended up being very much a "Sarah movie" as Geoff calls them. Critics weren't overly taken with it, and I can see their arguments, but at the end of the day, I still really enjoyed the movie. It's hard to make mythic, hopeful movies which are sweet without being cloying or heavy-handed, and I felt that Winter's Tale balanced itself well. It's also very beautiful visually and several of the themes inspired new creations of my own.

 

One strong theme through the movie is that "everything happens for a reason," even the bad things. This year has been so difficult, for so many reasons and ways, it's sometimes very hard to hold onto the hope that there could be a greater good coming out of all this.

 

This image is a peace-offering of sorts to the world, the universe, fate, god, whatever. A symbol that I don't have all the answers, that I don't understand why these things are happening, but that I am trusting that the good will be revealed. That there is indeed a grand scheme and this part of my life serves a purpose as well as the good parts.

 

At the moment it feels a bit like a blind faith, but I have decided this is the mindset I need to start off 2015. I am taking my leap; I hope the universe catches me.

 

Model: Katie Johnson

 

See my blog post looking back over 2014 for more about the image!

  

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125 capable units have become much required, so after a period when nobody really wanted the class 180, they have re-appeared

Grand Canyon is a large multipurpose offshore construction vessel (OSV) capable of performing a variety of subsea activities such as jet trenching and heavy soil trenching. The high manoeuvrability and station keeping capabilities of the vessel allow it to operate even in adverse climatic conditions.

 

Norwegian ship-builder Bergen Group received the order for construction of the Grand Canyon from Volstad Maritime in December 2010. The keel of the vessel was laid in August 2011. The construction was carried out at Fosen in Rissa, Sør-Trøndelag.

The hull of the vessel was manufactured by Tersan Shipyard in Turkey.

 

The hull was launched in January 2012 in the presence of the Norwegian Prime Minister, Jens Stoltenberg. It was then towed to Bergen Group's shipyard in Norway for final outfitting.

Grand Canyon was delivered in November 2012 having completed sea trials in October. The new build was financed by three Norwegian finance groups - Garanti-instituttet for eksportkreditt (GIEK), Export Credit Norway (Eksportkreditt) and SpareBank 1 SMN.

 

The vessel is currently on a five-year charter with Canyon Offshore, a company owned by Helix Energy Solutions Group.

Features of Volstad's new offshore construction vessel

Grand Canyon is built according to the ST 259 CD design developed by the Norwegian ship designer Skipsteknisk. The vessel carries DNV's 'Clean Design' notation for its eco-friendly operation.

 

The vessel boasts a dynamic positioning (DP) Class-3 control system for automatic positioning and heading. She can be deployed for use in shallower depths because of her modest draught.

 

In order to carry out subsea installation, burial support operations and general offshore construction work, the vessel is provided with a working platform that is stable and has a large capacity. Jet trenching can be performed from the ship's forward port side, while soil trenching can be carried out from the aft of the vessel.

 

The vessel features two indoor remotely operated vehicle (ROV) hangars, which can be prepared for the deployment of up to five work-class ROVs (WROV). The ROVs can be deployed to a depth of 3,000m.

 

A carousel reel-drive system is installed below the ship's deck which is able to lay power cables, pipelines and umbilicals into the trench at the seabed. Once placed, these cables or pipelines can be buried below the surface of the sea to a depth of up to 9m with the help of the ROVs.

 

The under-deck has enough strength to bear the load of heavy equipment, which allows the crew to finish mobilisation and demobilisation operations in shorter times.

Main dimensions and accommodation

 

The dead weight of the vessel is 7,000t, while gross and net tonnages are 12,652t and 3,796t respectively. She has an overall length of 127.75m, a moulded breadth of 25m and scantling draught of 7.5m. The length between perpendiculars is 114.6m, and the deck area is 1,650m².

The Grand Canyon accommodates up to 104 people in single and double cabins. Facilities onboard the vessel include a meeting room, internet café, reception, sauna, gym, coffee house and hospital.

 

The vessel is equipped with two cranes, including an active heave compensated (AHC) offshore crane, the MacGregor HMC 4240. The crane has a safe working load of 250t at 10m outreach capacity. The second crane is the MacGregor HMC 2201 model and can lift 15t at 20m outreach.

 

Grand Canyon is powered by a diesel-electric propulsion system. The ship is fitted with six six-cylinder Wärtsilä 32 main engines. Each engine generates 2,880kW of power at 720rpm and drives a NES generator (NEGR 710 LB10 model) rated at 3,450kVA. In addition, there is a nine-cylinder Wärtsilä 20 emergency generator of 1,665kW capacity and a Mitsubishi S6R-MTPA harbour generator of 595kW capacity.

 

Propulsion is provided by two electric motors of 2,500kW each. Side thrusters comprise six Wärtsilä tunnel thrusters, each with 2,000kW of power. Four of the thrusters are mounted forward and the other two are mounted aft.

Coolpix A is surprisingly capable camera

“It is not the will which is lacking; it is strength. One would have to be a terrible man to do such a thing as lift a cart like that on his back. I have never known but one man capable of doing what you ask. He was a convict.”

“Ah!”

“In the galleys at Toulon.”

Once, during his time in the galleys, Jean Valjean lifts a terrible load to save a dying man. There was one man there who remembered it. Then, after a few more years, Valjean is freed. He had served 19 years.

--------------------------

You perceive I am going slower than most others ;) . Hopefully I will speed up soon, but I do want to maybe build some other things during breaks. Anyhow, hope you like it!

The Corsair is widely considered the most capable of all carrier-based fighter aircraft of World War Two. Designed and originally built by Chance Vought, it was also manufactured under license by Goodyear at the height of production during the Second World War. Its distinctive "bent" wings were designed to keep the landing gear short and robust for carrier landings and give clearance for the enormous 13' 4" diameter propeller required to pull her to over 400 MPH - the first American fighter to do so. It was considered the performance equal to many other fighters like the Mustang but its short range kept it either carrier-based or land-based in the South Pacific war close to the action. The Corsair continued to be operated by the USN and the Marines after the war and saw considerable action during the Korean War.

 

Corsairs were first operated from carriers by the Fleet Air Arm of the Royal Navy. Trained in the US, RNFAA pilots including Canadian Lt. Robert Hampton Gray were deployed on carriers such as HMS Formidable and Victorious and carried out daring fighter escort and attack operations in the North Atlantic. This included the famous raids against the holed-up German battleship Tirpitz. HMS Formidable also fought in the Pacific theatre later in the war where Lt. Gray won the Victoria Cross. The Vintage Wings of Canada Corsair, presently in standard U.S. “shipyard blue” markings, will be painted in markings to honour Hampton Gray.

 

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based on authentic facts. BEWARE!

  

Some background:

The English Electric Skyspark was a British fighter aircraft that served as an interceptor during the 1960s, the 1970s and into the late 1980s. It remains the only UK-designed-and-built fighter capable of Mach 2. The Skyspark was designed, developed, and manufactured by English Electric, which was later merged into the newly-formed British Aircraft Corporation. Later the type was marketed as the BAC Skyspark.

 

The specification for the aircraft followed the cancellation of the Air Ministry's 1942 E.24/43 supersonic research aircraft specification which had resulted in the Miles M.52 program. W.E.W. "Teddy" Petter, formerly chief designer at Westland Aircraft, was a keen early proponent of Britain's need to develop a supersonic fighter aircraft. In 1947, Petter approached the Ministry of Supply (MoS) with his proposal, and in response Specification ER.103 was issued for a single research aircraft, which was to be capable of flight at Mach 1.5 (1,593 km/h) and 50,000 ft (15,000 m).

 

Petter initiated a design proposal with F W "Freddie" Page leading the design and Ray Creasey responsible for the aerodynamics. As it was designed for Mach 1.5, it had a 40° swept wing to keep the leading edge clear of the Mach cone. To mount enough power into the airframe, two engines were installed, in an unusual, stacked layout and with a high tailplane This proposal was submitted in November 1948, and in January 1949 the project was designated P.1 by English Electric. On 29 March 1949 MoS granted approval to start the detailed design, develop wind tunnel models and build a full-size mock-up.

 

The design that had developed during 1948 evolved further during 1949 to further improve performance. To achieve Mach 2 the wing sweep was increased to 60° with the ailerons moved to the wingtips. In late 1949, low-speed wind tunnel tests showed that a vortex was generated by the wing which caused a large downwash on the initial high tailplane; this issue was solved by lowering the tail below the wing. Following the resignation of Petter, Page took over as design team leader for the P.1. In 1949, the Ministry of Supply had issued Specification F23/49, which expanded upon the scope of ER103 to include fighter-level manoeuvring. On 1 April 1950, English Electric received a contract for two flying airframes, as well as one static airframe, designated P.1.

 

The Royal Aircraft Establishment disagreed with Petter's choice of sweep angle (60 degrees) and the stacked engine layout, as well as the low tailplane position, was considered to be dangerous, too. To assess the effects of wing sweep and tailplane position on the stability and control of Petter's design Short Brothers were issued a contract, by the Ministry of Supply, to produce the Short SB.5 in mid-1950. This was a low-speed research aircraft that could test sweep angles from 50 to 69 degrees and tailplane positions high or low. Testing with the wings and tail set to the P.1 configuration started in January 1954 and confirmed this combination as the correct one. The proposed 60-degree wing sweep was retained, but the stacked engines had to give way to a more conventional configuration with two engines placed side-by-side in the tail, but still breathing through a mutual nose air intake.

 

From 1953 onward, the first three prototype aircraft were hand-built at Samlesbury. These aircraft had been assigned the aircraft serials WG760, WG763, and WG765 (the structural test airframe). The prototypes were powered by un-reheated Armstrong Siddeley Sapphire turbojets, as the selected Rolls-Royce Avon engines had fallen behind schedule due to their own development problems. Since there was not much space in the fuselage for fuel, the thin wings became the primary fuel tanks and since they also provided space for the stowed main undercarriage the fuel capacity was relatively small, giving the prototypes an extremely limited endurance. The narrow tires housed in the thin wings rapidly wore out if there was any crosswind component during take-off or landing. Outwardly, the prototypes looked very much like the production series, but they were distinguished by the rounded-triangular air intake with no center-body at the nose, short fin, and lack of operational equipment.

 

On 9 June 1952, it was decided that there would be a second phase of prototypes built to develop the aircraft toward achieving Mach 2.0 (2,450 km/h); these were designated P.1B while the initial three prototypes were retroactively reclassified as P.1A. P.1B was a significant improvement on P.1A. While it was similar in aerodynamics, structure and control systems, it incorporated extensive alterations to the forward fuselage, reheated Rolls Royce Avon R24R engines, a conical center body inlet cone, variable nozzle reheat and provision for weapons systems integrated with the ADC and AI.23 radar. Three P.1B prototypes were built, assigned serials XA847, XA853 and XA856.

 

In May 1954, WG760 and its support equipment were moved to RAF Boscombe Down for pre-flight ground taxi trials; on the morning of 4 August 1954, WG760 flew for the first time from Boscombe Down. One week later, WG760 officially achieved supersonic flight for the first time, having exceeded the speed of sound during its third flight. While WG760 had proven the P.1 design to be viable, it was plagued by directional stability problems and a dismal performance: Transonic drag was much higher than expected, and the aircraft was limited to Mach 0.98 (i.e. subsonic), with a ceiling of just 48,000 ft (14,630 m), far below the requirements.

 

To solve the problem and save the P.1, Petter embarked on a major redesign, incorporating the recently discovered area rule, while at the same time simplifying production and maintenance. The redesign entailed a new, narrower canopy, a revised air intake, a pair of stabilizing fins under the rear fuselage, and a shallow ventral fairing at the wings’ trailing edge that not only reduced the drag coefficient along the wing/fuselage intersection, it also provided space for additional fuel.

On 4 April 1957 the modified P.1B (XA847) made the first flight, immediately exceeding Mach 1. During the early flight trials of the P.1B, speeds in excess of 1,000 mph were achieved daily.

In late October 1958, the plane was officially presented. The event was celebrated in traditional style in a hangar at Royal Aircraft Establishment (RAE) Farnborough, with the prototype XA847 having the name ‘Skyspark’ freshly painted on the nose in front of the RAF Roundel, which almost covered it. A bottle of champagne was put beside the nose on a special rig which allowed the bottle to safely be smashed against the side of the aircraft.

On 25 November 1958 the P.1B XA847 reached Mach 2 for the first time. This made it the second Western European aircraft to reach Mach 2, the first one being the French Dassault Mirage III just over a month earlier on 24 October 1958

 

The first operational Skyspark, designated Skyspark F.1, was designed as a pure interceptor to defend the V Force airfields in conjunction with the "last ditch" Bristol Bloodhound missiles located either at the bomber airfield, e.g. at RAF Marham, or at dedicated missile sites near to the airfield, e.g. at RAF Woodhall Spa near the Vulcan station RAF Coningsby. The bomber airfields, along with the dispersal airfields, would be the highest priority targets in the UK for enemy nuclear weapons. To best perform this intercept mission, emphasis was placed on rate-of-climb, acceleration, and speed, rather than range – originally a radius of operation of only 150 miles (240 km) from the V bomber airfields was specified – and endurance. Armament consisted of a pair of 30 mm ADEN cannon in front of the cockpit, and two pylons for IR-guided de Havilland Firestreak air-to-air missiles were added to the lower fuselage flanks. These hardpoints could, alternatively, carry pods with unguided 55 mm air-to-air rockets. The Ferranti AI.23 onboard radar provided missile guidance and ranging, as well as search and track functions.

 

The next two Skyspark variants, the Skyspark F.1A and F.2, incorporated relatively minor design changes, but for the next variant, the Skyspark F.3, they were more extensive: The F.3 had higher thrust Rolls-Royce Avon 301R engines, a larger squared-off fin that improved directional stability at high speed further and a strengthened inlet cone allowing a service clearance to Mach 2.0 (2,450 km/h; the F.1, F.1A and F.2 were all limited to Mach 1.7 (2,083 km/h). An upgraded A.I.23B radar and new, radar-guided Red Top missiles offered a forward hemisphere attack capability, even though additional electronics meant that the ADEN guns had to be deleted – but they were not popular in their position in front of the windscreen, because the muzzle flash blinded the pilot upon firing. The new engines and fin made the F.3 the highest performance Skyspark yet, but this came at a steep price: higher fuel consumption, resulting in even shorter range. From this basis, a conversion trainer with a side-by-side cockpit, the T.4, was created.

 

The next interceptor variant was already in development, but there was a need for an interim solution to partially address the F.3's shortcomings, the F.3A. The F.3A introduced two major improvements: a larger, non-jettisonable, 610-imperial-gallon (2,800 L) ventral fuel tank, resulting in a much deeper and longer belly fairing, and a new, kinked, conically cambered wing leading edge. The conically cambered wing improved manoeuvrability, especially at higher altitudes, and it offered space for a slightly larger leading edge fuel tank, raising the total usable internal fuel by 716 imperial gallons (3,260 L). The enlarged ventral tank not only nearly doubled available fuel, it also provided space at its front end for a re-instated pair of 30 mm ADEN cannon with 120 RPG. Alternatively, a retractable pack with unguided 55 mm air-to-air rockets could be installed, or a set of cameras for reconnaissance missions. The F.3A also introduced an improved A.I.23B radar and the new IR-guided Red Top missile, which was much faster and had greater range and manoeuvrability than the Firestreak. Its improved infrared seeker enabled a wider range of engagement angles and offered a forward hemisphere attack capability that would allow the Skyspark to attack even faster bombers (like the new, supersonic Tupolev T-22 Blinder) through a collision-course approach.

Wings and the new belly tank were also immediately incorporated in a second trainer variant, the T.5.

 

The ultimate variant, the Skyspark F.6, was nearly identical to the F.3A, with the exception that it could carry two additional 260-imperial-gallon (1,200 L) ferry tanks on pylons over the wings. These tanks were jettisonable in an emergency and gave the F.6 a substantially improved deployment capability, even though their supersonic drag was so high that the extra fuel would only marginally raise the aircraft’s range when flying beyond the sound barrier for extended periods.

 

Finally, there was the Skyspark F.2A; it was an early production F.2 upgraded with the new cambered wing, the squared fin, and the 610 imperial gallons (2,800 L) ventral tank. However, the F.2A retained the old AI.23 radar, the IR-guided Firestreak missile and the earlier Avon 211R engines. Although the F.2A lacked the thrust of the later Skysparks, it had the longest tactical range of all variants, and was used for low-altitude interception over West Germany.

 

The first Skysparks to enter service with the RAF, three pre-production P.1Bs, arrived at RAF Coltishall in Norfolk on 23 December 1959, joining the Air Fighting Development Squadron (AFDS) of the Central Fighter Establishment, where they were used to clear the Skyspark for entry into service. The production Skyspark F.1 entered service with the AFDS in May 1960, allowing the unit to take part in the air defence exercise "Yeoman" later that month. The Skyspark F.1 entered frontline squadron service with 74 Squadron at Coltishall from 11 July 1960. This made the Skyspark the second Western European-built combat aircraft with true supersonic capability to enter service and the second fully supersonic aircraft to be deployed in Western Europe (the first one in both categories being the Swedish Saab 35 Draken on 8 March 1960 four months earlier).

 

The aircraft's radar and missiles proved to be effective, and pilots reported that the Skyspark was easy to fly. However, in the first few months of operation the aircraft's serviceability was extremely poor. This was due to the complexity of the aircraft systems and shortages of spares and ground support equipment. Even when the Skyspark was not grounded by technical faults, the RAF initially struggled to get more than 20 flying hours per aircraft per month compared with the 40 flying hours that English Electric believed could be achieved with proper support. In spite of these concerns, within six months of the Skyspark entering service, 74 Squadron was able to achieve 100 flying hours per aircraft.

 

Deliveries of the slightly improved Skyspark F.1A, with revised avionics and provision for an air-to-air refueling probe, allowed two more squadrons, 56 and 111 Squadron, both based at RAF Wattisham, to convert to the Skyspark in 1960–1961. The Skyspark F.1 was only ordered in limited numbers and served only for a short time; nonetheless, it was viewed as a significant step forward in Britain's air defence capabilities. Following their replacement from frontline duties by the introduction of successively improved Skyspark variants, the remaining F.1 aircraft were employed by the Skyspark Conversion Squadron.

The improved F.2 entered service with 19 Squadron at the end of 1962 and 92 Squadron in early 1963. Conversion of these two squadrons was aided by the of the two-seat T.4 and T.5 trainers (based on the F.3 and F.3A/F.6 fighters), which entered service with the Skyspark Conversion Squadron (later renamed 226 Operational Conversion Unit) in June 1962. While the OCU was the major user of the two-seater, small numbers were also allocated to the front-line fighter squadrons. More F.2s were produced than there were available squadron slots, so later production aircraft were stored for years before being used operationally; some of these Skyspark F.2s were converted to F.2As.

 

The F.3, with more powerful engines and the new Red Top missile was expected to be the definitive Skyspark, and at one time it was planned to equip ten squadrons, with the remaining two squadrons retaining the F.2. However, the F.3 also had only a short operational life and was withdrawn from service early due to defence cutbacks and the introduction of the even more capable and longer-range F.6, some of which were converted F.3s.

 

The introduction of the F.3 and F.6 allowed the RAF to progressively reequip squadrons operating aircraft such as the subsonic Gloster Javelin and retire these types during the mid-1960s. During the 1960s, as strategic awareness increased and a multitude of alternative fighter designs were developed by Warsaw Pact and NATO members, the Skyspark's range and firepower shortcomings became increasingly apparent. The transfer of McDonnell Douglas F-4 Phantom IIs from Royal Navy service enabled these much longer-ranged aircraft to be added to the RAF's interceptor force, alongside those withdrawn from Germany as they were replaced by SEPECAT Jaguars in the ground attack role.

The Skyspark's direct replacement was the Tornado F.3, an interceptor variant of the Panavia Tornado. The Tornado featured several advantages over the Skyspark, including far larger weapons load and considerably more advanced avionics. Skysparks were slowly phased out of service between 1974 and 1988, even though they lasted longer than expected because the definitive Tornado F.3 went through serious teething troubles and its service introduction was delayed several times. In their final years, the Skysparks’ airframes required considerable maintenance to keep them airworthy due to the sheer number of accumulated flight hours.

  

General characteristics:

Crew: 1

Length: 51 ft 2 in (15,62 m) fuselage only

57 ft 3½ in (17,50 m) including pitot

Wingspan: 34 ft 10 in (10.62 m)

Height: 17 ft 6¾ in (5.36 m)

Wing area: 474.5 sq ft (44.08 m²)

Empty weight: 31,068 lb (14,092 kg) with armament and no fuel

Gross weight: 41,076 lb (18,632 kg) with two Red Tops, ammunition, and internal fuel

Max. takeoff weight: 45,750 lb (20,752 kg)

 

Powerplant:

2× Rolls-Royce Avon 301R afterburning turbojet engines,

12,690 lbf (56.4 kN) thrust each dry, 16,360 lbf (72.8 kN) with afterburner

 

Performance:

Maximum speed: Mach 2.27 (1,500 mph+ at 40,000 ft)

Range: 738 nmi (849 mi, 1,367 km)

Combat range: 135 nmi (155 mi, 250 km) supersonic intercept radius

Range: 800 nmi (920 mi, 1,500 km) with internal fuel

1,100 nmi (1,300 mi; 2,000 km) with external overwing tanks

Service ceiling: 60,000 ft (18,000 m)

Zoom ceiling: 70,000 ft (21,000 m)

Rate of climb: 20,000 ft/min (100 m/s) sustained to 30,000 ft (9,100 m)

Zoom climb: 50,000 ft/min

Time to altitude: 2.8 min to 36,000 ft (11,000 m)

Wing loading: 76 lb/sq ft (370 kg/m²) with two AIM-9 and 1/2 fuel

Thrust/weight: 0.78 (1.03 empty)

 

Armament:

2× 30 mm (1.181 in) ADEN cannon with 120 RPG in the lower fuselage

2× forward fuselage hardpoints for a single Firestreak or Red Top AAM each

2× overwing pylon stations for 2.000 lb (907 kg each)

for 260 imp gal (310 US gal; 1,200 l) ferry tanks

  

The kit and its assembly:

This build was a submission to the “Hunter, Lightning, Canberra” group build at whatifmodellers.com, and one of my personal ultimate challenges – a project that you think about very often, but the you put the thought back into its box when you realize that turning this idea into hardware will be a VERY tedious, complex and work-intensive task. But the thematic group build was the perfect occasion to eventually tackle the idea of a model of a “side-by-side engine BAC Lightning”, a.k.a. “Flatning”, as a rather conservative alternative to the real aircraft’s unique and unusual design with stacked engines in the fuselage, which brought a multitude of other design consequences that led to a really unique aircraft.

 

And it sound so simple: take a Lightning, just change the tail section. But it’s not that simple, because the whole fuselage shape would be different, resulting in less depth, the wings have to be attached somewhere and somehow, the landing gear might have to be adjusted/shortened, and how the fuselage diameter shape changes along the hull, so that you get a more or less smooth shape, was also totally uncertain!

 

Initially I considered a MiG Ye-152 as a body donor, but that was rejected due to the sheer price of the only available kit (ModelSvit). A Chinese Shenyang J-8I would also have been ideal – but there’s not 1:72 kit of this aircraft around, just of its successor with side intakes, a 1:72 J-8II from trumpeter.

I eventually decided to keep costs low, and I settled for the shaggy PM Model Su-15 (marketed as Su-21) “Flagon” as main body donor: it’s cheap, the engines have a good size for Avons and the pen nib fairing has a certain retro touch that goes well with the Lightning’s Fifties design.

The rest of this "Flatning" came from a Hasegawa 1:72 BAC Lightning F.6 (Revell re-boxing).

 

Massive modifications were necessary and lots of PSR. In an initial step the Flagon lost its lower wing halves, which are an integral part of the lower fuselage half. The cockpit section was cut away where the intake ducts begin. The Lightning had its belly tank removed (set aside for a potential later re-installation), and dry-fitting and crude measures suggested that only the cockpit section from the Lightning, its spine and the separate fin would make it onto the new fuselage.

 

Integrating the parts was tough, though! The problem that caused the biggest headaches: how to create a "smooth" fuselage from the Lightning's rounded front end with a single nose intake that originally develops into a narrow, vertical hull, combined with the boxy and rather wide Flagon fuselage with large Phantom-esque intakes? My solution: taking out deep wedges from all (rather massive) hull parts along the intake ducts, bend the leftover side walls inwards and glue them into place, so that the width becomes equal with the Lightning's cockpit section. VERY crude and massive body work!

 

However, the Lightning's cockpit section for the following hull with stacked engines is much deeper than the Flagon's side-by-side layout. My initial idea was to place the cockpit section higher, but I would have had to transplant a part of the Lightning's upper fuselage (with the spine on top, too!) onto the "flat" Flagon’s back. But this would have looked VERY weird, and I'd have had to bridge the round ventral shape of the Lightning into the boxy Flagon underside, too. This was no viable option, so that the cockpit section had to be further modified; I cut away the whole ventral cockpit section, at the height of the lower intake lip. Similar to my former Austrian Hasegawa Lightning, I also cut away the vertical bulkhead directly behind the intake opening - even though I did not improve the cockpit with a better tub with side consoles. At the back end, the Flagon's jet exhausts were opened and received afterburner dummies inside as a cosmetic upgrade.

 

Massive PSR work followed all around the hull. The now-open area under the cockpit was filled with lead beads to keep the front wheel down, and I implanted a landing gear well (IIRC, it's from an Xtrakit Swift). With the fuselage literally taking shape, the wings were glued together and the locator holes for the overwing tanks filled, because they would not be mounted.

 

To mount the wings to the new hull, crude measurements suggested that wedges had to be cut away from the Lightning's wing roots to match the weird fuselage shape. They were then glued to the shoulders, right behind the cockpit due to the reduced fuselage depth. At this stage, the Lightning’s stabilizer attachment points were transplanted, so that they end up in a similar low position on the rounded Su-15 tail. Again, lots of PSR…

 

At this stage I contemplated the next essential step: belly tank or not? The “Flatning” would have worked without it, but its profile would look rather un-Lightning-ish and rather “flat”. On the other side, a conformal tank would probably look quite strange on the new wide and flat ventral fuselage...? Only experiments could yield an answer, so I glued together the leftover belly bulge parts from the Hasegawa kit and played around with it. I considered a new, wider belly tank, but I guess that this would have looked too ugly. I eventually settled upon the narrow F.6 tank and also used the section behind it with the arrestor hook. I just reduced its depth by ~2 mm, with a slight slope towards the rear because I felt (righteously) that the higher wing position would lower the model’s stance. More massive PSR followed….

 

Due to the expected poor ground clearance, the Lightning’s stabilizing ventral fins were mounted directly under the fuselage edges rather than on the belly tank. Missile pylons for Red Tops were mounted to the lower front fuselage, similar to the real arrangement, and cable fairings, scratched from styrene profiles, were added to the lower flanks, stretching the hull optically and giving more structure to the hull.

 

To my surprise, I did not have to shorten the landing gear’s main legs! The wings ended up a little higher on the fuselage than on the original Lightning, and the front wheel sits a bit further back and deeper inside of its donor well, too, so that the fuselage comes probably 2 mm closer to the ground than an OOB Lightning model. Just like on the real aircraft, ground clearance is marginal, but when the main wheels were finally in place, the model turned out to have a low but proper stance, a little F8U-ish.

  

Painting and markings:

I was uncertain about the livery for a long time – I just had already settled upon an RAF aircraft. But the model would not receive a late low-viz scheme (the Levin, my mono-engine Lightning build already had one), and no NMF, either. I was torn between an RAF Germany all-green over NMF undersides livery, but eventually went for a pretty standard RAF livery in Dark Sea Grey/Dark Green over NMF undersides, with toned-down post-war roundels.

A factor that spoke in favor of this route was a complete set of markings for an RAF 11 Squadron Lightning F.6 in such a guise on an Xtradecal set, which also featured dayglo orange makings on fin, wings and stabilizers – quite unusual, and a nice contrast detail on the otherwise very conservative livery. All stencils were taken from the OOB Revell sheet for the Lightning. Just the tactical code “F” on the tail was procured elsewhere, it comes from a Matchbox BAC Lightning’s sheet.

 

After basic painting the model received the usual black ink washing, some post-panel-shading and also a light treatment with graphite to create soot strains around the jet exhausts and the gun ports, and to emphasize the raised panel lines on the Hasegawa parts.

 

Finally, the model was sealed with matt acrylic varnish and final bits and pieces like the landing gear and the Red Tops (taken OOB) were mounted.

  

A major effort, and I have seriously depleted my putty stocks for this build! However, the result looks less spectacular than it actually is: changing a Lightning from its literally original stacked engine layout into a more conservative side-by-side arrangement turned out to be possible, even though the outcome is not really pretty. But it works and is feasible!

A capable looking beast. Sounded great too, with a tuned diesel engine. Standard running gear, just raised suspension I believe.

The roe deer is primarily an animal of mixed and small woodland but is capable of adapting to a wide variety of habitats. It has colonised the northern conifer forests and has penetrated many towns, making use of gardens, parks and other open spaces where there is food and cover. It may also be seen well out into open farmland.

The roe deer is a native species which has been present in Britain since at least the Mesolithic period. However, probably because of over-hunting, it became extremely scarce in medieval times and by 1700 was considered extinct in southern and central England and all of Wales. It also disappeared in most regions of Scotland except for the northern Highlands. After 1800 there were re-introductions into England and colonies were established in Dorset, Sussex and East Anglia. At the same time, there was a gradual re-colonisation of most of northern England and Scotland. Today, roe deer occur in most of southern England, all of northern England and Scotland, and they are continuing to spread into the Midlands and Wales.

The Badshahi Mosque (Urdu: بادشاھی مسجد), or the 'Emperor's Mosque', was built in 1673 by the Mughal Emperor Aurangzeb in Lahore, Pakistan. It is one of the city's best known landmarks, and a major tourist attraction epitomising the beauty and grandeur of the Mughal era.

Capable of accommodating over 55,000 worshipers, it is the second largest mosque in Pakistan, after the Faisal Mosque in Islamabad. The architecture and design of the Badshahi Masjid is closely related to the Jama Masjid in Delhi, India, which was built in 1648 by Aurangzeb's father and predecessor, emperor Shah Jahan.

Badshahi Masjid is one of the locations where Qari' Abdul Basit recited the Qur'an.[citation needed] The Imam-e-Kaaba (Sheikh Abdur-Rahman Al-Sudais of Saudi Arabia) has also led prayers in this mosque in 2007.

The mosque was built under the patronage of the sixth Mughal Emperor, Aurangzeb Alamgir. It was completed in 1673 under the supervision of Aurangzeb's foster brother Muzaffar Hussain (also known as Fidaie Khan Koka) who was appointed governor of Lahore in May 1671 and held this post until 1675. He was also Master of Ordnance to the emperor. The construction of the mosque took about two years from May 1671 to April 1673. The mosque was built opposite the Lahore Fort, illustrating its stature in the Mughal Empire. In conjunction with the building of the mosque, a new gate was built at the fort, named Alamgiri Gate after the Emperor.

Badshahi Mosque was badly damaged and was misused during Sikh Rule. During the reign of Maharaja Ranjit Singh, the mosque was used as a stable for the army's horses.[1][2] They also would steal the jewels from the mosque, such as marble, rubies, gold, and other valuables. Muslims were not allowed to enter the mosque to worship; they were only given a small place outside the mosque where they could worship.

Even when the British took control of India, they would use the mosque for their military practices by using the mosque for gun practices, cannons, etc. Even when they sensed Muslim hate for the British, they demolished a large portion of the wall of the mosque so the Muslims could not use it as a kind of "fort" for anti-British reasons. After a while, they finally returned it to the Muslims as a good will gesture even though it was in terrible condition. It was then given to Badshahi Mosque Authority to restore it to its original glory.

From 1852 onwards, piecemeal repairs were carried out under the supervision of the Badshahi Mosque Authority. Extensive repairs were carried out from 1939 to 1960 at a cost of about 4.8 million rupees, which brought the mosque to its original shape and condition. The blueprint for the repairs was prepared by the late architect Nawab Zen Yar Jang Bahadur.

In 2000, the repair work of marble inlay in the main vault was repaired under the supervision of Saleem Anjum Qureshi.

On the occasion of the second Islamic Summit held at Lahore on February 22, 1974, thirty-nine heads of Muslim states offered their Friday prayers in the Badshahi Masjid, led by Maulana Abdul Qadir Azad, the 'Khatib' of the mosque.

Recently a small museum has also been added to the mosque complex. It contains relics of Muhammad (peace be upon him), his cousin Hazrat Ali (may Allah be pleased with him), and his daughter, Hazrat Fatima Zahra (may Allah be pleased with her). On August 14, 1947, the Pakistani people celebrated their independence from the British command.

Pakistan(Urdu: "land of the pure"), a country of 160 million people, is now the second most populous country in the Muslim world.

Hailed as the country's cultural capital, Lahore – also known as the "Heart of Pakistan" – is rich with many examples of Moghul architecture.[3]

Like the character of its founder, the mosque is bold, vast and majestic in its expression. It was the largest mosque in the world for a long time.

The interior has rich embellishment in stucco tracery (Manbatkari) and paneling with a fresco touch, all in bold relief, as well as marble inlay.

The exterior is decorated with stone carving as well as marble inlay on red sandstone, specially of loti form motifs in bold relief. The embellishment has Indo-Greek, Central Asian and Indian architectural influence both in technique and motifs.

The skyline is furnished by beautiful ornamental merlons inlaid with marble lining adding grace to the perimeter of the mosque. In its various architectural features like the vast square courtyard, the side aisles (dalans), the four corner minars, the projecting central transept of the prayer chamber and the grand entrance gate, is summed up the history of development of mosque architecture of the Muslim world over the thousand years prior to its construction in 1673.

The north enclosure wall of the mosque was laid close to the Ravi River bank, so a majestic gateway could not be provided on that side and, to keep the symmetry the gate had to be omitted on the south wall as well. Thus a four aiwan plan like the earlier Delhi Jamia Masjid could not be adopted here.

The walls were built with small kiln-burnt bricks laid in kankar, lime mortar (a kind of hydraulic lime) but have a veneer of red sandstone. The steps leading to the prayer chamber and its plinth are in variegated marble.

The prayer chamber is very deep and is divided into seven compartments by rich engraved arches carried on very heavy piers. Out of the seven compartments, three double domes finished in marble have superb curvature, whilst the rest have curvilinear domes with a central rib in their interior and flat roof above. In the eastern front aisle, the ceiling of the compartment is flat (Qalamdani) with a curved border (ghalatan) at the cornice level.

The original floor of the courtyard was laid with small kiln-burnt bricks laid in the Mussalah pattern. The present red sandstone flooring was laid during the last thorough repairs (1939-60). Similarly, the original floor of the prayer chamber was in cut and dressed bricks with marble and Sang-i-Abri lining forming Mussalah and was also replaced by marble Mussalah during the last repairs.

There are only two inscriptions in the mosque:

•one on the gateway

•the other of Kalimah in the prayer chamber under the main high vault.

•Courtyard: 528'-8" x 528'-4" (Area: 278,784 ft2), divided into two levels: the upper and the lower. In the latter, funeral prayers can also be offered.

•Prayer Chamber: 275'-8" x 83'-7" x 50'-6" high, with its main vault 37'-3" x 59'-4" high but with the merlons 74'-6". (Area: 22,825 ft2)

•Corner Minars: 67' in circumference, 176'-4" high are in four stages and have a contained staircase with 204 steps.

•Central Dome: Diameter 65' at bottom (at bulging 70'-6"); height 49'; pinnacle 24 ft and neck 15 ft high.

•Side Domes: Diameter 51'-6" (at bulging 54'-2"); height 32 ft; pinnacle 19 ft; neck 9'-6" high.

•Gateway: 66'-7" x 62'-10" x 65 high including domelets; vault 21'-6" x 32'-6" high. Its three sided approach steps are 22 in number.

•Side aisles (Dalans): 80 in number. Height above floor 23'-9"; plinth 2'-7".

•Central Tank: 50' x 50' x 3' deep (Area: 2,500 ft2)

 

The McDonnell Douglas F/A-18 Hornet is an all-weather, twin-engine, supersonic, carrier-capable, multirole combat aircraft, designed as both a fighter and attack aircraft (hence the F/A designation). Designed by McDonnell Douglas (now part of Boeing) and Northrop (now part of Northrop Grumman), the F/A-18 was derived from the latter's YF-17 in the 1970s for use by the United States Navy and Marine Corps. The Hornet is also used by the air forces of several other nations, and formerly by the U.S. Navy's Flight Demonstration Squadron, the Blue Angels.

 

The F/A-18 was designed to be a highly versatile aircraft due to its avionics, cockpit displays, and excellent aerodynamic characteristics, with the ability to carry a wide variety of weapons. The aircraft can perform fighter escort, fleet air defense, suppression of enemy air defenses, air interdiction, close air support, and aerial reconnaissance. Its versatility and reliability have proven it to be a valuable carrier asset, though it has been criticised for its lack of range and payload compared to its earlier contemporaries, such as the Grumman F-14 Tomcat in the fighter and strike fighter role, and the Grumman A-6 Intruder and LTV A-7 Corsair II in the attack role.

 

The Hornet first saw combat action during the 1986 United States bombing of Libya and subsequently participated in the 1991 Gulf War and 2003 Iraq War. The F/A-18 Hornet served as the baseline for the Boeing F/A-18E/F Super Hornet, its larger, evolutionary redesign.

The Typhoon FGR.Mk 4 is a highly capable and extremely agile fourth-generation multi-role combat aircraft, capable of being deployed for the full spectrum of air operations, including air policing, peace support and high-intensity conflict. Initially deployed in the air-to-air role as the Typhoon F.Mk 2, the aircraft now has a potent, precision multi-role capability as the FGR4. The pilot performs many essential functions through the aircraft’s hands on throttle and stick (HOTAS) interface which, combined with an advanced cockpit and the Helmet Equipment Assembly (HEA), renders Typhoon superbly equipped for all aspects of air operations.

 

Although Typhoon has flown precision attack missions in all its combat deployments to date, its most essential role remains the provision of quick reaction alert (QRA) for UK and Falkland Islands airspace. Detachments have also reinforced NATO air defence in the Baltic and Black Sea regions.

  

© Crown Copyright 2018

 

Photographer: RAF Photographer

 

Image from www.defenceimages.mod.uk

  

This image is available for high resolution download at www.defenceimagery.mod.uk subject to the terms and conditions of the Open Government License at www.nationalarchives.gov.uk/doc/open-government-licence/.

 

For latest news visit www.gov.uk/government/organisations/ministry-of-defence

 

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Although completely capable of carrying the weight of a rider the War Lizard's relationship with it's handler is more kin to the old world practice of hunting with falcons or other birds of prey The lizard is born organically but is imprinted with chip control and and branded with the faction's crest to signify it's battle readiness.

 

So I have done this war bird type idea before but this time it's done a little differently. It was a fun re-visit of the idea although it needs more magnets.

Jump-capable micro space-fighter.

 

Built to operate in swarms and overwhelm the enemy with a barrage of missiles, plasma and high-energy beams. Their compact size makes them very maneuverable and difficult to hit. This, in conjunction with their short-jump-hyperdrive also makes them excellent scouts.

 

These pods of murder are likely to become the Northern Sector's new main space force, alleviating the aging Oophaga. What they lack in grace they make up for in anger issues.

 

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Was playing around with bricks while building the Asterophrys and from it this little dude was born. It took a little bit to finish since my collection was still a bit scattered. And then when I was just ready to photograph it (I had everything set up) the transformer for my lamp quite literally blew up. The part was thankfully replaceable... but I have yet to find such a replacement and so... I had to shoot with flash again. Pro: Crisp whites and usually good sharpness. Con: WILDLY VARYING brightness and awkward shadows. The varying brightness is most upsetting and really makes me wish to fix my lamp as soon as I can...

 

Anyway... This here was a fun little chill build. I like its its landing gear. Usually when I try my hand at that stuff it looks tacked on and jarring, but here I really like how it turned out! Also it's working title was Slaughterfish and although its base came from an unused Asterophrys part with a bunch of random bricks thrown in, it was most certainly inspired by those pod/drone fighters from a while back and a bit by Erik's "Fuck Guppy". (Which I still wanna try and recreate faithfully in bricks)

Fresh out of the paint booth, IREX RS3-204 is parked in St. Johnsbury, Vermont at 1:30PM on 9/26/79. Its an ex St. Johnsbury & Lamoille County unit (204) built as Lehigh & Hudson River #4 in Sept. of 1950. When I inquired as to its destination, I was very pleased to find out it was headed to the Central Soya grain elevator in Baltimore, MD, very close to my home. It now resides in Scranton, PA in the very capable hands of "The Alco Doc" Don Colangelo.

“SUPERSONIC GIANT -- Capable of flying 130 passengers from London to New York in 98 minutes, and from New York to Los Angeles in 70 minutes, the airliner shown in model form… would be powered by a combination of eight or more turbojet engines, such as used on conventional jet planes, and ramjets, now used to power missiles. Dr. Robin R. Jamison, head of the Ramjet Department at Bristol-Siddeley Engines, Ltd., British aviation firm that conceived of the plane, said the delta-wing craft could be produced with today’s engineering know-how.”

 

Also, along with the same model/same perspective of the aircraft, minus the clouds:

 

“A specification for a long-range, supersonic airliner, capable of carrying 130 passengers over stage lengths of 3,500 miles at three times the speed of sound at 12.4 cents (10.6 pence) for short ton statute mile - was outlined by Dr. Robin R. Jamison, Asst. Chief Engineer of Bristol Siddeley Engines Ltd. and head of the Ramjet Department - in a paper delivered at the Institute of Aeronautical Sciences, summer meeting in Los Angeles on June 18th. The power plant of the new machine would be a combination of ramjets and turbojets, integrated into a delta-wing airframe. This combination is said to be suitable for development for use at speeds up to Mach 4 or 5.”

 

From/at:

 

fineartamerica.com/featured/specification-outlined-of-new...

Credit: “Fine Art America” website

 

Although I don’t know a thing about the history & development of jet engines nor ramjet/scramjet technology, this would appear to be ahead of its time, to include its appearance.

Although…being of UK design/origin, shouldn’t the canopy be on the right-side boom/fuselage? Maybe this was the export version. 😉

 

Speaking of version, a depiction of the military version can be seen at the following, always excellent site. Although the 'twin-boom' nomenclature cited?/introduced? is both poor, and IMHO, wrong. 'Twin-fuselage' obviously, IMHO being correct:

 

www.secretprojects.co.uk/threads/various-bristol-postwar-...

Credit: SECRET PROJECTS FORUM website

Show Must Go On

W x H (“): 70 x 60

Oil painting on Cotton (dock canvas)

Signed

Early Period

  

(1)Mechanism of Inspiration

  

From a title or period of painting’s execution it is believed that Jaisini was driven in its creation by an influence of a song with corresponding title and the death of its author and singer Freddie Mercury. The interpreting of emotions resulted and transferred by Jaisini in his painting is unexpected development of the theme of Show Must Go On painting rich in color combination, with dynamic composition, nerve and emotion urging to attempt read into it’s concept. At a first glace the picture’s space reminds of an outlandish or even sci-fi landscape with elements that may support the impression, a red sun against a silhouette that reminds a dinosaur. On the right upper side there is a depiction of what looks like a water tower. The color develops from the front ground’s almost black cobalt blue that changes gradually to the lighter value of blue enriched by additional colors and finally to fuse in a sun light spot in the upper left corner that holds a voluptuous female figure with bulging thighs. Her position is either gymnastic of erotic. Her figure is touched by some phallic finger and seems to carry little information except being a compositional space brake.

The figure’s configuration is light almost weightless as is she was a balloon navigating the space. In contrast to this image’s lightness there is another female figure, located below. Her image is independent but at the same time she delineates a right hand of a central man. This is a reclining female torso of intense transparent red color of stain-glass.

This color of transparent red is a highlighting color of the entire picture that is dominated by blue and yellow. The inclusion of such pure sound red fires up accents and add to Jaisini’s painting special power.

He is a great color master developing his composition with complimentary tonal highlights of pure colors and contrasting inclusions that always light up the paintings with additional dimension as multi faceted precious stone that casts color sparkles. His established rule is the inclusion of pure brisk color accents. To justify such pure and intense red in the predominately cobalt composition is a complex task Jaisini successfully accomplishes in SMGO.

The work as most paintings is painted in one go in detection of light and immediate lines that create the whole compositional swirl.

This mode of work in oil called a-la-prima painted without preliminary

sketch and sure is exhausting way of creation.

It will always remain puzzling how is it possible to paint monumental, finished version of a single painting without minimum preparation. In the interview Jaisini confirmed that it takes long time, months if not years to think about future painting. If he is not capable to construct a vision of his future work in his mind until this “vision” occurs, the artist is not ready to paint or if he would persist the result can’t satisfy the artist.

The notion of having direct influence of the music and events that inspired Jaisini to paint SMGO enter the analysis and to understand the immediate mechanics of Jaisini’s creativity is a challenging task.

What moves him in this particular work to bring out strange, unexplainable images to interpret the signer’s death and the musical tune and poetic meaning of the song with theatrical slogan that “show must go on”?

In the picture the central man is in the middle of composition and picture’s concept as a main figure. As in Forbidden Fruit same here the man’s figure is depicted in a rushing forward movement that could read symbolically and remain statuesque. Such duality of being dynamic and still at the same time is always found in the best works of art that can be looked at from different aesthetic points as Rodin’s Thinker, who seemed to be so lively but at a standstill.

In SMGO the central man’s body has an athletic anatomy but also a grotesque exaggerated body part that look like a blown out of proportions phallus, erected from the man’s lower body having no anatomical detailing.

The color serves to divide phallic element in two parts. It enters a figure of a bending down man of light yellow tone. The phallic part of a central man on the point of entering into the bending man’s backside becomes the painting’s red color inclusion with transparent effect of stain glass.

The central man seems to interact with the other in internal game that can be physical game of power. The central man opens his mouth in scream from the own pain that is caused to him by a double-jawed sward-fish who in turn enters his body from the back.

On the entering the swordfish’s nose is ultramarine and then red.

There is also an interesting image of a grieving profile that fills the space between the shark and reclining woman’s torso. The sward-fish is moving out of a dark space where scalaria fish of enlarged size demarcates the side of darkness and light.

Corrals in the front ground add more ambiguity to the space with the red color and rounded shaping.

In the right corner there is a third figure of a man who could fit the definition of submissiveness or weakness by the depiction.

Such personages are often found in Jaisini’s works where they find a place to contrast images of the masculine males.

To conclude the count in SMGO I should mention a profile with a grotesque dinosaur’s long bending neck. This profile is situated between spatial contrasts of almost black concave opening.

Inside the round enclosure of the neck the space is light but indicative of shaping by the reflexes of light.

The interest to understand the work, the birth of the above-described images and their relevance to the painting’s theme, why and how did they arrive in association with prime impulse of the artist, his favorite song and sorrow.

As a formulation of the artist’s reaction to the song he liked and death of its singer in the outcoming painting is most unusual. The painting’s formal quality is complete in its dynamical and color elaboration.

When you try to see the picture in its entirety you see a great contrast of spots, beautiful combination of colors enriched by unusual color choices.

The dynamic development of picture’s space divided endlessly to create vigorous effect of foliage washed by sunlight. The yellow color parts are offset by cold deep ultramarine and refined by bold inclusion of red.

Space of the painting can’t be defined as perspective.

As in most Gleitzeit works space is multi perspective with Cubist principle of space being observed from different angles but at the same time unified by Jaisini’s plastical line unlike cubism’s straight angles.

This painting has strong sense of spontaneity with little predictability of the images. The execution of the work holds perfectly an outburst of emotions into a formulation of unlikely response to the initial drive. Jaisini’s ability to work in a style of direct painting that is loaded with philosophical meaning is a unique gift. If abstract art is mathematical it is possible to formulate its principal’s production. In such works as of Jaisini the formula would be with all unknowns.

The artist expresses his deep understanding of social conflict in Show Must Go On uniting images of violence with concept of grief for the lost such as death of singer who inspired the artist to paint.

In this work Jaisini unites man’s violent act with the concept of “show must go on” that means aggression is a primary purveyor of rebellion and its revolutionary radicalism.

In SMGO the portrayal is of a cry that informs universe of raw demands of man desperate to know whom he is and where is he going.

The title of the song and painting is a dynamic addition to the concept.

The central man is shown vulnerable as the shark enters his body. It seems to freeze the effect of his outcry by physical threat. Jaisini reflects in this work the deep-seated fundamental concept. Men transform their fear of male violence into a metaphysical commitment to male aggression.

For Freud a criminal act-aggression and death, restrictions, and suppressed desire lay at the origins of human society. He establishes conflict between Eros and Thanatos as a primal, constant human condition.

Freud proclaims: “Every individual is virtually an enemy of civilization.”

Humans are unfit for civilization because their destructive urges are antagonistic to the fundamental demands of civilization.

The situation has become particularly dire in modern times, Freud argues for there are increasingly fewer outlets for these urges even as more and more restrictions are imposed. If during time of Surrealist art Andre Breton called the “crisis of consciousness” here is the “crisis of existence”.

The subject of absurdity and extinction of male purpose is not a gender-politicized theme in the Gleitzeit works of Jaisini.

It is an artistic questioning of the potential creativity that is hidden in every man but is restricted by rules and social responsibilities.

And still the artist calls for art to continue for show to go on even through death.

The portrayal of violence and victimization has the effect of the sacrificial ritual of ancient tradition that is echoed in the painting. Life will go on through death and sacrifice. There is recognition of life within death as well as death within life. In SMGO the concept of continuance is in the effort that could be described as violent, deviant, inherently shocking. The imagery of the picture focuses on the bonding between aged long that was and is necessary for creativity, agony and ecstasy, violence and sexuality, all inescapable and vitalizing forces of life emphasized in art tradition.

Struggle between instinct of life and instinct of destruction is the struggle that entire life essentially is about.

The picture seems to illustrate what was Freud’s view of the inclination to aggression to be an original, self-subsisting instinctual disposition in man while civilization is a process in the service of Eros and death, between the instinct of life and the instinct of destruction.

This struggle represents and portrays creation and life.

In SMGO Jaisini united the symbolic of fight with transgression of taboo subject of human rage having cruelty with social purpose to continue create.

 

Capable of making illusionary doubles of itself!

The Blackburn Buccaneer is a British carrier-capable attack aircraft designed in the 1950s for the Royal Navy (RN). Designed and initially produced by Blackburn Aircraft at Brough, it was later officially known as the Hawker Siddeley Buccaneer when Blackburn became a part of the Hawker Siddeley Group, but this name is rarely used.

 

The Buccaneer was originally designed in response to the Soviet Union's Sverdlov-class cruiser construction programme. Instead of building a new fleet of its own, the Royal Navy could use the Buccaneer to attack these ships by approaching at low altitudes below the ship's radar horizon. The Buccaneer could attack using a nuclear bomb, or conventional weapons. It was later intended to carry short-range anti-shipping missiles to improve its survivability against more modern ship-based anti-aircraft weapons.

 

First production models were powered by de Havilland Gyron Junior 101 turbojet engines. Ordered on the 25 September 1959 40 these were built at Brough and towed to Holme-on-Spalding Moor for first flight and testing. First aircraft was flown on the 23 January 1962. A further ten S.1 aircraft ordered in September 1959 were completed as S.2s.

 

The Buccaneer entered Royal Navy service in 1962. The initial production aircraft suffered a series of accidents due to insufficient engine power, which was quickly addressed in the Buccaneer S.2, equipped with more powerful Rolls-Royce Spey jet engines. The Buccaneer was also offered as an entrant into a new Royal Air Force (RAF) contest for a new attack aircraft. It was initially rejected in favour of the much more advanced supersonic BAC TSR-2, but the cost of the TSR-2 programme led to its cancellation, only to be followed by the cancellation of its selected replacement, the General Dynamics F-111K. The Buccaneer was finally purchased by the RAF, entering service in 1969.

 

The Royal Navy retired the last of its large aircraft carriers in 1978, moving their strike role to the British Aerospace Sea Harrier, and passing their Buccaneers to the RAF. After a crash in 1980 revealed metal fatigue problems, the RAF fleet was reduced to 60 aircraft, while the rest were scrapped. The ending of the Cold War led to a reduction in strength of the RAF, and the accelerated retirement of the remaining fleet, with the last Buccaneers in RAF service being retired in 1994 in favour of the Panavia Tornado. The South African Air Force (SAAF) also procured the type. Buccaneers saw combat action in the first Gulf War of 1991, and the South African Border War.

 

XN964 served with 801, 800, 736 and 803 NAS and during her time with 736 NAS she took part in the bombing attacks on the crippled supertanker Torrey Canyon.

The World Land Speed Record Breaking

1905 200-hp Darracq Sprint Two-Seater

FOOTNOTES

For a real thrill and for pure joy, nothing ever came up to a full throttle run on the 200, with the car in Algy Guinness capable hands. Old Iron, as its owner had christened it, was definitely one of the great cars of all time! Captain H.W. Bunbury

  

If the heartbeat of America is the matchless throb of a big V8, then that heart beats with a decidedly French accent, for this impressive centenarian is powered by the first true example of a V8 engine to be seen on either side of the Atlantic. Moreover, this mighty Darracq was the first petrol car to travel at two miles a minute. Built in France with the sole aim of breaking speed records, it was shipped to the United States soon after its debut to show its prowess and made its first 120-mph run at Americas birthplace of speed, the Ormond-Daytona Beach in Florida.

Alexandre Darracq had made his fortune in the cycle industry before building his first car under his Gladiator marque in 1895, but sold out to an English syndicate headed by Terah Hooley and Harry Lawson in 1896 and formed A. Darracq & Cie the following year. Real success came in 1900 with a 6.5-hp single-cylinder car designed by Paul Ribeyrolles, a graduate of the Arts et Métiers college at Chalons-sur-Marne. The Darracq company was acquired by an English financial grouping in 1903, which left Alexandre Darracq in charge. He decided to publicise the company by racing powerful racing cars but concentrating on the manufacture of small and medium-sized automobiles particularly aimed at the British market.

These were all the work of Ribeyrolles, described by that doyen of Continental correspondents W.F.Bradley as a born engineer who had a tiny drawing office overlooking the main machine shop.

Darracqs policy of promoting the marque in competition moved into high gear with an all-out assault on the Gordon Bennett Cup in 1904, dodging the rule restricting each competing country to an entry of three cars by having 11.25-litre four-cylinder cars designed by Ribeyrolles built in Germany as Opels and in Great Britain as Weir-Darracqs, a ploy which sadly failed to bring results.

However, one of the Weir-Darracqs was acquired by Algernon Lee Guinness, who, with his younger brother Kenelm (Bill), was building up a stable of fast racing cars at his home at Windsor, and completely reconstructed by his mechanics Harold Cook and Davy Cleghorn (who had come from Weirs with the car), to such good effect that it proved one of the fastest cars in the eliminating trials to choose the British team for the 1905 Gordon Bennett race before piston failure put it out of contention.

Meanwhile, Paul Ribeyrolles was intent on building the fastest car in the world, following a policy colourfully described by the Guinnesss good friend and business partner H.W. (Bill) Bunbury as putting large engines into the lightest possible chassis; in search of what we now call today better power to weight ratio

he stripped his cars of every possible trapping, leaving the bare necessities to make the wheels go round, and to stop the car, otherwise stark naked, showing everything they had got, with not even a bikini to hide their nakedness

 

The first fruit of this policy was a 100-hp car with an engine of 190 bore, put into a very flimsy chassis with just two bucket seats with which works driver Paul Baras set a new world speed record of 104.5 mph for the flying kilometre, and which was then bought by Algy Lee Guinness.

Ribeyrolles then set to work developing an even faster sprint car and in order to obtain maximum power for minimum weight hit upon the brilliant idea of mounting eight cylinders in a 90-degree vee configuration on a common crankcase, using forked conrods to enable two opposed cylinders to be served from one crankshaft throw.

He used four sets of pair-cast cylinders of the Gordon Bennett pattern, bored out to 170mm, giving a total swept volume of 25,422 cc, set low in an Arbel pressed steel chassis. A two-speed rear axle was fitted, with a short gear lever placed between the drivers legs; there was neither reverse gear nor differential. A vee-shaped Grouvel & Arquembourg radiator was supplemented by a projectile-shaped water tank above the cylinders. Weighing in at just 900 kg (1982 lb), the new 200-hp Darracq was completed on 28 December 1905 and was immediately taken south to Provence to be tested on the classic speed road that ran arrow-straight for over nine miles across the plain of Le Crau, between Salon-de-Provence and St Martin de Crau (the modern N113).

On Saturday 30 December, Darracqs leading driver Victor Hemery who had already won the Circuit des Ardennes and Vanderbilt Cup during 1905 made four timed runs on the Salon road, observed by the official timekeepers of the Automobile Club de France, MM Gaudichard and Hunziker, and the president of the Automobile Club de Salon, M Bertin. His times were remarkably consistent: with one run in 21.8 sec and one in 20.8 sec, twice he covered the flying kilometre in 20.6 sec, a speed of 175 km/h (109.65 mph), faster than the fastest express train, making the Darracq the fastest vehicle on earth and beating the existing speed record by almost 5 mph.

Gasped L. Gerard, who reported the cars speed run for La Vie Automobile: Can you imagine what that frightening speed of 5 metres a second [110 mph] must be like? No? Well, its that of hurricanes that flatten houses and trees, of tempests that exert the formidable pressure of 300 kg per square metre on the surfaces that they meet

this time, without any exaggeration, the car has beaten the train

 

The mercurial Hemery grumbled that the very cold weather had adversely affected the carburation, and declared that the car would be even faster in finer weather.

Three weeks later, he was given the opportunity to prove his assertion when he and the 200-hp Darracq formed part of a four-car team competing in the fourth annual Ormond-Daytona Beach Automobile Races. However, while three of the cars successfully passed the weight test for the event, the fourth was ruled to be too heavy and thus ineligible for the lightweight class.

Hemery protested the decision, and when he was over-ruled, had all four cars hauled back to the garage at Ormond. Charles Cooke, Darracqs American distributor, declared that all four cars would race, whether Hemery agreed or not. Then it was found that the car that had been declared overweight could be lightened enough to comply with the regulations and Hemery relented and decided to compete after all.

But then he fell out with the judges again when it was declared that he had made a false start in a race against Fred Marriotts streamlined Stanley Steamer and a 110-hp FIAT, and was barred from the event.

Declared Motor Age in its issue of 25 January 1906: Hemery, successor to the great Théry, has been given a taste of American discipline, which will do his peppery temper good. He had a close call yesterday from being set down, and this was not enough for him, for he broke loose again today and got what was coming to him and he got is good and plenty, nothing less than disqualification for the entire meeting for refusing to obey orders.

Charles Cooke was given full control of the four Darracqs and Louis Chevrolet drove the 200-hp to a new world one-mile record for petrol cars of 30.6 sec (Marriott had just set a steam car record of 28.2 sec, equivalent to 127.66 mph). Then on the last day of the race, Cooke put Darracqs No 2 driver Victor Demogeot in the 200-hp. Matched against the Stanley in a 2-mile race, Demogeot riposted to a time of 59.6 sec by Marriott with a run in 58.8 sec, or 122.5 mph and was crowned Speed King of the World by 14-year-old Mary Simrall, the prettiest girl in Florida.

Then, recalled Bill Bunbury, the 200 returned to the Darracq works at Suresnes, and Algy travelled one day [in May]. After a terrifying trial run round and about the works conducted by Hemery and a bit of haggling, he bought the car for what was a very reasonable figure [and] brought it to Windsor.

On 14 July Algy Lee Guinness competed in the Ostend speed trials in Belgium with the 200-hp Darracq and set a new European flying kilometre record of 117.7 mph, covering the distance in just 19 seconds. Three days later the Darracq was first of the big speed cars in the Circuit du Littoral.

The Darracq was scheduled to race against formidable opposition, including the Maharajah of Tikaris 130-hp De Dietrich and Cecil Edges 90-hp Napier, during the Notts ACs annual race meeting on Skegness Sands on 8 September, but the deteriorating condition of the course meant that these fast cars only made demonstration runs.

But a week later the Darracq covered itself in glory at the race meeting organised along the Blackpool Promenade by the Blackpool & Fylde Motor Club, winning silver cups for setting new world records for the standing kilometre (32.4 sec) and standing mile (45.6 sec), and also created a British flying kilometre record of 21.0 sec (106.52 mph).

On 21 October Algy Lee Guinness took the 200-hp Darracq back to France and set a new world record for the flying kilometre of 20.0 sec, equivalent to 180 km/h (111.8 mph) at the Dourdan speed meeting. A week later he drove the car at Gaillon, and climbed the famous La Barbe hill in 25 seconds, averaging 144 km/h.

Around this time the Guinness brothers and Bill Bunbury set up a business in an old farmhouse at Datchet to manufacture an ignition device known as the Hi-Lo and to operate as a garage and repair business, tuning peoples cars for the newly-opened Brooklands track. The 200-hp Darracq was still very competitive, and was tuned for maximum speed, with the addition of forced lubrication with drilled crankshaft and conrods and a pump chain driven from the front end of the crankshaft, a high-tension magneto instead of the low-tension ignition and a supplementary lightweight radiator.

The car was tested on the open road over Hartford Bridge Flats in Surrey. Recalled Bill Bunbury: It was towed there at night, and we used to time our arrival so as to get the first run in soon after dawn. Other cars brought materials and mechanics and were also used as patrols. We had no trouble from the police, however; the noise could not have disturbed many people. Actually the police used to ask when we should be there, for they loved to look on - unofficially.

It was a thrilling sight to see the 200 approaching, thundering down the road, stabs of flame coming from the stub exhaust pipes, the two occupants crouching down on the car and a great plume of dust following behind

I was very lucky to have a few runs on the Flats with Algy, and can say without question they were the biggest thrills I ever experienced on any car, including the big Benz on Brooklands with Hornsted.

I will try and give some idea of what a run on the 200 felt like. Firstly the bucket seat was more bucket than seat - one seemed to be sitting on it, not in it. There being no floorboards, one's feet had to be braced against a cross member of the frame, the right arm stretched out behind Algy gripping the flange at the end of the petrol tank, the left hand engaged with the air pressure pump. Failure to keep up the pressure was a short jump off murder in Algy's opinion! And so you started. Up to about 40 mph the car seemed to be devoid of any springs at all, and one felt shaken to pieces. That period lasted a very few seconds, after which, when on full throttle, the car was not unduly uncomfortable as far as springing went, but the air pressure on one's body was terrific. Remember that the seats were well perched up with absolutely no protection, which made one hang on for dear life.

I remember glancing down between my legs one day, and to see the road passing in one grey-coloured ribbon within inches of one's anatomy made me very hastily look up, but with ugly thoughts of what would happen supposing one's foot slipped off the cross member!

Added H.J. Needham, who subsequently joined the trio in the garage at Datchet: One day somebody bet Algy he would not drive over to Maidenhead and back on the "200". Needless to say, it was a foregone conclusion. The following Sunday, a lovely hot Summer's day, Algy and "Snowball" Whitehead, attired in white flannels, blue "reefer" coats, and straw boaters, fixed themselves firmly in the two bucket seats of the 200, all hands turned out to push, and with a roar and a sheet of flame from the eight stubby open exhausts, and in a cloud of dust, off she went up our lane. Snowball was hanging on like grim death to his seat with one hand (when it was not pumping pressure into the brass cylindrical petrol tank mounted behind the seat) and to the two straw hats with the other! The car had only two speeds forward and NO reverse, was unlicensed, and had no number plates attached!

Algy duly arrived at Maidenhead, turned into the entrance of Skindles Hotel and out again and left into the Bath Road, and drove straight back to Datchet without stopping. By some miracle, no policeman seemed to have seen (or heard!) them, and nothing was ever heard in the way of complaint. The Gents Straw Boaters were donned for the last few hundred yards to and from Skindles, and Algy and Snowball were bowing left and right to the youth and beauty of Maidenhead like royalty!

June 1907 saw more successes for the big Darracq. On 16 June it set a new standing kilometre record at Schveningen (Hague), and the following week at the Saltburn speed trials, on 22 June, Algy Lee Guinness set a new Yorkshire record for the flying kilometre of 111.84 mph over sands awash with water from the heavy rains.

On 20 September the 200-hp Darracq was taken to the newly opened Brooklands track where it was demonstrated to an American enthusiast named Dugald Ross, who had offered to buy the car for £2000, provided that it could reach a speed of 100 mph. Though Algy Lee Guinness made two runs of 112.2 mph and 115.4 mph, the sale fell through, apparently because Ross was too frightened to complete the £2000 deal.

Indeed, Algy Lee Guinness continued to compete with the mighty Darracq at Saltburn during the following two seasons, and on 28 June 1908 he announced that he would not only attempt to beat the national record that he had set the previous year but would try and establish a world record, too. On his second attempt on the flying kilometre he recorded a speed of 121.57 mph to equal the existing world record and set a new British & European record. The event was captured in a dramatic painting illustrated here - by Autocar artist Frederick Gordon Crosby, which created the legend that yards of flame poured from the stub exhausts of the eight-cylinder engine, imperilling the trousers of Bill Lee Guinness, acting mechanic, who had to hold two chronometers all the time.

The Darracq made one final appearance at Saltburn on 26 June 1909, where it recorded fastest time of the day by covering the flying kilometre at 120.25 mph and averaging 118.09 mph over the four runs it made that day.

That was, it seems, the end of the Darracqs competitive career, but it remained in the garage at Datchet until the business closed down, when it was sold. It apparently fell into the hands of a dealer who we understand scrapped the axles and front and rear of the chassis and just retained the power unit in the remaining chassis channels.

Some time later, noted Bunbury, Algy managed to lay hands on the engine, which remained in his workshop for the rest of his life.

When Algy Lee Guinness died in 1954, his widow was determined that the engine should go to a good home. She canvassed expert opinion and the name of Gerald Firkins, who already owned a 1914 16-hp Darracq, was put forward. He already knew of the car and was able to purchase the engine, still mounted with part of the original chassis, from the family in 1956.

He eventually decided to recreate the 200-hp racer, and a slow and painstaking restoration began, using period Darracq components wherever possible, for the car had originally used a production chassis. When the engine was dismantled, it was found to be in surprisingly good condition. Measurements proved that its swept volume, long believed to be 22.5 litres, was actually 25.5 litres. The original crankshaft, con-rods and camshaft were retained, but eight new pistons were cast in 1991, as one of the original 6.7 in diameter cast iron pistons was found to be cracked, apparently a legacy of its final run at Saltburn.

The long-lost two-speed rear axle had to be recreated, for it had no production equivalent: fortunately a drawing of this component was found in a 90-year-old book, which enabled an accurate replica to be made.

The rebuild was advanced enough for the car to be shown as a static exhibit at Shelsley Walsh, Brooklands and Goodwood in 2004-5, and it was virtually finished in time for its centenary on 30 December 2005. It was shown at Retromobile in Paris in February 2006, and was fired up for the first time in 97 years on 1 April 2006, making its first public run on the long drive of Madresfield Court in Worcestershire on 4 July 2006.

Now offered for sale for only the third time in a century, the Darracq is a unique survivor from the heroic age of motor racing awaiting a new custodian to realise its full potential.

 

Auctioned in 2006 realising £199,500

Those forces that manipulate the world, so that they can work undisturbed, want to accomplish two things: first and foremost that their existence be questioned, and if this does not work, they would at least like to appear undefeatable.

 

An age, in which wisdom means cautiousness, and cleverness sly cunning, in an age where honesty is paired with foolishness and mental disorders, and - here comes the saddest! - in which honesty is quite often in connection with a sallow mind and pathological mental states, cannot be other than an age with a downward ending.

 

Modern culture is the culture of anti-spirituality and anti-traditionality. Consequently, it can only be considered as pseudo-culture, or rather, counter-culture. This term denotes counter-cultivation, that is, the cultivation of man and the world in such a way and to such a degree that they are continually becoming more fit to receive the dark instead of the light.

 

Nothing illustrates better the nature of an age than that which succeeds in it: the higher or the lower, the good or the bad, the angelic or the demonic. And today - looking at it from a »bookmaker’s« point of view - the victory of the worse is incomparably more probable than that of the better.

 

The inferior should not gain appreciation, because the term »beautiful« can never be applied to it. If someone feels drawn towards the inferior, it means that not only does he like it, but that it corresponds to his very character.

 

As a human life subjugated to illness is not only ill but is also spreading illness, just the same way a »dark« man is not only »dark« but is also spreading darkness.

 

The forces of darkness can gain power in the world only because they have already gained power in the soul.

 

The present time as a modern time, that is, an antitraditional time in the extreme, is the time of negative dominances. And it holds true even on the level of the most base profanities: for example, a young and healthy man feels bad much more often than good, he is much rather depressive, sad and gloomy than luminous, happy and joyous.

 

That which surrounds man is the reflection of his inner world.

 

Kali-yuga is present in the consciousness, in the strict sense of the word, in the human psyche, in the spiritual manifestations and deeds of man, just as it is present in the surrounding world, in buildings, in music, in the different manifestations of artistic trends and in the very processes of nature. Wherever man directs his attention, be it inward or outward, he is everywhere surrounded and ruled by a world which is under the aegis of antitraditionality - that is being cut off from God, heaven, transcendence, superiority and the essence.

 

As the forces of modernity first annihilate the connection with the supernatural and ruin man’s relationship with nature and only then destroy nature, in the same way they destroy the connection with what transcends life first and only then annihilate life itself.

 

First, only he who maintains his principles is considered a fool (though he is not), then it comes true that only the fool maintains his principles...

 

Those things which are usually referred to as superstitions are in fact innocent and harmless superstitions. The harming and harmful superstitions appear in totally different forms such as evolutionism, antihierarchical views, beliefs in the equality of mankind and as all those phenomena which, philosophically speaking, belong to the realm of humanism.

 

Though in romantic anti-modernity there also appears a resistance against the dark forces of the modern world, yet the claws which reach from the darkness towards man’s soul get stuck even in resistance itself.

 

It is the inherent nature of every destructive force that in the end it undermines itself.

 

Modern man is modern, that is antitraditional, antispiritual and antimethaphysical because with his outlook and tendencies he does not turn towards the Source but towards the end of the currents, a kind of ocean in a negative sense.

 

[An ocean is simultaneously a symbol of the two, positive and negative, extremes of possibilities: as a positive symbol it symbolises the totality of being of God which is the ultimate goal of the follower of a spiritual path; as a negative symbol it represents the melting into the unqualified root-nature of the existent world, into the pure passive potentiality. Naturally the latter means the annihilation of the individual identification, that is the individual involved in the process.]

 

The present age - as René Guénon put it - »is the crisis of the modern world«. Yet, the modern world without any inner crises is ab ovo the crisis of the world itself. When the crisis itself gets into crisis, it will not come about in the sense as if a traditional world were to take the place of the modern world but in the sense that the modern world as one built on materialism - that is on a view representing lifelessness, destruction and even active forces of death - reached a phase when the destructive and necrotising forces let loose by materialism are starting to disintegrate modern world itself.

 

Modernity is not a stiffened, static reality, but a dynamic process, which is continuously working to make itself darker and darker.

 

Descent is not merely a monotonous descent. Phases of sudden halts, sharp falls and slow descents are changing - but these take place in the process of a monotonous descent.

 

The disintegrating forces of darkness are living forces, living forces that bring death.

 

357. Most of the modern theories are false to such an extent that those views which are directly contradictory to them are false as well.

 

359. Kali-yuga cannot leave any disciplines unturned: it is massively present in each.

 

361. Today’s man has gradually built a denatured world for himself: he has already been cut off from the supernatural, and now he is about to take leave of the natural.

 

362. It is not so much that the number of miracles is getting very few and far between which is characteristic of the modern world, but rather the almost absolute exhaustion of the spiritually orientating power of miracles. If let’s say someone appeared who surpassed all the previous magicians, and wandering about the world resurrected all the dead in the cemeteries, what would happen then? Would everyone convert »crying peccavi«? Probably not. They would say: »There seem to be things like this.«

 

363. Behind today’s most complicated theories there lies immeasurable poverty of thought.

 

364. The specific blindnesses of the dark age as a rule cloak themselves in rationalism.

 

366. A machine is demonic for it contributes to the emergence of a considerable alienation between producer, production and product - and this is always accompanied by an inner alienation.

 

367. Though technology does not a priori contradict spirituality, it generally stands in the way of spiritual efforts, for it is generated from a mentality which is based on self-loss and negative self-denial.

 

368. It is never possible to leave earth in an earthly manner.

 

369. Wherever man goes with his earthly tools, he always takes his earthly conditions within himself.

 

371. There is only one more demonic form of payment than timewage and that is piecewage. While in the case of the former the mere quantity of time spent on working is taken into consideration, in the case of the latter it is the number of the producer’s products.

 

372. Although journalism is incapable even of creating dark counter-ideas, the satanic forces which operate behind journalism are already capable of it.

 

377. Despite all its losing track, deterioration and dissipation, today’s world and the tendencies operating in it show one direction: the direction of nothingness.

 

379. Postmodernity is a final and disintegrated state in the domain of modernity, something that is modern and disintegrated.

 

380. Modernity disqualifies each premodern formation, while postmodernity accepts all that is not formally modern, but it does not tolerate anything essentially not modern. This is why the postmodern should essentially be more modern than even the most modern, otherwise it could not expedite the destructive opus in which it reaches its purpose.

 

381. The postmodern state, in which everything can be manifested without any real consequence, and in which everything will be free, but nothing will matter, must be accomplished before everything falls apart in postmodernity. Without this, the final disintegration will not come about, since there would always be left certain positive remnants.

 

386. Once it took centuries to emanate perceivable descent; today it happens in decades, and we are approaching the time when we can measure changes in years, in months, in weeks or even in days. The time could come, when a sensible man wakes up in the morning realising that during his nightly rest the world has descended in a significant manner. And in the evening, he will go to sleep knowing that he is falling asleep in a significantly more degraded world than that in which he has awaken.

 

528. Modern culture is the culture of anti-spirituality and anti-traditionality. Consequently, it can only be considered as pseudo-culture, or rather, counter-culture. This term denotes counter-cultivation, that is, the cultivation of man and the world in such a way and to such a degree that they are continually becoming more fit to receive the dark instead of the light.

 

531. That which is called the Enlightenment today was, unambiguously, darkening; and exactly that which was dark in it resulted in it being called »Enlightenment«: the denial of the spirit.

 

532. The »Enlightenment« did not simply mean that people, leaving their theocentric view behind, turned their minds towards the »earth« once and for all; they also set this very act - calling it »Enlightenment« - on a pedestal.

 

533. Turning towards the earth clearly reveals darkening and decay. But how degenerated this [materialistic] view has become is really shown by the fact that it is called »Enlightenment« instead of »Endarkenment«.

[The contemporary manifestations of these kinds of processes at the time were similarly criticised by Plato, according to whom this attitude originated in »grievous ignorance which, however, appears to be the greatest discretion.« (Laws 886B).]

 

www.tradicio.org/english/solumipsum.htm

  

www.flickr.com/photos/einon/

 

The Vila-Desparador VL-1000 Thanatos (in Greek – “Death”) is a single-seat, carrier-capable twin-engine 5th-generation hipermaneuverable strike-fighter aircraft that uses stealth technology.

 

The fighter's primary missions are fighter escort, fleet air defense, suppression of enemy air defenses (SEAD), anti-shipping, air interdiction and close air support.

 

The Thanatos has four separate internal weapons bays, two on the bottom and sides of the fuselage. It can carry twelve compressed carriage medium range missile in the center bay and one short range missile in each of the two side bays.

 

While in its air-superiority configuration the VL-1000 carries its weapons internally, it is not limited to this option. The wings include at least ten hardpoints, four of them rated to handle 5,000 kg anti-ship missiles. However, use of external stores compromises the Thanatos stealth, and has a detrimental effect on maneuverability, speed, and range (unless external fuel is carried).

 

Please watch this and many other fantastic creations here: www.flickr.com/photos/einon/

 

Please comment or fav! Thank you! :)

Cinzia Scaffidi, Vice President of Slow Food Italy, indicates biodiversity as a value capable of becoming art, which Koen Vanmechelen – conceptual artist who in his works has always being dealing with the themes of diversity and bio- and cultural identity – has developed in the Life Bank Project.

In the setting that once hosted the Bank of Venice, in Palazzo Franchetti, today the seat of the Istituto Veneto di Scienze, Lettere e Arti, the artist Koen Vanmechelen positioned, as opening gate of an evocative gothic garden, two big black bronze hands, one male and one female, symbolic guardians of two extremely delicate sculptures made of Murano glass, representing a little chick and a heap of scattered seeds. Between the antique wooden furniture, a new bank has taken on a life of its own, substituting currency with the real patrimony of our civilization: the seed!

Over 500 seeds establishing the “Bank of Life” – ancient seeds that have been lost, forgotten, collected and conserved by “resilient” farmers and specialized research centers – have been selected for the project to represent the genetic heritage of our culture and our millenary history.

The selection was curated by Piergiorgio Defilippi, founder of the bio-social Farm “Il Rosmarino”, Marcon (Venice), starting from a cereal that is the symbol of the evolution of our civilization: the Einkorn Wheat, whose history dates back to the Neolithic and traces the transition from the nomadic hunting to the stancial and rural settlement. The seeds catalogue followed the development of the typically mediterranean diet, with the choice of varieties, even for the most common ones, that have not been artificially hybridized but which represent the natural path of evolution. For this precise reason, with respect of the spirit of Slow Food “Terra Madre”, the locating of the seeds has been exclusively conducted through the direct contact with farmers, associations of safeguard and research centres spread all over the world.

The interaction with the public and the multi-sensoriality express themselves through a symbolic seeding which tracks back to the thought of the Japanese botanist and philosopher Masanobu Fukuoka (1913-2008) pioneer of the natural or “Do Nothing” agriculture and author of the now legendary essay “The One-Straw Revolution”.

JOINT BASE PEARL HARBOR-HICKAM (Dec. 23, 2024) The Virginia-class fast-attack submarine USS Montana (SSN 794) arrives at Joint Base Pearl Harbor-Hickam during its change of homeport, Dec. 23, 2024. Montana is assigned to Submarine Squadron 1 and is capable of supporting various missions, including anti-submarine warfare, anti-surface ship warfare, strike warfare, and intelligence, surveillance, and reconnaissance. (U.S. Navy photo by Chief Mass Communication Specialist Amy Biller)

What you see here is some small squad capable of destroying some average town if told to. But now these soldiers in their cool tanks are just showing off. They cleaned their mech so it could shine like that! And they even brought a guy to carry their colors!

Let me introduce these two "Cottonwood" ("Тополь") modifications: multiple rocket launcher and heavy tank, both fit six soldiers and a driver. Also that mech belongs to ultraheavy class, has two pilots and is called "Svyatogor" ("Святогор"). A guy with russian flag is just a guy.

 

This is my photo #190... Only ten left and I have a bunch of stuff to upload. Trying to show many models at once like that isn't really geting me anywhere. I'll have to delete some pics soon. Please help me x_X

Alnwick Castle view North with Lancelot 'Capability' Brown landscape.

Sharing its basic concept with the prior 6 1/2 Litre, the Bentley Eight Litre of 1930–1931 continued the trend of providing ever-more powerful engines and massive chassis capable of carrying the new crop of luxurious custom bodywork without sacrificing performance. Featuring single overhead camshaft architecture with four valves per cylinder and a lightweight Elektron magnesium alloy crankcase, the eight-litre powerplant reflected the latest in design and engineering. The new, heavily reinforced chassis was equally sophisticated, utilizing “one shot” Tecalemit lubrication, Dewandre servo-assisted brakes, and Bentley & Draper friction dampers up front with hydraulic dampers to the rear. To say the Eight Litre succeeded in its mission would be a severe understatement, with the last motorcar engineered and developed under company founder W.O. Bentley delivering some 220 hp in uncanny silence while capable of accelerating without complaint from walking speed to 100 mph in top gear.

 

Built only as a bare chassis and priced from £1,850, the Eight Litre was superlative in all respects and substantially more costly than its direct competitor, the Rolls-Royce Phantom II. Just 100 examples of the mighty Eight Litre were built. Offered in 144" and 156" wheelbase lengths, the Eight Litre exuded a commanding presence with a wide array of body styles supplied to exacting customer specifications by the era’s finest custom coachbuilders. As with its other Vintage Bentley stablemates, the Eight Litre continues to enjoy high regard from collectors and marque enthusiasts from new, with histories carefully tracked and abundantly documented.

 

This 1932 Bentley Eight Litre, chassis YX5110, is certainly no exception, carrying excellent provenance and benefiting handsomely from collector care throughout its lifetime. Delivered new in June 1932 by Jack Barclay to H.W. Reginald Room of Bromley, Kent, and registered as GY 3903, this Eight Litre was built with the long 156" wheelbase chassis and fitted with elegant, close-coupled Sports Saloon coachwork by H.J. Mulliner.

The Wun'Tux utilise small, FTL-capable ships to keep order throughout their space, intimidate their slave groups and stamp down revolution. Also able to hunt down erstwhile vessels which stray near Wun'Tux territory. These smaller ships also support the larger capital ships in more widespread, coordinated action. The smaller model is the Gunship, slightly more nimble but with the firepower to take on ships twice it's size. The Enforcer is more powerful, less nimble Nd harder to crack.

Smoke Photo Art.

 

"Our mind is capable of passing beyond the dividing line we have drawn for it. Beyond the pairs of opposites of which the world consists, other, new insights begin."

Hermann Hesse

 

I had planned to take a break from the smoke work, but I was equally uninspired with my more traditional photography. After a little time, I thought of an idea to explore, but little did I know that it would lead to one of the most challenging series of works that I have created. With a work like this that require so many steps, it's easy to mess up, or remember something that you needed to do and have to redo multiple steps. I'm enjoying the challenge, but the work comes slowly. Thus, begins my third year of smoke art photography. I suspect that "slow" will need to be a more common experience.

 

Many thanks to NafLeNaf for turning me on to some new PS plug-ins that made this series posssible. And thanks to all of you who have followed my work, and especially those who comment and invite.

I was just doodling around today...about all I am capable of right now....:)

 

I had a strange accident last Monday late afternoon. I was eating an apple and inhaled a piece of it into my windpipe and I coughed so hard to get it out that suddenly something POPPED in my forehead like a gunshot inside my head...immediately I had the worst headache of my life.... after a few minutes it got a little better, but I could hardly move my head the pain was so intense. I was concerned about a stroke...although I checked myself and had no symptoms....but my daughter took me to the ER where they did a Catscan to check for bleeding in the brain or stroke etc. I was OK....and the headache was lessening...but it has been hanging on for the week and today was the first day I was able to not have to use pain medication.

 

Needless to say I have not felt like painting...so I just Doodled...:)

I used Watercolor, Ink, The Elegant Writer Pen and Picasa editing for this.

I know my buildings are leaning a bit and wonky...but so am I...;)...;)...:D

 

USS Wasp (CV-7)

From Wikipedia, the free encyclopedia

For other ships of the same name, see USS Wasp.

This article includes a list of references, but its sources remain unclear because it has insufficient inline citations. Please help to improve this article by introducing more precise citations. (March 2010)

USS Wasp (CV-7).jpg

USS Wasp entering Hampton Roads

Class overview

Name: Wasp-class aircraft carrier

Operators: United States Navy

Preceded by: Yorktown class

Succeeded by: Essex class

Built: 1936–40

In commission: 1940–42

Planned: 1

Completed: 1

Lost: 1

History

United States

Name: Wasp

Namesake: USS Wasp (1814)

Ordered: 19 September 1935

Builder: Fore River Shipyard

Laid down: 1 April 1936

Launched: 4 April 1939

Sponsored by: Mrs. Charles Edison[1]

Commissioned:

 

25 April 1940

(first Commanding Officer: Captain John W. Reeves, Jr.)

 

Struck: 15 September 1942

Honors and

awards: American Defense Service Medal ("A" device) / American Campaign Medal/European-African-Middle Eastern Campaign Medal (1 star) / Asiatic-Pacific Campaign Medal (1 star) / World War II Victory Medal

Fate: Sunk by IJN I-19, 15 September 1942

General characteristics

Type: Aircraft carrier

Displacement:

 

As built: 14,700 long tons (14,900 t) (standard)

19,116 long tons (19,423 t) (full load)

 

Length:

 

688 ft (210 m) (waterline)

741 ft 3 in (225.93 m) (overall)

 

Beam:

 

80 ft 9 in (24.61 m) (waterline)

109 ft (33 m) (overall)

 

Draft: 20 ft (6.1 m)

Installed power: 70,000 shp (52,000 kW)

Propulsion:

 

2 × Parsons steam turbines

6 × boilers at 565 psi

2 × shafts

 

Speed: 29.5 kn (54.6 km/h; 33.9 mph)

Range: 12,000 nmi (22,000 km; 14,000 mi) at 15 kn (28 km/h; 17 mph)

Complement:

 

1,800 officers and men (peacetime)

2,167 (wartime)

 

Sensors and

processing systems: CXAM-1 radar[2]

Armament:

 

As Built:

8 × 5 in (130 mm)/38 cal guns

16 × 1.1 in (28 mm)/75 cal anti-aircraft guns

24 × .50 in (13 mm) machine guns

 

Armor:

 

As Built:

60 lb (27 kg) STS conning tower

3.5 in side and 22 ft 6 in (6.86 m)50 lb deck over steering gear

 

Aircraft carried: As built: Up to 100

Aviation facilities:

 

3 × elevators

4 × hydraulic catapults (2 flight deck, 2 hangar deck)

 

USS Wasp (CV-7) was a United States Navy aircraft carrier commissioned in 1940 and lost in action in 1942. She was the eighth ship named USS Wasp, and the sole ship of a class built to use up the remaining tonnage allowed to the U.S. for aircraft carriers under the treaties of the time. As a reduced-size version of the Yorktown-class aircraft carrier hull, Wasp was more vulnerable than other United States aircraft carriers available at the opening of hostilities. Wasp was initially employed in the Atlantic campaign where Axis naval forces were perceived as less capable of inflicting decisive damage. After supporting the occupation of Iceland in 1941, Wasp joined the British Home Fleet in April 1942 and twice ferried British fighter aircraft to Malta. Wasp was then transferred to the Pacific in June 1942 to replace losses at the battles of Coral Sea and Midway. After supporting the invasion of Guadalcanal, Wasp was sunk by the Japanese submarine I-19 on 15 September 1942.

 

Contents

 

1 Design

2 Service history

2.1 Inter-war period

2.2 World War II

2.2.1 Atlantic Fleet

2.2.2 Pacific Fleet

3 Loss

4 Awards

5 References

6 External links

 

Design

 

Wasp was a product of the Washington Naval Treaty. After the construction of the carriers Yorktown and Enterprise, the U.S. was still permitted 15,000 long tons (15,000 t) to build a carrier.

Wasp was the first carrier fitted with a deck edge elevator.

 

The Navy sought to squeeze a large air group onto a ship with nearly 25% less displacement than the Yorktown-class. In order to save weight and space, Wasp was constructed with low-power machinery (compare Wasp's 75,000 shp (56,000 kW) machinery with Yorktown's 120,000 shp (89,000 kW), Essex-class's 150,000 shp (110,000 kW), and the Independence-class's 100,000 shp (75,000 kW)).

 

Additionally, Wasp was launched with almost no armor, modest speed and, more significantly, no protection from torpedoes. Absence of side protection of the boilers and internal aviation fuel stores "doomed her to a blazing demise". These were inherent design flaws that were recognized when constructed but could not be remedied within the allowed tonnage.[3] These flaws, combined with a relative lack of damage control experience in the early days of the war, were to prove fatal.[citation needed]

 

Wasp was the first carrier fitted with a deck edge elevator. The elevator consisted of a platform for the front wheels and an outrigger for the tail wheel. The two arms on the sides moved the platform in a half-circle up and down between the flight deck and the hangar deck.

Service history

Inter-war period

 

She was laid down on 1 April 1936 at the Fore River Shipyard in Quincy, Massachusetts; launched on 4 April 1939, sponsored by Carolyn Edison (wife of Assistant Secretary of the Navy Charles Edison), and commissioned on 25 April 1940 at the Army Quartermaster Base, South Boston, Massachusetts, Captain John W. Reeves, Jr. in command.

 

Wasp remained at Boston through May, fitting out, before she got underway on 5 June 1940 for calibration tests on her radio direction finder gear. After further fitting out while anchored in Boston harbor, the new aircraft carrier steamed independently to Hampton Roads, Virginia; anchoring there on 24 June. Four days later, she sailed for the Caribbean in company with destroyer Morris.

 

En route, she conducted the first of many carrier qualification tests. Among the earliest of the qualifiers was Lieutenant, junior grade David McCampbell, who later became the Navy's top-scoring "ace" in World War II. Wasp arrived at Guantanamo Bay Naval Base in time to "dress ship" in honor of Independence Day.

 

A fatal incident marred the carrier's shakedown. On 9 July, one of her Vought SB2U-2 Vindicator dive bombers crashed 2 nautical miles (2.3 mi; 3.7 km) from the ship. Wasp bent on flank speed to close, as did the plane-guarding destroyer Morris. The latter's boats recovered items from the plane's baggage compartment, but the plane itself had gone down with its crew of two.

 

Wasp departed Guantanamo Bay on 11 July and returned to Hampton Roads four days later. There, she embarked planes from the 1st Marine Air Group and took them to sea for qualification trials. Operating off the southern drill grounds, the ship and her planes honed their skills for a week before the Marines and their planes were disembarked at Norfolk, and the carrier moved north to Boston for post-shakedown repairs.

 

While at Boston, she fired a 21-gun salute and rendered honors to President Franklin Delano Roosevelt, whose yacht, Potomac, stopped briefly at the Boston Navy Yard on 10 August.

 

Wasp departed the Army Quartermaster Base on the 21st to conduct steering drills and full-power trials. Late the following morning, she got underway for Norfolk, Virginia. For the next few days, while destroyer Ellis operated as plane guard, Wasp launched and recovered her aircraft: fighters from Fighter Squadron 7 (VF-7) and scout bombers from Scouting Squadron 72 (VS-72). The carrier put into the Norfolk Navy Yard on 28 August for repair work on her turbines – alterations which kept the ship in dockyard hands into the following month. Drydocked from 12–18 September, Wasp ran her final sea trials in Hampton Roads on 26 September 1940.

 

Now ready to join the fleet and assigned to Carrier Division 3, Patrol Force, Wasp shifted to Naval Operating Base, Norfolk (NOB Norfolk) from the Norfolk Navy Yard on 11 October. There she loaded 24 Curtiss P-40 fighters from the Army Air Corps' 8th Pursuit Group and nine North American O-47A reconnaissance aircraft from the 2nd Observation Squadron, as well as her own spares and utility unit Grumman J2F Duck flying boats on the 12th. Proceeding to sea for maneuvering room, Wasp flew off the Army planes in a test designed to compare the take-off runs of standard Navy and Army aircraft. That experiment, the first time that Army planes had flown from a Navy carrier, foreshadowed the use of the ship in the ferry role that she performed so well in World War II.

 

Wasp then proceeded on toward Cuba in company with destroyers Plunkett and Niblack. Over the ensuing four days, the carrier's planes flew routine training flights, including dive-bombing and machine gun practices. Upon arrival at Guantanamo Bay Naval Base, Wasp's saluting batteries barked out a 13-gun salute to Rear Admiral Hayne Ellis, Commander, Atlantic Squadron, embarked in battleship Texas on 19 October.[1]

 

For the remainder of October and into November, Wasp trained in the Guantanamo Bay area. Her planes flew carrier qualification and refresher training flights, while her gunners sharpened up their skills in short-range battle practices at targets towed by the new fleet tug Seminole.

Wasp on 27 December 1940

 

Her work in the Caribbean finished, Wasp sailed for Norfolk and arrived shortly after noon on 26 November. She remained at the Norfolk Navy Yard through Christmas of 1940. Then, after first conducting degaussing experiments with the survey ship Hannibal, she steamed

independently to Cuba.

 

Arriving at Guantanamo Bay on 27 January 1941, Wasp conducted a regular routine of flight operations into February. With destroyer Walke as her plane guard, Wasp operated out of Guantanamo and Culebra, conducting her maneuvers with an impressive array of warships—battleship Texas, carrier Ranger, heavy cruisers Tuscaloosa, Wichita, and a host of destroyers. Wasp ran gunnery drills and exercises, as well as routine flight training evolutions into March. Underway for Hampton Roads on 4 March, the aircraft carrier conducted a night battle practice into the early morning hours of the 5th.

 

During the passage to Norfolk, heavy weather sprang up on the evening of 7 March. Wasp was steaming at standard speed, 17 knots (20 mph; 31 km/h). Off Cape Hatteras, a lookout spotted a red flare at 22:45, then a second set of flares at 22:59. At 23:29, with the aid of her searchlights, Wasp located the stranger in trouble. She was the lumber schooner George E. Klinck, bound from Jacksonville, Florida, to Southwest Harbor, Maine.

 

The sea, in the meantime, worsened from a state 5 to a state 7. Wasp lay to, maneuvering alongside at 00:07 on 8 March. At that time, four men from the schooner clambered up a swaying Jacob's ladder buffeted by gusts of wind. Then, despite the raging tempest, Wasp lowered a boat, at 00:16, and brought the remaining four men aboard from the foundering 152 ft (46 m) schooner.[1]

 

Later that day, Wasp disembarked her rescued mariners and immediately went into drydock at the Norfolk Navy Yard. The ship received vital repairs to her turbines. Portholes on the third deck were welded over to provide better watertight integrity, and steel splinter shielding around her 5 in (130 mm) and 1.1 in (28 mm) batteries was added. Wasp was one of 14 ships to receive the early RCA CXAM-1 radar.[2] After those repairs and alterations were finished, Wasp got underway for the Virgin Islands on 22 March, arriving at St. Thomas three days later. She soon shifted to Guantanamo Bay and loaded maritime supplies for transportation to Norfolk.[1]

 

Returning to Norfolk on 30 March, Wasp conducted routine flight operations out of Hampton Roads over the ensuing days, into April. In company with Sampson, the carrier conducted an abortive search for a downed patrol plane in her vicinity on 8 April. For the remainder of the month, Wasp operated off the eastern seaboard between Newport, Rhode Island, and Norfolk conducting extensive flight and patrol operations with her embarked air group. She shifted to Bermuda in mid-May, anchoring at Grassy Bay on the 12th. Eight days later, the ship got underway in company with the heavy cruiser Quincy and the destroyers Livermore and Kearny for exercises at sea before returning to Grassy Bay on 3 June. Wasp sailed for Norfolk three days later with the destroyer Edison as her anti-submarine screen.

 

After a brief stay in the Tidewater area, Wasp headed back toward Bermuda on 20 June. Wasp and her escorts patrolled the stretch of the Atlantic between Bermuda and Hampton Roads until 5 July, as the Atlantic Fleet's neutrality patrol zones were extended eastward. Reaching Grassy Bay on that day, she remained in port a week before returning to Norfolk, sailing on 12 July in company with heavy cruiser Tuscaloosa and destroyers Grayson, Anderson, and Rowan.

 

Following her return to Norfolk on 13 July 1941, Wasp and her embarked air group conducted refresher training off the Virginia Capes. Meanwhile, the situation in the Atlantic had taken on a new complexion, with American participation in the Battle of the Atlantic only a matter of time, when the United States took another step toward involvement on the side of the British. To protect American security and to free British forces needed elsewhere, the United States made plans to occupy Iceland. Wasp played an important role in the move.

 

Late on the afternoon of 23 July, while the carrier lay alongside Pier 7, NOB Norfolk, 32 Army Air Forces (AAF) pilots reported on board "for temporary duty". At 06:30 the following day, Wasp's crew watched an interesting cargo come on board, hoisted on deck by the ship's cranes: 30 P-40Cs and three PT-17 trainers from the AAF 33rd Pursuit Squadron, 8th Air Group, Air Force Combat Command, home-based at Mitchel Field, New York. Three days later, four newspaper correspondents – including the noted journalist Fletcher Pratt — came on board.

 

The carrier had drawn the assignment of ferrying those vital army planes to Iceland because of a lack of British aircraft to cover the American landings. The American P-40s would provide the defensive fighter cover necessary to watch over the initial American occupying forces. Wasp slipped out to sea on 28 July, with the destroyers O'Brien and Walke as plane guards. The heavy cruiser Vincennes later joined the formation at sea.

 

Within a few days, Wasp's group joined the larger Task Force 16—consisting of the battleship Mississippi, the heavy cruisers Quincy and Wichita, five destroyers, the auxiliary Semmes, the attack transport American Legion, the stores ship Mizar, and the amphibious cargo ship Almaack. Those ships, too, were bound for Iceland with the first occupation troops embarked. On the morning of 6 August, Wasp, Vincennes, Walke, and O'Brien parted company from Task Force 16 (TF 16). Soon thereafter, the carrier turned into the wind and commenced launching the planes from the 33rd Pursuit Squadron. As the P-40s and the trio of trainers droned on to Iceland, Wasp headed home for Norfolk, her three escorts in company. After another week at sea, the group arrived back at Norfolk on 14 August.

 

Wasp put to sea again on 22 August for carrier qualifications and refresher landings off the Virginia capes. Two days later, Rear Admiral H. Kent Hewitt, Commander Cruisers, Atlantic Fleet, shifted his flag from the light cruiser Savannah to Wasp while the ships lay anchored in Hampton Roads. Underway on the 25th, in company with Savannah and the destroyers Monssen and Kearny, the aircraft carrier conducted flight operations over the ensuing days. Scuttlebutt on board the carrier had her steaming out in search of the German heavy cruiser Admiral Hipper, which was reportedly roaming the western Atlantic in search of prey. Suspicions were confirmed for many on the 30th when the British battleship HMS Rodney was sighted some 20 nautical miles (37 km; 23 mi) away, on the same course as the Americans.

 

In any event, if they had been in search of a German raider, they did not make contact with her. Wasp and her escorts anchored in the Gulf of Paria, Trinidad on 2 September, where Admiral Hewitt shifted his flag back to Savannah. The carrier remained in port until 6 September, when she again put to sea on patrol "to enforce the neutrality of the United States in the Atlantic".

 

While at sea, the ship received the news of a German U-boat unsuccessfully attempting to attack the destroyer Greer. The U.S. had been getting more and more involved in the war; American warships were now convoying British merchantmen halfway across the Atlantic to the "mid-ocean meeting point" (MOMP).

 

Wasp's crew looked forward to returning to Bermuda on 18 September, but the new situation in the Atlantic meant a change in plans. Shifted to the colder climes of Newfoundland, the carrier arrived at Placentia Bay on 22 September and fueled from the oiler Salinas the following day. The respite in port was a brief one, however, as the ship got underway again, late on the 23rd, for Iceland. In company with Wichita, four destroyers, and the repair ship Vulcan, Wasp arrived at Hvalfjörður, Iceland, on the 28th. Two days earlier, Admiral Harold R. Stark, the Chief of Naval Operations had ordered American warships to do their utmost to destroy whatever German or Italian warships they found.

 

With the accelerated activity entailed in the US Navy's conducting convoy escort missions, Wasp put to sea on 6 October in company with Vincennes and four destroyers. Those ships patrolled the foggy, cold, North Atlantic until returning to Little Placentia Bay, Newfoundland on the 11th, anchoring during a fierce gale that lashed the bay with high winds and stinging spray. On 17 October, Wasp set out for Norfolk, patrolling en route, and arrived at her destination on the 20th. The carrier soon sailed for Bermuda and conducted qualifications and refresher training flights en route. Anchoring in Grassy Bay on 1 November, Wasp operated on patrols out of Bermuda for the remainder of the month.

 

October had seen the incidents involving American and German warships multiplying on the high seas. The Kearny was torpedoed on 17 October, the Salinas on the 28th, and in the most tragic incident that autumn, Reuben James was torpedoed and sunk with heavy loss of life on 30 October. Meanwhile, in the Pacific, tension between the U.S. and Japan increased almost with each passing day.

 

Wasp slipped out to sea from Grassy Bay on 3 December and rendezvoused with Wilson. While the destroyer operated as plane guard, Wasp's air group flew day and night refresher training missions. In addition, the two ships conducted gunnery drills before returning to Grassy Bay two days later, where she lay at anchor on 7 December 1941 during the Japanese attack on Pearl Harbor.[1]

World War II

Atlantic Fleet

Wasp and the heavy cruiser Wichita in Scapa Flow.

 

Meanwhile, naval authorities felt considerable anxiety that French warships in the Caribbean and West Indies were prepared to make a breakout and attempt to get back to France. Accordingly, Wasp, the light cruiser Brooklyn, and the destroyers Sterett and Wilson, departed Grassy Bay and headed for Martinique. Faulty intelligence gave American authorities in Washington the impression that the Vichy French armed merchant cruiser Barfleur had gotten underway for sea. The French were accordingly warned that the auxiliary cruiser would be sunk or captured unless she returned to port and resumed her internment. As it turned out, Barfleur had not departed after all, but had remained in harbor. The tense situation at Martinique eventually dissipated, and the crisis abated.

 

With tensions in the West Indies lessened considerably, Wasp departed Grassy Bay and headed for Hampton Roads three days before Christmas, in company with the Long Island, and escorted by the destroyers Stack and Sterett. Two days later, the carrier moored at the Norfolk Navy Yard to commence an overhaul that would last into 1942.

 

After departing Norfolk on 14 January 1942, Wasp headed north and touched at NS Argentia, Newfoundland, and Casco Bay, Maine. On 16 March, as part of Task Group 22.6 (TG 22.6), she headed back toward Norfolk. During the morning watch the next day, visibility lessened considerably; and, at 06:50, Wasp's bow plunged into the Stack's starboard side, punching a hole and completely flooding the destroyer's number one fireroom. Stack was detached and proceeded to the Philadelphia Navy Yard, where her damage was repaired.

 

Meanwhile, Wasp made port at Norfolk on the 21st without further incident. Shifting back to Casco Bay three days later, she sailed for the British Isles on 26 March, with TF 39 under the command of Rear Admiral John W. Wilcox, Jr., on the Washington. That force was to reinforce the Home Fleet of the Royal Navy. While en route, Rear Admiral Wilcox was swept overboard from the battleship and drowned. Although hampered by poor visibility conditions, Wasp planes took part in the search. Wilcox's body was spotted an hour later, face down in the raging seas, but it was not recovered due to the weather and the heavy seas.[1]

 

Rear Admiral Robert C. Giffen, who flew his flag on the Wichita, assumed command of TF 39. The American ships were met by a force based around the light cruiser HMS Edinburgh on 3 April. Those ships escorted them to Scapa Flow in the Orkney Islands. While there, a Gloster Gladiator flown by Captain Henry Fancourt of the Royal Navy made the first landing of the war by a British plane on an American aircraft carrier when it landed on Wasp.[citation needed]

 

While the majority of TF 39 joined the British Home Fleet — being renumbered to TF 99 in the process — to cover convoys routed to North Russia, Wasp departed Scapa Flow on 9 April, bound for the Clyde estuary and Greenock, Scotland. On the following day, the carrier sailed up the Clyde River, past the John Brown Clydebank shipbuilding facilities. There, shipyard workers paused long enough from their labors to accord Wasp a tumultuous reception as she passed. Wasp's impending mission was an important one – one upon which the fate of the island bastion of Malta hung. That key isle was then being pounded daily by German and Italian planes. The British, faced with the loss of air superiority over the island, requested the use of a carrier to transport planes that could wrest air superiority from the Axis aircraft. Wasp drew ferry duty once again to participate in Operation Calendar, one of many Malta Convoys.

Spitfires and Wildcats aboard Wasp on 19 April 1942.

 

Having landed her torpedo planes and dive bombers at Hatston in Orkney, Wasp loaded 47 Supermarine Spitfire Mk. V fighters of No. 603 Squadron RAF at Glasgow on 13 April, then departed on the 14th, this was the start of "Operation Calendar". Her screen consisted of Force "W" of the Home Fleet – a group that included the battlecruiser HMS Renown and the anti-aircraft cruisers HMS Cairo and Charybdis. Madison and Lang also served in Wasp's screen.

 

Wasp and her consorts passed through the Straits of Gibraltar under cover of the pre-dawn darkness on 19 April, avoiding the possibility of being discovered by Spanish or Axis agents. At 04:00 on 20 April, Wasp spotted 11 Grumman F4F Wildcat fighters on her deck and quickly launched them to form a combat air patrol (CAP) over Force "W". Meanwhile, the Spitfires were warming up their engines in the hangar deck spaces below. With the Wildcats patrolling overhead, the Spitfires were brought up singly on the after elevator, spotted for launch, and then given the go-ahead to take off. One by one, they roared down the deck and over the forward rounddown, until each Spitfire was aloft and winging toward Malta.

HMS Eagle accompanies Wasp on her second voyage to Malta

 

When the launch was complete, Wasp retired toward Gibraltar, having safely delivered her charges. However, those Spitfires, which flew in to augment the dwindling numbers of Gladiator and Hurricane fighters, were tracked by efficient Axis intelligence and their arrival pinpointed. Most of the Spitfires were destroyed by heavy German air raids which caught many planes on the ground.

 

As a result, it looked as if the acute situation required a second ferry run to Malta. Accordingly, Prime Minister Winston Churchill, fearing that Malta would be "pounded to bits", asked President Roosevelt to allow Wasp to have "another good sting." Roosevelt responded in the affirmative. Wasp loaded another contingent of Spitfire Vs at King George V Dock Glasgow and sailed for the Mediterranean on 3 May. Again, Wasp proceeded unmolested. This time, the British carrier HMS Eagle accompanied Wasp, and she, too, carried a contingent of Spitfires bound for Malta. The Spitfires for Eagle had been loaded at Greenock, James Watt Dock, from lighters. This was the start of Operation Bowery.

 

The two Allied carriers reached their launching points early on Saturday, 9 May, with Wasp steaming in column ahead of Eagle at a distance of 1,000 yards (910 m). At 06:30, Wasp commenced launching planes – 11 Wildcats of VF-71 to serve as CAP over the task force. First, Eagle flew off her 17 Spitfires in two waves; then Wasp flew off 47 more. The first Spitfire took off at 06:43, piloted by Sergeant-Pilot Herrington, but lost power soon after takeoff and plunged into the sea, with loss of pilot and aircraft. The other planes flew off safely and formed up to fly to Malta. An auxiliary fuel tank on another aircraft failed to draw; without the additional fuel the pilot could not make Malta, and his only alternatives were to land on board Wasp – with no tailhook – or to ditch and take his chances in the water.

 

Pilot Officer Jerrold Alpine Smith chose the former. Wasp bent on full speed and recovered the plane at 07:43. The Spitfire came to a stop just 15 feet (4.6 m) from the forward edge of the flight deck, making what one Wasp sailor observed to be a "one wire" landing. With her vital errand completed, Wasp set sail for the British Isles while a German radio station broadcast the startling news that the American carrier had been sunk; on 11 May, Prime Minister Churchill sent a message to Wasp: "Many thanks to you all for the timely help. Who said a wasp couldn't sting twice?"[1]

Pacific Fleet

 

Early in May 1942, almost simultaneously with Wasp's second Malta run—Operation Bowery—the Battle of the Coral Sea had been fought, then the Battle of Midway a month later. These battles reduced the U.S. to three carriers in the Pacific, and it became imperative to transfer Wasp.

 

Wasp was hurried back to the U.S. for alterations and repairs at the Norfolk Navy Yard. During the carrier's stay in the Tidewater region, Captain Reeves – who had been promoted to flag rank – was relieved by Captain Forrest P. Sherman on 31 May. Departing Norfolk on 6 June, Wasp sailed with TF 37 which was built around the carrier and the battleship North Carolina and escorted by Quincy, San Juan and six destroyers. The group transited the Panama Canal on 10 June, at which time Wasp and her consorts became TF 18, the carrier flying the two-star flag of Rear Admiral Leigh Noyes.

 

Arriving at San Diego on 19 June, Wasp embarked the remainder of her complement of aircraft, Grumman TBF-1 Avengers and Douglas SBD-3 Dauntlesses, the former replacing the old Vindicators. On 1 July, she sailed for the Tonga Islands as part of the convoy for the five transports carrying the 2nd Marine Regiment.

 

Meanwhile, preparations to invade the Solomon Islands were proceeding to disrupt the Japanese offensive to establish a defensive perimeter around the edge of their "Greater East Asia Co-Prosperity Sphere".

Wasp's flight deck, 1942.

 

On 4 July, while Wasp was en route to the South Pacific, the Japanese landed on Guadalcanal. Allied planners realized Japanese operation of land-based aircraft from that key island would imperil Allied control of the New Hebrides and New Caledonia area. Plans were made to evict the Japanese before their Guadalcanal airfield became operational. Vice Admiral Robert L. Ghormley — with experience as Special Naval Observer in London— was detailed to take command of the operation; and he established his headquarters at Auckland, New Zealand. Since the Japanese had a foothold on Guadalcanal, time was of the essence; preparations for an allied invasion proceeded with secrecy and speed.

 

Wasp — together with the carriers Saratoga and Enterprise — was assigned to the Support Force under Vice Admiral Frank Jack Fletcher. Under the tactical command of Rear Admiral Noyes, embarked on Wasp, the carriers were to provide air support for the invasion and initiation of the Guadalcanal campaign.

 

Wasp and her airmen practiced day and night operations to hone their skills until Captain Sherman was confident that his airmen could perform their mission. "D-day" had originally been set for 1 August, but the late arrival of some of the transports carrying Marines pushed the date to 7 August.[1]

 

En route, Wasp's engines became a problem with a 14 July message from CTF 18 to CINCPAC reporting that she had suffered a casualty to her starboard high pressure turbine that even at lowest speeds was making a loud scraping noise limiting speed to only fifteen knots under her port engine thus making air operations entirely dependent on favorable wind. The ship's company was undertaking repairs, including lifting the turbine casing. Repairs to the rotor itself were proposed at "BLEACHER" (Tongatapu, Tonga Islands),[4] where the destroyer tender USS Whitney (AD-4) was stationed, with four days estimated for the work there. Wasp arrived 18 July for those repairs and on 21 July (21 0802 July) CTF 18 reported Wasp had successfully completed a trial making turns for twenty-seven knots with pre-casualty twenty-five knot operations possible with reduced reliability. Replacement blades available at Pearl Harbor and replacement of all three rows of blading was recommended after the ongoing operations were completed.[1][5][6]

 

Wasp, screened by the heavy cruiser San Francisco and Salt Lake City, and four destroyers, steamed westward toward Guadalcanal on the evening of 6 August until midnight. Then, she changed course to the eastward to reach her launch position 84 nautical miles (97 mi; 156 km) from Tulagi one hour before dawn. Wasp's first combat air patrol fighter took off at 05:57.

 

The early flights of Wildcats and Dauntlesses were assigned specific targets: Tulagi, Gavutu, Tanambogo, Halavo, Port Purvis, Haleta, Bungana, and the radio station dubbed "Asses' Ears".

 

The Wildcats, led by Lieutenant Shands and his wingman Ensign S. W. Forrer, patrolled the north coast toward Gavatu. The other two headed for the seaplane facilities at Tanambogo. The Grummans, arriving simultaneously at daybreak, surprised the Japanese and strafed patrol planes and fighter-seaplanes in the area. Fifteen Kawanishi H8K "Emily" flying boats and seven Nakajima A6M2-N "Rufe" floatplane fighters were destroyed by Shands' fighters during low-level strafing passes. Shands was credited with four "Rufes" and one "Emily", while his wingman, Forrer, was credited with three "Rufes" and an "Emily". Lieutenant Wright and Ensign Kenton were credited with three patrol planes apiece and a motorboat tending the "Emilys"; Ensigns Reeves and Conklin were each credited with two and shared a fifth patrol plane between them. The strafing Wildcats also destroyed an aviation fuel truck and a truck loaded with spare parts.

 

Post-attack assessment estimated that the antiaircraft and shore battery sites pinpointed by intelligence had been destroyed by the Dauntless dive bombers in their first attack. None of Wasp's planes was shot down; but Ensign Reeves, landed his Wildcat aboard Enterprise after running low on fuel.

 

At 07:04, Wasp launched 12 Avengers loaded with bombs for use against land targets, and led by Lieutenant H. A. Romberg. The Avengers silenced resistance by bombing Japanese troop concentrations east of the knob of land known as Hill 281, in the Makambo-Sasapi sector, and the prison on Tulagi Island.

 

Some 10,000 men had been put ashore during the first day's operations against Guadalcanal, and met only slight resistance. On Tulagi, however, the Japanese resisted stoutly, retaining about 1⁄5 of the island by nightfall. Wasp, Saratoga, and Enterprise — with their screens – retired to the southward at nightfall.

F4Fs launching off Guadalcanal, 7 August 1942.

 

Wasp fighters led by Lieutenant C. S. Moffett maintained a continuous CAP over the transport area until noon on 8 August. Meanwhile, a scouting flight of 12 Dauntlesses led by Lieutenant Commander E. M. Snowden searched a sector to a radius of 220 nautical miles (250 mi; 410 km) from their carrier, extending it to include all of the Santa Isabel Island and the New Georgia groups.

 

The Dauntless pilots made no contact with the Japanese during their two hours in the air; but at 08:15, Snowden sighted a "Rufe" some 40 nautical miles (46 mi; 74 km) from Rekata Bay and shot the plane down with fixed .50 in (13 mm) machine guns.

 

Meanwhile, a large group of Japanese planes approached from Bougainville to attack the transports off Lunga Point. Rear Admiral Richmond K. Turner ordered all transports to get underway and to assume cruising disposition. Eldridge was leading a formation of Dauntlesses from VS-71 against Mbangi Island, off Tulagi. His rear seat gunner, Aviation Chief Radioman L. A. Powers, assumed the formation of Japanese planes were friendly until six Zeroes bounced the first section with 12 unsuccessful firing passes.

 

Meanwhile, the leader of the last section of VS-71 – Lieutenant, junior grade Robert L. Howard – unsuccessfully attacked twin-engined Mitsubishi G4M "Betty" medium bombers heading for the American transports, and was engaged by four Zeroes escorting the bombers. Howard shot down one Zero with his fixed .50 in (13 mm) guns while his rear gunner, Seaman 2nd Class Lawrence P. Lupo, discouraged Japanese fighters attacking from astern.[1]

 

Wasp's casualties for the entire action on 7 and 8 August were:

 

One fighter pilot, Ens. Thaddeus J. Capowski, missing in action when he was separated from the formation. His parents (Mr and Mrs Walter Capowski of Yonkers NY) were notified of TJC's MIA status in early September 1942; shortly thereafter TJC was found safe and alive.

One scout bomber shot down; pilot Lieut. Dudley H. Adams wounded by explosive bullets and recovered by Dewey; Radioman-gunner Harry E. Elliott, ARM3c, missing, reported to have been killed before the crash.

One fighter landed in the water due to propeller trouble; pilot recovered.

One fighter crashed on deck; pilot injured; plane jettisoned overboard.

One fighter crashed into barrier first day; repaired and flown second day.

 

Total plane losses for Wasp were 3 Wildcat fighters and 1 Dauntless scout bomber. Against these, her planes destroyed 15 enemy flying boats, 8 floatplane fighters, and 1 Zero.[7]

 

At 18:07 on 8 August, Vice Admiral Frank Jack Fletcher recommended to Ghormley, at Nouméa, that the air support force be withdrawn. Fletcher, concerned by the large numbers of Japanese planes that had attacked on the 8th, reported that he had only 78 fighters left (he had started with 99) and that fuel for the carriers was running low. Ghormley approved the recommendation, and Wasp joined Enterprise and Saratoga in retiring from Guadalcanal. By midnight, the landing had attained the immediate objectives. Japanese resistance – except for a few snipers – on Gavutu and Tanombogo had been overcome. Early on 9 August, a Japanese surface force engaged an American one in the Battle of Savo Island and retired with minimal damage after sinking four Allied heavy cruisers off Savo Island, including two that had served with Wasp in the Atlantic: the Vincennes and the Quincy. The early and unexpected withdrawal of the support force, including Wasp, when coupled with Allied losses in the Battle of Savo Island, jeopardized the success of the operation in the Solomons.

 

After the initial day's action in the Solomons campaign, the carrier spent the next month engaged in patrol and covering operations for convoys and resupply units headed for Guadalcanal. The Japanese began transporting reinforcements to contest the Allied forces.

 

Wasp was ordered south by Vice Admiral Fletcher to refuel and did not participate in the Battle of the Eastern Solomons on 24 August. After fueling on 24 August Wasp hurried to the battle zone. Her total aircraft group was 26 Wildcats, 25 SBD Dauntlesses, and 11 TBF Avengers. (One SBD was earlier lost on 24 August by ditching in the sea because of engine trouble).[8] On the morning of 25 August, Wasp launched a search mission. The SBD of pilot Lieut. Chester V. Zalewski shot down two of Aichi E13A1 "Jake" floatplanes of the Atago (Vice Admiral Nobutake Kondō's flagship). But the SBDs sighted no ships. The Japanese fleet had withdrawn out of range. At 13:26 on 25 Augustus, Wasp launched a search/attack mission of 24 SBDs and 10 TBFs against the convoy of Rear Admiral Raizo Tanaka that seemed to be still within range. Although the SBDs shot down a flying boat, they couldn't find the enemy ships anymore.[8]

 

During the battle on 24 August Enterprise was damaged and had to return to port for repairs. Saratoga was torpedoed a week later and departed the South Pacific war zone for repairs as well. That left only two carriers in the southwest Pacific: Hornet—which had been in commission for only a year—and Wasp.[1]

Loss

 

On Tuesday, 15 September 1942, the carriers Wasp and Hornet and battleship North Carolina—with 10 other warships—were escorting the transports carrying the 7th Marine Regiment to Guadalcanal as reinforcements. Wasp had drawn the job of ready-duty carrier and was operating some 150 nautical miles (170 mi; 280 km) southeast of San Cristobal Island. Her gasoline system was in use, as planes were being refueled and rearmed for antisubmarine patrol missions; and Wasp had been at general quarters from an hour before sunrise until the time when the morning search returned to the ship at 10:00. Thereafter, the ship was in condition 2, with the air department at flight quarters. There was no contact with the Japanese during the day, with the exception of a Japanese four-engined flying boat downed by a Wasp Wildcat at 12:15.

 

About 14:20, the carrier turned into the wind to launch eight Wildcats and 18 Dauntlesses and to recover eight Wildcats and three Dauntlesses that had been airborne since before noon. Lt. (jg) Roland H. Kenton, USNR, flying a F4F3 of VF-71 was the last aircraft off the deck of Wasp. The ship rapidly completed the recovery of the 11 planes, she then turned easily to starboard, the ship heeling slightly as the course change was made. At 14:44 a lookout reported "three torpedoes ... three points forward of the starboard beam".[1]

 

A spread of six Type 95 torpedoes were fired at Wasp at about 14:44 from the tubes of the B1 Type submarine I-19. Wasp put over her rudder hard to starboard to avoid the salvo, but it was too late. Three torpedoes struck in quick succession about 14:45; one actually broached, left the water, and struck the ship slightly above the waterline. All hit in the vicinity of the ship's gasoline tanks and magazines. Two of the spread of torpedoes passed ahead of Wasp and were observed passing astern of Helena before O'Brien was hit by one at 14:51 while maneuvering to avoid the other. The sixth torpedo passed either astern or under Wasp, narrowly missed Lansdowne in Wasp's screen about 14:48, was seen by Mustin in North Carolina's screen about 14:50, and struck North Carolina about 14:52.[9]

Wasp on fire shortly after being torpedoed.

 

There was a rapid succession of explosions in the forward part of the ship. Aircraft on the flight and hangar decks were thrown about and dropped on the deck with such force that landing gears snapped. Planes suspended in the hangar overheads fell and landed upon those on the hangar deck; fires broke out almost simultaneously in the hangar and below decks. Soon, the heat of the intense gasoline fires detonated the ready ammunition at the forward anti-aircraft guns on the starboard side, and fragments showered the forward part of the ship. The number two 1.1 in (28 mm) mount was blown overboard.

 

Water mains in the forward part of the ship had been rendered inoperable: there was no water available to fight the fire forward, and the fires continued to set off ammunition, bombs, and gasoline. As the ship listed 10-15° to starboard, oil and gasoline, released from the tanks by the torpedo hit, caught fire on the water.

 

Captain Sherman slowed to 10 knots (12 mph; 19 km/h), ordering the rudder put to port to try to get the wind on the starboard bow; he then went astern with right rudder until the wind was on the starboard quarter, in an attempt to keep the fire forward. At that point, flames made the central station unusable, and communication circuits went dead. Soon, a serious gasoline fire broke out in the forward portion of the hangar; within 24 minutes of the initial attack, there were three additional major gasoline vapor explosions. Ten minutes later, Sherman decided to abandon ship, as all fire-fighting was proving ineffectual. The survivors would have to be disembarked quickly to minimise loss of life.

 

After consulting with Rear Admiral Leigh Noyes, Captain Sherman ordered "abandon ship" at 15:20. All badly injured men were lowered into rafts or rubber boats. Many unwounded men had to abandon from aft because the forward fires were burning with such intensity. The departure, as Sherman observed it, looked "orderly", and there was no panic. The only delays occurred when many men showed reluctance to leave until all the wounded had been taken off. The abandonment took nearly 40 minutes, and at 16:00—satisfied that no one was left on board—Sherman abandoned the ship.

 

Although the submarine hazard caused the accompanying destroyers to lie well clear or to shift position, they carried out rescue operations until Laffey, Lansdowne, Helena, and Salt Lake City had 1,946 men embarked. The fires on Wasp, drifting, traveled aft and there were four violent explosions at nightfall. Lansdowne was ordered to torpedo the carrier and stand by until she was sunk.[1] Lansdowne's Mark 15 torpedoes had the same unrecognized flaws reported for the Mark 14 torpedo. The first two torpedoes were fired perfectly, but did not explode, leaving Lansdowne with only three more. The magnetic influence exploders on these were disabled and the depth set at 10 feet (3.0 m). All three detonated, but Wasp remained afloat for some time, sinking at 21:00.[10] 193 men had died and 366 were wounded during the attack. All but one of her 26 airborne aircraft made a safe trip to carrier Hornet nearby before Wasp sank, but 45 aircraft went down with the ship. Another Japanese submarine, I-15, duly observed and reported the sinking of the Wasp, as other US destroyers kept I-19 busy avoiding 80 depth charges. I-19 escaped safely.[1][11]

0B-RN “Fairy King” is a mech built for the Royal Air Captain Ash, built with extra light but durable alloys, it is a mech that is capable of extended flight due to its dual booster systems, It is also a high mobility design, deadly in air bound conditions, it is also able to carry 2 missile holsters with a capacity of 15 missiles each, which can be detached if required, it is also equipped with an energy pulse heavy handgun “Thorn caster” which is deadly at middle to close range.

 

With this build I’m trying to perfect my base frame, which uses the nexo knights cockpit as a base, I think I can make it better, but I love the overall looks, also, I’m a fan of small feet on mech (Thank ZOE for that) and It is so great that it can stand on its own, the boosters can act as additional support in case someone bumps the table or something, so that is great as well, also, for those interested, there are 4 main colors on this build, white, flesh, teal and gold, I just find this combination real for some reason.

 

Sorry for the delay between post, I’ve been busy with work and most of my free time has gone playing VG, but I still buy lego sets from time to time, and When I got the Avengers set 76101 “Outsider Dropship Attack” I got some really great teal pieces, and my love for colors kicked in, and I was also checking my old builds for inspiration and I found an old design I liked a lot, and what better way to get back at it that by remaking something you love with fresh set of ideas and pieces, so this design was born.

 

Since this was a couple build, I have some ideas for the opposite build as well, so I think you might see a ne build sooner that expected.

 

From Wikipedia, the free encyclopedia

 

F-84 Thunderjet

 

RoleFighter-bomber

ManufacturerRepublic Aviation

First flight28 February 1946

IntroductionNovember 1947

Retired1964 (USAF)

1974 (Yugoslavia)

Primary userUnited States Air Force

Number built7,524

Unit cost

US$237,247 (F-84G)[1]

US$769,330 (F-84F)

VariantsRepublic F-84F Thunderstreak

Republic XF-84H Thunderscreech

Republic XF-91 Thunderceptor

The Republic F-84 Thunderjet was an American turbojet fighter-bomber aircraft. Originating as a 1944 United States Army Air Forces (USAAF) proposal for a "day fighter", the F-84 first flew in 1946. Although it entered service in 1947, the Thunderjet was plagued by so many structural and engine problems that a 1948 U.S. Air Force review declared it unable to execute any aspect of its intended mission and considered canceling the program. The aircraft was not considered fully operational until the 1949 F-84D model and the design matured only with the definitive F-84G introduced in 1951. In 1954, the straight-wing Thunderjet was joined by the swept-wing F-84F Thunderstreak fighter and RF-84F Thunderflash photo reconnaissance aircraft.

 

The Thunderjet became the USAF's primary strike aircraft during the Korean War, flying 86,408 sorties and destroying 60% of all ground targets in the war as well as eight Soviet-built MiG fighters. Over half of the 7,524 F-84s produced served with NATO nations, and it was the first aircraft to fly with the U.S. Air Force Thunderbirds demonstration team. The USAF Strategic Air Command had F-84 Thunderjets in service from 1948 through 1957.

 

The F-84 was the first production fighter aircraft to utilize inflight refueling and the first fighter capable of carrying a nuclear weapon, the Mark 7 nuclear bomb. Modified F-84s were used in several unusual projects, including the FICON and Tom-Tom dockings to the B-29 Superfortress and B-36 bomber motherships, and the experimental XF-84H Thunderscreech turboprop.

 

The F-84 nomenclature can be somewhat confusing. The straight-wing F-84A to F-84E and F-84G models were called the Thunderjet. The F-84F Thunderstreak and RF-84F Thunderflash were different airplanes with swept wings. The XF-84H Thunderscreech (not its official name) was an experimental turboprop version of the F-84F. The F-84F swept wing version was intended to be a small variation of the normal Thunderjet with only a few different parts, so it kept the basic F-84 number. Production delays on the F-84F resulted in another order of the straight-wing version; this was the F-84G.

 

Design and development

 

An F-84G at Chaumont-Semoutiers Air Base, France, in 1953

In 1944, Republic Aviation's chief designer, Alexander Kartveli, began working on a turbojet-powered replacement for the P-47 Thunderbolt piston-engined fighter. The initial attempts to redesign the P-47 to accommodate a jet engine proved futile due to the large cross-section of the early centrifugal compressor turbojets. Instead, Kartveli and his team designed a new aircraft with a streamlined fuselage largely occupied by an axial compressor turbojet engine and fuel stored in rather thick unswept wings.[1]

 

On 11 September 1944, the USAAF released General Operational Requirements for a day fighter with a top speed of 600 mph (521 kn, 966 km/h), combat radius of 705 miles (612 nmi, 1,135 km), and armament of either six 0.50 in (12.7 mm) or four 0.60 in (15.2 mm) machine guns. In addition, the new aircraft had to use the General Electric TG-180 axial turbojet which entered production as the Allison J35.

 

On 11 November 1944, Republic received an order for three prototypes of the new XP-84—Model AP-23.[1] Since the design promised superior performance to the Lockheed-built P-80 Shooting Star and Republic had extensive experience in building single-seat fighters, no competition was held for the contract. The name Thunderjet was chosen to continue the Republic Aviation tradition started with the P-47 Thunderbolt while emphasizing the new method of propulsion. On 4 January 1945, even before the aircraft took to the air, the USAAF expanded its order to 25 service test YP-84As and 75 production P-84Bs (later modified to 15 YP-84A and 85 P-84B).

 

Meanwhile, wind tunnel testing by the National Advisory Committee for Aeronautics revealed longitudinal instability and stabilizer skin buckling at high speeds.[1] The weight of the aircraft, a great concern given the low thrust of early turbojets, was growing so quickly that the USAAF had to set a gross weight limit of 13,400 lb (6,080 kg). The results of this preliminary testing were incorporated into the third prototype, designated XP-84A, which was also fitted with a more powerful J35-GE-15 engine with 4,000 lbf (17.79 kN) of thrust.[1]

 

The first prototype XP-84 was transferred to Muroc Army Air Field (present-day Edwards Air Force Base) where it flew for the first time on 28 February 1946 with Major Wallace A. "Wally" Lien at the controls. It was joined by the second prototype in August, both aircraft flying with J35-GE-7 engines producing 3,745 lbf (16.66 kN). The 15 YP-84As delivered to Patterson Field (present-day Wright-Patterson Air Force Base) for service tests differed from XP-84s by having an upgraded J35-A-15 engine, carrying six 0.50 in (12.7 mm) M2 Browning machine guns (four in the nose and one in each wing root), and having the provision for wingtip fuel tanks holding 226 U.S. gal (856 L) each.

 

Due to delays with delivery of jet engines and production of the XP-84A, the Thunderjet had undergone only limited flight testing by the time production P-84Bs began to roll out of the factory in 1947. In particular, the impact of wingtip tanks on aircraft handling was not thoroughly studied. This proved problematic later.[1]

 

After the creation of the United States Air Force by the National Security Act of 1947, the Pursuit designation was replaced with Fighter, and the P-84 became the F-84.

 

F-84s were assigned to the 27th Fighter Wing, 27th Fighter Escort Wing, 27th Strategic Fighter Wing, 31st Fighter Escort Wing, 127th Fighter Day Wing, 127th Fighter Escort Wing, 127th Strategic Fighter Wing, 407th Strategic Fighter Wing and the 506th Strategic Fighter Wing of the Strategic Air Command from 1947 through 1958.[2]

 

Operational history

The F-84B, which differed from YP-84A only in having faster-firing M3 machine guns, became operational with 14th Fighter Group at Dow Field, Bangor, Maine in December 1947. Flight restrictions followed immediately, limiting maximum speed to Mach 0.8 due to control reversal, and limiting maximum acceleration to 5.5 g (54 m/s²) due to wrinkling of the fuselage skin. To compound the problem, parts shortages and maintenance difficulties earned the aircraft the nickname, "Mechanic's Nightmare".[1] On 24 May 1948, the entire F-84B fleet was grounded due to structural failures.

  

P-84Bs of the 48th Fighter Squadron, 14th Fighter Group, 1948.

A 1948 review of the entire F-84 program discovered that none of the F-84B or F-84C aircraft could be considered operational or capable of executing any aspect of their intended mission. The program was saved from cancellation because the F-84D, whose production was well underway, had satisfactorily addressed the major faults. A fly-off against the F-80 revealed that while the Shooting Star had a shorter takeoff roll, better low altitude climb rate and superior maneuverability, the F-84 could carry a greater bomb load, was faster, had better high altitude performance and greater range.[1] As a temporizing measure, the USAF in 1949 committed US$8 million to implement over 100 upgrades to all F-84Bs, most notably reinforcing the wings. Despite the resultant improvements, the F-84B was withdrawn from active duty by 1952.[1]

 

The F-84C featured a somewhat more reliable J35-A-13 engine and had some engineering refinements. Being virtually identical to the F-84B, the C model suffered from all of the same defects and underwent a similar structural upgrade program in 1949. All F-84Cs were withdrawn from active service by 1952.[1]

 

The structural improvements were factory-implemented in the F-84D, which entered service in 1949. Wings were covered with thicker aluminum skin, the fuel system was winterized and capable of using JP-4 fuel, and a more powerful J35-A-17D engine with 5,000 lbf (22.24 kN) was fitted. It was discovered that the untested wingtip fuel tanks contributed to wing structural failures by inducing excessive twisting during high-"g" maneuvers.[1] To correct this, small triangular fins were added to the outside of the tanks. The F-84D was phased out of USAF service in 1952 and left Air National Guard (ANG) service in 1957.[1]

 

The first effective and fully capable Thunderjet was the F-84E model which entered service in 1949. The aircraft featured the J35-A-17 engine, further wing reinforcement, a 12 in (305 mm) fuselage extension in front of the wings and 3 in (76 mm) extension aft of the wings to enlarge the cockpit and the avionics bay, an A-1C gunsight with APG-30 radar, and provision for an additional pair of 230 gal (870 L) fuel tanks to be carried on underwing pylons.[1] The latter increased the combat radius from 850 to 1,000 miles (740 to 870 nmi; 1,370 to 1,610 km).

 

One improvement to the original F-84 design was rocket racks that folded flush with the wing after the 5-inch HVAR rockets were fired, which reduced drag over the older fixed mounting racks. This innovation was adopted by other U.S. jet fighter-bombers.[3]

  

A Portuguese F-84 being loaded with ordnance in the 1960s, at Luanda Air Base, during the Portuguese Colonial War.

Despite the improvements, the in-service rates for the F-84E remained poor with less than half of the aircraft operational at any given time.[1] This was primarily due to a severe shortage of spares for the Allison engines. The expectation was that F-84Es would fly 25 hours per month, accumulating 100 hours between engine overhauls. The actual flight hours for Korean War and NATO deployments rapidly outpaced the supply and Allison's ability to manufacture new engines.[1] The F-84E was withdrawn from USAF service in 1956, lingering with ANG units until 1959.

 

The definitive straight-wing F-84 was the F-84G which entered service in 1951. The aircraft introduced a refueling boom receptacle in the left wing,[4] autopilot, Instrument Landing System, J35-A-29 engine with 5,560 lbf (24.73 kN) of thrust, a distinctive framed canopy (also retrofitted to earlier types), and the ability to carry a single Mark 7 nuclear bomb.[1] The F-84G was retired from USAF in the mid-1960s.

 

Starting in the early 1960s, the aircraft was deployed by the Força Aérea Portuguesa (FAP) during the Portuguese Colonial War in Africa. By 1972, all four operating F-84 aircraft were supplementing the FAP in Angola.[5]

 

Flying the Thunderjet

Typical of most early jets, the Thunderjet's takeoff performance left much to be desired. In hot Korean summers with a full combat load, the aircraft routinely required 10,000 ft (3,000 m) of runway for takeoff even with the help of RATO bottles (two or four of these were carried, each producing 1,000 lbf (4.4 kN) of thrust for 14 seconds).[1] All but the lead aircraft had their visibility obscured by the thick smoke from the rockets. Early F-84s had to be pulled off the ground at 160 mph (140 kn, 260 km/h) with the control stick held all the way back. Landings were made at a similar speed, for comparison the North American P-51 Mustang landed at approximately 120 mph (100 kn, 190 km/h). Despite the "hot" landing speeds, the Thunderjet was easy to fly on instruments and crosswinds did not present much of a problem.[6]

  

An F-84E launching rockets.

Thanks to the thick straight wing the Thunderjet rapidly reached its Mach 0.82 limitation at full throttle and low altitude. The aircraft had sufficient power to fly faster, but exceeding the Mach limit at low altitudes resulted in a violent pitch-up and structural failure causing the wings to break off.[6] Above 15,000 ft (4,600 m), the F-84 could be flown faster but at the expense of severe buffeting. However, the airspeed was sufficiently easy to control to make safe dive bombing from 10,000 ft (3,000 m) possible.[6] The top speed limitation proved troublesome against Soviet Mikoyan-Gurevich MiG-15s in Korea. Slower than the MiG, the F-84 was also unable to turn tightly with a maximum instantaneous-turn load of only 3 Gs followed by rapid loss of airspeed. One F-84E pilot credited with two MiG kills achieved his second victory by intentionally flying his aircraft into pitch-up.[6] The MiGs chasing him were unable to follow the violent maneuver and one crashed into the ground. Luckily for the F-84E pilot, the aircraft did not disintegrate but the airframe did suffer heavy warping. The F-84 was a stable gun platform and the computing gunsight aided in accurate gunnery and bombing. Pilots praised the aircraft for Republic's legendary ruggedness.[6]

 

Pilots nicknamed the Thunderjet "The Lead Sled".[2] It was also called "The Iron Crowbar", "a hole sucking air", "The Hog" ("The Groundhog"), and "The World's Fastest Tricycle", "Ground Loving Whore" as a testament to its long takeoff rolls.[2] F-84 lore stated that all aircraft were equipped with a "sniffer" device that, upon passing V2, would look for the dirt at the end of the runway. As soon as the device could smell the dirt, the controls would turn on and let the pilot fly off the ground. In the same vein, it was suggested a bag of dirt should be carried in the front landing gear well. Upon reaching V2, the pilot would dump the dirt under the wheels, fooling the sniffer device.[2]

 

Korean War

The Thunderjet had a distinguished record during the Korean War. Although the F-84B and F-84C could not be deployed because their J35 engines had a service life of only 40 hours, the F-84D and F-84E entered combat with 27th Fighter Escort Group on 7 December 1950.[1] The aircraft were initially tasked with escorting the B-29 Superfortress bombers. The first Thunderjet air-to-air victory was scored on 21 January 1951 at the cost of two F-84s.[2] The F-84 was a generation behind the swept-wing Soviet Mikoyan-Gurevich MiG-15 and outmatched, especially when the MiGs were flown by more-experienced pilots, and the MiG counter-air mission was soon given to the F-86 Sabre. Like its famous predecessor, the P-47, the F-84 switched to the low-level interdiction role at which it excelled.

  

A KB-29M tanker refueling an F-84E over Korea. F-84Es could only refuel the wingtip tanks separately.

 

F-84G-26-RE Thunderjet 51-16719 while assigned to the 3600th Air Demonstration Team (USAF Thunderbirds), 1954.

The F-84 flew a total of 86,408 missions, dropping 55,586 tons (50,427 metric tons) of bombs and 6,129 tons (5,560 metric tons) of napalm.[2] The USAF claimed F-84s were responsible for 60% of all ground targets destroyed in the war. Notable F-84 operations included the 1952 attack on the Sui-ho Dam. During the war, the F-84 became the first USAF fighter to utilize aerial refueling. In aerial combat, F-84 pilots were credited with eight MiG-15 kills against a Soviet-claimed loss of 64 aircraft. The total losses were 335 F-84D, E and G models.[2]

 

Portuguese Overseas War

In 1961, the Portuguese Air Force sent 25 of their remaining F-84G to Angola. There they formed the Esquadra 91 (91st Squadron), based at Luanda Air Base. From then on, the F-84s were engaged in the Angolan Theater of the Portuguese Overseas War, being mainly employed in air strike missions against the separatist guerrillas.

 

The last F-84 were kept operational in Angola until 1974.

 

Notable achievements

The F-84 was the first aircraft flown by the U.S. Air Force Thunderbirds, which operated F-84G Thunderjets from 1953 to 1955 and F-84F Thunderstreaks from 1955 to 1956. The F-84E was also flown by the Skyblazers team of United States Air Forces Europe (USAFE) from 1950 to 1955.[1]

On 7 September 1946, the second XP-84 prototype set a national speed record of 607.2 mph (527.6 kn, 977.2 km/h), slightly slower than the world record 612.2 mph (532.0 kn, 985.2 km/h) held by the British Gloster Meteor.[1]

On 22 September 1950, two EF-84Es, flown by David C. Schilling and Col. William Ritchie, flew across the North Atlantic from Great Britain to the United States. Ritchie's aircraft ran out of fuel over Newfoundland but the other successfully made the crossing which took ten hours two minutes and three aerial refuelings. The flight demonstrated that large numbers of fighters could be rapidly moved across the Atlantic.[1]

F-84G was the first fighter with built-in aerial refueling capability and the first single-seat aircraft capable of carrying a nuclear bomb.[1]

On 20 August 1953, 17 F-84Gs using aerial refueling flew from the United States to the United Kingdom. The 4,485-mile (3,900 nmi, 7,220 km) journey was the longest-ever nonstop flight by jet fighters.[1]

In 1955, an F-84G became the first aircraft to be zero-length launched from a trailer.[7]

By the mid-1960s, the F-84/F-84F was replaced by the F-100 Super Sabre and the RF-84F by the RF-101 Voodoo in USAF units, being relegated to duty in the Air National Guard. The last F-84F Thunderflash retired from the ANG in 1971. Three Hellenic Air Force RF-84Fs that were retired in 1991 were the last operational F-84s.

 

Costs

F-84BF-84CF-84DF-84EF-84GF-84FRF-84F

Airframe139,863139,863150,846562,715482,821

Engine41,65441,65441,488146,02795,320

Electronics7,1657,1654,7619,62321,576

Armament23,55923,55937,43341,71363,632

Ordnance2,7199,2524,529

Flyaway cost286,407 for the first 100

163,994 for the next 141147,699212,241212,241237,247769,300667,608

Cost per flying hour390

Maintenance cost per flying hour185185

Notes: The costs are in approximately 1950 United States dollars and have not been adjusted for inflation.[1]

 

Variants

Straight-wing variants

 

The XP-84A (foreground) and YP-84As

XP-84

The first two prototypes.

XP-84A

The third prototype with a more powerful J35-GE-15 engine. This airframe was subsequently modified with a pointed fairing over the intake and lateral NACA intakes were installed into the intake trunks.

YP-84A

Service test aircraft; 15 built.

P-84B (F-84B)

First production version, J35-A-15 engine; 226 built.

F-84C

Reverted to the more reliable J35-A-13 engine, improved fuel, hydraulic and electrical systems; 191 built.

F-84D

J35-A-17 engine, various structural improvements. The pitot tube was moved from the tail fin to the splitter in the air intake with fins added to the wingtip fuel tanks; 154 built.

 

F84 E&G Thunderjet French Air Force 1951–1955

EF-84D

Two F-84Ds, EF-84D 48-641 and EF-84D 48-661 were modified with coupling devices; 641 starboard wing, 661 port wing for "Tip-Tow Project MX106 Wing Coupling Experiments." An EB-29A 44-62093 was modified with coupling devices on both wings. Because of the difference in landing gear lengths, the three aircraft took off separately and couple/uncoupled in flight. The pilot of 641 was Major John M. Davis and the pilot of 661 was Major C.E. "Bud" Anderson.

"One of the more interesting experiments undertaken to extend the range of the early jets in order to give fighter protection to the piston-engine bombers, was the provision for inflight attachment/detachment of fighter to bomber via wingtip connections. One of the several programs during these experiments was done with a B-29 mother ship and two F-84D 'children', and was code named 'Tip Tow'. A number of flights were undertaken, with several successful cycles of attachment and detachment, using, first one, and then two F-84s. The pilots of the F-84s maintained manual control when attached, with roll axis maintained by elevator movement rather than aileron movement. Engines on the F-84s were shut down in order to save fuel during the 'tow' by the mother ship, and inflight engine restarts were successfully accomplished. The experiment ended in disaster during the first attempt to provide automatic flight control of the F-84s, when the electronics apparently malfunctioned. The left hand F-84 rolled onto the wing of the B-29, and the connected aircraft both crashed with loss of all on board personnel (Anderson had uncoupled so did not crash with the other two aircraft)."[8]

F-84E

J35-A-17D engine, Sperry AN/APG-30 radar-ranging gunsight, retractable attachments for RATO bottles, inboard wing hardpoints made "wet" to permit carrying an additional pair of 230 U.S. gal (870 L) fuel tanks. Most aircraft were retrofitted with F-84G-style reinforced canopies. The fuselage was stretched 15"; the canopy was lengthened 8", the canopy frame was lengthened 12" (accounting for another 4"), and a 3" splice panel was added aft of the canopy. The stretch was not done to enlarge the cockpit but rather to enable a larger fuel tank, provide additional space for equipment under the canopy behind the pilot's seat, and to improve aerodynamics. This can be distinguished from earlier models by the presence of two fuel vents on ventral rear fuselage, the added radar in the nose splitter, and the pitot tube was moved downward from mid-height in the splitter (as on the F-84D) to clear the radar installation. 843 built. F-84E 49-2031 was a test aircraft for air-to-air missiles. F-84E 50-1115 was a test aircraft for the FICON project.

EF-84E

Two F-84Es were converted into test prototypes, to test various methods of air-to-air refueling. EF-84E 49-2091 was used as a probe-and-drogue test aircraft. The probe was mid-span on the port wing. Production aircraft with probes (removable) had the probe fitted to the auxiliary wing tanks. EF-84E 49-2115 was used as a FICON test aircraft with a B-36 host. EF-84E 49-1225 and EF-84E 51-634 were test aircraft for the ZELMAL (Zero-length launch, Mat landing) experiments version for point defense, used the booster rocket from MGM-1 Matador cruise missile.

F-84G

Single-seat fighter-bomber capable of delivering the Mark 7 nuclear bomb using the LABS, J35-A-29 engine, autopilot, capable of inflight refueling using both the boom (receptacle in left wing leading edge) and drogue (probe fitted to wingtip fuel tanks), introduced the multi-framed canopy which was later retrofitted to earlier straight-winged F-84s. A total of 3,025 were built (1,936 for NATO under MDAP). The larger engine had a higher airflow at its take-off thrust than the intake had been designed for. This caused higher flow velocities, increased pressure losses and thrust loss. Commencing with block 20, auxiliary "suck-in" doors were added ahead of the wing leading edge to regain some of the thrust loss. At high engine rpm and low aircraft speeds, such as take-off, the spring-loaded doors were sucked open by the partial vacuum created in the duct. When the aircraft reached sufficient airspeed the ram pressure rise in the duct closed the auxiliary doors.[9] F-84G 51-1343 was modified with a periscope system to test the periscope installation proposed for the Republic XF-103.

F-84KX

Eighty ex-USAF F-84Bs converted into target drones for the United States Navy.

RF-84G

F-84G Thunderjets converted by France and Yugoslavia for recon duty with cameras in the ventral fuselage and modified auxiliary wing tanks.

YF-96A aka YF-84F aka YRF-84K

F-84E 49-2430 converted to swept wing configuration. The "first prototype" for the F-84F Thunderstreak. Canopy and ventral speed brake carried over from Thunderjet. Originally with a V-windscreen, later reverted to the standard Thunderjet flat windscreen. Modified by adding a fixed hook at the weapons bay and anhedral horizontal tailplane to enable FICON tests (trapeze capture) with GRB-36D mother ship. The airframe was capable of higher speeds than the Thunderjet engine could deliver. The YF-84F was a follow on with a larger engine and deepened fuselage.

YF-84F

F-84G 51-1344 converted to swept wing configuration. The "second prototype" for the F-84F Thunderstreak. Fuselage deepened by 7 inches (180 mm) to accommodate larger engine. Canopy and ventral speed brake carried over from Thunderjet, tail configuration same as YF-96A.

YF-84F aka YRF-84F

F-84G 51-1345 converted to swept wing configuration with a pointed nose and lateral intakes. This was a test airframe to evaluate the effects of moving the intakes to the wing roots. Like 1344, the fuselage was deepened by 7 inches (180 mm) to accommodate larger engine. Canopy and ventral speed brake carried over from Thunderjet, tail configuration same as YF-96A. For the swept wing versions of the F-84 series, see Republic F-84F Thunderstreak

Tip-Tow

See EF-84D above, did not become operational. See FICON project

Tom-Tom

Two RF-84K and B-36 wingtip coupling experiment, did not become operational. See FICON project

FICON

F-84E and GRB-36D trapeze system, became operational. See FICON project

Swept-wing variants

Main articles: Republic F-84F Thunderstreak and Republic XF-84H

YF-84F

Two swept-wing prototypes of the F-84F, initially designated YF-96A.

F-84F Thunderstreak

Swept wing version with Wright J65 engine.

RF-84F Thunderflash

Reconnaissance version of the F-84F, 715 built.

RF-84K FICON project

Reconnaissance version of the F model, 25 built to hang from the Consolidated B-36 Peacemaker.

XF-84H Thunderscreech

Experimental supersonic-turboprop version.

YF-84J

Two conversions with the General Electric J73 engine.

Operators

 

Republic F-84 Thunderjet in the Royal Military Museum at the Jubelpark, Brussels.

 

Imperial Iranian Air Force F-84G of the Golden Crown aerobatic team.

 

Republic F-84 Thunderjet at the en:Italian Air Force Museum, Vigna di Valle in 2012.

 

Royal Norwegian Air Force Republic F-84G Thunderjet.

 

Portuguese Air Force F-84 Thunderjet.

Belgium

Belgian Air Force operated 213 Republic F-84G from March 1952 until September 1957 and 21 Republic RF-84E

Denmark

Danish Air Force operated 240 Republic F-84G fromApril 1952 until January 1962 and 6 Republic F-84E[10]

France

French Air Force operated 335 F-84G from April 1952 until November 1956 and 46 Republic F-84E

Greece

Hellenic Air Force operated 234 Republic F-84G from March 1952 until June 1960. They equipped the 335, 336, 337, 338, 339 and 340 Squadrons (Μοίρα Δίωξης)

Iran Iran

Imperial Iranian Air Force operated 69 Republic F-84G from May 1957 until September 1961

Italy

Italian Air Force operated 256 Republic F-84G from March 1952 until May 1957[11][12]

Netherlands

Netherlands Air Force operated 166 Republic F-84G from April 1952 until December 1957 and 21 Republic RF-84E

Norway

Norwegian Air Force operated 208 Republic F-84G from June 1952 until Jun 1960 and 6 Republic F-84E from 1951 until 1956 and 35 Republic RF-84F from 1956 until 1970

Portugal

Portuguese Air Force operated 125 Republic F-84G from January 1953 until July 1974

Taiwan (Republic of China)

Republic of China Air Force operated 246 Republic F-84G from June 1953 until April 1964

Thailand

Royal Thai Air Force operated 31 Republic F-84G from November 1956 until 1963

Turkey

Turkish Air Force operated 489 Republic F-84G from March 1952 until June 1966

United States

United States Air Force operated 226 Republic F-84B, 191 Republic F-84C, 154 Republic F-84D, 743 Republic F-84E, 789 Republic F-84G

Yugoslavia

Yugoslavian Air Force operated 231 Republic (R)F-84G from June 1953 until July 1974

Major USAF operational F-84 units

 

Republic F-84E-15-RE Thunderjet Serial 49-2338 of the 136th Fighter-Bomber Wing, Korea

10th Tactical Reconnaissance Wing: RF-84F (1955–1958)

12th Fighter Escort Wing/Group: F-84E/G/F (1950–1957;1962–1964)

14th Fighter Wing/Group: P/F-84B (1947–1949)

15th Tactical Fighter Wing: F-84F (1962–1964)

20th Fighter Bomber Wing/Group: F-84B/C/D/E/F/G (1958–1959)

27th Fighter Escort Wing/Group: F-84E/G/F (1950–1958)

31st Fighter Escort Wing/Group: F-84C/E/F (1948–1950; 1951–1957)

49th Fighter Bomber Wing/Group: F-84E/G (1951–1953)

58th Fighter Bomber Group: F-84E/G (1952–1954)

66th Tactical Reconnaissance Wing: RF-84F (1955–1959)

67th Tactical Reconnaissance Wing: (15th & 45th TRS5) RF-84F/K (1955–1958)

71st Strategic Reconnaissance Wing: RF-84F/K (1955–1956)

81st Fighter Bomber Wing/Group: F-84F (1954–1959)

136th Fighter Bomber Wing/Group F-84E (1951–1952) @ K2, also J-13

312th Fighter Bomber Group: F-84E/G (1954–1955)

363rd Tactical Reconnaissance Wing: RF-84F (1954–1958)

366th Fighter Bomber Wing/Tactical Fighter Wing: F-84E,F (1954–1958;1962–1965)

401st Fighter Bomber Wing/Tactical Fighter Wing: F-84F (1957)

405th Fighter Bomber Wing/Tactical Fighter Wing: F-84F (1953–1956)

407th Strategic Fighter Wing: F-84F (1954–1957)

474th Fighter Bomber Wing: F-84D/E/G (1952–1953)

506th Strategic Fighter Wing: F-84F (1953–1957)

508th Strategic Fighter Wing: F-84F (1952–1956)

3540th Combat Crew Training Wing: F-84E (1952–1953)

3600th Combat Crew Training Wing: F-84D/E/G/F (1952–1957)

Redesignated 4510th CCTW with F-84D/F (1958)

3645th Combat Crew Training Wing: F-84E/G (1953–1957)

4925th Test Group (Atomic): F-84E/F/G (1950–1963)

Royal Netherlands Air Force operational F-84 units

JVS-2 (Jacht Vlieger School): RF-84E (1953)

306 Squadron: F-84G (1953–1954) / RF-84E (1954-1957)

311 Squadron: RF-84E (1951-1952) / F-84G (1952-1956)

312 Squadron: RF-84E (1951-1954) / F-84G (1952-1956)

313 Squadron: RF-84E (1953-1954) / F-84G (1953-1956)

314 Squadron: F-84G (1952-1956)

315 Squadron: F-84G (1952-1956)

Aircraft on display

 

A F-84 during Zero-length launch testing

Croatia

F-84G

10676 Ex-USAF – Rijeka Airport, Omišalj.[13]

Denmark

F-84G

51-9966/KR-A – Aalborg Defence and Garrison Museum, Aalborg[14]

51-10622/KU-U – Aalborg Defence and Garrison Museum[14]

A-777/SY-H – Danmarks Tekniske Museum, Helsingør[15]

KP-X – Danish Collection of Vintage Aircraft, Skjern[16]

RF-84F

C-581 – Flyvestation Karup Historiske Forening Museet, Karup[17]

C-264 – Danish Collection of Vintage Aircraft, Skjern[16]

Netherlands

F-84G

K-171 – Nationaal Militair Museum, Soesterberg.[18]

Norway

F-84G

51-10161 – Flyhistorisk Museum, Sola, Stavanger Airport, Sola, near Stavanger.[19]

51-11209 – Forsvarets flysamling Gardermoen, Oslo Airport, Gardermoen near Oslo.[20]

52-2912 - Ørland Main Air Station

52-8465 – Royal Norwegian Air Force Museum, Bodø[21]

 

Portugal

F-84G

5131 – Museu do Ar, Sintra Air Base, Sintra.[22]

5201 - Military and Technical Training Center of the Air Force, Ota (Alenquer).[23]

 

Serbia

F-84G

10501 – Ex-USAF 52-2936, c/n 3050-1855B Museum of Aviation, Nikola Tesla Airport, Belgrade.[24][verification needed]

10525 – Ex-USAF 52-2939, c/n 3050-1858B Museum of Aviation, Nikola Tesla Airport, Belgrade.[25][verification needed]

10530 – Ex-USAF 52-8435, c/n 3250-2260B Museum of Aviation, Nikola Tesla Airport, Belgrade.[26][verification needed]

Slovenia

F-84G

10642 Ex-USAF 52-2910, c/n 3050-1829B – Pivka Military History Park, Pivka.[27]

Thailand

 

F-84G at the Royal Thai Air Force Museum

F-84G

51-10582 Ex-USAF and retired Royal Thai Air Force fighter in Royal Thai Air Force Museum

Turkey

 

110572 F-84G at Atatürk Airport.

F-84G

10572 – Istanbul Aviation Museum.

19953 – Atatürk Airport, İstanbul.

RF-84F

1901 – Istanbul Aviation Museum.

1917 – Istanbul Aviation Museum.

United States

YP-84A

45-59494 – Discovery Park of America, Union City, Tennessee. Formerly at Octave Chanute Aerospace Museum at the former Chanute Air Force Base in Rantoul, Illinois.[28][29]

F-84B

45-59504 – Cradle of Aviation Museum in Garden City, New York.[30]

45-59556 – Planes of Fame Museum in Chino, California.[31]

46-0666 – Mid-Atlantic Air Museum in Reading, Pennsylvania.[32]

F-84C

47-1433 – Pima Air and Space Museum, adjacent to Davis-Monthan Air Force Base in Tucson, Arizona.[33]

47-1486 – Goldwater Air National Guard Base, Sky Harbor International Airport in Phoenix, Arizona.[34]

47-1498 – EAA Airventure Museum in Oshkosh, Wisconsin.[35]

47-1513 – Kansas Aviation Museum at McConnell Air Force Base in Wichita, Kansas.[36]

47-1530 – Cannon Air Force Base, New Mexico.[37]

47-1562 – Pueblo Weisbrod Aircraft Museum in Pueblo, Colorado.[38]

47-1595 – March Field Air Museum at March Air Reserve Base (former March Air Force Base) in Riverside, California.[39]

F-84E

 

F-84E at the USAF Museum

49-2155 – Yanks Air Museum in Chino, California.[40]

49-2285 – Texas Military Forces Museum in Austin, Texas.[41]

49-2348 – American Airpower Museum in East Farmingdale, New York.[42]

50-1143 – National Museum of the United States Air Force at Wright-Patterson Air Force Base in Dayton, Ohio. It was obtained from Robins Air Force Base, Georgia, in October 1963.[43]

51-0604 – Museum of Aviation at Robins Air Force Base, Georgia.[44]

F-84G

51-0791 – Springfield Air National Guard Base, Springfield, Ohio.[45]

51-11126 - under restoration to airworthiness by a Vulcan Warbirds Inc. for the Flying Heritage Collection in Seattle, Washington.[46][47]

52-3242 – Hill Aerospace Museum, Hill Air Force Base, Utah.[48]

52-8365 - under restoration to airworthiness by a private owner in Edmonds, Washington.[49][50]

Specifications (F-84G Thunderjet)

 

Line drawing of F-84C

Data from Encyclopedia of US Air Force Aircraft and Missile Systems[1]

 

General characteristics

 

Crew: one

Length: 38 ft 1 in (11.60 m)

Wingspan: 36 ft 5 in (11.10 m)

Height: 12 ft 7 in (3.84 m)

Wing area: 260 ft² (24 m²)

Empty weight: 11,470 lb (5,200 kg)

Loaded weight: 18,080 lb (8,200 kg)

Max. takeoff weight: 23,340 lb (10,590 kg)

Powerplant: 1 × Allison J35-A-29 turbojet, 5,560 lbf (24.7 kN)

Performance

 

Maximum speed: 622 mph (540 kn, 1,000 km/h,Mach .81)

Cruise speed: 475 mph (413 kn, 770 km/h)

Range: 1,000 mi (870 nmi, 1,600 km) combat

Ferry range: 2,000 mi (1,700 nmi, 3,200 km) with external tanks

Service ceiling: 40,500 ft (12,350 m)

Rate of climb: 3,765 ft/min (19.1 m/s)

Wing loading: 70 lb/ft² (342 kg/m²)

Thrust/weight: 0.31 lbf/lb

Armament

6 × .50 in (12.7 mm) M3 Browning machine guns, 300 rpg

Up to 4,450 lb (2,020 kg) of rockets and bombs, including 1 × Mark 7 nuclear bomb

Avionics

A-1CM or A-4 gunsight with APG-30 or MK-18 ranging radar

 

F-84F Thunderstreak

Republic XF-91 Thunderceptor

XF-84H Thunderscreech

Aircraft of comparable role, configuration and era

 

Dassault Ouragan

de Havilland Venom

Gloster Meteor

Grumman F9F Cougar

Grumman F9F Panther

McDonnell XF-85 Goblin

The McDonnell Douglas F/A-18 Super Hornet is a twin-engine supersonic, all-weather carrier-capable multi-role combat jet, designed as both a fighter and attack aircraft (hence the F/A designation). Designed by McDonnell Douglas (now Boeing) and Northrop, the F/A-18 was derived from the latter's YF-17 in the 1970s for use by the United States Navy and Marine Corps. The Hornet is also used by the air forces of several other nations and, since 1986, by the U.S. Navy's Flight Demonstration Squadron, the Blue Angels.

 

The F/A-18 has a top speed of Mach 1.8 (1,034 knots or 1,190 mph at 40,000 ft). It can carry a wide variety of bombs and missiles, including air-to-air and air-to-ground, supplemented by the 20 mm M61 Vulcan cannon. It is powered by two General Electric F404 turbofan engines, which give the aircraft a high thrust-to-weight ratio. The F/A-18 has excellent aerodynamic characteristics, primarily attributed to its leading edge extensions (LEX). The fighter's primary missions are fighter escort, fleet air defense, Suppression of Enemy Air Defenses (SEAD), air interdiction, close air support and aerial reconnaissance.

 

The F/A-18 Super Hornet saw its first combat action during the 1986 United States bombing of Libya and subsequently participated in the 1991 Gulf War and 2003 Iraq War.

 

Photo taken at the Upper Cumberland Airshow at the Upper Cumberland Regional Airport in White County, Tennessee.

 

Three bracketed photos were taken with a handheld Nikon D7200 and combined with Photomatix to create this HDR image. Additional adjustments were made in Photoshop CS6.

 

"For I know the plans I have for you,” declares the LORD, “plans to prosper you and not to harm you, plans to give you hope and a future." ~Jeremiah 29:11

Colosseum

Following, a text, in english, from the Wikipedia the Free Encyclopedia:

The Colosseum, or the Coliseum, originally the Flavian Amphitheatre (Latin: Amphitheatrum Flavium, Italian Anfiteatro Flavio or Colosseo), is an elliptical amphitheatre in the centre of the city of Rome, Italy, the largest ever built in the Roman Empire. It is considered one of the greatest works of Roman architecture and Roman engineering.

Occupying a site just east of the Roman Forum, its construction started between 70 and 72 AD[1] under the emperor Vespasian and was completed in 80 AD under Titus,[2] with further modifications being made during Domitian's reign (81–96).[3] The name "Amphitheatrum Flavium" derives from both Vespasian's and Titus's family name (Flavius, from the gens Flavia).

Capable of seating 50,000 spectators,[1][4][5] the Colosseum was used for gladiatorial contests and public spectacles such as mock sea battles, animal hunts, executions, re-enactments of famous battles, and dramas based on Classical mythology. The building ceased to be used for entertainment in the early medieval era. It was later reused for such purposes as housing, workshops, quarters for a religious order, a fortress, a quarry, and a Christian shrine.

Although in the 21st century it stays partially ruined because of damage caused by devastating earthquakes and stone-robbers, the Colosseum is an iconic symbol of Imperial Rome. It is one of Rome's most popular tourist attractions and still has close connections with the Roman Catholic Church, as each Good Friday the Pope leads a torchlit "Way of the Cross" procession that starts in the area around the Colosseum.[6]

The Colosseum is also depicted on the Italian version of the five-cent euro coin.

The Colosseum's original Latin name was Amphitheatrum Flavium, often anglicized as Flavian Amphitheater. The building was constructed by emperors of the Flavian dynasty, hence its original name, after the reign of Emperor Nero.[7] This name is still used in modern English, but generally the structure is better known as the Colosseum. In antiquity, Romans may have referred to the Colosseum by the unofficial name Amphitheatrum Caesareum; this name could have been strictly poetic.[8][9] This name was not exclusive to the Colosseum; Vespasian and Titus, builders of the Colosseum, also constructed an amphitheater of the same name in Puteoli (modern Pozzuoli).[10]

The name Colosseum has long been believed to be derived from a colossal statue of Nero nearby.[3] (the statue of Nero itself being named after one of the original ancient wonders, the Colossus of Rhodes[citation needed]. This statue was later remodeled by Nero's successors into the likeness of Helios (Sol) or Apollo, the sun god, by adding the appropriate solar crown. Nero's head was also replaced several times with the heads of succeeding emperors. Despite its pagan links, the statue remained standing well into the medieval era and was credited with magical powers. It came to be seen as an iconic symbol of the permanence of Rome.

In the 8th century, a famous epigram attributed to the Venerable Bede celebrated the symbolic significance of the statue in a prophecy that is variously quoted: Quamdiu stat Colisæus, stat et Roma; quando cadet colisæus, cadet et Roma; quando cadet Roma, cadet et mundus ("as long as the Colossus stands, so shall Rome; when the Colossus falls, Rome shall fall; when Rome falls, so falls the world").[11] This is often mistranslated to refer to the Colosseum rather than the Colossus (as in, for instance, Byron's poem Childe Harold's Pilgrimage). However, at the time that the Pseudo-Bede wrote, the masculine noun coliseus was applied to the statue rather than to what was still known as the Flavian amphitheatre.

The Colossus did eventually fall, possibly being pulled down to reuse its bronze. By the year 1000 the name "Colosseum" had been coined to refer to the amphitheatre. The statue itself was largely forgotten and only its base survives, situated between the Colosseum and the nearby Temple of Venus and Roma.[12]

The name further evolved to Coliseum during the Middle Ages. In Italy, the amphitheatre is still known as il Colosseo, and other Romance languages have come to use similar forms such as le Colisée (French), el Coliseo (Spanish) and o Coliseu (Portuguese).

Construction of the Colosseum began under the rule of the Emperor Vespasian[3] in around 70–72AD. The site chosen was a flat area on the floor of a low valley between the Caelian, Esquiline and Palatine Hills, through which a canalised stream ran. By the 2nd century BC the area was densely inhabited. It was devastated by the Great Fire of Rome in AD 64, following which Nero seized much of the area to add to his personal domain. He built the grandiose Domus Aurea on the site, in front of which he created an artificial lake surrounded by pavilions, gardens and porticoes. The existing Aqua Claudia aqueduct was extended to supply water to the area and the gigantic bronze Colossus of Nero was set up nearby at the entrance to the Domus Aurea.[12]

Although the Colossus was preserved, much of the Domus Aurea was torn down. The lake was filled in and the land reused as the location for the new Flavian Amphitheatre. Gladiatorial schools and other support buildings were constructed nearby within the former grounds of the Domus Aurea. According to a reconstructed inscription found on the site, "the emperor Vespasian ordered this new amphitheatre to be erected from his general's share of the booty." This is thought to refer to the vast quantity of treasure seized by the Romans following their victory in the Great Jewish Revolt in 70AD. The Colosseum can be thus interpreted as a great triumphal monument built in the Roman tradition of celebrating great victories[12], placating the Roman people instead of returning soldiers. Vespasian's decision to build the Colosseum on the site of Nero's lake can also be seen as a populist gesture of returning to the people an area of the city which Nero had appropriated for his own use. In contrast to many other amphitheatres, which were located on the outskirts of a city, the Colosseum was constructed in the city centre; in effect, placing it both literally and symbolically at the heart of Rome.

The Colosseum had been completed up to the third story by the time of Vespasian's death in 79. The top level was finished and the building inaugurated by his son, Titus, in 80.[3] Dio Cassius recounts that over 9,000 wild animals were killed during the inaugural games of the amphitheatre. The building was remodelled further under Vespasian's younger son, the newly designated Emperor Domitian, who constructed the hypogeum, a series of underground tunnels used to house animals and slaves. He also added a gallery to the top of the Colosseum to increase its seating capacity.

In 217, the Colosseum was badly damaged by a major fire (caused by lightning, according to Dio Cassius[13]) which destroyed the wooden upper levels of the amphitheatre's interior. It was not fully repaired until about 240 and underwent further repairs in 250 or 252 and again in 320. An inscription records the restoration of various parts of the Colosseum under Theodosius II and Valentinian III (reigned 425–455), possibly to repair damage caused by a major earthquake in 443; more work followed in 484[14] and 508. The arena continued to be used for contests well into the 6th century, with gladiatorial fights last mentioned around 435. Animal hunts continued until at least 523, when Anicius Maximus celebrated his consulship with some venationes, criticised by King Theodoric the Great for their high cost.

The Colosseum underwent several radical changes of use during the medieval period. By the late 6th century a small church had been built into the structure of the amphitheatre, though this apparently did not confer any particular religious significance on the building as a whole. The arena was converted into a cemetery. The numerous vaulted spaces in the arcades under the seating were converted into housing and workshops, and are recorded as still being rented out as late as the 12th century. Around 1200 the Frangipani family took over the Colosseum and fortified it, apparently using it as a castle.

Severe damage was inflicted on the Colosseum by the great earthquake in 1349, causing the outer south side, lying on a less stable alluvional terrain, to collapse. Much of the tumbled stone was reused to build palaces, churches, hospitals and other buildings elsewhere in Rome. A religious order moved into the northern third of the Colosseum in the mid-14th century and continued to inhabit it until as late as the early 19th century. The interior of the amphitheatre was extensively stripped of stone, which was reused elsewhere, or (in the case of the marble façade) was burned to make quicklime.[12] The bronze clamps which held the stonework together were pried or hacked out of the walls, leaving numerous pockmarks which still scar the building today.

During the 16th and 17th century, Church officials sought a productive role for the vast derelict hulk of the Colosseum. Pope Sixtus V (1585–1590) planned to turn the building into a wool factory to provide employment for Rome's prostitutes, though this proposal fell through with his premature death.[15] In 1671 Cardinal Altieri authorized its use for bullfights; a public outcry caused the idea to be hastily abandoned.

In 1749, Pope Benedict XIV endorsed as official Church policy the view that the Colosseum was a sacred site where early Christians had been martyred. He forbade the use of the Colosseum as a quarry and consecrated the building to the Passion of Christ and installed Stations of the Cross, declaring it sanctified by the blood of the Christian martyrs who perished there (see Christians and the Colosseum). However there is no historical evidence to support Benedict's claim, nor is there even any evidence that anyone prior to the 16th century suggested this might be the case; the Catholic Encyclopedia concludes that there are no historical grounds for the supposition. Later popes initiated various stabilization and restoration projects, removing the extensive vegetation which had overgrown the structure and threatened to damage it further. The façade was reinforced with triangular brick wedges in 1807 and 1827, and the interior was repaired in 1831, 1846 and in the 1930s. The arena substructure was partly excavated in 1810–1814 and 1874 and was fully exposed under Benito Mussolini in the 1930s.

The Colosseum is today one of Rome's most popular tourist attractions, receiving millions of visitors annually. The effects of pollution and general deterioration over time prompted a major restoration programme carried out between 1993 and 2000, at a cost of 40 billion Italian lire ($19.3m / €20.6m at 2000 prices). In recent years it has become a symbol of the international campaign against capital punishment, which was abolished in Italy in 1948. Several anti–death penalty demonstrations took place in front of the Colosseum in 2000. Since that time, as a gesture against the death penalty, the local authorities of Rome change the color of the Colosseum's night time illumination from white to gold whenever a person condemned to the death penalty anywhere in the world gets their sentence commuted or is released,[16] or if a jurisdiction abolishes the death penalty. Most recently, the Colosseum was illuminated in gold when capital punishment was abolished in the American state of New Mexico in April 2009.

Because of the ruined state of the interior, it is impractical to use the Colosseum to host large events; only a few hundred spectators can be accommodated in temporary seating. However, much larger concerts have been held just outside, using the Colosseum as a backdrop. Performers who have played at the Colosseum in recent years have included Ray Charles (May 2002),[18] Paul McCartney (May 2003),[19] Elton John (September 2005),[20] and Billy Joel (July 2006).

Exterior

Unlike earlier Greek theatres that were built into hillsides, the Colosseum is an entirely free-standing structure. It derives its basic exterior and interior architecture from that of two Roman theatres back to back. It is elliptical in plan and is 189 meters (615 ft / 640 Roman feet) long, and 156 meters (510 ft / 528 Roman feet) wide, with a base area of 6 acres (24,000 m2). The height of the outer wall is 48 meters (157 ft / 165 Roman feet). The perimeter originally measured 545 meters (1,788 ft / 1,835 Roman feet). The central arena is an oval 87 m (287 ft) long and 55 m (180 ft) wide, surrounded by a wall 5 m (15 ft) high, above which rose tiers of seating.

The outer wall is estimated to have required over 100,000 cubic meters (131,000 cu yd) of travertine stone which were set without mortar held together by 300 tons of iron clamps.[12] However, it has suffered extensive damage over the centuries, with large segments having collapsed following earthquakes. The north side of the perimeter wall is still standing; the distinctive triangular brick wedges at each end are modern additions, having been constructed in the early 19th century to shore up the wall. The remainder of the present-day exterior of the Colosseum is in fact the original interior wall.

The surviving part of the outer wall's monumental façade comprises three stories of superimposed arcades surmounted by a podium on which stands a tall attic, both of which are pierced by windows interspersed at regular intervals. The arcades are framed by half-columns of the Tuscan, Ionic, and Corinthian orders, while the attic is decorated with Corinthian pilasters.[21] Each of the arches in the second- and third-floor arcades framed statues, probably honoring divinities and other figures from Classical mythology.

Two hundred and forty mast corbels were positioned around the top of the attic. They originally supported a retractable awning, known as the velarium, that kept the sun and rain off spectators. This consisted of a canvas-covered, net-like structure made of ropes, with a hole in the center.[3] It covered two-thirds of the arena, and sloped down towards the center to catch the wind and provide a breeze for the audience. Sailors, specially enlisted from the Roman naval headquarters at Misenum and housed in the nearby Castra Misenatium, were used to work the velarium.[22]

The Colosseum's huge crowd capacity made it essential that the venue could be filled or evacuated quickly. Its architects adopted solutions very similar to those used in modern stadiums to deal with the same problem. The amphitheatre was ringed by eighty entrances at ground level, 76 of which were used by ordinary spectators.[3] Each entrance and exit was numbered, as was each staircase. The northern main entrance was reserved for the Roman Emperor and his aides, whilst the other three axial entrances were most likely used by the elite. All four axial entrances were richly decorated with painted stucco reliefs, of which fragments survive. Many of the original outer entrances have disappeared with the collapse of the perimeter wall, but entrances XXIII (23) to LIV (54) still survive.[12]

Spectators were given tickets in the form of numbered pottery shards, which directed them to the appropriate section and row. They accessed their seats via vomitoria (singular vomitorium), passageways that opened into a tier of seats from below or behind. These quickly dispersed people into their seats and, upon conclusion of the event or in an emergency evacuation, could permit their exit within only a few minutes. The name vomitoria derived from the Latin word for a rapid discharge, from which English derives the word vomit.

Interior

According to the Codex-Calendar of 354, the Colosseum could accommodate 87,000 people, although modern estimates put the figure at around 50,000. They were seated in a tiered arrangement that reflected the rigidly stratified nature of Roman society. Special boxes were provided at the north and south ends respectively for the Emperor and the Vestal Virgins, providing the best views of the arena. Flanking them at the same level was a broad platform or podium for the senatorial class, who were allowed to bring their own chairs. The names of some 5th century senators can still be seen carved into the stonework, presumably reserving areas for their use.

The tier above the senators, known as the maenianum primum, was occupied by the non-senatorial noble class or knights (equites). The next level up, the maenianum secundum, was originally reserved for ordinary Roman citizens (plebians) and was divided into two sections. The lower part (the immum) was for wealthy citizens, while the upper part (the summum) was for poor citizens. Specific sectors were provided for other social groups: for instance, boys with their tutors, soldiers on leave, foreign dignitaries, scribes, heralds, priests and so on. Stone (and later marble) seating was provided for the citizens and nobles, who presumably would have brought their own cushions with them. Inscriptions identified the areas reserved for specific groups.

Another level, the maenianum secundum in legneis, was added at the very top of the building during the reign of Domitian. This comprised a gallery for the common poor, slaves and women. It would have been either standing room only, or would have had very steep wooden benches. Some groups were banned altogether from the Colosseum, notably gravediggers, actors and former gladiators.

Each tier was divided into sections (maeniana) by curved passages and low walls (praecinctiones or baltei), and were subdivided into cunei, or wedges, by the steps and aisles from the vomitoria. Each row (gradus) of seats was numbered, permitting each individual seat to be exactly designated by its gradus, cuneus, and number.

The arena itself was 83 meters by 48 meters (272 ft by 157 ft / 280 by 163 Roman feet).[12] It comprised a wooden floor covered by sand (the Latin word for sand is harena or arena), covering an elaborate underground structure called the hypogeum (literally meaning "underground"). Little now remains of the original arena floor, but the hypogeum is still clearly visible. It consisted of a two-level subterranean network of tunnels and cages beneath the arena where gladiators and animals were held before contests began. Eighty vertical shafts provided instant access to the arena for caged animals and scenery pieces concealed underneath; larger hinged platforms, called hegmata, provided access for elephants and the like. It was restructured on numerous occasions; at least twelve different phases of construction can be seen.[12]

The hypogeum was connected by underground tunnels to a number of points outside the Colosseum. Animals and performers were brought through the tunnel from nearby stables, with the gladiators' barracks at the Ludus Magnus to the east also being connected by tunnels. Separate tunnels were provided for the Emperor and the Vestal Virgins to permit them to enter and exit the Colosseum without needing to pass through the crowds.[12]

Substantial quantities of machinery also existed in the hypogeum. Elevators and pulleys raised and lowered scenery and props, as well as lifting caged animals to the surface for release. There is evidence for the existence of major hydraulic mechanisms[12] and according to ancient accounts, it was possible to flood the arena rapidly, presumably via a connection to a nearby aqueduct.

The Colosseum and its activities supported a substantial industry in the area. In addition to the amphitheatre itself, many other buildings nearby were linked to the games. Immediately to the east is the remains of the Ludus Magnus, a training school for gladiators. This was connected to the Colosseum by an underground passage, to allow easy access for the gladiators. The Ludus Magnus had its own miniature training arena, which was itself a popular attraction for Roman spectators. Other training schools were in the same area, including the Ludus Matutinus (Morning School), where fighters of animals were trained, plus the Dacian and Gallic Schools.

Also nearby were the Armamentarium, comprising an armory to store weapons; the Summum Choragium, where machinery was stored; the Sanitarium, which had facilities to treat wounded gladiators; and the Spoliarium, where bodies of dead gladiators were stripped of their armor and disposed of.

Around the perimeter of the Colosseum, at a distance of 18 m (59 ft) from the perimeter, was a series of tall stone posts, with five remaining on the eastern side. Various explanations have been advanced for their presence; they may have been a religious boundary, or an outer boundary for ticket checks, or an anchor for the velarium or awning.

Right next to the Colosseum is also the Arch of Constantine.

he Colosseum was used to host gladiatorial shows as well as a variety of other events. The shows, called munera, were always given by private individuals rather than the state. They had a strong religious element but were also demonstrations of power and family prestige, and were immensely popular with the population. Another popular type of show was the animal hunt, or venatio. This utilized a great variety of wild beasts, mainly imported from Africa and the Middle East, and included creatures such as rhinoceros, hippopotamuses, elephants, giraffes, aurochs, wisents, barbary lions, panthers, leopards, bears, caspian tigers, crocodiles and ostriches. Battles and hunts were often staged amid elaborate sets with movable trees and buildings. Such events were occasionally on a huge scale; Trajan is said to have celebrated his victories in Dacia in 107 with contests involving 11,000 animals and 10,000 gladiators over the course of 123 days.

During the early days of the Colosseum, ancient writers recorded that the building was used for naumachiae (more properly known as navalia proelia) or simulated sea battles. Accounts of the inaugural games held by Titus in AD 80 describe it being filled with water for a display of specially trained swimming horses and bulls. There is also an account of a re-enactment of a famous sea battle between the Corcyrean (Corfiot) Greeks and the Corinthians. This has been the subject of some debate among historians; although providing the water would not have been a problem, it is unclear how the arena could have been waterproofed, nor would there have been enough space in the arena for the warships to move around. It has been suggested that the reports either have the location wrong, or that the Colosseum originally featured a wide floodable channel down its central axis (which would later have been replaced by the hypogeum).[12]

Sylvae or recreations of natural scenes were also held in the arena. Painters, technicians and architects would construct a simulation of a forest with real trees and bushes planted in the arena's floor. Animals would be introduced to populate the scene for the delight of the crowd. Such scenes might be used simply to display a natural environment for the urban population, or could otherwise be used as the backdrop for hunts or dramas depicting episodes from mythology. They were also occasionally used for executions in which the hero of the story — played by a condemned person — was killed in one of various gruesome but mythologically authentic ways, such as being mauled by beasts or burned to death.

The Colosseum today is now a major tourist attraction in Rome with thousands of tourists each year paying to view the interior arena, though entrance for EU citizens is partially subsidised, and under-18 and over-65 EU citizens' entrances are free.[24] There is now a museum dedicated to Eros located in the upper floor of the outer wall of the building. Part of the arena floor has been re-floored. Beneath the Colosseum, a network of subterranean passageways once used to transport wild animals and gladiators to the arena opened to the public in summer 2010.[25]

The Colosseum is also the site of Roman Catholic ceremonies in the 20th and 21st centuries. For instance, Pope Benedict XVI leads the Stations of the Cross called the Scriptural Way of the Cross (which calls for more meditation) at the Colosseum[26][27] on Good Fridays.

In the Middle Ages, the Colosseum was clearly not regarded as a sacred site. Its use as a fortress and then a quarry demonstrates how little spiritual importance was attached to it, at a time when sites associated with martyrs were highly venerated. It was not included in the itineraries compiled for the use of pilgrims nor in works such as the 12th century Mirabilia Urbis Romae ("Marvels of the City of Rome"), which claims the Circus Flaminius — but not the Colosseum — as the site of martyrdoms. Part of the structure was inhabited by a Christian order, but apparently not for any particular religious reason.

It appears to have been only in the 16th and 17th centuries that the Colosseum came to be regarded as a Christian site. Pope Pius V (1566–1572) is said to have recommended that pilgrims gather sand from the arena of the Colosseum to serve as a relic, on the grounds that it was impregnated with the blood of martyrs. This seems to have been a minority view until it was popularised nearly a century later by Fioravante Martinelli, who listed the Colosseum at the head of a list of places sacred to the martyrs in his 1653 book Roma ex ethnica sacra.

Martinelli's book evidently had an effect on public opinion; in response to Cardinal Altieri's proposal some years later to turn the Colosseum into a bullring, Carlo Tomassi published a pamphlet in protest against what he regarded as an act of desecration. The ensuing controversy persuaded Pope Clement X to close the Colosseum's external arcades and declare it a sanctuary, though quarrying continued for some time.

At the instance of St. Leonard of Port Maurice, Pope Benedict XIV (1740–1758) forbade the quarrying of the Colosseum and erected Stations of the Cross around the arena, which remained until February 1874. St. Benedict Joseph Labre spent the later years of his life within the walls of the Colosseum, living on alms, prior to his death in 1783. Several 19th century popes funded repair and restoration work on the Colosseum, and it still retains a Christian connection today. Crosses stand in several points around the arena and every Good Friday the Pope leads a Via Crucis procession to the amphitheatre.

 

Coliseu (Colosseo)

A seguir, um texto, em português, da Wikipédia, a enciclopédia livre:

 

O Coliseu, também conhecido como Anfiteatro Flaviano, deve seu nome à expressão latina Colosseum (ou Coliseus, no latim tardio), devido à estátua colossal de Nero, que ficava perto a edificação. Localizado no centro de Roma, é uma excepção de entre os anfiteatros pelo seu volume e relevo arquitectónico. Originalmente capaz de albergar perto de 50 000 pessoas, e com 48 metros de altura, era usado para variados espetáculos. Foi construído a leste do fórum romano e demorou entre 8 a 10 anos a ser construído.

O Coliseu foi utilizado durante aproximadamente 500 anos, tendo sido o último registro efetuado no século VI da nossa era, bastante depois da queda de Roma em 476. O edifício deixou de ser usado para entretenimento no começo da era medieval, mas foi mais tarde usado como habitação, oficina, forte, pedreira, sede de ordens religiosas e templo cristão.

Embora esteja agora em ruínas devido a terremotos e pilhagens, o Coliseu sempre foi visto como símbolo do Império Romano, sendo um dos melhores exemplos da sua arquitectura. Actualmente é uma das maiores atrações turísticas em Roma e em 7 de julho de 2007 foi eleita umas das "Sete maravilhas do mundo moderno". Além disso, o Coliseu ainda tem ligações à igreja, com o Papa a liderar a procissão da Via Sacra até ao Coliseu todas as Sextas-feiras Santas.

O coliseu era um local onde seriam exibidos toda uma série de espectáculos, inseridos nos vários tipos de jogos realizados na urbe. Os combates entre gladiadores, chamados muneras, eram sempre pagos por pessoas individuais em busca de prestígio e poder em vez do estado. A arena (87,5 m por 55 m) possuía um piso de madeira, normalmente coberto de areia para absorver o sangue dos combates (certa vez foi colocada água na representação de uma batalha naval), sob o qual existia um nível subterrâneo com celas e jaulas que tinham acessos diretos para a arena; Alguns detalhes dessa construção, como a cobertura removível que poupava os espectadores do sol, são bastante interessantes, e mostram o refinamento atingido pelos construtores romanos. Formado por cinco anéis concêntricos de arcos e abóbadas, o Coliseu representa bem o avanço introduzido pelos romanos à engenharia de estruturas. Esses arcos são de concreto (de cimento natural) revestidos por alvenaria. Na verdade, a alvenaria era construída simultaneamente e já servia de forma para a concretagem. Outro tipo de espetáculos era a caça de animais, ou venatio, onde eram utilizados animais selvagens importados de África. Os animais mais utilizados eram os grandes felinos como leões, leopardos e panteras, mas animais como rinocerontes, hipopótamos, elefantes, girafas, crocodilos e avestruzes eram também utilizados. As caçadas, tal como as representações de batalhas famosas, eram efetuadas em elaborados cenários onde constavam árvores e edifícios amovíveis.

Estas últimas eram por vezes representadas numa escala gigante; Trajano celebrou a sua vitória em Dácia no ano 107 com concursos envolvendo 11 000 animais e 10 000 gladiadores no decorrer de 123 dias.

Segundo o documentário produzido pelo canal televisivo fechado, History Channel, o Coliseu também era utilizado para a realização de naumaquias, ou batalhas navais. O coliseu era inundado por dutos subterrâneos alimentados pelos aquedutos que traziam água de longe. Passada esta fase, foi construída uma estrutura, que é a que podemos ver hoje nas ruínas do Coliseu, com altura de um prédio de dois andares, onde no passado se concentravam os gladiadores, feras e todo o pessoal que organizava os duelos que ocorreriam na arena. A arena era como um grande palco, feito de madeira, e se chama arena, que em italiano significa areia, porque era jogada areia sob a estrutura de madeira para esconder as imperfeições. Os animais podiam ser inseridos nos duelos a qualquer momento por um esquema de elevadores que surgiam em alguns pontos da arena; o filme "Gladiador" retrata muito bem esta questão dos elevadores. Os estudiosos, há pouco tempo, descobriram uma rede de dutos inundados por baixo da arena do Coliseu. Acredita-se que o Coliseu foi construído onde, outrora, foi o lago do Palácio Dourado de Nero; O imperador Vespasiano escolheu o local da construção para que o mal causado por Nero fosse esquecido por uma construção gloriosa.

Sylvae, ou recreações de cenas naturais eram também realizadas no Coliseu. Pintores, técnicos e arquitectos construiriam simulações de florestas com árvores e arbustos reais plantados no chão da arena. Animais seriam então introduzidos para dar vida à simulação. Esses cenários podiam servir só para agrado do público ou como pano de fundo para caçadas ou dramas representando episódios da mitologia romana, tão autênticos quanto possível, ao ponto de pessoas condenadas fazerem o papel de heróis onde eram mortos de maneiras horríveis mas mitologicamente autênticas, como mutilados por animais ou queimados vivos.

Embora o Coliseu tenha funcionado até ao século VI da nossa Era, foram proibidos os jogos com mortes humanas desde 404, sendo apenas massacrados animais como elefantes, panteras ou leões.

O Coliseu era sobretudo um enorme instrumento de propaganda e difusão da filosofia de toda uma civilização, e tal como era já profetizado pelo monge e historiador inglês Beda na sua obra do século VII "De temporibus liber": "Enquanto o Coliseu se mantiver de pé, Roma permanecerá; quando o Coliseu ruir, Roma ruirá e quando Roma cair, o mundo cairá".

A construção do Coliseu foi iniciada por Vespasiano, nos anos 70 da nossa era. O edifício foi inaugurado por Tito, em 80, embora apenas tivesse sido finalizado poucos anos depois. Empresa colossal, este edifício, inicialmente, poderia sustentar no seu interior cerca de 50 000 espectadores, constando de três andares. Aquando do reinado de Alexandre Severo e Gordiano III, é ampliado com um quarto andar, podendo suster agora cerca de 90 000 espectadores. A grandiosidade deste monumento testemunha verdadeiramente o poder e esplendor de Roma na época dos Flávios.

Os jogos inaugurais do Coliseu tiveram lugar ano 80, sob o mandato de Tito, para celebrar a finalização da construção. Depois do curto reinado de Tito começar com vários meses de desastres, incluindo a erupção do Monte Vesúvio, um incêndio em Roma, e um surto de peste, o mesmo imperador inaugurou o edifício com uns jogos pródigos que duraram mais de cem dias, talvez para tentar apaziguar o público romano e os deuses. Nesses jogos de cem dias terão ocorrido combates de gladiadores, venationes (lutas de animais), execuções, batalhas navais, caçadas e outros divertimentos numa escala sem precedentes.

O Coliseu, como não se encontrava inserido numa zona de encosta, enterrado, tal como normalmente sucede com a generalidade dos teatros e anfiteatros romanos, possuía um “anel” artificial de rocha à sua volta, para garantir sustentação e, ao mesmo tempo, esta substrutura serve como ornamento ao edifício e como condicionador da entrada dos espectadores. Tal como foi referido anteriormente, possuía três pisos, sendo mais tarde adicionado um outro. É construído em mármore, pedra travertina, ladrilho e tufo (pedra calcária com grandes poros). A sua planta elíptica mede dois eixos que se estendem aproximadamente de 190 m por 155 m. A fachada compõe-se de arcadas decoradas com colunas dóricas, jónicas e coríntias, de acordo com o pavimento em que se encontravam. Esta subdivisão deve-se ao facto de ser uma construção essencialmente vertical, criando assim uma diversificação do espaço.

 

Os assentos eram em mármore e a cavea, escadaria ou arquibancada, dividia-se em três partes, correspondentes às diferentes classes sociais: o podium, para as classes altas; as maeniana, sector destinado à classe média; e os portici, ou pórticos, construídos em madeira, para a plebe e as mulheres. O pulvinar, a tribuna imperial, encontrava-se situada no podium e era balizada pelos assentos reservados aos senadores e magistrados. Rampas no interior do edifício facilitavam o acesso às várias zonas de onde podiam visualizar o espectáculo, sendo protegidos por uma barreira e por uma série de arqueiros posicionados numa passagem de madeira, para o caso de algum acidente. Por cima dos muros ainda são visíveis as mísulas, que sustentavam o velarium, enorme cobertura de lona destinada a proteger do sol os espectadores e, nos subterrâneos, ficavam as jaulas dos animais, bem como todas as celas e galerias necessárias aos serviços do anfiteatro.

O monumento permaneceu como sede principal dos espetáculos da urbe romana até ao período do imperador Honorius, no século V. Danificado por um terremoto no começo do mesmo século, foi alvo de uma extensiva restauração na época de Valentinianus III. Em meados do século XIII, a família Frangipani transformou-o em fortaleza e, ao longo dos séculos XV e XVI, foi por diversas vezes saqueado, perdendo grande parte dos materiais nobres com os quais tinha sido construído.

Os relatos romanos referem-se a cristãos sendo martirizados em locais de Roma descritos pouco pormenorizadamente (no anfiteatro, na arena...), quando Roma tinha numerosos anfiteatros e arenas. Apesar de muito provavelmente o Coliseu não ter sido utilizado para martírios, o Papa Bento XIV consagrou-o no século XVII à Paixão de Cristo e declarou-o lugar sagrado. Os trabalhos de consolidação e restauração parcial do monumento, já há muito em ruínas, foram feitos sobretudo pelos pontífices Gregório XVI e Pio IX, no século XIX.

With a beak capable of cracking the hardest capsule, Gang-gang Cockatoos feed on native seeds, nuts and berries.

 

Creaking like an old rusty gate, their raspy call can be heard in tall mountain forests where high tree hollows make an ideal spot for a nest.

 

Males have a brilliant red head piece making them easy to distinguish when they visit lower woodland areas in winter. Source: Healesville Sanctuary.

 

Photographed at Healesville Sanctuary, Victoria, Australia.

  

Colosseum

Following, a text, in english, from the Wikipedia the Free Encyclopedia:

The Colosseum, or the Coliseum, originally the Flavian Amphitheatre (Latin: Amphitheatrum Flavium, Italian Anfiteatro Flavio or Colosseo), is an elliptical amphitheatre in the centre of the city of Rome, Italy, the largest ever built in the Roman Empire. It is considered one of the greatest works of Roman architecture and Roman engineering.

Occupying a site just east of the Roman Forum, its construction started between 70 and 72 AD[1] under the emperor Vespasian and was completed in 80 AD under Titus,[2] with further modifications being made during Domitian's reign (81–96).[3] The name "Amphitheatrum Flavium" derives from both Vespasian's and Titus's family name (Flavius, from the gens Flavia).

Capable of seating 50,000 spectators,[1][4][5] the Colosseum was used for gladiatorial contests and public spectacles such as mock sea battles, animal hunts, executions, re-enactments of famous battles, and dramas based on Classical mythology. The building ceased to be used for entertainment in the early medieval era. It was later reused for such purposes as housing, workshops, quarters for a religious order, a fortress, a quarry, and a Christian shrine.

Although in the 21st century it stays partially ruined because of damage caused by devastating earthquakes and stone-robbers, the Colosseum is an iconic symbol of Imperial Rome. It is one of Rome's most popular tourist attractions and still has close connections with the Roman Catholic Church, as each Good Friday the Pope leads a torchlit "Way of the Cross" procession that starts in the area around the Colosseum.[6]

The Colosseum is also depicted on the Italian version of the five-cent euro coin.

The Colosseum's original Latin name was Amphitheatrum Flavium, often anglicized as Flavian Amphitheater. The building was constructed by emperors of the Flavian dynasty, hence its original name, after the reign of Emperor Nero.[7] This name is still used in modern English, but generally the structure is better known as the Colosseum. In antiquity, Romans may have referred to the Colosseum by the unofficial name Amphitheatrum Caesareum; this name could have been strictly poetic.[8][9] This name was not exclusive to the Colosseum; Vespasian and Titus, builders of the Colosseum, also constructed an amphitheater of the same name in Puteoli (modern Pozzuoli).[10]

The name Colosseum has long been believed to be derived from a colossal statue of Nero nearby.[3] (the statue of Nero itself being named after one of the original ancient wonders, the Colossus of Rhodes[citation needed]. This statue was later remodeled by Nero's successors into the likeness of Helios (Sol) or Apollo, the sun god, by adding the appropriate solar crown. Nero's head was also replaced several times with the heads of succeeding emperors. Despite its pagan links, the statue remained standing well into the medieval era and was credited with magical powers. It came to be seen as an iconic symbol of the permanence of Rome.

In the 8th century, a famous epigram attributed to the Venerable Bede celebrated the symbolic significance of the statue in a prophecy that is variously quoted: Quamdiu stat Colisæus, stat et Roma; quando cadet colisæus, cadet et Roma; quando cadet Roma, cadet et mundus ("as long as the Colossus stands, so shall Rome; when the Colossus falls, Rome shall fall; when Rome falls, so falls the world").[11] This is often mistranslated to refer to the Colosseum rather than the Colossus (as in, for instance, Byron's poem Childe Harold's Pilgrimage). However, at the time that the Pseudo-Bede wrote, the masculine noun coliseus was applied to the statue rather than to what was still known as the Flavian amphitheatre.

The Colossus did eventually fall, possibly being pulled down to reuse its bronze. By the year 1000 the name "Colosseum" had been coined to refer to the amphitheatre. The statue itself was largely forgotten and only its base survives, situated between the Colosseum and the nearby Temple of Venus and Roma.[12]

The name further evolved to Coliseum during the Middle Ages. In Italy, the amphitheatre is still known as il Colosseo, and other Romance languages have come to use similar forms such as le Colisée (French), el Coliseo (Spanish) and o Coliseu (Portuguese).

Construction of the Colosseum began under the rule of the Emperor Vespasian[3] in around 70–72AD. The site chosen was a flat area on the floor of a low valley between the Caelian, Esquiline and Palatine Hills, through which a canalised stream ran. By the 2nd century BC the area was densely inhabited. It was devastated by the Great Fire of Rome in AD 64, following which Nero seized much of the area to add to his personal domain. He built the grandiose Domus Aurea on the site, in front of which he created an artificial lake surrounded by pavilions, gardens and porticoes. The existing Aqua Claudia aqueduct was extended to supply water to the area and the gigantic bronze Colossus of Nero was set up nearby at the entrance to the Domus Aurea.[12]

Although the Colossus was preserved, much of the Domus Aurea was torn down. The lake was filled in and the land reused as the location for the new Flavian Amphitheatre. Gladiatorial schools and other support buildings were constructed nearby within the former grounds of the Domus Aurea. According to a reconstructed inscription found on the site, "the emperor Vespasian ordered this new amphitheatre to be erected from his general's share of the booty." This is thought to refer to the vast quantity of treasure seized by the Romans following their victory in the Great Jewish Revolt in 70AD. The Colosseum can be thus interpreted as a great triumphal monument built in the Roman tradition of celebrating great victories[12], placating the Roman people instead of returning soldiers. Vespasian's decision to build the Colosseum on the site of Nero's lake can also be seen as a populist gesture of returning to the people an area of the city which Nero had appropriated for his own use. In contrast to many other amphitheatres, which were located on the outskirts of a city, the Colosseum was constructed in the city centre; in effect, placing it both literally and symbolically at the heart of Rome.

The Colosseum had been completed up to the third story by the time of Vespasian's death in 79. The top level was finished and the building inaugurated by his son, Titus, in 80.[3] Dio Cassius recounts that over 9,000 wild animals were killed during the inaugural games of the amphitheatre. The building was remodelled further under Vespasian's younger son, the newly designated Emperor Domitian, who constructed the hypogeum, a series of underground tunnels used to house animals and slaves. He also added a gallery to the top of the Colosseum to increase its seating capacity.

In 217, the Colosseum was badly damaged by a major fire (caused by lightning, according to Dio Cassius[13]) which destroyed the wooden upper levels of the amphitheatre's interior. It was not fully repaired until about 240 and underwent further repairs in 250 or 252 and again in 320. An inscription records the restoration of various parts of the Colosseum under Theodosius II and Valentinian III (reigned 425–455), possibly to repair damage caused by a major earthquake in 443; more work followed in 484[14] and 508. The arena continued to be used for contests well into the 6th century, with gladiatorial fights last mentioned around 435. Animal hunts continued until at least 523, when Anicius Maximus celebrated his consulship with some venationes, criticised by King Theodoric the Great for their high cost.

The Colosseum underwent several radical changes of use during the medieval period. By the late 6th century a small church had been built into the structure of the amphitheatre, though this apparently did not confer any particular religious significance on the building as a whole. The arena was converted into a cemetery. The numerous vaulted spaces in the arcades under the seating were converted into housing and workshops, and are recorded as still being rented out as late as the 12th century. Around 1200 the Frangipani family took over the Colosseum and fortified it, apparently using it as a castle.

Severe damage was inflicted on the Colosseum by the great earthquake in 1349, causing the outer south side, lying on a less stable alluvional terrain, to collapse. Much of the tumbled stone was reused to build palaces, churches, hospitals and other buildings elsewhere in Rome. A religious order moved into the northern third of the Colosseum in the mid-14th century and continued to inhabit it until as late as the early 19th century. The interior of the amphitheatre was extensively stripped of stone, which was reused elsewhere, or (in the case of the marble façade) was burned to make quicklime.[12] The bronze clamps which held the stonework together were pried or hacked out of the walls, leaving numerous pockmarks which still scar the building today.

During the 16th and 17th century, Church officials sought a productive role for the vast derelict hulk of the Colosseum. Pope Sixtus V (1585–1590) planned to turn the building into a wool factory to provide employment for Rome's prostitutes, though this proposal fell through with his premature death.[15] In 1671 Cardinal Altieri authorized its use for bullfights; a public outcry caused the idea to be hastily abandoned.

In 1749, Pope Benedict XIV endorsed as official Church policy the view that the Colosseum was a sacred site where early Christians had been martyred. He forbade the use of the Colosseum as a quarry and consecrated the building to the Passion of Christ and installed Stations of the Cross, declaring it sanctified by the blood of the Christian martyrs who perished there (see Christians and the Colosseum). However there is no historical evidence to support Benedict's claim, nor is there even any evidence that anyone prior to the 16th century suggested this might be the case; the Catholic Encyclopedia concludes that there are no historical grounds for the supposition. Later popes initiated various stabilization and restoration projects, removing the extensive vegetation which had overgrown the structure and threatened to damage it further. The façade was reinforced with triangular brick wedges in 1807 and 1827, and the interior was repaired in 1831, 1846 and in the 1930s. The arena substructure was partly excavated in 1810–1814 and 1874 and was fully exposed under Benito Mussolini in the 1930s.

The Colosseum is today one of Rome's most popular tourist attractions, receiving millions of visitors annually. The effects of pollution and general deterioration over time prompted a major restoration programme carried out between 1993 and 2000, at a cost of 40 billion Italian lire ($19.3m / €20.6m at 2000 prices). In recent years it has become a symbol of the international campaign against capital punishment, which was abolished in Italy in 1948. Several anti–death penalty demonstrations took place in front of the Colosseum in 2000. Since that time, as a gesture against the death penalty, the local authorities of Rome change the color of the Colosseum's night time illumination from white to gold whenever a person condemned to the death penalty anywhere in the world gets their sentence commuted or is released,[16] or if a jurisdiction abolishes the death penalty. Most recently, the Colosseum was illuminated in gold when capital punishment was abolished in the American state of New Mexico in April 2009.

Because of the ruined state of the interior, it is impractical to use the Colosseum to host large events; only a few hundred spectators can be accommodated in temporary seating. However, much larger concerts have been held just outside, using the Colosseum as a backdrop. Performers who have played at the Colosseum in recent years have included Ray Charles (May 2002),[18] Paul McCartney (May 2003),[19] Elton John (September 2005),[20] and Billy Joel (July 2006).

Exterior

Unlike earlier Greek theatres that were built into hillsides, the Colosseum is an entirely free-standing structure. It derives its basic exterior and interior architecture from that of two Roman theatres back to back. It is elliptical in plan and is 189 meters (615 ft / 640 Roman feet) long, and 156 meters (510 ft / 528 Roman feet) wide, with a base area of 6 acres (24,000 m2). The height of the outer wall is 48 meters (157 ft / 165 Roman feet). The perimeter originally measured 545 meters (1,788 ft / 1,835 Roman feet). The central arena is an oval 87 m (287 ft) long and 55 m (180 ft) wide, surrounded by a wall 5 m (15 ft) high, above which rose tiers of seating.

The outer wall is estimated to have required over 100,000 cubic meters (131,000 cu yd) of travertine stone which were set without mortar held together by 300 tons of iron clamps.[12] However, it has suffered extensive damage over the centuries, with large segments having collapsed following earthquakes. The north side of the perimeter wall is still standing; the distinctive triangular brick wedges at each end are modern additions, having been constructed in the early 19th century to shore up the wall. The remainder of the present-day exterior of the Colosseum is in fact the original interior wall.

The surviving part of the outer wall's monumental façade comprises three stories of superimposed arcades surmounted by a podium on which stands a tall attic, both of which are pierced by windows interspersed at regular intervals. The arcades are framed by half-columns of the Tuscan, Ionic, and Corinthian orders, while the attic is decorated with Corinthian pilasters.[21] Each of the arches in the second- and third-floor arcades framed statues, probably honoring divinities and other figures from Classical mythology.

Two hundred and forty mast corbels were positioned around the top of the attic. They originally supported a retractable awning, known as the velarium, that kept the sun and rain off spectators. This consisted of a canvas-covered, net-like structure made of ropes, with a hole in the center.[3] It covered two-thirds of the arena, and sloped down towards the center to catch the wind and provide a breeze for the audience. Sailors, specially enlisted from the Roman naval headquarters at Misenum and housed in the nearby Castra Misenatium, were used to work the velarium.[22]

The Colosseum's huge crowd capacity made it essential that the venue could be filled or evacuated quickly. Its architects adopted solutions very similar to those used in modern stadiums to deal with the same problem. The amphitheatre was ringed by eighty entrances at ground level, 76 of which were used by ordinary spectators.[3] Each entrance and exit was numbered, as was each staircase. The northern main entrance was reserved for the Roman Emperor and his aides, whilst the other three axial entrances were most likely used by the elite. All four axial entrances were richly decorated with painted stucco reliefs, of which fragments survive. Many of the original outer entrances have disappeared with the collapse of the perimeter wall, but entrances XXIII (23) to LIV (54) still survive.[12]

Spectators were given tickets in the form of numbered pottery shards, which directed them to the appropriate section and row. They accessed their seats via vomitoria (singular vomitorium), passageways that opened into a tier of seats from below or behind. These quickly dispersed people into their seats and, upon conclusion of the event or in an emergency evacuation, could permit their exit within only a few minutes. The name vomitoria derived from the Latin word for a rapid discharge, from which English derives the word vomit.

Interior

According to the Codex-Calendar of 354, the Colosseum could accommodate 87,000 people, although modern estimates put the figure at around 50,000. They were seated in a tiered arrangement that reflected the rigidly stratified nature of Roman society. Special boxes were provided at the north and south ends respectively for the Emperor and the Vestal Virgins, providing the best views of the arena. Flanking them at the same level was a broad platform or podium for the senatorial class, who were allowed to bring their own chairs. The names of some 5th century senators can still be seen carved into the stonework, presumably reserving areas for their use.

The tier above the senators, known as the maenianum primum, was occupied by the non-senatorial noble class or knights (equites). The next level up, the maenianum secundum, was originally reserved for ordinary Roman citizens (plebians) and was divided into two sections. The lower part (the immum) was for wealthy citizens, while the upper part (the summum) was for poor citizens. Specific sectors were provided for other social groups: for instance, boys with their tutors, soldiers on leave, foreign dignitaries, scribes, heralds, priests and so on. Stone (and later marble) seating was provided for the citizens and nobles, who presumably would have brought their own cushions with them. Inscriptions identified the areas reserved for specific groups.

Another level, the maenianum secundum in legneis, was added at the very top of the building during the reign of Domitian. This comprised a gallery for the common poor, slaves and women. It would have been either standing room only, or would have had very steep wooden benches. Some groups were banned altogether from the Colosseum, notably gravediggers, actors and former gladiators.

Each tier was divided into sections (maeniana) by curved passages and low walls (praecinctiones or baltei), and were subdivided into cunei, or wedges, by the steps and aisles from the vomitoria. Each row (gradus) of seats was numbered, permitting each individual seat to be exactly designated by its gradus, cuneus, and number.

The arena itself was 83 meters by 48 meters (272 ft by 157 ft / 280 by 163 Roman feet).[12] It comprised a wooden floor covered by sand (the Latin word for sand is harena or arena), covering an elaborate underground structure called the hypogeum (literally meaning "underground"). Little now remains of the original arena floor, but the hypogeum is still clearly visible. It consisted of a two-level subterranean network of tunnels and cages beneath the arena where gladiators and animals were held before contests began. Eighty vertical shafts provided instant access to the arena for caged animals and scenery pieces concealed underneath; larger hinged platforms, called hegmata, provided access for elephants and the like. It was restructured on numerous occasions; at least twelve different phases of construction can be seen.[12]

The hypogeum was connected by underground tunnels to a number of points outside the Colosseum. Animals and performers were brought through the tunnel from nearby stables, with the gladiators' barracks at the Ludus Magnus to the east also being connected by tunnels. Separate tunnels were provided for the Emperor and the Vestal Virgins to permit them to enter and exit the Colosseum without needing to pass through the crowds.[12]

Substantial quantities of machinery also existed in the hypogeum. Elevators and pulleys raised and lowered scenery and props, as well as lifting caged animals to the surface for release. There is evidence for the existence of major hydraulic mechanisms[12] and according to ancient accounts, it was possible to flood the arena rapidly, presumably via a connection to a nearby aqueduct.

The Colosseum and its activities supported a substantial industry in the area. In addition to the amphitheatre itself, many other buildings nearby were linked to the games. Immediately to the east is the remains of the Ludus Magnus, a training school for gladiators. This was connected to the Colosseum by an underground passage, to allow easy access for the gladiators. The Ludus Magnus had its own miniature training arena, which was itself a popular attraction for Roman spectators. Other training schools were in the same area, including the Ludus Matutinus (Morning School), where fighters of animals were trained, plus the Dacian and Gallic Schools.

Also nearby were the Armamentarium, comprising an armory to store weapons; the Summum Choragium, where machinery was stored; the Sanitarium, which had facilities to treat wounded gladiators; and the Spoliarium, where bodies of dead gladiators were stripped of their armor and disposed of.

Around the perimeter of the Colosseum, at a distance of 18 m (59 ft) from the perimeter, was a series of tall stone posts, with five remaining on the eastern side. Various explanations have been advanced for their presence; they may have been a religious boundary, or an outer boundary for ticket checks, or an anchor for the velarium or awning.

Right next to the Colosseum is also the Arch of Constantine.

he Colosseum was used to host gladiatorial shows as well as a variety of other events. The shows, called munera, were always given by private individuals rather than the state. They had a strong religious element but were also demonstrations of power and family prestige, and were immensely popular with the population. Another popular type of show was the animal hunt, or venatio. This utilized a great variety of wild beasts, mainly imported from Africa and the Middle East, and included creatures such as rhinoceros, hippopotamuses, elephants, giraffes, aurochs, wisents, barbary lions, panthers, leopards, bears, caspian tigers, crocodiles and ostriches. Battles and hunts were often staged amid elaborate sets with movable trees and buildings. Such events were occasionally on a huge scale; Trajan is said to have celebrated his victories in Dacia in 107 with contests involving 11,000 animals and 10,000 gladiators over the course of 123 days.

During the early days of the Colosseum, ancient writers recorded that the building was used for naumachiae (more properly known as navalia proelia) or simulated sea battles. Accounts of the inaugural games held by Titus in AD 80 describe it being filled with water for a display of specially trained swimming horses and bulls. There is also an account of a re-enactment of a famous sea battle between the Corcyrean (Corfiot) Greeks and the Corinthians. This has been the subject of some debate among historians; although providing the water would not have been a problem, it is unclear how the arena could have been waterproofed, nor would there have been enough space in the arena for the warships to move around. It has been suggested that the reports either have the location wrong, or that the Colosseum originally featured a wide floodable channel down its central axis (which would later have been replaced by the hypogeum).[12]

Sylvae or recreations of natural scenes were also held in the arena. Painters, technicians and architects would construct a simulation of a forest with real trees and bushes planted in the arena's floor. Animals would be introduced to populate the scene for the delight of the crowd. Such scenes might be used simply to display a natural environment for the urban population, or could otherwise be used as the backdrop for hunts or dramas depicting episodes from mythology. They were also occasionally used for executions in which the hero of the story — played by a condemned person — was killed in one of various gruesome but mythologically authentic ways, such as being mauled by beasts or burned to death.

The Colosseum today is now a major tourist attraction in Rome with thousands of tourists each year paying to view the interior arena, though entrance for EU citizens is partially subsidised, and under-18 and over-65 EU citizens' entrances are free.[24] There is now a museum dedicated to Eros located in the upper floor of the outer wall of the building. Part of the arena floor has been re-floored. Beneath the Colosseum, a network of subterranean passageways once used to transport wild animals and gladiators to the arena opened to the public in summer 2010.[25]

The Colosseum is also the site of Roman Catholic ceremonies in the 20th and 21st centuries. For instance, Pope Benedict XVI leads the Stations of the Cross called the Scriptural Way of the Cross (which calls for more meditation) at the Colosseum[26][27] on Good Fridays.

In the Middle Ages, the Colosseum was clearly not regarded as a sacred site. Its use as a fortress and then a quarry demonstrates how little spiritual importance was attached to it, at a time when sites associated with martyrs were highly venerated. It was not included in the itineraries compiled for the use of pilgrims nor in works such as the 12th century Mirabilia Urbis Romae ("Marvels of the City of Rome"), which claims the Circus Flaminius — but not the Colosseum — as the site of martyrdoms. Part of the structure was inhabited by a Christian order, but apparently not for any particular religious reason.

It appears to have been only in the 16th and 17th centuries that the Colosseum came to be regarded as a Christian site. Pope Pius V (1566–1572) is said to have recommended that pilgrims gather sand from the arena of the Colosseum to serve as a relic, on the grounds that it was impregnated with the blood of martyrs. This seems to have been a minority view until it was popularised nearly a century later by Fioravante Martinelli, who listed the Colosseum at the head of a list of places sacred to the martyrs in his 1653 book Roma ex ethnica sacra.

Martinelli's book evidently had an effect on public opinion; in response to Cardinal Altieri's proposal some years later to turn the Colosseum into a bullring, Carlo Tomassi published a pamphlet in protest against what he regarded as an act of desecration. The ensuing controversy persuaded Pope Clement X to close the Colosseum's external arcades and declare it a sanctuary, though quarrying continued for some time.

At the instance of St. Leonard of Port Maurice, Pope Benedict XIV (1740–1758) forbade the quarrying of the Colosseum and erected Stations of the Cross around the arena, which remained until February 1874. St. Benedict Joseph Labre spent the later years of his life within the walls of the Colosseum, living on alms, prior to his death in 1783. Several 19th century popes funded repair and restoration work on the Colosseum, and it still retains a Christian connection today. Crosses stand in several points around the arena and every Good Friday the Pope leads a Via Crucis procession to the amphitheatre.

 

Coliseu (Colosseo)

A seguir, um texto, em português, da Wikipédia, a enciclopédia livre:

 

O Coliseu, também conhecido como Anfiteatro Flaviano, deve seu nome à expressão latina Colosseum (ou Coliseus, no latim tardio), devido à estátua colossal de Nero, que ficava perto a edificação. Localizado no centro de Roma, é uma excepção de entre os anfiteatros pelo seu volume e relevo arquitectónico. Originalmente capaz de albergar perto de 50 000 pessoas, e com 48 metros de altura, era usado para variados espetáculos. Foi construído a leste do fórum romano e demorou entre 8 a 10 anos a ser construído.

O Coliseu foi utilizado durante aproximadamente 500 anos, tendo sido o último registro efetuado no século VI da nossa era, bastante depois da queda de Roma em 476. O edifício deixou de ser usado para entretenimento no começo da era medieval, mas foi mais tarde usado como habitação, oficina, forte, pedreira, sede de ordens religiosas e templo cristão.

Embora esteja agora em ruínas devido a terremotos e pilhagens, o Coliseu sempre foi visto como símbolo do Império Romano, sendo um dos melhores exemplos da sua arquitectura. Actualmente é uma das maiores atrações turísticas em Roma e em 7 de julho de 2007 foi eleita umas das "Sete maravilhas do mundo moderno". Além disso, o Coliseu ainda tem ligações à igreja, com o Papa a liderar a procissão da Via Sacra até ao Coliseu todas as Sextas-feiras Santas.

O coliseu era um local onde seriam exibidos toda uma série de espectáculos, inseridos nos vários tipos de jogos realizados na urbe. Os combates entre gladiadores, chamados muneras, eram sempre pagos por pessoas individuais em busca de prestígio e poder em vez do estado. A arena (87,5 m por 55 m) possuía um piso de madeira, normalmente coberto de areia para absorver o sangue dos combates (certa vez foi colocada água na representação de uma batalha naval), sob o qual existia um nível subterrâneo com celas e jaulas que tinham acessos diretos para a arena; Alguns detalhes dessa construção, como a cobertura removível que poupava os espectadores do sol, são bastante interessantes, e mostram o refinamento atingido pelos construtores romanos. Formado por cinco anéis concêntricos de arcos e abóbadas, o Coliseu representa bem o avanço introduzido pelos romanos à engenharia de estruturas. Esses arcos são de concreto (de cimento natural) revestidos por alvenaria. Na verdade, a alvenaria era construída simultaneamente e já servia de forma para a concretagem. Outro tipo de espetáculos era a caça de animais, ou venatio, onde eram utilizados animais selvagens importados de África. Os animais mais utilizados eram os grandes felinos como leões, leopardos e panteras, mas animais como rinocerontes, hipopótamos, elefantes, girafas, crocodilos e avestruzes eram também utilizados. As caçadas, tal como as representações de batalhas famosas, eram efetuadas em elaborados cenários onde constavam árvores e edifícios amovíveis.

Estas últimas eram por vezes representadas numa escala gigante; Trajano celebrou a sua vitória em Dácia no ano 107 com concursos envolvendo 11 000 animais e 10 000 gladiadores no decorrer de 123 dias.

Segundo o documentário produzido pelo canal televisivo fechado, History Channel, o Coliseu também era utilizado para a realização de naumaquias, ou batalhas navais. O coliseu era inundado por dutos subterrâneos alimentados pelos aquedutos que traziam água de longe. Passada esta fase, foi construída uma estrutura, que é a que podemos ver hoje nas ruínas do Coliseu, com altura de um prédio de dois andares, onde no passado se concentravam os gladiadores, feras e todo o pessoal que organizava os duelos que ocorreriam na arena. A arena era como um grande palco, feito de madeira, e se chama arena, que em italiano significa areia, porque era jogada areia sob a estrutura de madeira para esconder as imperfeições. Os animais podiam ser inseridos nos duelos a qualquer momento por um esquema de elevadores que surgiam em alguns pontos da arena; o filme "Gladiador" retrata muito bem esta questão dos elevadores. Os estudiosos, há pouco tempo, descobriram uma rede de dutos inundados por baixo da arena do Coliseu. Acredita-se que o Coliseu foi construído onde, outrora, foi o lago do Palácio Dourado de Nero; O imperador Vespasiano escolheu o local da construção para que o mal causado por Nero fosse esquecido por uma construção gloriosa.

Sylvae, ou recreações de cenas naturais eram também realizadas no Coliseu. Pintores, técnicos e arquitectos construiriam simulações de florestas com árvores e arbustos reais plantados no chão da arena. Animais seriam então introduzidos para dar vida à simulação. Esses cenários podiam servir só para agrado do público ou como pano de fundo para caçadas ou dramas representando episódios da mitologia romana, tão autênticos quanto possível, ao ponto de pessoas condenadas fazerem o papel de heróis onde eram mortos de maneiras horríveis mas mitologicamente autênticas, como mutilados por animais ou queimados vivos.

Embora o Coliseu tenha funcionado até ao século VI da nossa Era, foram proibidos os jogos com mortes humanas desde 404, sendo apenas massacrados animais como elefantes, panteras ou leões.

O Coliseu era sobretudo um enorme instrumento de propaganda e difusão da filosofia de toda uma civilização, e tal como era já profetizado pelo monge e historiador inglês Beda na sua obra do século VII "De temporibus liber": "Enquanto o Coliseu se mantiver de pé, Roma permanecerá; quando o Coliseu ruir, Roma ruirá e quando Roma cair, o mundo cairá".

A construção do Coliseu foi iniciada por Vespasiano, nos anos 70 da nossa era. O edifício foi inaugurado por Tito, em 80, embora apenas tivesse sido finalizado poucos anos depois. Empresa colossal, este edifício, inicialmente, poderia sustentar no seu interior cerca de 50 000 espectadores, constando de três andares. Aquando do reinado de Alexandre Severo e Gordiano III, é ampliado com um quarto andar, podendo suster agora cerca de 90 000 espectadores. A grandiosidade deste monumento testemunha verdadeiramente o poder e esplendor de Roma na época dos Flávios.

Os jogos inaugurais do Coliseu tiveram lugar ano 80, sob o mandato de Tito, para celebrar a finalização da construção. Depois do curto reinado de Tito começar com vários meses de desastres, incluindo a erupção do Monte Vesúvio, um incêndio em Roma, e um surto de peste, o mesmo imperador inaugurou o edifício com uns jogos pródigos que duraram mais de cem dias, talvez para tentar apaziguar o público romano e os deuses. Nesses jogos de cem dias terão ocorrido combates de gladiadores, venationes (lutas de animais), execuções, batalhas navais, caçadas e outros divertimentos numa escala sem precedentes.

O Coliseu, como não se encontrava inserido numa zona de encosta, enterrado, tal como normalmente sucede com a generalidade dos teatros e anfiteatros romanos, possuía um “anel” artificial de rocha à sua volta, para garantir sustentação e, ao mesmo tempo, esta substrutura serve como ornamento ao edifício e como condicionador da entrada dos espectadores. Tal como foi referido anteriormente, possuía três pisos, sendo mais tarde adicionado um outro. É construído em mármore, pedra travertina, ladrilho e tufo (pedra calcária com grandes poros). A sua planta elíptica mede dois eixos que se estendem aproximadamente de 190 m por 155 m. A fachada compõe-se de arcadas decoradas com colunas dóricas, jónicas e coríntias, de acordo com o pavimento em que se encontravam. Esta subdivisão deve-se ao facto de ser uma construção essencialmente vertical, criando assim uma diversificação do espaço.

 

Os assentos eram em mármore e a cavea, escadaria ou arquibancada, dividia-se em três partes, correspondentes às diferentes classes sociais: o podium, para as classes altas; as maeniana, sector destinado à classe média; e os portici, ou pórticos, construídos em madeira, para a plebe e as mulheres. O pulvinar, a tribuna imperial, encontrava-se situada no podium e era balizada pelos assentos reservados aos senadores e magistrados. Rampas no interior do edifício facilitavam o acesso às várias zonas de onde podiam visualizar o espectáculo, sendo protegidos por uma barreira e por uma série de arqueiros posicionados numa passagem de madeira, para o caso de algum acidente. Por cima dos muros ainda são visíveis as mísulas, que sustentavam o velarium, enorme cobertura de lona destinada a proteger do sol os espectadores e, nos subterrâneos, ficavam as jaulas dos animais, bem como todas as celas e galerias necessárias aos serviços do anfiteatro.

O monumento permaneceu como sede principal dos espetáculos da urbe romana até ao período do imperador Honorius, no século V. Danificado por um terremoto no começo do mesmo século, foi alvo de uma extensiva restauração na época de Valentinianus III. Em meados do século XIII, a família Frangipani transformou-o em fortaleza e, ao longo dos séculos XV e XVI, foi por diversas vezes saqueado, perdendo grande parte dos materiais nobres com os quais tinha sido construído.

Os relatos romanos referem-se a cristãos sendo martirizados em locais de Roma descritos pouco pormenorizadamente (no anfiteatro, na arena...), quando Roma tinha numerosos anfiteatros e arenas. Apesar de muito provavelmente o Coliseu não ter sido utilizado para martírios, o Papa Bento XIV consagrou-o no século XVII à Paixão de Cristo e declarou-o lugar sagrado. Os trabalhos de consolidação e restauração parcial do monumento, já há muito em ruínas, foram feitos sobretudo pelos pontífices Gregório XVI e Pio IX, no século XIX.

it took a while for him to wrap his head around that notion

 

Description (1955) The Bell Aircraft Corporation X-1E airplane being loaded under the mothership, Boeing B-29. The X planes had originally been lowered into a loading pit and the launch aircraft towed over the pit, where the rocket plane was hoisted by belly straps into the bomb bay. By the early 1950's a hydraulic lift had been installed on the ramp at the NACA High-Speed Flight Station to elevate the launch aircraft and then lower it over the rocket plane for mating.

 

There were four versions of the Bell X-1 rocket-powered research aircraft that flew at the NACA High-Speed Flight Research Station, Edwards, California. The bullet-shaped X-1 aircraft were built by Bell Aircraft Corporation, Buffalo, N.Y. for the U.S. Army Air Forces (after 1947, U.S. Air Force) and the National Advisory Committee for Aeronautics (NACA). The X-1 Program was originally designated the XS-1 for EXperimental Supersonic. The X-1's mission was to investigate the transonic speed range (speeds from just below to just above the speed of sound) and, if possible, to break the "sound barrier." Three different X-1s were built and designated: X-1-1, X-1-2 (later modified to become the X-1E), and X-1-3. The basic X-1 aircraft were flown by a large number of different pilots from 1946 to 1951. The X-1 Program not only proved that humans could go beyond the speed of sound, it reinforced the understanding that technological barriers could be overcome. The X-1s pioneered many structural and aerodynamic advances including extremely thin, yet extremely strong wing sections; supersonic fuselage configurations; control system requirements; powerplant compatibility; and cockpit environments.

 

The X-1 aircraft were the first transonic-capable aircraft to use an all-moving stabilizer. The flights of the X-1s opened up a new era in aviation. The first X-1 was air-launched unpowered from a Boeing B-29 Superfortress on January 25, 1946. Powered flights began in December 1946. On October 14, 1947, the X-1-1, piloted by Air Force Captain Charles "Chuck" Yeager, became the first aircraft to exceed the speed of sound, reaching about 700 miles per hour (Mach 1.06) and an altitude of 43,000 feet. The number 2 X-1 was modified and redesignated the X-1E. The modifications included adding a conventional canopy, an ejection seat, a low-pressure fuel system of increased capacity, and a thinner high-speed wing. The X-1E was used to obtain in-flight data at twice the speed of sound, with particular emphasis placed on investigating the improvements achieved with the high-speed wing. These wings, made by Stanley Aircraft, were only 3-3/8-inches thick at the root and had 343 gauges installed in them to measure structural loads and aerodynamic heating. The X-1E used its rocket engine to power it up to a speed of 1,471 miles per hour (Mach 2.24) and to an altitude of 73,000 feet. Like the X-1 it was air-launched. The X-1 aircraft were almost 31 feet long and had a wingspan of 28 feet. The X-1 was built of conventional aluminum

stressed-skin construction to extremely high structural standards. The X-1E was also 31 feet long but had a wingspan of only 22 feet, 10 inches. It was powered by a Reaction Motors, Inc., XLR-8-RM-5, four-chamber rocket engine. As did all X-1 rocket engines, the LR-8-RM-5 engine did not have throttle capability, but instead, depended on ignition of any one chamber or group of chambers to vary speed.

 

NASA Media Usage Guidelines

 

Credit: NASA

Image Number: E55-02072

Date: 1955

The Bucentaur is one of Fugro’s most experienced purposebuilt,

DP2 geotechnical and scientific drilling vessels. It was built in 1983,

and since then, it has been extensively upgraded.

 

SERVICES

The Bucentaur provides a large, stable

platform capable of operating independently

in remote regions around the world. During

a single survey program, the Bucentaur can

deploy the full suite of Fugro specialist

in-situ sampling and testing systems up to

2000 m water depth.

 

The Bucentaur has an exemplary safety

record and a long history of successfully

completed offshore investigations.

 

EQUIPMENT FLYER

Example projects for geotechnical

investigation include:

■ Jack-up drilling locations, piled,

anchored and gravity based platforms,

subsea templates, power cables and

pipeline routes.

■ Offshore wind farm developments.

■ Scientific expeditions such as gas

hydrate research projects.

■ Civil works, such as harbour

extensions, tunnel and bridge

■ crossings.

■ Shallow gas detection by pilot hole

drilling and monitoring

 

General

 

Builder/year Drammen slip og verksted/ 1983

Port of registry Nassau, Bahamas

Speed Max. 12 knots

Notation dk(+), AUTR (99,99,94)

Class DnV + 1A1, Dynpos, AUTR, Heldk, E0, ICE C

Endurance Max. 45 days

Operational Water Depth 15 m to 3000 m (seabed operations).

Dimensions

Length overall 78.1 m

Beam (mid) 16.0 m

Freeboard 8.4 m

Draft 5.6 m

Displacement 4,499 tons

NRT 830 tons

GRT 2,768 tons

Dead weight tons 2,200 tons

Derrick height above keel 39.0 m

Moonpool 4.1m x 4.1m

 

Machinery

Propulsion 2x 2,000 HP Liaaen azimuth thrusters with CP

propeller in nozzle

Bow thrusters 2x KaMeWa tunnel thrusters with CP propellers

Emergency generator Volvo Penta eng. + Stamford gen. 215 kVA; 60 Hz;

180 Rpm

Power generation 4x Wärtsilä Vasa 8R22HE diesels driving 4x van

Kaick 600V/60 Hz AC generators

 

Deck Machinery

Deck crane 1x electric-hydraulic 5 tons deck crane

1x 3 tons combined deck / transponder crane

1x 1 tons provision/

A-Frame Maximum SWL: In air 15.5T and subsea 23T

Helideck Suitable for Bell 214, Super Puma, Sikorsky lS.61.N

in emergency

Anchors 2x 4 tons Flipper Delta

Navigation, Survey systems and Dynamic Positioning.

S-band/X-band radar 2x Furuno FR2127 (X-band)

Gyrocompass 2 x Sperry Navigat X MK 1, 1x Seatex Seapath 200

Speed log Ben Marine Blind Anthea electromagnetic log

GPS 2 x Furuno GP150

ECDIS 2x Transas NS40000

VDR Netwave ND-4010 SVDR

Helipad related

Radio Beacon Aviation 2x ICOM IC-A110 EURO

Portable air-band radios 3x ICOM IC-A6E

Helideck monitoring system Kongsberg HMS-100

 

Survey systems

Echo sounder 1x 38/200 kHz Simrad EA400 with hull

mounted transducers

UPS 2 x Smart UPS 1500

 

Dynamic positioning

Type 1x Kongsberg Simrad, DP2 SDP-21

Reference systems 2x Fugro Starpack DGNSS receivers (GPS and

GLONASS) with G2, XP, HP and L1 corrections

Transponder 2x MPT 319/DTR, 3x SPT 313, 1x SPT314, 5x915H

Hydroacoustic 1x Kongsberg Simrad HiPap 500, 1x Kongsberg

Simrad HPR410, Kongsberg APOS

Vertical reference system 1x Kongsberg MRU-2, 1x Kongsberg MRU-5

Gyrocompass 2x Sperrymarine NavigatX MK1, 1x Seapath

UPS Kongsberg for 30min

Communication

Satellite 1x Furuno STD-C Felcom 18, 1x Nera F77

AIS Furuno UAIS FA150

Fixed VHF 2x Furuno FM-8500, 1x Sailor 6210

Portable VHF 2x Entel 10ATEX2066X, 2x Jotron TR20,

1x Sailor SP3520, 7x portable ASCOM VHF

transceivers

Navtex Furuno NX700

V-sat

Dual stabilized 1.5m KU-band antenna setup with regional coverages and dedicated bandwidth, an

Admin LAN for business purposes, a Client LAN and a dedicated Crew LAN for Internet access.

Geotechnical Laboratory

Floor space 40 m2

Workbench 3.2 m2

Hydraulic sample extruder

Laboratory drying ovens

¹Miniature laboratory miniature

vane, torvanes, pocket penetrometer

Motorized ¹UU triaxial system

machine

WYKEHAM FARANCE 5t

¹Point load tester

Sample Storage

Volume Stored in boxes, limited by deck space

available after mobilization

Free deck area 400 m2 Max. available

Drilling System

Power Swivel Wirth B3-5, 30,000 Nm

Drill winch Maaskant/Hägglunds: WLL 13.5 tons

Hard-tie Winch Maaskant/Hägglunds with CT function

Heavy load winch Riddrinkhof WLL 2 x 19 tons

Electric-hydraulic power pack Centralised 420 hp Rexroth

Heave compensator Fugro-Hydraudyne, rated capacity 80 tons

Line tensioner Fugro-Hydraudyne, rated capacity 60 tons

Drill string length Max. 1,600 m approx.

Pipe storage capacity 2x 1,600 m drill string (steel and/or aluminium drill

pipe on request)

Pipe feeder ScanTech crane WLL 3,15t x 16.54 m

¹Piggy-back coring NQ and PQ size

Drilling mud products Fresh water, bentonite, CMG, Soda Ash, Barite.

Bulk tanks for dry mud 324 m3

Tanks for liquid mud 105 tons

Mud pump 2x 4” line 200 rev. 680l/min.

1x 3” line 200 rev. 400l/min.

Gas detectors 12x spread throughout vessel, 2x portable gas detectors, 1x ¹torus annual packer for mounting on top of power swivel, 1x¹Baker wire line check valve

ERF EC11 4x2 tractor unit R685NRR leaving the Retro Show at Gaydon, Warks. on its way home to North Yorkshire with Seddon Atkinson Strato and Scania 142 6x2's aboard.

PictionID:42765245 - Title:Ilyushin Il-2M3 SturmovikADDITIONAL INFORMATION: (Red 19, c/n 301060). The Il-2 Sturmovik (or 'Shturmovik') was designed as a low-level close-support aircraft capable of defeating enemy armor and other ground targets. - Catalog:15_003502 - Filename:15_003502.tif - ---- Image from the Charles Daniels Photo Collection album "Monino Indoors '93" which includes images taken by Mr. Daniels when he visited the Monino Museum in 1993.----PLEASE TAG this image with any information you know about it, so that we can permanently store this data with the original image file in our Digital Asset Management System.------------SOURCE INSTITUTION: San Diego Air and Space Museum Archive

The McDonnell Douglas F/A-18 Hornet is an all-weather supersonic, twin-engine, carrier-capable, multirole combat aircraft, designed as both a fighter and attack aircraft (hence the F/A designation). Designed by McDonnell Douglas and Northrop, the F/A-18 was derived from the latter's YF-17 in the 1970s for use by the United States Navy and Marine Corps. The Hornet is also used by the air forces of several other nations, and formerly by the U.S. Navy's Flight Demonstration Squadron, the Blue Angels.

 

The F/A-18 was designed to be a highly versatile aircraft due to its avionics, cockpit displays, and excellent aerodynamic characteristics, with the ability to carry a wide variety of weapons. The aircraft can perform fighter escort, fleet air defense, suppression of enemy air defenses, air interdiction, close air support, and aerial reconnaissance. Its versatility and reliability have proven it to be a valuable carrier asset, though it has been criticized by many Naval aviation experts for its lack of range and payload compared to its earlier contemporaries, such as the Grumman F-14 Tomcat in the fighter and strike fighter role, and the Grumman A-6 Intruder and LTV A-7 Corsair II in the attack role.

 

The Hornet first saw combat action during the 1986 United States bombing of Libya and subsequently participated in the 1991 Gulf War and 2003 Iraq War. The F/A-18 Hornet served as the baseline for the Boeing F/A-18E/F Super Hornet, its larger, evolutionary redesign, which supplanted both the older Hornet and the F-14 Tomcat in the U.S. Navy.

Some background:

The VF-1 was developed by Stonewell/Bellcom/Shinnakasu for the U.N. Spacy by using alien Overtechnology obtained from the SDF-1 Macross alien spaceship. It was preceded into production by an aerodynamic proving version of its airframe, the VF-X. Unlike all later VF vehicles, the VF-X was strictly a jet aircraft, built to demonstrate that a jet fighter with the features necessary to convert to Battroid mode was aerodynamically feasible.

 

After the VF-X's testing was finished, an advanced concept atmospheric-only prototype, the VF-0 Phoenix, was flight-tested from 2005 to 2007 and briefly served as an active-duty fighter from 2007 to the VF-1's rollout in late 2008, while the bugs were being worked out of the full-up VF-1 prototype (VF-X-1).

 

The space-capable VF-1's combat debut was on February 7, 2009, during the Battle of South Ataria Island - the first battle of Space War I, and was the mainstay fighter of the U.N. Spacy for the entire conflict. Introduced in 2008, the VF-1 would be out of frontline service just five years later.

 

The VF-1 proved to be an extremely capable craft, successfully combating a variety of Zentraedi mecha even in most sorties, which saw UN Spacy forces significantly outnumbered. The versatility of the Valkyrie design enabled the variable fighter to act as both large-scale infantry and as air/space superiority fighter. The signature skills of U.N. Spacy ace pilot Maximilian Jenius exemplified the effectiveness of the variable systems as he near-constantly transformed the Valkyrie in battle to seize advantages of each mode as combat conditions changed from moment to moment.

The basic VF-1 was deployed in four minor variants (designated A, D, J, and S) with constant updates and several sub-variants during its long and successful career. Its success was increased by the GBP-1S "Armored" Valkyrie and FAST Pack "Super" Valkyrie weapon systems, the latter enabling the fighter to operate in space.

After the end of Space War I, the VF-1A continued to be manufactured both in the Sol system (notably on the Lunar facility Apollo Base) and throughout the UNG space colonies. Although the VF-1 would eventually be replaced as the primary VF of the UN Spacy by the more capable, but also much bigger, VF-4 Lightning III in 2020, a long service record and continued production after the war proved the lasting worth of the design.

 

One notable operator of the VF-1 was the U.N. Spacy's Zentraedi Fleet, namely SVF-789, which was founded in 2012 as a cultural integration and training squadron with two flights of VF-1 at Tefé in Brazil. This mixed all-Zentraedi/Meltraedi unit was the first in the UN Spacy’s Zentraedi Fleet to be completely equipped with the 1st generation Valkyrie (other units, like SVF-122, which was made up exclusively from Zentraedi loyalists, kept a mixed lot of vehicles).

 

SVF-789’s flight leaders and some of its instructors were all former Quadrono Battalion aces (under the command of the famous Milia Fallyna, later married with aforementioned Maximilian Jenius), e. g. the Meltraedi pilot Taqisha T’saqeel who commanded SVF-789’s 3rd Flight.

 

Almost all future Zentraedi and Meltradi pilots for the U.N. Spacy received their training at Tefé, and the squadron was soon expanded to a total of five flights. During this early phase of the squadron's long career the VF-1s carried a characteristic dark-green wrap-around scheme, frequently decorated with colorful trim, reflecting the unit’s Zentraedi/Meltraedi heritage (the squadron’s motto and title “Dar es Carrack” meant “Victory is everywhere”) and boldly representing the individual flights.

 

In late 2013 the unit embarked upon Breetai Kridanik’s Nupetiet-Vergnitzs-Class Fleet Command Battleship, and the machines received a standard all-grey livery, even though some typical decoration (e. g. the squadron code in Zentraedi symbols) remained.

 

When the UN Spacy eventually mothballed the majority of its legacy Zentraedi ships, the unit was re-assigned to the Tokugawa-class Super Dimensional Carrier UES Xerxes. In 2022, SVF-789 left the Sol System as part of the Pioneer Mission. By this time it had been made part of the Expeditionary Marine Corps and re-equipped with VAF-6 Alphas.

 

The VF-1 was without doubt the most recognizable variable fighter of Space War I and was seen as a vibrant symbol of the U.N. Spacy even into the first year of the New Era 0001 in 2013. At the end of 2015 the final rollout of the VF-1 was celebrated at a special ceremony, commemorating this most famous of variable fighters.

 

The VF-1 Valkryie was built from 2006 to 2013 with a total production of 5,459 VF-1 variable fighters with several variants (VF-1A = 5,093, VF-1D = 85, VF-1J = 49, VF-1S = 30, VF-1G = 12, VE-1 = 122, VT-1 = 68) and ongoing modernization programs like the “Plus” MLU update that incorporated stronger engines and avionics from the VF-1’s successor, the VF-4 (including the more powerful radar, IRST sensor and a laser designator/range finder). These updates later led to the VF-1N, P an X variants.

However, the fighter remained active in many second line units and continued to show its worthiness years later, e. g. through Milia Jenius who would use her old VF-1 fighter in defense of the colonization fleet - 35 years after the type's service introduction!

 

General characteristics:

Equipment Type: all-environment variable fighter and tactical combat battroid

Government: U.N. Spacy, U.N. Navy, U.N. Space Air Force

 

Accommodation: pilot only in Marty & Beck Mk-7 zero/zero ejection seat

Dimensions:

Fighter Mode:

Length 14.23 meters

Wingspan 14.78 meters (fully extended)

Height 3.84 meters

Battroid Mode:

Height 12.68 meters

Width 7.3 meters

Length 4.0 meters

Empty weight: 13.25 metric tons;

Standard T-O mass: 18.5 metric tons;

MTOW: 37.0 metric tons

 

Powerplant:

2x Shinnakasu Heavy Industry/P&W/Roice FF-2008 thermonuclear reaction turbine engines, output 650 MW each, rated at 11,500 kg in standard or in overboost (225.63 kN x 2)

4 x Shinnakasu Heavy Industry NBS-1 high-thrust vernier thrusters (1 x counter reverse vernier thruster nozzle mounted on the side of each leg nacelle/air intake, 1 x wing thruster roll control system on each wingtip);

18 x P&W LHP04 low-thrust vernier thrusters beneath multipurpose hook/handles

Performance:

Battroid Mode: maximum walking speed 160 km/h

Fighter Mode: at 10,000 m Mach 2.71; at 30,000+ m Mach 3.87

g limit: in space +7

Thrust-to-weight ratio: empty 3.47; standard T-O 2.49; maximum T-O 1.24

 

Design features:

3-mode variable transformation; variable geometry wing; vertical take-off and landing; control-configurable vehicle; single-axis thrust vectoring; three "magic hand" manipulators for maintenance use; retractable canopy shield for Battroid mode and atmospheric reentry; option of GBP-1S system, atmospheric-escape booster, or FAST Pack system

Transformation:

Standard time from Fighter to Battroid (automated): under 5 sec.

Minimum time from Fighter to Battroid (manual): 0.9 sec.

Armament:

2x internal Mauler RÖV-20 anti-aircraft laser cannon, firing 6,000 pulses per minute

1x Howard GU-11 55 mm three-barrel Gatling gun pod with 200 rds fired at 1,200 rds/min

4 x underwing hard points for a wide variety of ordnance, including

- 12x AMM-1 hybrid guided multipurpose missiles (3/point), or

- 12x MK-82 LDGB conventional bombs (3/point), or

- 6x RMS-1 large anti-ship reaction missiles (2/outboard point, 1/inboard point), or

- 4x UUM-7 micro-missile pods (1/point), each carrying 15x Bifors HMM-01 micro-missiles,

or a combination of above load-outs

Optional Armament:

Shinnakasu Heavy Industry GBP-1S ground-combat protector weapon system, or

Shinnakasu Heavy Industry FAST Pack augmentative space weapon system

  

The kit and its assembly:

The second vintage 1:100 ARII VF-1 as a part of a Zentraedi squadron series, the canonical SVF-789. This one was inspired by a profile of such a machine in the “Macross Variable Fighter Master File: VF-1 Valkyrie Part 1” Art Book – true robot porn and full of valuable detail and background material for anyone who’d consider building a VF-1.

 

The SVF-789 machine shown in the book is a simple VF-1A, but with Zentraedi language markings and in a rather unusual livery in all dark green, yellow and black trim and grey low-viz roundels. While this does IMHO not really look sexy, I found the idea of a squadron, manned by former (alien) enemies very interesting. And so I took up the idea and started fleshing it out – including the idea of SVF-789’s initial base deep in the Amazonian jungle (justifying somehow the all-green livery!?).

 

This second build was to represent a flight leader’s aircraft, and consequently the basis is a VF-1J kit (which only differs outwardly through the head). In order to set the machine a little more apart I decided to incorporate some “Plus” program updates, including a different nose tip for the updated radar and two small fairings for IRST and laser designator sensors above and below the nose section, respectively. The fins’ tips were also modified – they were elongated a little through styrene sheet replacements.

This update is a bit early for the official Macross timeline, but I just wanted more than a standard J Valkyrie in a more exotic paint scheme.

 

Otherwise, this VF-1J fighter kit was built OOB, with the landing gear tucked up and the usual additions of some blade antennae, a pilot figure and a custom display stand in/under the ventral cannon pod.

The ordnance is non-standard, though; in this case the aircraft received two pairs of air-to-ground missiles (actually some misshapen Soviet AAMs from the Academy MiG-23 kit – either very fat R-60 ‘Aphid’ AAMs or very poor renditions of vintage K-6 ‘Alkali’ missiles?) inboards and four AMM-1 missiles on the outer pylons, with the lowest missile replaced by scratched ECM and chaff dispenser pods. The gun pod was also modified with a new nozzle, with parts from a surplus AMM-1 missile – also inspired by a source book entry.

  

Painting and markings:

This was planned to be a more exotic or extravagant interpretation of the profile from the book, which was already used as a guideline for the VF-1A build. The overall design of an all-green livery with a white nose tip as basis was kept, together with yellow trim on wings, fins and the stabilizer fins on the Valkyrie’s legs. The VF-1A already deviated from this slightly, but now I wanted something more outstanding – a bold flight leader’s mount.

 

Zentraedi vehicles tend to be rather colorful, so the tones I chose for painting were rather bright. For instance, the initial idea for the green was FS 34079, a tone which also comes close to the printed profile in the book. But it looked IMHO too militaristic, or too little anime-esque, so I eventually settled for something brighter and used Humbrol 195 (called Dark Satin Green, but it’s actually RAL 6020, Chromoxyd Grün, a color used on German railway wagons during and after WWII), later shaded with black ink for the engravings and Humbrol 76 (Uniform Green) for highlights.

The nose became pure white, the leading edge trim was painted with Revell 310 (Lufthansa Gelb, RAL 1028), a deep and rich tone that stands out well from the murky green.

 

In order to set this J Valkyrie apart from the all-dark green basic VF-1As, I added two bright green tones and a light purple as flight color: Humbrol 36 (called Pastel Green, but it’s actually very yellow-ish), 38 (Lime) and Napoleonic Violet from ModelMaster’s Authentic Line, respectively. 36 was applied to the lower legs and around the cockpit section, including the spinal fairing with the air brake. The slightly darker 38 was used on the wings and fins as well as for the fuselage’s and wings’ underside. On top of the wings and the inner and outer fins, the surfaces were segmented, with the dark green as basic color.

As an additional contrast, the head, shoulder guards and additional trim highlights on the legs as well as for a double chevron on the breast plate were painted in the pale purple tone. A sick color combination, but very Zentraedi/Meltraedi-esque!

 

The cockpit interior was, according to Macross references, painted in Dark Gull Grey. The seat received brown cushions and the pilot figure was turned into a micronized Meltraedi (yes, the fictional pilot Taqisha T’saqeel is to be female) with a colorful jumpsuit in violet and white, plus a white and red helmet – and bright green skin! The gun pod became dark blue (Humbrol 112, Field Blue), the AMM-1 missiles received a pale grey livery while the air-to-ground missiles and the chaff dispenser became olive drab. As an additional contrast, the ECM pod became white. A wild mix of colors!

 

This was even enhanced through U.N. Spacy roundels in standard full color – their red really stands out. The squadron emblem/symbol on the fin was painted with a brush, but in this case in a smaller variant and with two USN/USAF style code letters for the home basis added.

Since I can not print white letters onto clear decal sheet at home, the aircraft’s tactical code ‘300’ was created with letters from the human alphabet. A simplification and deviation from the original concept, but I found the only alternative of painting tiny and delicate Zentraedi codes by brush and hand just to be too risky.

 

Finally, the kit was sealed with a sheen acrylic varnish – with the many, contrasting colors a pure matt finish somehow did not appear right.

  

Building was relatively simple, just the rhinoplasty was a little tricky – a very subtle modification, though, but the pointed and slightly deeper nose changed the VF-1’s look. The standard Zentraedi-style VF-1 of SVF-789 already looked …different, but this one is … bright, if not challenging to the naked eye. Anyway, there’s more in the creative pipeline from the Zentraedi unit – this aircraft’s pilot in the form of a modified resin garage kit.

Some background:

The VF-1 was developed by Stonewell/Bellcom/Shinnakasu for the U.N. Spacy by using alien Overtechnology obtained from the SDF-1 Macross alien spaceship. Its production was preceded by an aerodynamic proving version of its airframe, the VF-X. Unlike all later VF vehicles, the VF-X was strictly a jet aircraft, built to demonstrate that a jet fighter with the features necessary to convert to Battroid mode was aerodynamically feasible. After the VF-X's testing was finished, an advanced concept atmospheric-only prototype, the VF-0 Phoenix, was flight-tested from 2005 to 2007 and briefly served as an active-duty fighter from 2007 to the VF-1's rollout in late 2008, while the bugs were being worked out of the fully functional VF-1 prototype (the VF-X-1).

 

Introduced in 2008, the VF-1 would be produced en masse within a short period of time, a total of 5,459 airframes were delivered until 2013. The space-capable VF-1's combat debut was on February 7, 2009, during the Battle of South Ataria Island - the first battle of Space War I - and remained the mainstay fighter of the U.N. Spacy for the entire conflict. From the start the VF-1 proved to be an extremely capable and versatile craft, successfully combating a variety of Zentraedi mecha even in most sorties which saw UN Spacy forces significantly outnumbered. The versatility of the Valkyrie design enabled the variable fighter to act as both large-scale infantry and as air/space superiority fighter. The signature skills of U.N. Spacy ace pilot Maximilian Jenius exemplified the effectiveness of the variable systems as he near-constantly transformed the Valkyrie in battle to seize advantages of each mode as combat conditions changed from moment to moment.

 

The basic VF-1 was deployed in four sub-variants (designated A, D, J, and S) and its success was increased by continued development of various enhancements and upgrades, including the GBP-1S "Armored" Valkyrie, FAST Pack "Super" Valkyrie and the additional RÖ-X2 heavy cannon pack weapon system for the VF-1S with additional firepower. The FAST Pack system was designed to enhance the VF-1 Valkyrie variable fighter, and the initial V1.0 came in the form of conformal pallets that could be attached to the fighter’s leg flanks for additional fuel – primarily for Long Range Interdiction tasks in atmospheric environment. Later FAST Packs were designed for space operations.

 

After the end of Space War I, production on Earth was stopped but the VF-1 continued to be manufactured both in the Sol system and throughout the UNG space colonies. Although the VF-1 would be replaced in 2020 as the primary Variable Fighter of the U.N. Spacy by the more capable, but also much bigger, VF-4 Lightning III, a long service record and its persistent production after the war in many space sectors proved the lasting worth of the design.

The versatile aircraft underwent constant upgrade programs. For instance, about a third of all VF-1 Valkyries were upgraded with Infrared Search and Track (IRST) systems, placed in a small, streamlined fairing in front of the cockpit. This system allowed passive long-range search and track modes, freeing the pilot from the need to give away his/her position through active radar emissions. The sensor could also be used for target illumination and precision weapons guidance.

Many Valkyries also received improved radar warning systems, with sensor arrays mounted on the wingtips, the fins and/or on the LERXs. Improved ECR measures and other defensive measure like flare/chaff dispensers were also added to some machines, typically in conformal fairings on the flanks of the legs/engine pods.

 

In early 2011, VF-1 production on Earth had already reached the 2.500th aircraft, a VF-1J which received a striking white-and-blue commemorative paint scheme upon roll-out, decorated with the logos of all major manufacturers and system suppliers. After a brief PR tour the machine (Bu. No. 2110406/1) was handed over to SVF-1, the famous Skull Squadron, as an attrition replacement for Major Yingluck 'Joker' Maneethapo's aircraft, leader of the unit’s 5th Flight and a Thai pilot ace from the first stages of the Zentraedi attacks in 2009.

With the opportunity to add more personal style to his new mount, Maneethapo's chose the non-standard modex ML 555 for his fighter - a play of words, because the five is pronounced 'ha' in Thai language and '555' a frequent abbreviation for 'laughing'. Bu. No. 2110406/1 retained its bright PR livery, because its primary colors matched well with SVF-1 ‘Lazulite’ flight’s ID color. The aircraft just lost the sponsor logos and instead received full military markings and tactical codes, including the unit’s renowned skull icon and the characteristic “ML” letter code on the foldable fins. The nose art for the 2.500th production VF-1 jubilee was retained, though.

In SVF-1 service, Bu. No. 2110406/1 was soon upgraded with an IRST and retrofitted with FAST Packs and avionics for various zero-G weapons for operations in space, since the unit was supposed to become based on SDF-1 and go into space with the large carrier ship. However, only SVF-1's Flight #1, 2 and 3 were taken on board of the SDF-1 when the ship left Earth, the remaining unit parts remained at the home base on Ataria Island, tasked with homeland defense duties.

 

In 2012, at the end of the war, SVF-1’s Lazulite’ flight was re-located on board of ARMD-02 (Armaments Rigged-up Moving Deck Space Carrier vessel), which was and rebuilt and attached to the refitted SDF-1 Macross as originally intended. There, Bu. No. 2110406/1 served into the first year of the New Era 0001 in 2013, when it was replaced as a Flight Leader’s mount by a VF-4 and handed over to SVF-42 back on Earth, where it was repainted in standard U.N. Spacy fighter colors (even though it still retained its commemorative nose art) and served until 2017. Bu. No. 2110406/1 was then retired and unceremoniously scrapped, having already exceeded its expected service life.

 

The VF-1 was without doubt the most recognizable variable fighter of Space War I and was seen as a vibrant symbol of the U.N. Spacy. At the end of 2015 the final rollout of the VF-1 was celebrated at a special ceremony, commemorating this most famous of variable fighters. The VF-1 Valkryie was built from 2006 to 2013 with several major variants (VF-1A = 5,093, VF-1D = 85, VF-1J = 49, VF-1S = 30), sub-variants (VF-1G = 12, VE-1 = 122, VT-1 = 68) and upgrades of existing airframes (like the VF-1P).

Despite its relatively short and intense production run the fighter remained active in many second line units and continued to show its worthiness even years later, e. g. through Milia Jenius who would use her old VF-1 fighter in defense of the colonization fleet - 35 years after the type's service introduction!

 

General characteristics:

All-environment variable fighter and tactical combat Battroid,

used by U.N. Spacy, U.N. Navy, U.N. Space Air Force and U.N.S. Marine Corps

 

Accommodation:

Pilot only in Marty & Beck Mk-7 zero/zero ejection seat

 

Dimensions:

Fighter Mode:

Length 14.23 meters

Wingspan 14.78 meters (at 20° minimum sweep)

Height 3.84 meters

Battroid Mode:

Height 12.68 meters

Width 7.3 meters

Length 4.0 meters

Empty weight: 13.25 metric tons

Standard T-O mass: 18.5 metric tons

MTOW: 37.0 metric tons

 

Power Plant:

2x Shinnakasu Heavy Industry/P&W/Roice FF-2001 thermonuclear reaction turbine engines, output 650 MW each, rated at 11,500 kg in standard or 225.63 kN in overboost

4x Shinnakasu Heavy Industry NBS-1 high-thrust vernier thrusters (1 x counter reverse vernier thruster nozzle mounted on the side of each leg nacelle/air intake, 1 x wing thruster roll control system on each wingtip)

18x P&W LHP04 low-thrust vernier thrusters beneath multipurpose hook/handles

 

Performance:

Battroid Mode: maximum walking speed 160 km/h

Fighter Mode: at 10,000 m Mach 2.71; at 30,000+ m Mach 3.87

g limit: in space +7

Thrust-to-weight ratio: empty 3.47; standard T-O 2.49; maximum T-O 1.24

 

Design Features:

3-mode variable transformation; variable geometry wing; vertical take-off and landing; control-configurable vehicle; single-axis thrust vectoring; three "magic hand" manipulators for maintenance use; retractable canopy shield for Battroid mode and atmospheric reentry; option of GBP-1S system, atmospheric-escape booster, or FAST Pack system

 

Transformation:

Standard time from Fighter to Battroid (automated): under 5 sec.

Min. time from Fighter to Battroid (manual): 0.9 sec.

 

Armament:

2x Mauler RÖV-20 anti-aircraft laser cannon, firing 6,000 ppm

1x Howard GU-11 55 mm three-barrel Gatling gun pod with 200 RPG, fired at 1,200 rpm

4x underwing hard points for a wide variety of ordnance, including…

12x AMM-1 hybrid guided multipurpose missiles (3/point), or

12x MK-82 LDGB conventional bombs (3/point), or

6x RMS-1 large anti-ship reaction missiles (2/outboard point, 1/inboard point), or

4x UUM-7 micro-missile pods (1/point) each carrying 15 x Bifors HMM-01 micro-missiles,

or a combination of above load-outs

  

The kit and its assembly:

Another small and vintage 1:100 VF-1 Fighter. This time it’s a non-canonical aircraft, based on a limited edition decal sheet that was published with the Japanese Model Graphix magazine in April 2001 (check this here for reference: www.starshipmodeler.com/mecha/jl_clrvalk.htm) with Hasegawa’s first release of their 1:72 Valkyrie Fighter kit. The give-away sheet featured several VF-1s, including an anniversary paint scheme for the 2.500th production Valkyrie. This is AFAIK neither ‘official’ nor canonical – but the pretty blue-and-white livery caught my attention, and I had for a long time the plan to re-create this livery on one of my favored 1:100 models. This would not work 100%, though, so I had to improvise – see below.

 

The kit was built OOB, with the landing gear down and (after taking the flight scenic pictures) with an open canopy, mounted on a small lift arm. Some typical small blade antennae the 1:100 simple kit lacks were added around the hull as a standard measure to improve the look. In the cockpit I added side consoles and a pilot figure for the in-flight shots.

The only non-standard additions are the IRST sensor fairing in front of the cockpit – the model of the anniversary VF-1 in the Model Graphix magazine carries this canonical upgrade, too, it was created from clear sprue material. Another tiny addition were the RHAWS antenna fairings at the top of the fins, scratched from small styrene profile bits.

 

The Valkyrie’s ordnance is standard and was taken OOB, featuring twelve AMM-1 missiles under the wings plus the standard GU-11 gatling gun pod; the latter was modified to hold a scratched wire display for in-flight pictures at its rear end. The Model Graphix VF-1 is insofar confusing as it seems to carry something that looks like a white ACMI pod on a non-standard pylon, rather attached to the legs than to the wings? That's odd and I could not make up a useful function, so I rejected this detail. The magazine Valkyrie's belly drop tank was - even though canonical, AFAIK - also not taken over to my later in-service status.

  

Painting and markings:

The more challenging part of the build, in two ways. First, re-creating the original commemorative livery would have called for home-made decals printed in opaque white for the manufacturers’ logos, something I was not able to do at home. So, I had to interpret the livery in a different way and decided to spin the aircraft’s story further: what would become of this VF-1 after its roll-out and PR event? In a war situation it would certainly be delivered quickly to a frontline unit, and since I had some proper markings left over, I decided to attach this colorful bird to the famous Skull Squadron, SVF-1, yet to a less glorious Flight. Since flight leaders and aces in the Macross universe would frequently fly VF-1s in individual non-standard liveries, sometimes even very bright ones, the 2,500th VF-1 could have well retained its catchy paint scheme.

 

The second part of the challenge: the actual paint job. Again, no suitable decals were at hand, so I had to re-create everything from scratch. The VF-1J kit I used thankfully came molded in white styrene, so that the front half of the aircraft could be easily painted in white, with no darker/colored plastic shining through. I painted the white (Revell 301, a very pure white) with a brush first. For the blue rear half, I settled upon an intense and deep cobalt blue tone (ModelMaster 2012). For the zigzag border between the colors, I used Tamiya masking tape, trimmed with a tailor’s zigzag scissors and applied in a slightly overlapping pattern for an irregular edge.

The landing gear became standard all-white (Revell 301, too), with bright red edges (Humbrol 174) on the covers. Antenna fairings were painted with radome tan (Humbrol 7) as small color highlights.

 

The cockpit interior became standard medium grey (Revell 47) with a black ejection seat with brown cushions (Humbrol 119 and Revell 84), and brown “black boxes” behind the headrest. The air intakes as well as the interior of the VG wings were painted dark grey (Revell 77). The jet nozzles/feet were internally painted with Humbrol 27003 (Steel Metallizer) and with Revell 91 on the outside, and they were later thoroughly treated with graphite to give them a burnt/worn look.

The GU-11 pod became standard bare metal (Revell 91, Iron metallic), the AMM-1s were painted in light grey (Humbrol 127) with many additional painted details in five additional colors, quite a tedious task when repeated twelve times...

 

After basic painting was one the model received a careful overall washing with black ink to emphasize the engraved panel lines, and light post-shading was done to the blue areas to emphasize single panels.

The full-color ’kite’ roundels came from an 1:100 VF-1A sheet, the skull emblems were left over from my Kotobukiya 1:72 VF-4 build some years ago, which OOB carries SVF-1 markings, too. The 2.500th aircraft nose art decoration was printed on clear decal film with an ink jet printer at home, even though it’s so small that no details can be discerned on the model. SVF-1’s “ML” tail code was created with single white decal letters (RAF WWII font), the red “555” modex came from an PrintScale A-26 Invader sheet, it's part of a USAF serial number from an all-black Korean War era aircraft.

 

The wings' leading edges were finished in medium grey, done with decal sheet material. The Model Graphix Valkyrie does not sport this detail, but I think that the VF-1 looks better with them and more realistic. Red warning stripes around the legs - also not seen on the model in the magazine - were made from similar material.

 

The confetti along the jagged edge between the white and the blue areas was created with decal material, too – every bit was cut out and put into place one for one… To match the cobalt blue tone, the respective enamel paint was applied on clear decal sheet material and cut into small bits. For the white and red confetti, generic decal sheet material was used. All in all, this was another tedious process, but, at the small 1:100 scale, masks or tape would have been much more complex and less successful with the brushes I use for painting. For this home-made approach the result looks quite good!

 

Finally, after some typical details and position lights had been added with clear paints over a silver base, the small VF-1 was sealed with a coat of semi-matt acrylic varnish, giving it a slightly shiny finish.

  

A pretty VF-1 – even though I’d call it purely fictional, despite being based on material that was published in a Japanese magazine more than 20 years ago. The simple yet striking livery was a bit tricky to create, but the result, with the additional SVF-1 unit markings, looks good and makes me wonder how this machine would look with FAST pack elements for use in space or as a transformed Battroid?

C-130 Hercules military transport plane heading east over my house and turning south to approach the Davis-Monthan AFB runway from the southeast to the northwest.

______________________________

Lockheed C-130 Hercules

From Wikipedia, the free encyclopedia

 

en.wikipedia.org/wiki/Lockheed_C-130_Hercules

 

C-130 Hercules

Straight-wing, four-engine turboprop-driven aircraft overflying water

USAF C-130E

Role: Military transport aircraft

National origin: United States

ManufacturerLockheed

Lockheed Martin

First flight23 August 1954

Status: In service

Primary users:

United States Air Force

United States Marine Corps

Royal Air Force

Royal Canadian Air Force

Produced: 1954–present

Number built: Over 2,500 as of 2015[1]

Unit cost

C-130E $11.9 million[2]

C-130H $30.1 million[3]

Variants:

AC-130 Spectre/Spooky

Lockheed DC-130

Lockheed EC-130

Lockheed HC-130

Lockheed Martin KC-130

Lockheed LC-130

Lockheed MC-130

Lockheed WC-130

Lockheed L-100 Hercules

Developed into: Lockheed Martin C-130J Super Hercules

 

The Lockheed C-130 Hercules is a four-engine turboprop military transport aircraft designed and built originally by Lockheed, now Lockheed Martin.

 

Capable of using unprepared runways for takeoffs and landings, the C-130 was originally designed as a troop, medivac, and cargo transport aircraft. The versatile airframe has found uses in a variety of other roles, including as a gunship (AC-130),for

airborne assault,

search and rescue,

scientific research support,

weather reconnaissance,

aerial refueling,

maritime patrol, and

aerial firefighting.

 

It is now the main tactical airlifter for many military forces worldwide. Over forty models and variants of the Hercules, including a civilian one marketed as Lockheed L-100, operate in more than sixty nations.

 

The C-130 entered service with the U.S. in the 1950s, followed by Australia and others. During its years of service, the Hercules family has participated in numerous military, civilian and humanitarian aid operations. In 2007, the C-130 became the fifth aircraft—after the English Electric Canberra, B-52 Stratofortress, Tu-95, and KC-135 Stratotanker—to mark 50 years of continuous service with its original primary customer, in this case, the United States Air Force. The C-130 Hercules is the longest continuously produced military aircraft at over 60 years, with the updated C-130J Super Hercules being produced today.[4]

 

Contents [hide]

1Design and development

1.1Background and requirements

1.2Design phase

1.3Improved versions

1.4More improvements

1.5Later models

1.6Next generation

1.7Upgrades and changes

1.8Replacement

2Operational history

2.1Military

2.2Civilian

3Variants

4Operators

5Accidents

6Aircraft on display

6.1Australia

6.2Canada

6.3Colombia

6.4Indonesia

6.5Norway

6.6Saudi Arabia

6.7United Kingdom

6.8United States

7Specifications (C-130H)

8See also

9References

10External links

Design and development[edit]

 

This section needs additional citations for verification. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. (February 2014)

Background and requirements[edit]

 

The Korean War, which began in June 1950, showed that World War II-era piston-engine transports—Fairchild C-119 Flying Boxcars, Douglas C-47 Skytrains and Curtiss C-46 Commandos—were inadequate for modern warfare. Thus, on 2 February 1951, the United States Air Force issued a General Operating Requirement (GOR) for a new transport to Boeing, Douglas, Fairchild, Lockheed, Martin, Chase Aircraft, North American, Northrop, and Airlifts Inc. The new transport would have a capacity of 92 passengers, 72 combat troops or 64 paratroopers in a cargo compartment that was approximately 41 feet (12 m) long, 9 feet (2.7 m) high, and 10 feet (3.0 m) wide. Unlike transports derived from passenger airliners, it was to be designed from the ground-up as a combat transport with loading from a hinged loading ramp at the rear of the fuselage.

 

A key feature was the introduction of the Allison T56 turboprop powerplant, first developed specifically for the C-130. At the time, the turboprop was a new application of turbine engines that used exhaust gases to turn a propeller, which offered greater range at propeller-driven speeds compared to pure turbojets, which were faster but consumed more fuel. As was the case on helicopters of that era, such as the UH-1 Huey, turboshafts produced much more power for their weight than piston engines. Lockheed would subsequently use the same engines and technology in the Lockheed L-188 Electra. That aircraft failed financially in its civilian configuration but was successfully adapted into the Lockheed P-3 Orion maritime patrol and submarine attack aircraft where the efficiency and endurance of turboprops excelled.

 

Design phase[edit]

The Hercules resembled a larger four-engine brother to the C-123 Provider with a similar wing and cargo ramp layout that evolved from the Chase XCG-20 Avitruc, which in turn, was first designed and flown as a cargo glider in 1947.[5] The Boeing C-97 Stratofreighter also had a rear ramp, which made it possible to drive vehicles onto the plane (also possible with forward ramp on a C-124). The ramp on the Hercules was also used to airdrop cargo, which included low-altitude extraction for Sheridan tanks and even dropping large improvised "daisy cutter" bombs.

 

The new Lockheed cargo plane design possessed a range of 1,100 nmi (1,270 mi; 2,040 km), takeoff capability from short and unprepared strips, and the ability to fly with one engine shut down. Fairchild, North American, Martin, and Northrop declined to participate. The remaining five companies tendered a total of ten designs: Lockheed two, Boeing one, Chase three, Douglas three, and Airlifts Inc. one. The contest was a close affair between the lighter of the two Lockheed (preliminary project designation L-206) proposals and a four-turboprop Douglas design.

 

The Lockheed design team was led by Willis Hawkins, starting with a 130-page proposal for the Lockheed L-206.[6] Hall Hibbard, Lockheed vice president and chief engineer, saw the proposal and directed it to Kelly Johnson, who did not care for the low-speed, unarmed aircraft, and remarked, "If you sign that letter, you will destroy the Lockheed Company."[6] Both Hibbard and Johnson signed the proposal and the company won the contract for the now-designated Model 82 on 2 July 1951.[7]

 

The first flight of the YC-130 prototype was made on 23 August 1954 from the Lockheed plant in Burbank, California. The aircraft, serial number 53-3397, was the second prototype, but the first of the two to fly. The YC-130 was piloted by Stanley Beltz and Roy Wimmer on its 61-minute flight to Edwards Air Force Base; Jack Real and Dick Stanton served as flight engineers. Kelly Johnson flew chase in a Lockheed P2V Neptune.[8]

 

After the two prototypes were completed, production began in Marietta, Georgia, where over 2,300 C-130s have been built through 2009.[9]

 

The initial production model, the C-130A, was powered by Allison T56-A-9 turboprops with three-blade propellers and originally equipped with the blunt nose of the prototypes. Deliveries began in December 1956, continuing until the introduction of the C-130B model in 1959. Some A-models were equipped with skis and re-designated C-130D.

 

As the C-130A became operational with Tactical Air Command (TAC), the C-130's lack of range became apparent and additional fuel capacity was added in the form of external pylon-mounted tanks at the end of the wings.

 

Improved versions[edit]

 

A Michigan Air National Guard C-130E dispatches its flares during a low-level training mission

The C-130B model was developed to complement the A-models that had previously been delivered, and incorporated new features, particularly increased fuel capacity in the form of auxiliary tanks built into the center wing section and an AC electrical system. Four-bladed Hamilton Standard propellers replaced the Aeroproducts three-blade propellers that distinguished the earlier A-models. The C-130B had ailerons with increased boost—3,000 psi (21 MPa) versus 2,050 psi (14 MPa)—as well as uprated engines and four-blade propellers that were standard until the J-model's introduction.

 

An electronic reconnaissance variant of the C-130B was designated C-130B-II. A total of 13 aircraft were converted. The C-130B-II was distinguished by its false external wing fuel tanks, which were disguised signals intelligence (SIGINT) receiver antennas. These pods were slightly larger than the standard wing tanks found on other C-130Bs. Most aircraft featured a swept blade antenna on the upper fuselage, as well as extra wire antennas between the vertical fin and upper fuselage not found on other C-130s. Radio call numbers on the tail of these aircraft were regularly changed so as to confuse observers and disguise their true mission.

 

The extended-range C-130E model entered service in 1962 after it was developed as an interim long-range transport for the Military Air Transport Service. Essentially a B-model, the new designation was the result of the installation of 1,360 US gal (5,150 L) Sargent Fletcher external fuel tanks under each wing's midsection and more powerful Allison T56-A-7A turboprops. The hydraulic boost pressure to the ailerons was reduced back to 2050 psi as a consequence of the external tanks' weight in the middle of the wingspan. The E model also featured structural improvements, avionics upgrades and a higher gross weight. Australia took delivery of 12 C130E Hercules during 1966–67 to supplement the 12 C-130A models already in service with the RAAF. Sweden and Spain fly the TP-84T version of the C-130E fitted for aerial refueling capability.

 

The KC-130 tankers, originally C-130F procured for the US Marine Corps (USMC) in 1958 (under the designation GV-1) are equipped with a removable 3,600 US gal (13,626 L) stainless steel fuel tank carried inside the cargo compartment. The two wing-mounted hose and drogue aerial refueling pods each transfer up to 300 US gal per minute (19 L per second) to two aircraft simultaneously, allowing for rapid cycle times of multiple-receiver aircraft formations, (a typical tanker formation of four aircraft in less than 30 minutes). The US Navy's C-130G has increased structural strength allowing higher gross weight operation.

 

More improvements[edit]

 

Royal Australian Air Force C-130H, 2007

The C-130H model has updated Allison T56-A-15 turboprops, a redesigned outer wing, updated avionics and other minor improvements. Later H models had a new, fatigue-life-improved, center wing that was retrofitted to many earlier H-models. For structural reasons, some models are required to land with certain amounts of fuel when carrying heavy cargo, reducing usable range.[10] The H model remains in widespread use with the United States Air Force (USAF) and many foreign air forces. Initial deliveries began in 1964 (to the RNZAF), remaining in production until 1996. An improved C-130H was introduced in 1974, with Australia purchasing 12 of type in 1978 to replace the original 12 C-130A models, which had first entered RAAF Service in 1958.

 

The United States Coast Guard employs the HC-130H for long-range search and rescue, drug interdiction, illegal migrant patrols, homeland security, and logistics.

 

C-130H models produced from 1992 to 1996 were designated as C-130H3 by the USAF. The "3" denoting the third variation in design for the H series. Improvements included ring laser gyros for the INUs, GPS receivers, a partial glass cockpit (ADI and HSI instruments), a more capable APN-241 color radar, night vision device compatible instrument lighting, and an integrated radar and missile warning system. The electrical system upgrade included Generator Control Units (GCU) and Bus Switching units (BSU)to provide stable power to the more sensitive upgraded components.[citation needed]

  

Royal Air Force C-130K (C.3)

The equivalent model for export to the UK is the C-130K, known by the Royal Air Force (RAF) as the Hercules C.1. The C-130H-30 (Hercules C.3 in RAF service) is a stretched version of the original Hercules, achieved by inserting a 100 in (2.54 m) plug aft of the cockpit and an 80 in (2.03 m) plug at the rear of the fuselage. A single C-130K was purchased by the Met Office for use by its Meteorological Research Flight, where it was classified as the Hercules W.2. This aircraft was heavily modified (with its most prominent feature being the long red and white striped atmospheric probe on the nose and the move of the weather radar into a pod above the forward fuselage). This aircraft, named Snoopy, was withdrawn in 2001 and was then modified by Marshall of Cambridge Aerospace as flight-testbed for the A400M turbine engine, the TP400. The C-130K is used by the RAF Falcons for parachute drops. Three C-130K (Hercules C Mk.1P) were upgraded and sold to the Austrian Air Force in 2002.[11]

 

Later models[edit]

The MC-130E Combat Talon was developed for the USAF during the Vietnam War to support special operations missions in Southeast Asia, and led to both the MC-130H Combat Talon II as well as a family of other special missions aircraft. 37 of the earliest models currently operating with the Air Force Special Operations Command (AFSOC) are scheduled to be replaced by new-production MC-130J versions. The EC-130 Commando Solo is another special missions variant within AFSOC, albeit operated solely by an AFSOC-gained wing in the Pennsylvania Air National Guard, and is a psychological operations/information operations (PSYOP/IO) platform equipped as an aerial radio station and television stations able to transmit messaging over commercial frequencies. Other versions of the EC-130, most notably the EC-130H Compass Call, are also special variants, but are assigned to the Air Combat Command (ACC). The AC-130 gunship was first developed during the Vietnam War to provide close air support and other ground-attack duties.

  

USAF HC-130P refuels a HH-60G Pavehawk helicopter

The HC-130 is a family of long-range search and rescue variants used by the USAF and the U.S. Coast Guard. Equipped for deep deployment of Pararescuemen (PJs), survival equipment, and (in the case of USAF versions) aerial refueling of combat rescue helicopters, HC-130s are usually the on-scene command aircraft for combat SAR missions (USAF only) and non-combat SAR (USAF and USCG). Early USAF versions were also equipped with the Fulton surface-to-air recovery system, designed to pull a person off the ground using a wire strung from a helium balloon. The John Wayne movie The Green Berets features its use. The Fulton system was later removed when aerial refueling of helicopters proved safer and more versatile. The movie The Perfect Storm depicts a real life SAR mission involving aerial refueling of a New York Air National Guard HH-60G by a New York Air National Guard HC-130P.

 

The C-130R and C-130T are U.S. Navy and USMC models, both equipped with underwing external fuel tanks. The USN C-130T is similar, but has additional avionics improvements. In both models, aircraft are equipped with Allison T56-A-16 engines. The USMC versions are designated KC-130R or KC-130T when equipped with underwing refueling pods and pylons and are fully night vision system compatible.

 

The RC-130 is a reconnaissance version. A single example is used by the Islamic Republic of Iran Air Force, the aircraft having originally been sold to the former Imperial Iranian Air Force.

 

The Lockheed L-100 (L-382) is a civilian variant, equivalent to a C-130E model without military equipment. The L-100 also has two stretched versions.

 

Next generation[edit]

Main article: Lockheed Martin C-130J Super Hercules

In the 1970s, Lockheed proposed a C-130 variant with turbofan engines rather than turboprops, but the U.S. Air Force preferred the takeoff performance of the existing aircraft. In the 1980s, the C-130 was intended to be replaced by the Advanced Medium STOL Transport project. The project was canceled and the C-130 has remained in production.

 

Building on lessons learned, Lockheed Martin modified a commercial variant of the C-130 into a High Technology Test Bed (HTTB). This test aircraft set numerous short takeoff and landing performance records and significantly expanded the database for future derivatives of the C-130.[12] Modifications made to the HTTB included extended chord ailerons, a long chord rudder, fast-acting double-slotted trailing edge flaps, a high-camber wing leading edge extension, a larger dorsal fin and dorsal fins, the addition of three spoiler panels to each wing upper surface, a long-stroke main and nose landing gear system, and changes to the flight controls and a change from direct mechanical linkages assisted by hydraulic boost, to fully powered controls, in which the mechanical linkages from the flight station controls operated only the hydraulic control valves of the appropriate boost unit.[13] The HTTB first flew on 19 June 1984, with civil registration of N130X. After demonstrating many new technologies, some of which were applied to the C-130J, the HTTB was lost in a fatal accident on 3 February 1993, at Dobbins Air Reserve Base, in Marietta, Georgia.[14] The crash was attributed to disengagement of the rudder fly-by-wire flight control system, resulting in a total loss of rudder control capability while conducting ground minimum control speed tests (Vmcg). The disengagement was a result of the inadequate design of the rudder's integrated actuator package by its manufacturer; the operator's insufficient system safety review failed to consider the consequences of the inadequate design to all operating regimes. A factor which contributed to the accident was the flight crew's lack of engineering flight test training.[15]

 

In the 1990s, the improved C-130J Super Hercules was developed by Lockheed (later Lockheed Martin). This model is the newest version and the only model in production. Externally similar to the classic Hercules in general appearance, the J model has new turboprop engines, six-bladed propellers, digital avionics, and other new systems.[16]

 

Upgrades and changes[edit]

In 2000, Boeing was awarded a US$1.4 billion contract to develop an Avionics Modernization Program kit for the C-130. The program was beset with delays and cost overruns until project restructuring in 2007.[17] On 2 September 2009, Bloomberg news reported that the planned Avionics Modernization Program (AMP) upgrade to the older C-130s would be dropped to provide more funds for the F-35, CV-22 and airborne tanker replacement programs.[18] However, in June 2010, Department of Defense approved funding for the initial production of the AMP upgrade kits.[19][20] Under the terms of this agreement, the USAF has cleared Boeing to begin low-rate initial production (LRIP) for the C-130 AMP. A total of 198 aircraft are expected to feature the AMP upgrade. The current cost per aircraft is US$14 million although Boeing expects that this price will drop to US$7 million for the 69th aircraft.[17]

 

An engine enhancement program saving fuel and providing lower temperatures in the T56 engine has been approved, and the US Air Force expects to save $2 billion and extend the fleet life.[21]

 

Replacement[edit]

In October 2010, the Air Force released a capabilities request for information (CRFI) for the development of a new airlifter to replace the C-130. The new aircraft is to carry a 190 percent greater payload and assume the mission of mounted vertical maneuver (MVM). The greater payload and mission would enable it to carry medium-weight armored vehicles and drop them off at locations without long runways. Various options are being considered, including new or upgraded fixed-wing designs, rotorcraft, tiltrotors, or even an airship. Development could start in 2014, and become operational by 2024. The C-130 fleet of around 450 planes would be replaced by only 250 aircraft.[22] The Air Force had attempted to replace the C-130 in the 1970s through the Advanced Medium STOL Transport project, which resulted in the C-17 Globemaster III that instead replaced the C-141 Starlifter.[23] The Air Force Research Laboratory funded Lockheed and Boeing demonstrators for the Speed Agile concept, which had the goal of making a STOL aircraft that can take off and land at speeds as low as 70 kn (130 km/h; 81 mph) on airfields less than 2,000 ft (610 m) long and cruise at Mach 0.8-plus. Boeing's design used upper-surface blowing from embedded engines on the inboard wing and blown flaps for circulation control on the outboard wing. Lockheed's design also used blown flaps outboard, but inboard used patented reversing ejector nozzles. Boeing's design completed over 2,000 hours of windtunnel tests in late 2009. It was a 5 percent-scale model of a narrowbody design with a 55,000 lb (25,000 kg) payload. When the AFRL increased the payload requirement to 65,000 lb (29,000 kg), they tested a 5% scale model of a widebody design with a 303,000 lb (137,000 kg) take-off gross weight and an "A400M-size" 158 in (4.0 m) wide cargo box. It would be powered by four IAE V2533 turbofans.[24] In August 2011, the AFRL released pictures of the Lockheed Speed Agile concept demonstrator. A 23% scale model went through wind tunnel tests to demonstrate its hybrid powered lift, which combines a low drag airframe with simple mechanical assembly to reduce weight and better aerodynamics. The model had four engines, including two Williams FJ44 turbofans.[23][25] On 26 March 2013, Boeing was granted a patent for its swept-wing powered lift aircraft.[26]

 

As of January 2014, Air Mobility Command, Air Force Materiel Command and the Air Force Research Lab are in the early stages of defining requirements for the C-X next generation airlifter program to replace both the C-130 and C-17. An aircraft would be produced from the early 2030s to the 2040s. If requirements are decided for operating in contested airspace, Air Force procurement of C-130s would end by the end of the decade to not have them serviceable by the 2030s and operated when they can't perform in that environment. Development of the airlifter depends heavily on the Army's "tactical and operational maneuver" plans. Two different cargo planes could still be created to separately perform tactical and strategic missions, but which course to pursue is to be decided before C-17s need to be retired.[27]

 

Operational history[edit]

 

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Military[edit]

 

USMC KC-130F Hercules performing takeoffs and landings aboard the aircraft carrier Forrestal in 1963. The aircraft is now displayed at the National Museum of Naval Aviation.

The first production aircraft, C-130As were first delivered beginning in 1956 to the 463d Troop Carrier Wing at Ardmore AFB, Oklahoma and the 314th Troop Carrier Wing at Sewart AFB, Tennessee. Six additional squadrons were assigned to the 322d Air Division in Europe and the 315th Air Division in the Far East. Additional aircraft were modified for electronics intelligence work and assigned to Rhein-Main Air Base, Germany while modified RC-130As were assigned to the Military Air Transport Service (MATS) photo-mapping division.

 

In 1958, a U.S. reconnaissance C-130A-II of the 7406th Support Squadron was shot down over Armenia by MiG-17s.[28]

 

Australia became the first non-American force to operate the C-130A Hercules with 12 examples being delivered from late 1958. These aircraft were fitted with AeroProducts three-blade, 15-foot diameter propellers. The Royal Canadian Air Force became another early user with the delivery of four B-models (Canadian designation C-130 Mk I) in October / November 1960.[29]

 

In 1963, a Hercules achieved and still holds the record for the largest and heaviest aircraft to land on an aircraft carrier.[30] During October and November that year, a USMC KC-130F (BuNo 149798), loaned to the U.S. Naval Air Test Center, made 29 touch-and-go landings, 21 unarrested full-stop landings and 21 unassisted take-offs on Forrestal at a number of different weights.[31] The pilot, LT (later RADM) James H. Flatley III, USN, was awarded the Distinguished Flying Cross for his role in this test series. The tests were highly successful, but the idea was considered too risky for routine "Carrier Onboard Delivery" (COD) operations. Instead, the Grumman C-2 Greyhound was developed as a dedicated COD aircraft. The Hercules used in the test, most recently in service with Marine Aerial Refueler Squadron 352 (VMGR-352) until 2005, is now part of the collection of the National Museum of Naval Aviation at NAS Pensacola, Florida.

 

In 1964, C-130 crews from the 6315th Operations Group at Naha Air Base, Okinawa commenced forward air control (FAC; "Flare") missions over the Ho Chi Minh Trail in Laos supporting USAF strike aircraft. In April 1965 the mission was expanded to North Vietnam where C-130 crews led formations of B-57 bombers on night reconnaissance/strike missions against communist supply routes leading to South Vietnam. In early 1966 Project Blind Bat/Lamplighter was established at Ubon RTAFB, Thailand. After the move to Ubon the mission became a four-engine FAC mission with the C-130 crew searching for targets then calling in strike aircraft. Another little-known C-130 mission flown by Naha-based crews was Operation Commando Scarf, which involved the delivery of chemicals onto sections of the Ho Chi Minh Trail in Laos that were designed to produce mud and landslides in hopes of making the truck routes impassable.[citation needed]

 

In November 1964, on the other side of the globe, C-130Es from the 464th Troop Carrier Wing but loaned to 322d Air Division in France, flew one of the most dramatic missions in history in the former Belgian Congo. After communist Simba rebels took white residents of the city of Stanleyville hostage, the U.S. and Belgium developed a joint rescue mission that used the C-130s to airlift and then drop and air-land a force of Belgian paratroopers to rescue the hostages. Two missions were flown, one over Stanleyville and another over Paulis during Thanksgiving weeks.[32] The headline-making mission resulted in the first award of the prestigious MacKay Trophy to C-130 crews.

 

In the Indo-Pakistani War of 1965, as a desperate measure the transport No. 6 Squadron of the Pakistan Air Force modified its entire small fleet of C-130Bs for use as heavy bombers, capable of carrying up to 20,000 lb (9,072 kg) of bombs on pallets. These improvised bombers were used to hit Indian targets such as bridges, heavy artillery positions, tank formations and troop concentrations.[33][34] Some C-130s even flew with anti-aircraft guns fitted on their ramp, apparently shooting down some 17 aircraft and damaging 16 others.[35]

  

The C-130 Hercules were used in the Battle of Kham Duc in 1968, when the North Vietnamese Army forced U.S.-led forces to abandon the Kham Duc Special Forces Camp.

In October 1968, a C-130Bs from the 463rd Tactical Airlift Wing dropped a pair of M-121 10,000 pound bombs that had been developed for the massive B-36 bomber but had never been used. The U.S. Army and U.S. Air Force resurrected the huge weapons as a means of clearing landing zones for helicopters and in early 1969 the 463rd commenced Commando Vault missions. Although the stated purpose of COMMANDO VAULT was to clear LZs, they were also used on enemy base camps and other targets.[citation needed]

 

During the late 1960s, the U.S. was eager to get information on Chinese nuclear capabilities. After the failure of the Black Cat Squadron to plant operating sensor pods near the Lop Nur Nuclear Weapons Test Base using a Lockheed U-2, the CIA developed a plan, named Heavy Tea, to deploy two battery-powered sensor pallets near the base. To deploy the pallets, a Black Bat Squadron crew was trained in the U.S. to fly the C-130 Hercules. The crew of 12, led by Col Sun Pei Zhen, took off from Takhli Royal Thai Air Force Base in an unmarked U.S. Air Force C-130E on 17 May 1969. Flying for six and a half hours at low altitude in the dark, they arrived over the target and the sensor pallets were dropped by parachute near Anxi in Gansu province. After another six and a half hours of low altitude flight, they arrived back at Takhli. The sensors worked and uploaded data to a U.S. intelligence satellite for six months, before their batteries wore out. The Chinese conducted two nuclear tests, on 22 September 1969 and 29 September 1969, during the operating life of the sensor pallets. Another mission to the area was planned as Operation Golden Whip, but was called off in 1970.[36] It is most likely that the aircraft used on this mission was either C-130E serial number 64-0506 or 64-0507 (cn 382-3990 and 382-3991). These two aircraft were delivered to Air America in 1964.[37] After being returned to the U.S. Air Force sometime between 1966 and 1970, they were assigned the serial numbers of C-130s that had been destroyed in accidents. 64-0506 is now flying as 62-1843, a C-130E that crashed in Vietnam on 20 December 1965 and 64-0507 is now flying as 63-7785, a C-130E that had crashed in Vietnam on 17 June 1966.[38]

 

The A-model continued in service through the Vietnam War, where the aircraft assigned to the four squadrons at Naha AB, Okinawa and one at Tachikawa Air Base, Japan performed yeoman's service, including operating highly classified special operations missions such as the BLIND BAT FAC/Flare mission and FACT SHEET leaflet mission over Laos and North Vietnam. The A-model was also provided to the South Vietnamese Air Force as part of the Vietnamization program at the end of the war, and equipped three squadrons based at Tan Son Nhut AFB. The last operator in the world is the Honduran Air Force, which is still flying one of five A model Hercules (FAH 558, c/n 3042) as of October 2009.[39] As the Vietnam War wound down, the 463rd Troop Carrier/Tactical Airlift Wing B-models and A-models of the 374th Tactical Airlift Wing were transferred back to the United States where most were assigned to Air Force Reserve and Air National Guard units.

  

U.S. Marines disembark from C-130 transports at the Da Nang Airbase on 8 March 1965

Another prominent role for the B model was with the United States Marine Corps, where Hercules initially designated as GV-1s replaced C-119s. After Air Force C-130Ds proved the type's usefulness in Antarctica, the U.S. Navy purchased a number of B-models equipped with skis that were designated as LC-130s. C-130B-II electronic reconnaissance aircraft were operated under the SUN VALLEY program name primarily from Yokota Air Base, Japan. All reverted to standard C-130B cargo aircraft after their replacement in the reconnaissance role by other aircraft.

 

The C-130 was also used in the 1976 Entebbe raid in which Israeli commando forces carried a surprise assault to rescue 103 passengers of an airliner hijacked by Palestinian and German terrorists at Entebbe Airport, Uganda. The rescue force — 200 soldiers, jeeps, and a black Mercedes-Benz (intended to resemble Ugandan Dictator Idi Amin's vehicle of state) — was flown over 2,200 nmi (4,074 km; 2,532 mi) almost entirely at an altitude of less than 100 ft (30 m) from Israel to Entebbe by four Israeli Air Force (IAF) Hercules aircraft without mid-air refueling (on the way back, the planes refueled in Nairobi, Kenya).

 

During the Falklands War (Spanish: Guerra de las Malvinas) of 1982, Argentine Air Force C-130s undertook highly dangerous, daily re-supply night flights as blockade runners to the Argentine garrison on the Falkland Islands. They also performed daylight maritime survey flights. One was lost during the war. Argentina also operated two KC-130 tankers during the war, and these refueled both the Douglas A-4 Skyhawks and Navy Dassault-Breguet Super Étendards; some C-130s were modified to operate as bombers with bomb-racks under their wings. The British also used RAF C-130s to support their logistical operations.

  

USMC C-130T Fat Albert performing a rocket-assisted takeoff (RATO)

During the Gulf War of 1991 (Operation Desert Storm), the C-130 Hercules was used operationally by the U.S. Air Force, U.S. Navy and U.S. Marine Corps, along with the air forces of Australia, New Zealand, Saudi Arabia, South Korea and the UK. The MC-130 Combat Talon variant also made the first attacks using the largest conventional bombs in the world, the BLU-82 "Daisy Cutter" and GBU-43/B "Massive Ordnance Air Blast" bomb, (MOAB). Daisy Cutters were used to clear landing zones and to eliminate mine fields. The weight and size of the weapons make it impossible or impractical to load them on conventional bombers. The GBU-43/B MOAB is a successor to the BLU-82 and can perform the same function, as well as perform strike functions against hardened targets in a low air threat environment.

 

Since 1992, two successive C-130 aircraft named Fat Albert have served as the support aircraft for the U.S. Navy Blue Angels flight demonstration team. Fat Albert I was a TC-130G (151891),[40] while Fat Albert II is a C-130T (164763).[41] Although Fat Albert supports a Navy squadron, it is operated by the U.S. Marine Corps (USMC) and its crew consists solely of USMC personnel. At some air shows featuring the team, Fat Albert takes part, performing flyovers. Until 2009, it also demonstrated its rocket-assisted takeoff (RATO) capabilities; these ended due to dwindling supplies of rockets.[42]

 

The AC-130 also holds the record for the longest sustained flight by a C-130. From 22 to 24 October 1997, two AC-130U gunships flew 36 hours nonstop from Hurlburt Field Florida to Taegu (Daegu), South Korea while being refueled seven times by KC-135 tanker aircraft. This record flight shattered the previous record longest flight by over 10 hours while the two gunships took on 410,000 lb (190,000 kg) of fuel. The gunship has been used in every major U.S. combat operation since Vietnam, except for Operation El Dorado Canyon, the 1986 attack on Libya.[43]

  

C-130 Hercules performs a tactical landing on a dirt strip

During the invasion of Afghanistan in 2001 and the ongoing support of the International Security Assistance Force (Operation Enduring Freedom), the C-130 Hercules has been used operationally by Australia, Belgium, Canada, Denmark, France, Italy, the Netherlands, New Zealand, Norway, Portugal, South Korea, Spain, the UK and the United States.

 

During the 2003 invasion of Iraq (Operation Iraqi Freedom), the C-130 Hercules was used operationally by Australia, the UK and the United States. After the initial invasion, C-130 operators as part of the Multinational force in Iraq used their C-130s to support their forces in Iraq.

 

Since 2004, the Pakistan Air Force has employed C-130s in the War in North-West Pakistan. Some variants had forward looking infrared (FLIR Systems Star Safire III EO/IR) sensor balls, to enable close tracking of Islamist militants.[44]

 

Civilian[edit]

 

A C-130E fitted with a MAFFS-1 dropping fire retardant

The U.S. Forest Service developed the Modular Airborne FireFighting System for the C-130 in the 1970s, which allows regular aircraft to be temporarily converted to an airtanker for fighting wildfires.[45] In the late 1980s, 22 retired USAF C-130As were removed from storage at Davis-Monthan Air Force Base and transferred to the U.S. Forest Service who then sold them to six private companies to be converted into air tankers (see U.S. Forest Service airtanker scandal). After one of these aircraft crashed due to wing separation in flight as a result of fatigue stress cracking, the entire fleet of C-130A air tankers was permanently grounded in 2004 (see 2002 airtanker crashes). C-130s have been used to spread chemical dispersants onto the massive oil slick in the Gulf Coast in 2010.[46]

 

A recent development of a C-130–based airtanker is the Retardant Aerial Delivery System developed by Coulson Aviation USA . The system consists of a C-130H/Q retrofitted with an in-floor discharge system, combined with a removable 3,500- or 4,000-gallon water tank. The combined system is FAA certified.[47]

 

Variants[edit]

 

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C-130H Hercules flight deck

 

A U.S. JC-130 aircraft retrieving a reconnaissance satellite film capsule under parachute.

 

C-130s from the: U.S., Canada, Australia and Israel (foreground to background)

 

RAAF C-130J-30 at Point Cook, 2006

 

Brazilian Air Force C-130 (L-382)

For civilian versions, see Lockheed L-100 Hercules.

Significant military variants of the C-130 include:

 

C-130A/B/E/F/G/H/K/T

Tactical airlifter basic models

C-130A-II Dreamboat

Early version Electronic Intelligence/Signals Intelligence (ELINT/SIGINT) aircraft[48]

C-130J Super Hercules

Tactical airlifter, with new engines, avionics, and updated systems

C-130K

Designation for RAF Hercules C1/W2/C3 aircraft (C-130Js in RAF service are the Hercules C.4 and Hercules C.5)

AC-130A/E/H/J/U/W

Gunship variants

C-130D/D-6

Ski-equipped version for snow and ice operations United States Air Force / Air National Guard

CC-130E/H/J Hercules

Designation for Canadian Armed Forces / Royal Canadian Air Force Hercules aircraft. U.S. Air Force used the CC-130J designation to differentiate standard C-130Js from "stretched" C-130Js (Company designation C-130J-30s).

DC-130A/E/H

USAF and USN Drone control

EC-130

EC-130E/J Commando Solo – USAF / Air National Guard psychological operations version

EC-130E – Airborne Battlefield Command and Control Center (ABCCC)

EC-130E Rivet Rider – Airborne psychological warfare aircraft

EC-130H Compass Call – Electronic warfare and electronic attack.[49]

EC-130V – Airborne early warning and control (AEW&C) variant used by USCG for counter-narcotics missions[50]

GC-130

Permanently Grounded "Static Display"

HC-130

HC-130B/E/H – Early model combat search and rescue

HC-130P/N Combat King – USAF aerial refueling tanker and combat search and rescue

HC-130J Combat King II – Next generation combat search and rescue tanker

HC-130H/J – USCG long-range surveillance and search and rescue

JC-130

Temporary conversion for flight test operations

KC-130F/R/T/J

United States Marine Corps aerial refueling tanker and tactical airlifter

LC-130F/H/R

USAF / Air National Guard – Ski-equipped version for Arctic and Antarctic support operations; LC-130F previously operated by USN

MC-130

MC-130E/H Combat Talon I/II – Special operations infiltration/extraction variant

MC-130W Combat Spear/Dragon Spear – Special operations tanker/gunship[51]

MC-130P Combat Shadow – Special operations tanker

MC-130J Commando II (formerly Combat Shadow II) – Special operations tanker Air Force Special Operations Command[52]

YMC-130H – Modified aircraft under Operation Credible Sport for second Iran hostage crisis rescue attempt

NC-130

Permanent conversion for flight test operations

PC-130/C-130-MP

Maritime patrol

RC-130A/S

Surveillance aircraft for reconnaissance

SC-130J Sea Herc

Proposed maritime patrol version of the C-130J, designed for coastal surveillance and anti-submarine warfare.[53][54]

TC-130

Aircrew training

VC-130H

VIP transport

WC-130A/B/E/H/J

Weather reconnaissance ("Hurricane Hunter") version for USAF / Air Force Reserve Command's 53d Weather Reconnaissance Squadron in support of the National Weather Service's National Hurricane Center

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IMG_5180

Capable of seating 35,000 spectators. Only the Flavian Amphitheater in Rome (about 50,000 spectators) and the ruined theatre of Capua are larger.

 

Its days of working out of Stratford MPD as 47184 / 47585 "County of Cambridgeshire" are long gone.

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Now owned by EWS as 47757 "Capability Brown" arrives at Crewe with a First North Western Holyhead - Birmingham service.

A shot taken on the wrong side for the sun unfortunately