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The Tanuki Corp. modular starfighter system is easily adaptable to varying needs. By replacing the cockpit module with a droid control system, this otherwise standard Kitsune configuration becomes a very capable drone fighter.
It's not uncommon for strike wings of up to 6 Kitsune/Mujina Droid-controlled fighter (K/M-DCF) variants accompanying a single human-piloted standard configuration Kitsune fighter to be very effective in attack and defense missions. The AI necessary for such effectiveness is likened to that of a trained police dog, obeying the masters commands and actions with a series of pre-programmed algorithmic responses and analytical reactions to unforeseen situations.
Results of completely un-manned K/M-DCF flight wings have, however, ranged from disappointing to disastrous, depending on the amount of free will the AI is given. One account of a test flight of a group of K/M-DCFs with the standard "police dog" AI ended in a brawl over who would be the pack leader, inciting multiple attempts to "assert dominance" that caused multiple hull breaches and the loss of one Droid Control Module before safety measures could be enacted.
- I'm having a lot of fun coming up with names for these things. The modular nature of the concept makes it hard to pin down actual names, but the idea that certain configurations are popular enough to be 'standard' helped address that. Since the modules can cause the fighters to take on different shapes, I've been playing with shapeshifters of Japanese folklore - "Kitsune" being the Fox, "Mujina" being a type of spirit that can often take the shape of a faceless human (which gave birth to the idea of the droid control module in place of the cockpit). The corporation that builds these is Tanuki, yet another shapeshifter.
LEGO Digital Designer files
Self Portrait
"People are capable, at anytime in their lives, of doing what they dream of." - Paulo Coelho
Paulo Coelho has always inspired me. His words are of the most beautiful I have ever read, his perspective on the world one I wish many more would see. He is an inspiration, like a warm drink he urges you to desire every taste and every soothing moment of your life. I have decided to devote this week to Paulo Coelho because he is just so fantastic. I will be writing about him, starting Saturday and continuing for a week. I hope you can enjoy him as much as I do :)
Annika
Roma, Italia
Originally capable of seating around 50,000 spectators, the Colosseum was used for gladiatorial contests and public spectacles. As well as the gladiatorial games, other public spectacles were held there, 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 is in a ruined condition due to damage caused by earthquakes and stone-robbers, the Colosseum is now an iconic symbol of Imperial Rome.
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 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 remained 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, though.
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) and its success was increased by continued development of various enhancements including the GBP-1S "Armored" Valkyrie, FAST Pack "Super" Valkyrie and the additional RÖ-X2 heavy cannon pack weapon system for the VF-1S for 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.
The VF-1D Valkyries were two-seater variants of the VF-1 Valkyrie and they were used for training. Each features two independent TV camera "eye" systems within their head, one for each crew member, and each visual system was linked to a RÖV-20 anti-aircraft laser cannon, which could be fired independently or as a single weapon station, operated by either crew member. Otrherwise the VF-1D had the same equipment and avionics suite as the single seat fighters, making them fully combat-capable.
The forward fuselage (コクピット・カプセル Kokupitto Kapuseru, lit. Cockpit Capsule) of a VF-1D Valkyrie functionsed as an escape system that was furnished with an independent life support system, rescue transponder, a hypo-metabolic system, and a simple emergency medical system. When a VF-1D transformed into Battroid mode, the head could open, allowing the two seats to emerge at the top, arranged vertically. The back seat emerged first and the front seat, where the pilot sat, emerged second underneath the back seat.
After the end of Space War I, 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 continued production after the war proved the lasting worth of the design.
The versatile aircraft also underwent constant upgrade programs. For instance, about a third of all VF-1 Valkyries were upgraded with Infrared Search and Track (IRST) systems from 2016 onwards, placed in a streamlined fairing on the upper side of the nose, just in front of the cockpit. This system allowed for long-range search and track modes, freeing the pilot from the need to give away his position with active radar emissions, and it could also be used for target illumination and guiding precision weapons.
Many Valkyries also received improved radar warning systems, with receivers, depending on the systems, mounted on the wingtips, on the fins and/or on the LERXs. Improved ECR measures were also mounted on some machines, typically in conformal fairings on the flanks of the legs/engine pods.
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).
However, the fighter was frequently updated, leading to several “re-built” variants, and 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:
All-environment variable fighter and tactical combat Battroid,
used by 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 (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 in overboost (225.63 kN x 2)
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 in the "head" unit, firing 6,000 pulses per minute
1x Howard GU-11 55 mm three-barrel Gatling gun pod with 200 RPG, fired at 1,200 rds/min
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-spaceship 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 and other guided and unguided ordnance
The kit and its assembly:
This started as a quick relief build after the submission for the 2021 "One Week " Group Build at whatifmodellers.com - but progress was so quick that I finished this VF-1 in time to make it a second submission withing the GB's effective run of nine days.
This one was a simple adaptation of one of the experimental "Heather Ferris" low-visibility paint schemes the US Navy tested during the early Eighties on some F-4S "Phantom II"s of VF-301 and 302, before the moere uniform Light Compass Grey/Light Ghost Grey was eventually adapted. However, the Heather Ferris schemes are absolutely comtemporary for the VF-1's medial appearance, and mating them on a model appeared like a suitable combo.
The basis is - as usual - the vintage and very simple ARII VF-1, in this case a double-seater. It was built OOB with the landing gear down, and with the usual improvements: some standard blade antennae, the fins’ tops were modified with RHAWS fairings. However, I neglected to modify the upper torso - The VF-1D Valkyrie has a slightly different forward fuselage in Super Dimension Fortress Macross The First, lacking the dorsal air brake of the single-seat fighters and having a "cleaner" surface with an edgier spine. But the "standard" hull is also fine/canonical, I just missed the opportunity. Maybe on another VF-1D...?
The underwing pylons were deleted (it's just a trainer and maybe used for air combat drill, so extra weight is superfluous). The gun pod was retained and modified to accept a scratched wire display in its tail to hold the Valkyrie in flight scenes. The pilot figures were just guests for the in-flight photo sessions, later the canopy was glued to a mount in open position.
Painting and markings:
As mentioned above, this kit carries an adaptation of one of the three Heather Ferris schemes, namely #2 with a light nose section and a darker tail/starboard side. Since the VF-1's structure, with VG wings at shoulderposition and a twin tail, differs from the benchmark F-4, I drew up a three-side profile view of a VF-1 and laid the paint scheme out - it made painting much easier.
The Heather Ferris warp-around scheme consists of four tones FS 36375 (Light Ghost grey), 36307 (Light Sea Grey, it was a brownish hue), 35237 (Grey bLue AMT-11) and 35164 (Intermediate Blue). The paints I used were Humbrol 127, a 3:1 mix of 64 and 140, 145 and 144, respectively. The cockpit interior became, according to the look in the TV series, medium grey (Revell 47) with black seats and brown cushions. The landing gear became white and the GU-11 gun pod iron metallic (Humbrol 53), for a toned.down look.
After basic painting, the model received an overall washing with thinned black ink to emphasize the engraved panel lines. A little post-shading was done, too, for a more graphic look, and then the decals were applied. The low-viz "kite" roundels were printed at home, the tactical markings came from an Authentic Decals F-18 sheet (which turned out to be rubbish - very thin but brittle and prone to crack like vintage ESCI decals!!!) and the stencils were taken from the VF-1 OOB sheet. For some contrast to the dull livery, and as a hommage to the "Delta November" markings of the F-4Ss that carried this unique paint scheme, I gave the VF-1D small red markings on the fins and under the cockpit - very subtle, but I think that this improves the overall look a lot. Generic decal material was used to create the grey wing leading edges and some black hull details, e.g. the bands around the nose.
Finally, after some more detail painting (antennae, position lights) , the VF-1 was sealed with a semi-gloss acrylic varnish. The jet nozzles/feet were treated with graphite for a used abnd metallic look.
A small and quick interim project, realized in just three days (plus two more for the pictures). There are certainly better VF-1 models than the vintage ARII kits, but I just love them because they are small, simple and easy to modify. Creating a benchmark profile for painting was quite a challenge, but it was IMHO worthwhile because it made adapting the F-4 scheme to the rather different VF-1 easier.
OiOS 151a 9 OiOS Desktop
Imagine a UNIX based Enterprise Operating System, a scalable universally collaborative stable business platform capable of running on x86 Systems. Delivering support for Cloud enterprise features, ZFS file systems, Virtualisation, Advanced Security, and Compatibility. Enabling you to build new possibilities, enter new markets and harness human relationships in Open Source across the world. Whether you are a Systems Administrator, Recreational User or Information Technology Professional, OiOS supports the new economics of highly creative, diversified ways of doing business, and building networks.
OiOS Server
Imagine a UNIX based Enterprise Operating System, a scalable universally collaborative stable business platform capable of running on x86 Systems. Delivering support for Cloud enterprise features, ZFS file systems, Virtualisation, Advanced Security, and Compatibility. Enabling you to build new possibilities, enter new markets and harness human relationships in Open Source across the world. Whether you are a Systems Administrator, Business, or Information Technology Professional, OiOS supports the new economics of highly creative, diversified ways of doing business, and building networks.
OiOS 151a9 Increased migration by world exchanges financial exchanges to Unix and Linux opens development to stock trading platform giving more opportunities to run software on more stable Unix platforms. (See separate project for sparc systems)
Free open source enterprise systems available on live DVD or USB stick
Professionals Join in @
- Openindiana.org
- #openindiana on irc.freenode.net
Electronics hobby
Designing and building a high power amplifier capable of driving low impedance (as low as 2 Ohm’s @ 50 Vpp) loads.
www.diyaudio.com/ see alias FdW
History of DIY audio
Audio DIY came to prominence in the 50s to 60s, as audio reproduction was relatively new and the technology "complex," audio reproduction equipment, and in particular high performance equipment, was not offered at the retail level. Kits and designs were available for consumers to build their own equipment. Famous vacuum tube kits from Dynaco, Heathkit, and McIntosh, as well as solid state (transistor) kits from Hafler allowed for consumers to build their own hi fidelity systems. Books and magazines were published which explained new concepts regarding the design and operation of vacuum tube and (later) transistor circuits.
While audio equipment has become easily accessible in the current day and age, there still exists an interest in building one's own equipment, including amplifiers, speakers, preamplifiers, and even CD players and turntables. Today, a network of companies, parts vendors, and on-line communities exist to foster this interest. DIY is especially active in loudspeaker and in tube amplification. Both are relatively simple to design and fabricate without access to sophisticated industrial equipment. Both enable the builder to pick and choose between various available parts, on matters of price as well as quality, allow for extensive experimentation, and offer the chance to use exotic or highly labor-intensive solutions, which would be expensive for a manufacturer to implement, but only require personal labor by the DIYer, which is a source of satisfaction to them.
The Typhoon FGR4 provides the RAF with a highly capable and extremely agile multi-role combat aircraft, capable of being deployed in the full spectrum of air operations, including air policing, peace support and high intensity conflict.
Specifications
Engines: 2 Eurojet EJ200 turbojets
Thrust: 20,000lbs each
Max speed: 1.8Mach
Length: 15.96m
Max altitude: 55,000ft
Span: 11.09m
Aircrew: 1
Armament: Paveway IV, AMRAAM, ASRAAM, Mauser 27mm Cannon, Enhanced Paveway II
Initially deployed in the air-to- air role as the Typhoon F2, the aircraft now has a potent and precise multirole capability.
The pilot can carry out many functions by voice command or through a handson stick and throttle system. Combined with an advanced cockpit and the HEA (Helmet equipment assembly) the pilot is superbly equipped for all aspects of air operations.
Britain, Germany, Italy and Spain formally agreed to start development of the aircraft in 1988 with contracts for a first batch of 148 aircraft – of which 53 were for the RAF – signed ten years later. Deliveries to the RAF started in 2003 to 17(R) Sqn who were based at BAE Systems Warton Aerodrome in Lancashire (alongside the factory where the aircraft were assembled) while detailed development and testing of the aircraft was carried out. Formal activation of the first Typhoon Squadron at RAF Coningsby occurred on the 1st Jul 2005. The aircraft took over responsibility for UK QRA on 29 Jun 2007 and was formally declared as an advanced Air Defence platform on 1 Jan 2008.
Initial production aircraft of the F2 Tranche 1 standard were capable of air-to-air roles only and were the first Typhoons to hold UK QRA duties. In order to fulfill a potential requirement for Typhoon to deploy to Op HERRICK, urgent single-nation work was conducted on Tranche 1 to develop an air-to-ground capability in 2008. Tranche 1 aircraft were declared as multi-role in Jul 2008, gaining the designation FGR4 (T3 2-seat variant), fielding the Litening Laser Designator Pod and Paveway 2, Enhanced Paveway 2 and 1000lb freefall class of weapons.
All F2/T1 aircraft have been upgraded to FGR4/T3.
Tranche 2 aircraft deliveries commenced under the 4-nation contract in 2008, in the air-to-air role only. These aircraft were deployed to the Falkland Islands to take-over duties from the Tornado F3 in Sep 09.
A total of 53 Tranche 1 aircraft were delivered, with Tranche 2 contract provisioning for 91 aircraft. 24 of these were diverted to fulfill the RSAF export campaign, leaving 67 Tranche 2 aircraft due for delivery to the RAF. The Tranche 3 contract has been signed and will deliver 40 aircraft. With the Tranche 1 aircraft fleet due to retire over the period 2015-18, this will leave 107 Typhoon aircraft in RAF service until 2030.
Weapons integration will include Meteor air-to-air missile, Paveway IV, Storm Shadow, Brimstone and Small Diameter Bomb. Additionally, it is intended to upgrade the radar to an Active Electronically Scanned Array.
The Tornado GR4 is a variable geometry, two-seat, day or night, all-weather attack aircraft, capable of delivering a wide variety of weapons. Powered by two Rolls-Royce RB 199 Mk 103 turbofan engines, the GR4 is capable of low-level supersonic flight and can sustain a high subsonic cruise speed. The aircraft can fly automatically at low level using terrain-following radar when poor weather prevents visual flight. The aircraft is also equipped with forward-looking infrared and is night-vision goggle compatible, making it a capable platform for passive night operations. For navigation purposes, the Tornado is equipped with an integrated global positioning inertial navigation system that can also be updated with visual or radar inputs. The GR4 is also equipped with a Laser Ranger and Marked Target Seeker system that can be used for ground designation or can provide accurate range information on ground targets.
The GR4 can carry up to three Paveway II, two Paveway III or Enhanced Paveway Laser and Global Positioning System Guided Bombs (LGBs), and by using a Thermal Imaging Airborne Laser Designation (TIALD) pod it is able to self-designate targets for LGB delivery. The GR4 also has a ground-mapping radar to identify targets for the delivery of conventional 1000lb bombs. All GR4 aircraft are capable of carrying the Air Launched Anti- Radiation Missile (ALARM), which homes on the emitted radiation of enemy radar systems and can be used for the suppression of enemy air defences. The GR4 is capable of carrying up to nine ALARM missiles or a mixed configuration of ALARM missiles and bombs. In the reconnaissance role the GR4 can carry the Digital Joint Reconnaissance Pod to provide detailed reconnaissance imagery; this is currently being replaced with the RAPTOR pod, which provides an even greater day-and night reconnaissance potential.
For self-protection, the GR4 is normally armed with two AIM-9L Sidewinder short-range air-to-air missiles, a BOZ-107 Pod on the right wing to dispense chaff and flares and a Sky Shadow-2 electronic countermeasures pod on the left wing. The aircraft can also carry an integral 27mm Mauser cannon capable of firing 1700 rounds per minute.
The Tornado GR4 is now equipped with the Storm Shadow missile and the new Brimstone missile. The Storm Shadow allows the Tornado to make precision strikes in poor weather with a greatly increased stand-off range from the target area. Brimstone provides the Tornado with an effective anti-armour weapon, also providing an enhanced stand-off range.
The Tornado GR4 is currently operated from two bases. Based at RAF Lossiemouth, in Scotland, are the Operational Conversion Unit, No. 15(R) Squadron, and Nos 12(B), 14 and 617 Squadrons. RAF Marham is the home of the GR4s of Nos II(AC), IX(B), 13 and 31 Squadrons.
In addition to its long-range, high-speed precision strike capability, including supersonic at low level with a low-level combat radius of 400nmls, the Tornado GR4 is a world leader in the specialised field of all-weather, day and night tactical reconnaissance. The new RAPTOR (Reconnaissance Airborne Pod TORnado) pod is one of the most advanced reconnaissance sensors in the world and greatly increased the effectiveness of the aircraft in the reconnaissance role. Its introduction into service gave the GR4 the ability to download real-time, long-range, oblique-photography data to ground stations or to the cockpit during a mission. The stand-off range of the sensors also allows the aircraft to remain outside heavily defended areas, thus minimising the aircraft’s exposure to enemy air-defence systems.
The Tornado Ground Reconnaissance Force (TGRF) has been at the forefront of UK Military Deployed Operations continuously for the last 20 years. The Force provides vital protection when our troops are engaged by enemy ground forces and have the ability to strike important targets. We may not know individual soldiers and marines personally, but we deeply care about them and salute their courage and achievements; we do everything in our power to protect them. The last 12 months have been a particularly busy period, seeing concurrent operations in Afghanistan and Libya, integrating with our allied armed forces from around the world.
The Role Demonstration Team are very proud to represent the Royal Air Force and specifically the TGRF by demonstrating some realistic scenarios encountered on deployed operations, enabling you, the public, to gain a better understanding of their core task. However, when you see them performing, it will be the culmination of weeks of preparation and concerted effort by not only the crews, but a dedicated team of managerial, engineering and administrative support back at RAF Lossiemouth. Whilst the crews take the glory for the superb displays, they cannot even begin to do their job without the commitment and backing of these dedicated professionals.
No. 15 Squadron (also known as No. XV Squadron) of the Royal Air Force operates the Panavia Tornado GR4 from RAF Lossiemouth. Currently XV (Reserve) Squadron is the RAF's Operational Conversion Unit for the Tornado GR4. The OCU teaches pilots how to fly the aircraft and what tactics to use to best exploit the performance of their aircraft and its weapons
▪️1.) "If anyone was ever capable of actually tearing the cover off the ball, it would be Double-X. . . . It sounded like cherry bombs going off when Foxx hit them." — Ted Williams
▪️2.) "Jimmie Foxx [is] maybe the greatest right-handed power hitter of all-time. When I first came up, I used to talk hitting with Jimmie whenever I had a chance. He was a friendly, warm person, always very helpful to everybody." — Hank Greenberg
▪️3.) "If I were catching blindfolded, I'd always know when it was Jimmie Foxx who connected. He hit the ball harder than anyone else." — Bill Dickey
▪️4.) "Foxx has abnormal strength in his two forearms, which permits him to handle a big war bludgeon as if it were a feather duster. This strength of hands, wrists, and arms gives him a lashing power, which might break up a ball game at any given moment." — Grantland Rice
▪️5.) "When I was 12, I could cut corn all day, help in the wheat fields, swing 200-pound bags of phosphate off a platform into a wagon. We had games on the farm to test strength and grip. . . . Another trick was to lift a 200-pound keg of nails without letting the keg touch your body. I could do that easily." — Jimmie Foxx
▪️6.) "He [Foxx] had great powerful arms, and he used to wear his sleeves cut off way up, and when he dug in and raised that bat, his muscles would bulge and ripple." — Ted Lyons
▪️7.) "Look at those shoulders! That boy’s a natural-born batting wonder. No more coddling or training could make a fence-buster like that! Jimmy Foxx was just a rookie when canny Connie Mack gave him that size-up. Four years later he was crowding the swat kings of both leagues." — Robert Ripley in a 1930 ad for Old Gold Cigarettes
▪️8.) "He [Foxx] has petrified Philadelphia baseball followers in recent days with a series of home runs that carried so far as to make open-mouthed spectators believe that it was an overt violation of Ruth's well-known copyright for distance." — Connie Mack (1930)
▪️9.) "[T]he trail of Foxx’s longest drives challenges credibility. Twenty-four times he cleared the 65-foot high left field grandstand roof in Philadelphia. At Comiskey Park in Chicago, where no one else reached the towering roof more than twice, 'The Beast' did it six times. . . . Everywhere Foxx logged more than just a few games, and in many places where he stopped only once, the man hit home runs that defied logical analysis." — Bill Jenkinson (SABR)
▪️10.) "When Neil Armstrong first set foot on the moon, he and all the space scientists were puzzled by an unidentifiable white object. I knew immediately what it was. That was a home run ball hit off me in 1937 by Jimmie Foxx." — Lefty Gomez
▪️11.) "James [Jimmie] Foxx is the most promising player I have ever seen." — Home Run Baker (1924)
▪️12.) "Jimmy Foxx, Herculean batsman for the Philadelphia Athletics, is being picked by baseball critics as the man who will make fans forget about the mighty Babe Ruth. When he pounded out his fortieth home run the other day, Foxx was more than a month ahead of the Babe's mark at that date in 1927." — The Roanoke Rapids Herald (August 1932)
▪️13.) "If I had broken Ruth's record it wouldn't have made any difference. Oh, it might have put a few more dollars in my pocket, but there was only one Ruth." — Jimmie Foxx
▪️14.) “If it wasn’t for [Mickey] Cochrane, Foxx would have developed into a great catcher. He was the greatest all-around athlete I ever saw play Major League Baseball." — Rick Ferrell
▪️15.) "He’s a marvel, isn’t he? Tell me: who was a better all-around ball player than Foxxie? Why right now I’d say he was the best catcher in the American League. . . . They can talk all they want to about some of those old-time ball players being able to play different positions. I’ll take Foxxie. They don’t come any better.” — Joe Cronin
▪️16.) "I can play any position except shortstop. I don't like shortstop." — Jimmie Foxx
▪️17.) "He [Foxx] was the greatest natural athlete I have ever seen." — Professor John Bruehl, who once scrimmaged against Jim Thorpe
▪️18.) "He was built like a Greek god with bulging biceps and sculpted physique. His rounded face was marked by handsome features set off by a full head of brown hair and bright blue eyes. His joy was infectious, hustling on the field with a spontaneous smile and boundless enthusiasm. He played the game with a combination of speed and power that a later generation would see in Mickey Mantle. Foxx ran like a cheetah, threw like an Olympic javelin champion, and hit the ball like Babe Ruth." — Bill Jenkinson (SABR)
▪️19.) "When he got good wood on a pitch, it took you 20 minutes to walk where the ball landed. He was the only hitter I ever saw who could hit balls on his fist and still get them out of the park.” — Lefty Gomez
▪️20.) "If I’d had Foxx’s strength, I’d have hit a hundred extra homers." — Ted Williams
▪️21.) "Some of these days when baseball historians meet to award the capital prize of the national game to its greatest player of all time, they are not going to give the title and plaque to Tyrus Raymond Cobb, nor to George Herman Ruth. . . . The present-day has its candidate for the greatest of all ballplayers, and his name is James Emory Foxx.” — The Washington Times-Herald (1940)
▪️22.) "The star slugger gave handsome tips to everyone from the bellhop to the batboy, and he insisted on picking up the entire tab at every dinner and outing. He was known to literally give the shirt off his back if someone asked him for it. Many years later, Foxx’s former teammates and opponents still spoke with reverence of his personal kindness and goodwill." — John Bennett (SABR)
▪️23.) "Jimmie was one of my personal friends. I loved him. . . . Every ballplayer admired Jimmie Foxx." — Harlond Clift
▪️24.) "Daddy, he just enjoyed interacting with people. It didn’t matter if you were the president or the garbage man. He would sit there and sign autographs for hours." — Nanci Foxx Canaday
▪️25.) "Jimmie Foxx was good for baseball. Players and fans liked him for his happy nature, positive attitude, and baseball heroics. . . . He was a good ambassador for baseball, much like Ernie Banks, Brooks Robinson, or Cal Ripken." — Mark Millikin
📖 Sources: Millikin, Mark. "Jimmie Foxx: The Pride of Sudlersville." Lanham, MD: Rowman & Littlefield, 2005. + Cohen, Robert. "The 50 Greatest Players in Boston Red Sox History." Guilford, CT: Lyons Press, 2014. + chroniclingamerica.loc.gov + baseballhall.org + sabr.org + www.theknoxstudent.com + baseballhistorydaily.com + www.myeasternshoremd.com + www.baseball-almanac.com
Fitzgibbons
The world’s top female surfers proved by pairing up grace, strength and talent, that they are capable of taking the sport to new heights.
The 2nd SWATCH GIRLS PRO France 2011 in Hossegor delivered a firework of spectacular surfing! Moving through the rounds, the ladies faced strong currents and fast crashing waves. Heat after heat they tackled the rough challenge by laying down outstanding performances with technical, smooth and stylish surfing. Unfortunately last year’s winner and 4-time World Champion Stephanie Gilmore (AUS) and top favourite Coco Ho (HAW) were already eliminated in the early rounds.
In the end Sally Fitzgibbons (AUS) defeated Sage Erickson (USA) on an epic final day of competition to win the SWATCH GIRLS PRO France at Seignosse in Hossegor.
Both Fitzgibbons and Erickson surfed at their limit on the final day of competition in front of the packed holiday crowd who flocked to the beach to support some of the world’s finest women’s surfers, but it was Fitzgibbons who found the scores needed to take the victory over the American surfer.
Fitzgibbons, who is currently rated No. 2 on the elite ASP Women’s World Title Series, competed in her second consecutive SWATCH GIRLS PRO France event and her victory marks her third major ASP win this year.
Erickson was impressive throughout the entire competition, eventually defeating Sarah Baum (ZAF) in the Semifinals, but was unable to surpass Fitzgibbons for the win.
Sarah Mason Wins 2-Star Swatch Girls Pro Junior France
Sarah Mason (Gisbourne, NZL) 16, today took out the ASP 2-Star Swatch Girls Pro Junior France over Dimity Stoyle (Sunshine Coast QLD, AUS) 19, it a closely contested 35-minute final that went down to the wire in tricky 3ft (1m) waves at Les Bourdaines.
Europe’s finest under-21 athletes faced some of the world’s best up-and-comers in the Swatch Girls Pro Junior France in their attempt to qualify for the ASP World Junior Series which starts October 3, in Bali, Indonesia.
Mason, who impressed the entire event with her precise and stylish forehand attack, left little to chance in the 35-minute final getting off to a quick start to open her account and then built on her two-wave total to claim victory with 11.73 out of 20. The quietly spoken goofy-footer was a standout performer in the ASP 6-Star Swatch Girls Pro France and backed it up with a commanding performance against her fellow Pro Junior members.
“It is amazing. I am so happy and it is one of my best results for sure. It was tricky to try and pick the good ones but I picked a couple so it was great. All the girls are definitely ripping so you have to step up the level to get through your heats so I am stoked with the win. It has been super fun and I have enjoyed the entire event so to win is just amazing.”
Dimity Stoyle was unable to bridge the gap over her opponent in the final finishing second despite holding priority several times in the later stages of the encounter. The Swatch Girls Pro Junior France has proved the perfect training ground for Stoyle to continue with her excellent results already obtained this season on the ASP Australasia Pro Junior series where she is currently ranked nº2.
“I am still happy with second and I really wanted to win here but I tried my best. This is the best event I have been in so far it is really good the set up, the waves and everyone loves it. I can’t believe how good the French crowd are. They love surfing and they love us all so I am definitely going to come back.”
Felicity Palmateer (Perth WA, AUS) 18, ranked nº9 on the ASP Women’s Star Tour, finished equal 3rd in a low scoring tactical heat against Stoyle where positioning and priority tactics towards the final part played a major role as the frequency of set waves dropped.
“When I first paddled out I thought it was breaking more out the back but as the tide started to change it moved in and became a little inconsistent. At the start of the heat there were heaps of waves but then it went slow and priority came into play and I kept trying to get one. I am not really fussed because I am travelling with Dimity (Stoyle) and stoked that she has made the final.”
Palmateer has used the Swatch Girls Pro Junior France as a building block towards her ultimate goal of being full-time on the ASP Women’s World Tour. Her objectives are clear and 2011 is an extremely important year.
“I would love to get a World Junior title but at the moment my goal is to qualify for the World Tour through the Star events. If I can get more practice without that much pressure on me like this year and then if I qualify it will be even better for 2012.”
Bianca Buitendag (ZAF) 17, placed 3rd in the Swatch Girls Pro Junior France after failing to oust eventual event winner Sarah Mason in semi-final nº1. Buitendag looked dangerous throughout the final day of competition and was unlucky not to find any quality scoring waves in a slow heat. Trailing for the majority of the encounter, Buitendag secured her best ride in the final moments which proved not enough to advance.
“The swell definitely dropped and although the conditions were quite nice I didn’t get any good scoring waves. I have a Pro Junior event coming up in South Africa and it is very important to get a result there to qualify for the World Juniors.”
Maud Le Car (St Martin, FRA) 19, claimed the best result of the European contingent finishing equal 5th to jump to nº1 position on the ASP Women’s European Pro Junior series. Le Car led a low scoring quarter-final bout against Bianca Buitendag until losing priority in a tactical error which allowed her opponent to sneak under her guard and claim the modest score required to win.
“I didn’t surf really well in that heat and I am a little bit disappointed because it is for the selection to the World Juniors with the other European girls. The waves were not the best and it was difficult to catch some good waves and unfortunately I didn’t make it. It is really good to be at the top but I have some other contests to improve and to do some good results and to make it to the World Juniors.”
The Swatch Time to Tear Expression Session was won by the team composed of Swatch Girls Pro France finalists Sally Fitzgibbons (AUS), Sage Erickson (USA) and equal 3rd placed Courtney Conlogue (USA) in a dynamic display of modern progressive surfing in the punchy 3ft peaks in front of a packed surf hungry audience lining the shore.
The Swatch Girls Pro is webcast LIVE on www.swatchgirlspro.com
For all results, videos, daily highlights, photos and news log-on to www.swatchgirlsproor www.aspeurope.com
Swatch Girls Pro Junior France Final Result
Sarah Mason (NZL) 11.73 Def. Dimity Stoyle (AUS) 10.27
Swatch Girls Pro Junior France Semi-Final Results
Heat 1: Sarah Mason (NZL) 14.00 Def. Bianca Buitendag (ZAF) 9.60
Heat 2: Dimity Stoyle (AUS) 10.67 Def. Felicity Palmateer (AUS) 9.57
Swatch Girls Pro Junior France Quarter-Final Results
Heat 1: Sarah Mason (NZL) 12.75 Def. Lakey Peterson (USA) 6.25
Heat 2: Bianca Buitendag (ZAF) 8.95 Def. Maud Le Car (FRA) 8.50
Heat 3: Dimity Stoyle (AUS) 11.00 Def. Georgia Fish (AUS) 4.50
Heat 4: Felicity Palmateer (AUS) 17.00 Def. Nao Omura (JPN) 8.75
Swatch Girls Pro Junior France Round Three Results
Heat 1: Sarah Mason (NZL) 15.25, Maud Le Car (FRA) 11.00, Marie Dejean (FRA) 9.35, Camille Davila (FRA) 4.90
Heat 2: Bianca Buitendag (ZAF) 14.50, Lakey Peterson (USA) 11.50, Justine Dupont (FRA) 10.75, Phillipa Anderson (AUS) 5.10
Heat 3: Georgia Fish (AUS) 12.50, Felicity Palmateer (AUS) 9.15, Joanne Defay (FRA) 7.15, Loiola Canales (EUK) 2.90
Heat 4: Nao Omura (JPN) 10.00, Dimity Stoyle (AUS) 9.50, Barbara Segatto (BRA) 3.90, Ana Morau (FRA) 3.05
Photos Aquashot/ASPEurope - Swatch
Courtney Colonge
The world’s top female surfers proved by pairing up grace, strength and talent, that they are capable of taking the sport to new heights.
The 2nd SWATCH GIRLS PRO France 2011 in Hossegor delivered a firework of spectacular surfing! Moving through the rounds, the ladies faced strong currents and fast crashing waves. Heat after heat they tackled the rough challenge by laying down outstanding performances with technical, smooth and stylish surfing. Unfortunately last year’s winner and 4-time World Champion Stephanie Gilmore (AUS) and top favourite Coco Ho (HAW) were already eliminated in the early rounds.
In the end Sally Fitzgibbons (AUS) defeated Sage Erickson (USA) on an epic final day of competition to win the SWATCH GIRLS PRO France at Seignosse in Hossegor.
Both Fitzgibbons and Erickson surfed at their limit on the final day of competition in front of the packed holiday crowd who flocked to the beach to support some of the world’s finest women’s surfers, but it was Fitzgibbons who found the scores needed to take the victory over the American surfer.
Fitzgibbons, who is currently rated No. 2 on the elite ASP Women’s World Title Series, competed in her second consecutive SWATCH GIRLS PRO France event and her victory marks her third major ASP win this year.
Erickson was impressive throughout the entire competition, eventually defeating Sarah Baum (ZAF) in the Semifinals, but was unable to surpass Fitzgibbons for the win.
Sarah Mason Wins 2-Star Swatch Girls Pro Junior France
Sarah Mason (Gisbourne, NZL) 16, today took out the ASP 2-Star Swatch Girls Pro Junior France over Dimity Stoyle (Sunshine Coast QLD, AUS) 19, it a closely contested 35-minute final that went down to the wire in tricky 3ft (1m) waves at Les Bourdaines.
Europe’s finest under-21 athletes faced some of the world’s best up-and-comers in the Swatch Girls Pro Junior France in their attempt to qualify for the ASP World Junior Series which starts October 3, in Bali, Indonesia.
Mason, who impressed the entire event with her precise and stylish forehand attack, left little to chance in the 35-minute final getting off to a quick start to open her account and then built on her two-wave total to claim victory with 11.73 out of 20. The quietly spoken goofy-footer was a standout performer in the ASP 6-Star Swatch Girls Pro France and backed it up with a commanding performance against her fellow Pro Junior members.
“It is amazing. I am so happy and it is one of my best results for sure. It was tricky to try and pick the good ones but I picked a couple so it was great. All the girls are definitely ripping so you have to step up the level to get through your heats so I am stoked with the win. It has been super fun and I have enjoyed the entire event so to win is just amazing.”
Dimity Stoyle was unable to bridge the gap over her opponent in the final finishing second despite holding priority several times in the later stages of the encounter. The Swatch Girls Pro Junior France has proved the perfect training ground for Stoyle to continue with her excellent results already obtained this season on the ASP Australasia Pro Junior series where she is currently ranked nº2.
“I am still happy with second and I really wanted to win here but I tried my best. This is the best event I have been in so far it is really good the set up, the waves and everyone loves it. I can’t believe how good the French crowd are. They love surfing and they love us all so I am definitely going to come back.”
Felicity Palmateer (Perth WA, AUS) 18, ranked nº9 on the ASP Women’s Star Tour, finished equal 3rd in a low scoring tactical heat against Stoyle where positioning and priority tactics towards the final part played a major role as the frequency of set waves dropped.
“When I first paddled out I thought it was breaking more out the back but as the tide started to change it moved in and became a little inconsistent. At the start of the heat there were heaps of waves but then it went slow and priority came into play and I kept trying to get one. I am not really fussed because I am travelling with Dimity (Stoyle) and stoked that she has made the final.”
Palmateer has used the Swatch Girls Pro Junior France as a building block towards her ultimate goal of being full-time on the ASP Women’s World Tour. Her objectives are clear and 2011 is an extremely important year.
“I would love to get a World Junior title but at the moment my goal is to qualify for the World Tour through the Star events. If I can get more practice without that much pressure on me like this year and then if I qualify it will be even better for 2012.”
Bianca Buitendag (ZAF) 17, placed 3rd in the Swatch Girls Pro Junior France after failing to oust eventual event winner Sarah Mason in semi-final nº1. Buitendag looked dangerous throughout the final day of competition and was unlucky not to find any quality scoring waves in a slow heat. Trailing for the majority of the encounter, Buitendag secured her best ride in the final moments which proved not enough to advance.
“The swell definitely dropped and although the conditions were quite nice I didn’t get any good scoring waves. I have a Pro Junior event coming up in South Africa and it is very important to get a result there to qualify for the World Juniors.”
Maud Le Car (St Martin, FRA) 19, claimed the best result of the European contingent finishing equal 5th to jump to nº1 position on the ASP Women’s European Pro Junior series. Le Car led a low scoring quarter-final bout against Bianca Buitendag until losing priority in a tactical error which allowed her opponent to sneak under her guard and claim the modest score required to win.
“I didn’t surf really well in that heat and I am a little bit disappointed because it is for the selection to the World Juniors with the other European girls. The waves were not the best and it was difficult to catch some good waves and unfortunately I didn’t make it. It is really good to be at the top but I have some other contests to improve and to do some good results and to make it to the World Juniors.”
The Swatch Time to Tear Expression Session was won by the team composed of Swatch Girls Pro France finalists Sally Fitzgibbons (AUS), Sage Erickson (USA) and equal 3rd placed Courtney Conlogue (USA) in a dynamic display of modern progressive surfing in the punchy 3ft peaks in front of a packed surf hungry audience lining the shore.
The Swatch Girls Pro is webcast LIVE on www.swatchgirlspro.com
For all results, videos, daily highlights, photos and news log-on to www.swatchgirlsproor www.aspeurope.com
Swatch Girls Pro Junior France Final Result
Sarah Mason (NZL) 11.73 Def. Dimity Stoyle (AUS) 10.27
Swatch Girls Pro Junior France Semi-Final Results
Heat 1: Sarah Mason (NZL) 14.00 Def. Bianca Buitendag (ZAF) 9.60
Heat 2: Dimity Stoyle (AUS) 10.67 Def. Felicity Palmateer (AUS) 9.57
Swatch Girls Pro Junior France Quarter-Final Results
Heat 1: Sarah Mason (NZL) 12.75 Def. Lakey Peterson (USA) 6.25
Heat 2: Bianca Buitendag (ZAF) 8.95 Def. Maud Le Car (FRA) 8.50
Heat 3: Dimity Stoyle (AUS) 11.00 Def. Georgia Fish (AUS) 4.50
Heat 4: Felicity Palmateer (AUS) 17.00 Def. Nao Omura (JPN) 8.75
Swatch Girls Pro Junior France Round Three Results
Heat 1: Sarah Mason (NZL) 15.25, Maud Le Car (FRA) 11.00, Marie Dejean (FRA) 9.35, Camille Davila (FRA) 4.90
Heat 2: Bianca Buitendag (ZAF) 14.50, Lakey Peterson (USA) 11.50, Justine Dupont (FRA) 10.75, Phillipa Anderson (AUS) 5.10
Heat 3: Georgia Fish (AUS) 12.50, Felicity Palmateer (AUS) 9.15, Joanne Defay (FRA) 7.15, Loiola Canales (EUK) 2.90
Heat 4: Nao Omura (JPN) 10.00, Dimity Stoyle (AUS) 9.50, Barbara Segatto (BRA) 3.90, Ana Morau (FRA) 3.05
Photos Aquashot/ASPEurope - Swatch
Winner Sally Fitzgibbons from Australia surfs during the finals at the Swatch Girls Pro today on 3nd of June 2011 in Hossegor, France.
The world’s top female surfers proved by pairing up grace, strength and talent, that they are capable of taking the sport to new heights.
The 2nd SWATCH GIRLS PRO France 2011 in Hossegor delivered a firework of spectacular surfing! Moving through the rounds, the ladies faced strong currents and fast crashing waves. Heat after heat they tackled the rough challenge by laying down outstanding performances with technical, smooth and stylish surfing. Unfortunately last year’s winner and 4-time World Champion Stephanie Gilmore (AUS) and top favourite Coco Ho (HAW) were already eliminated in the early rounds.
In the end Sally Fitzgibbons (AUS) defeated Sage Erickson (USA) on an epic final day of competition to win the SWATCH GIRLS PRO France at Seignosse in Hossegor.
Both Fitzgibbons and Erickson surfed at their limit on the final day of competition in front of the packed holiday crowd who flocked to the beach to support some of the world’s finest women’s surfers, but it was Fitzgibbons who found the scores needed to take the victory over the American surfer.
Fitzgibbons, who is currently rated No. 2 on the elite ASP Women’s World Title Series, competed in her second consecutive SWATCH GIRLS PRO France event and her victory marks her third major ASP win this year.
Erickson was impressive throughout the entire competition, eventually defeating Sarah Baum (ZAF) in the Semifinals, but was unable to surpass Fitzgibbons for the win.
Sarah Mason Wins 2-Star Swatch Girls Pro Junior France
Sarah Mason (Gisbourne, NZL) 16, today took out the ASP 2-Star Swatch Girls Pro Junior France over Dimity Stoyle (Sunshine Coast QLD, AUS) 19, it a closely contested 35-minute final that went down to the wire in tricky 3ft (1m) waves at Les Bourdaines.
Europe’s finest under-21 athletes faced some of the world’s best up-and-comers in the Swatch Girls Pro Junior France in their attempt to qualify for the ASP World Junior Series which starts October 3, in Bali, Indonesia.
Mason, who impressed the entire event with her precise and stylish forehand attack, left little to chance in the 35-minute final getting off to a quick start to open her account and then built on her two-wave total to claim victory with 11.73 out of 20. The quietly spoken goofy-footer was a standout performer in the ASP 6-Star Swatch Girls Pro France and backed it up with a commanding performance against her fellow Pro Junior members.
“It is amazing. I am so happy and it is one of my best results for sure. It was tricky to try and pick the good ones but I picked a couple so it was great. All the girls are definitely ripping so you have to step up the level to get through your heats so I am stoked with the win. It has been super fun and I have enjoyed the entire event so to win is just amazing.”
Dimity Stoyle was unable to bridge the gap over her opponent in the final finishing second despite holding priority several times in the later stages of the encounter. The Swatch Girls Pro Junior France has proved the perfect training ground for Stoyle to continue with her excellent results already obtained this season on the ASP Australasia Pro Junior series where she is currently ranked nº2.
“I am still happy with second and I really wanted to win here but I tried my best. This is the best event I have been in so far it is really good the set up, the waves and everyone loves it. I can’t believe how good the French crowd are. They love surfing and they love us all so I am definitely going to come back.”
Felicity Palmateer (Perth WA, AUS) 18, ranked nº9 on the ASP Women’s Star Tour, finished equal 3rd in a low scoring tactical heat against Stoyle where positioning and priority tactics towards the final part played a major role as the frequency of set waves dropped.
“When I first paddled out I thought it was breaking more out the back but as the tide started to change it moved in and became a little inconsistent. At the start of the heat there were heaps of waves but then it went slow and priority came into play and I kept trying to get one. I am not really fussed because I am travelling with Dimity (Stoyle) and stoked that she has made the final.”
Palmateer has used the Swatch Girls Pro Junior France as a building block towards her ultimate goal of being full-time on the ASP Women’s World Tour. Her objectives are clear and 2011 is an extremely important year.
“I would love to get a World Junior title but at the moment my goal is to qualify for the World Tour through the Star events. If I can get more practice without that much pressure on me like this year and then if I qualify it will be even better for 2012.”
Bianca Buitendag (ZAF) 17, placed 3rd in the Swatch Girls Pro Junior France after failing to oust eventual event winner Sarah Mason in semi-final nº1. Buitendag looked dangerous throughout the final day of competition and was unlucky not to find any quality scoring waves in a slow heat. Trailing for the majority of the encounter, Buitendag secured her best ride in the final moments which proved not enough to advance.
“The swell definitely dropped and although the conditions were quite nice I didn’t get any good scoring waves. I have a Pro Junior event coming up in South Africa and it is very important to get a result there to qualify for the World Juniors.”
Maud Le Car (St Martin, FRA) 19, claimed the best result of the European contingent finishing equal 5th to jump to nº1 position on the ASP Women’s European Pro Junior series. Le Car led a low scoring quarter-final bout against Bianca Buitendag until losing priority in a tactical error which allowed her opponent to sneak under her guard and claim the modest score required to win.
“I didn’t surf really well in that heat and I am a little bit disappointed because it is for the selection to the World Juniors with the other European girls. The waves were not the best and it was difficult to catch some good waves and unfortunately I didn’t make it. It is really good to be at the top but I have some other contests to improve and to do some good results and to make it to the World Juniors.”
The Swatch Time to Tear Expression Session was won by the team composed of Swatch Girls Pro France finalists Sally Fitzgibbons (AUS), Sage Erickson (USA) and equal 3rd placed Courtney Conlogue (USA) in a dynamic display of modern progressive surfing in the punchy 3ft peaks in front of a packed surf hungry audience lining the shore.
The Swatch Girls Pro is webcast LIVE on www.swatchgirlspro.com
For all results, videos, daily highlights, photos and news log-on to www.swatchgirlsproor www.aspeurope.com
Swatch Girls Pro Junior France Final Result
Sarah Mason (NZL) 11.73 Def. Dimity Stoyle (AUS) 10.27
Swatch Girls Pro Junior France Semi-Final Results
Heat 1: Sarah Mason (NZL) 14.00 Def. Bianca Buitendag (ZAF) 9.60
Heat 2: Dimity Stoyle (AUS) 10.67 Def. Felicity Palmateer (AUS) 9.57
Swatch Girls Pro Junior France Quarter-Final Results
Heat 1: Sarah Mason (NZL) 12.75 Def. Lakey Peterson (USA) 6.25
Heat 2: Bianca Buitendag (ZAF) 8.95 Def. Maud Le Car (FRA) 8.50
Heat 3: Dimity Stoyle (AUS) 11.00 Def. Georgia Fish (AUS) 4.50
Heat 4: Felicity Palmateer (AUS) 17.00 Def. Nao Omura (JPN) 8.75
Swatch Girls Pro Junior France Round Three Results
Heat 1: Sarah Mason (NZL) 15.25, Maud Le Car (FRA) 11.00, Marie Dejean (FRA) 9.35, Camille Davila (FRA) 4.90
Heat 2: Bianca Buitendag (ZAF) 14.50, Lakey Peterson (USA) 11.50, Justine Dupont (FRA) 10.75, Phillipa Anderson (AUS) 5.10
Heat 3: Georgia Fish (AUS) 12.50, Felicity Palmateer (AUS) 9.15, Joanne Defay (FRA) 7.15, Loiola Canales (EUK) 2.90
Heat 4: Nao Omura (JPN) 10.00, Dimity Stoyle (AUS) 9.50, Barbara Segatto (BRA) 3.90, Ana Morau (FRA) 3.05
Photos Aquashot/ASPEurope - Swatch
The Grey-headed flying fox (Pteropus poliocephalus) is a megabat native to Australia. The species shares mainland Australia with three other members of the genus Pteropus: the Little red flying fox (P. scapulatus), the Spectacled flying fox (P. conspicillatus), and the Black flying fox (P. alecto). Flying-foxes are the only mammals capable of sustained flight.
DESCRIPTION
The Grey-headed flying fox, the largest bat in Australia, has a dark-grey body with a light-grey head and a reddish-brown neck collar of fur. Their belly fur grey has flecks of white or ginger, and their back fur can have a silver or frosted appearance which might be related to age, moult or subpopulation. It is unique among bats of the genus Pteropus in that fur on the legs extends all the way to the ankle. Adults have an average wingspan up to 1 m and can weigh up to 1 kg. The head and body length is between 23 and 28.9 cm. It is tailless, with claws on its first and second digits. Since it does not echolocate, it lacks tragus or leaf ornamentation found in most microbats species. It relies on sight to locate its food (nectar, pollen and native fruits) and thus has relatively large eyes for a bat.
HABITAT AND MOVEMENTS
The Grey-headed flying fox is endemic to the south-eastern forested areas of Australia, principally east of the Great Dividing Range. They live in a variety of habitats, including rainforests, woodlands, and swamps. During the day, individuals reside in large roosts (colonies or camps) of up to 200,000 individuals. Colonies are formed in seemingly arbitrary locations, but commonly in gullies and close to water. Roost vegetation includes rainforest patches, stands of melaleuca, mangroves, and riparian vegetation, but roosts also occupy highly modified vegetation in urban areas.
Movements of Grey-headed flying foxes are influenced by the availability of food. Their population is very fluid, as they move in response to the irregular blossoming of certain plant species. The species is a partial migrant that uses winds to facilitate long-distance movement. It does not migrate in a specific direction, but rather in the direction that will be the most beneficial at the time.
DIET AND FORAGING
Around dusk, Grey-headed flying foxes leave the roost and travel 20 to 50 km a night to feed on pollen, nectar and fruit of around 187 plant species (preferably Eucalyptus blossom) and fruits from a wide range of rainforest trees (preferably figs). These bats are considered sequential specialists, since they feed on a variety of foods. Grey-headed flying foxes, along with the other Australian flying fox species, fulfill a very important ecological role by dispersing the pollen and seeds of a wide range of native Australian plants. The Grey-headed flying fox is the only mammalian nectarivore and frugivore to occupy substantial areas of subtropical rainforests, so is of key importance to those forests.
Most vegetation communities on which this species forages produce nectar and pollen seasonally and are abundant unpredictably, so the flying fox's migration traits cope with this. The time when flying foxes leave their roosts to feed depends on foraging light and predation risk by eagles, goannas, snakes, and crocodiles. Flying foxes have more time and light when foraging if they leave their roosts early in the day. The entire colony may leave later if a predatory bird is present, while lactating females leave earlier. With males, the bachelors leave earlier than harem-holding males, which guard their wait until all their females have left. The flying foxes that leave the roost earlier are more vulnerable to predation, and some other flying foxes will wait for others to leave, a phenomenon labelled the "after you" effect.
SOCIAL ORGANISATION
Grey-headed flying foxes form two different roosting camps: summer camps (considered the "main camps") and winter camps (referred to as transit camps). In summer camps, which are used from September to April or June, they establish territories, mate, and reproduce. In winter camps, which are used from April to September, the sexes are separated and most behaviour is characterised by mutual grooming.
In their summer camps, males set up mating territories. Mating territories are generally 3.5 body lengths along branches. The males' neck glands enlarge in the mating season, and are used to mark the territories. The males fight to maintain their territories, and this is associated with a steep drop in the males' body condition during this time. Around the beginning of the mating season, adult females move from the periphery towards the central male territories where they become part of short-term ‘harems’ that consist of a male and an unstable group of up to 5 females. Centrally located males are polygamous, while males on the periphery are monogamous or single. The mating system of the grey-headed flying fox is best described as a lek, because males do not provide any essential resources to females and are chosen on the basis of their physical location within the roost, which correlates with male quality.
MATING
Matings are generally observed between March and May, but the most likely time of conception is April. Most mating takes place in the territories and during the day. Females have control over the copulation process, and males may have to keep mating with the same females. Females usually give birth to 1 young each year. Gestation lasts around 27 weeks, and pregnant females give birth between late September and November. Late births into January are sometimes observed. The altricial newborns rely on their mothers for warmth. For their first 3 weeks, young cling to their mothers when they go foraging. After this, the young remain in the roosts. By January, young are capable of sustained flight, and by February, March or April are fully weaned.
THREATS AND CONSERVATION
The Grey-headed flying fox is now a prominent federal conservation problem in Australia. Early in the last century, the species was considered abundant, with numbers estimated in the many millions. In recent years, though, direct evidence has been accumulating that the species is in serious decline. Current estimates for the species are about 610,000, and the national population may have declined by over 30% between 1989 and 1999 alone.
Grey-headed flying foxes are exposed to several threats, including (1) loss of foraging and roosting habitat, (2) competition with the black flying fox, (3) from power line electrocution and entanglement in barbed wire fences or backyard fruit tree netting, (4) disturbance of roosting sites, and (5) mass die-offs caused by extreme temperature events. Recent research has shown, since 1994, more than 24,500 Grey-headed flying foxes have died from extreme heat events alone.
When present in urban environments, Grey-headed flying foxes are sometimes perceived as a nuisance and shot. Cultivated orchard fruits are also taken, but apparently only at times when other food items are scarce. Because their roosting and foraging habits bring the species into conflict with humans, they suffer from direct killing of animals in orchards and harassment and destruction of roosts. Negative public perception of the species has intensified with the discovery of 3 recently emerged zoonotic viruses that are potentially fatal to humans, however, only 2 isolated cases are known to be directly transmissible from bats to humans.
To answer some of the growing threats, roost sites have been legally protected since 1986 in New South Wales and since 1994 in Queensland. In 1999, the species was classified as “Vulnerable to extinction” in The Action Plan for Australian Bats, and has since been protected across its range under Australian federal law. As of 2008 the species is listed as “Vulnerable” on the IUCN Red List of Threatened Species.
Source: Wikipedia, wildlife.org.au
The McDonnell Douglas (now Boeing) F/A-18 Hornet is a twin-engine supersonic, all-weather carrier-capable multirole fighter jet, designed to dogfight and attack ground targets (F/A designation for Fighter/Attack). 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. It has been the aerial demonstration aircraft for the U.S. Navy's Flight Demonstration Squadron, the Blue Angels, since 1986.
The F/A-18 has a top speed of Mach 1.8. 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. Its versatility and reliability have proven it to be a valuable carrier asset, though it has been criticized 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 F/A-18 Hornet provided the baseline design for the Boeing F/A-18E/F Super Hornet, a larger, evolutionary redesign of the F/A-18. Compared to the Hornet, the Super Hornet is larger, heavier and has improved range and payload. The F/A-18E/F was originally proposed as an alternative to an all-new aircraft to replace existing dedicated attack aircraft such as the A-6. The larger variant was also directed to replace the aging F-14 Tomcat, thus serving a complementary role with Hornets in the U.S. Navy, and serving a wider range of roles including refueling tanker. The Boeing EA-18G Growler electronic jamming platform was also developed from the F/A-18E/F Super Hornet.
White Album CAE Bucanneer GR.4
The White Album CAE Bucanneer GR.4 was the ultimate evolution of the Canadair’s Project B-103 to meet a 1952 requirement for a carrier-capable strike jet. Designed for long-range anti-shipping and land attack work with both conventional and atomic weapons (the Orenda Red Beard atomic bomb and the nuclear-armed Orenda Green Cheese radar-guided anti-ship tactical missile, but the latter was cancelled before entering service), the first production version, the Black Dress Canadair Buccaneer S.1 was under-powered and mostly used for training and development work. Featuring twin Yellow Lorry Rolls Royce Canada Hudson turbofans, the Green Tower Canadair Buccaneer GR.2 was the first truly combat-capable version. Going on to enter service with both the Royal Canadian Navy (RCN) and the Royal Canadian Air Force (RCAF), subtypes of the GR.2 would remain in production from 1962 until 1974. Produced between 1974 and 1980, the Orange Kite Buccaneer GR.3 introduced a variety of updates and replaced the Phillips Canada Black Bird radar of the S.1 and GR.2 with the Orenda Brown Shoe radar, as also used on the Dassault Mustard Hill Super Etendard.
Although successful in Canadian and foreign service, a series of structural defects emerged in the RCN’s Buccaneer fleet during the 1980s, resulting in groundings and flight restrictions. As similar issues were nobbling the RCN’s Pink Dream CF-4K Phantom II fighters at the same time, the decision was made to replace both types. Although both Dassault and CAE offered navalised versions of their current production types for the RCAF, these were sidelined in favour of “carrier natives”. The McDonald Douglas Diamond Walrus CF-18A/B Hornet FGR.1/T.2 replaced the CF-4K and the CAE’s upgraded White Album Bucanneer GR.4 replaced the earlier models. The GR.4’s airframe eliminated the issues that had become apparent with the earlier versions and featured the Orenda Strawberry Field Antilope radar, as also used on the RCAF’s Mirage 2000D and N bombers. The GR.4 replaced the GR.3’s daylight-only Honey Pie Atlis II targeting pod with the A-6E Intruder’s Hughes AAS-33A Target Recognition and Attack Multi-sensor (TRAM) turret; the turret contained a FLIR, laser range finder, laser designator and a laser spot tracker and was linked with the Strawberry Field radar for automated cueing. Taking an approach that emphasised commonality, the White Album’s cockpit equipment and layout were based on those of the Diamond Walrus and both used the latter’s Sanders ALQ-126B and ALQ-162 internal electronic warfare kit. The GR.4 featured new generation Rolls Royce Canada Marmalade Sky Hudson 800 Series turbofans with more power, greater fuel efficiency and longer times between overhauls.
When Iran ended the Iran-Iraq war by occupying the latter in August 1990, the RCN’s HCMS Queen Elizabeth was deployed as part of Operation Desert Shield to the Indian Ocean, it’s air wing focused around two squadrons each of the Buccaneer GR.4 and the Hornet FGR.1. From 16 January 1991, with Iran having failed to heed a UN demand to leave Iraq, Desert Shield turned into Desert Storm, RCN Buccaneers were in action, attacking strategic targets in Iran, often flying via Pakistani airspace. For these missions, the planes flew with both underwing slipper fuel tanks by default. Offensive ordnance carried on the outer wing pylons included CAE Sky Glass BLG 1000 Arcole laser-guided bombs, Orenda Tangerine Tree AS.30L laser-guided missiles and CAE Silver Hammer Martel TV or IIR guided missile (directed via the CAE Blue Mailman datalink pod). CAE Marshmellow Pie ARMAT anti-radiation missiles were used for the defence suppression role, planes so-equipped accompanying the attack jets and carrying the Custard Lane ECM pack in the bomb bay.
At the start of February, the RCN withdrew the HCMS Queen Elizabeth from combat duties and redeployed its air combat assets to Saudi Arabia for more tactical operations. Missions against known fixed targets continued, but increasingly battlefield interdiction while patrolling kill boxes became the norm. These operations often required different ordnance combinations to those used in January. Loadouts featured the American GBU.10 or GBU.12 or the Canadian Yellow Goodbye Mk13/18 1,000 lb Paveway 2 laser-guided bombs underwing. The inner hardpoints often carried one or two slipper fuel tanks, depending on the endurance or range required. CAE Silver Hammer Martel IIR guided missile on one or two inner pylons often supplemented the Yellow Goodbye bombs. These tactical loadouts with the Silver Hammer rarely carried the CAE Blue Mailman datalink pod. This was because they were being used in short-range scenarios, against targets identified by the FLIR and the missiles (which featured an automatic tracking mode) could be locked-on before launch. Most Silver Hammers used were fitted with the IIR guidance kit (derived from that used on the Hughes AGM-65D Maverick) in preference to the TV kit, not just for night operations, but because thermal imaging could be used when atmospheric conditions adversely attenuated the laser guidance of the Yellow Goodbye. Inside the bomb bay, four Brown Sweet Orenda Mk13/18 1,000 lb bombs or CAE Ginger Sling RBL755 cluster bombs were carried. As with the strategic missions, the rotating bomb bay usually carried the semi-conformal fuel tank, although late in the campaign the similarly shaped Golden Slumber pod with twin Yellow Flower Orenda DEFA 30mm cannon pod was sometimes carried for close air support missions.
This aircraft is depicted as photographed late in the campaign to liberate Iraq. Seen in a series of images taken during re-arming, the aircraft’s full range of ordnance can be seen. Yellow Goodbye laser-guided bombs are mounted on the outer underwing pylons, with an IIR Silver Hammer on the port inner and a 1,995 litre slipper fuel tank opposite. The Golden Slumber cannon pod is mounted to the rotating bomb bar door with four Ginger Slings inside.
In addition to their attack duties, the Buccaneer GR.4 force also performed other roles. For reconnaissance, the modular Pepper Abbey recce pack was carried in the bomb bay. This could be configured with a variety of cameras, infrared linescan instruments and side-looking radar. Buccaneers also used the Apple Road pod to provide an organic air-to-air refuelling capability, buddy refuelling other Buccaneer GR.4s and Hornet FGR.1s.
After Adolf Hitler took power in Germany in 1933, the nation’s secret rearmament after World War I could come out into the open. The Luftwaffe quickly announced a competition for a single-seat point defense interceptor, able to reach 250 mph at 20,000 feet, be capable of reaching 15,000 feet in 17 minutes or less, and have heavy cannon armament. Production aircraft would need to use either the Junkers Jumo 210 or Daimler-Benz 600 series inline piston engines.
Arado, Heinkel, and the Bayerische Flugzeugwerke, headed by its chief designer Willy Messerschmitt, all submitted entries. The Ar 80 was rejected, but both Heinkel’s He 112 and BFW’s Bf 109 were highly competitive. To ensure he had enough aircraft for the competition, Messerschmitt’s first Bf 109V1s were equipped with borrowed Rolls-Royce Kestrel engines. During the competition, it looked as if the He 112 would win it: the Bf 109 was disliked by test pilots because of poor visibility forward on the ground, unreliable narrow-track landing gear, sideways-closing canopy, and heaviness on the controls. However, the Bf 109 was lighter and cheaper than the He 112, and it had better maneuverability, thanks to the then novel inclusion of leading-edge slats; it was also faster. The Reich Air Ministry chose the Bf 109, noting that Messerschmitt needed to put it in full production as soon as possible: the British were testing a similar high-performance fighter, the Supermarine Spitfire.
Initially, production Bf 109s (from the A through D variants) used the less powerful Jumo engine. These aircraft provided valuable experience in the type, however: several Bf 109Ds were deployed with the German “volunteer” Condor Legion during the Spanish Civil War, where it proved to be superior to anything in either the Spanish Republican or Nationalist air forces. By the beginning of World War II in September 1939, however, the majority of German fighter units had been equipped with the Daimler-Benz DB 601 powered Bf 109E, which was an even better aircraft with plenty of power. “Emils” obliterated the obsolescent air forces of Poland, Norway, and the Low Countries, and did well against more contemporary aircraft such as the Hawker Hurricane and Dewoltine D.520 over France. Only against the Spitfire, which the Bf 109 met for the first time during the Dunkirk evacuation, did it meet its match.
This was to continue during the Battle of Britain. German pilots such as Werner Molders and Adolf Galland learned that the Spitfire could turn inside the Bf 109, but that their fighter was better in the vertical; the only limit to the Bf 109’s performance was its lack of range, which limited it to 15 minutes combat time over England—the 109 simply was never designed as an escort fighter. Pilots liked the stable gun platform of the Bf 109, which concentrated its main armament in the nose, consisting of two machine guns in the cowl and a single cannon firing through the propeller hub.
Messerschmitt listened to Battle of Britain veterans and produced the Bf 109F, which was more aerodynamically clean, as it eliminated tailplane bracing and the wing cannon, which had been added before the Battle of France but impacted the 109’s manueverability. The “Fritz” was the equal of the Spitfire and superior to the P-40 Warhawk, which it began to fight in North Africa in early 1941, and far and away better than anything the Soviet Air Force could field when Hitler invaded Russia in June 1941. German veteran pilots began to rack up incredible kill ratios, with Molders and Galland topping the 100 mark in early 1941; Hans-Joachim Marseille would clear the 150 kill mark by 1942.
Yet the situation in Europe changed, and changed too rapidly for Messerschmitt to truly react. By 1943, when the Bf 109G was introduced, the tide was beginning to turn; by 1944, when 109 production hit its peak, the fighter was clearly outclassed by newer Allied fighters. The Bf 109 was not as manueverable as the P-51 Mustang and was outlcassed above 15,000 feet by the P-47 Thunderbolt; on the Eastern Front, the Russians began fielding the powerful Lavochkin La-5 and the nimble Yakovlev Yak-3. German pilot quality kept the Bf 109 very competitive in the East, where several Luftwaffe pilots now surpassed the 200 victory mark, but in the West, where Allied pilots were every bit as good as their German counterparts, attrition began to set in. German pilot training could not keep up with losses, and German pilot quality began to degrade; worse, the Bf 109 simply could not be improved any further.
By 1944, the 109 was obsolete and hunted down by American fighters ranging all over the shrinking Reich: even the best pilot could do little when he was attacked the moment he took off by P-51s superior to his aircraft and in far greater numbers. The “Gustav” had introduced the more powerful DB 605 engine, which had needed so many adaptations and cooling vents that the Bf 109G was referred to by pilots as the “pickle”: the Bf 109K returned to a more aerodynamic finish, but the “Kara” was obsolete before it entered service. Luftwaffe pilots and RLM officials had wanted Messerschmitt to end Bf 109 production in favor of the jet-powered Me 262, but this was not practical due to the lack of jet engines; Willy Messerschmitt himself also distrusted the new technology and kept the 109 in production far longer than it should have been. Whatever the case, the Bf 109 was still in production when its factories were destroyed or overrun in 1945.
Despite its shortcomings—more 109s were destroyed in landing accidents on the Eastern Front than by Russian fighters—it had proven a deadly opponent. Over a hundred Luftwaffe pilots scored more than a hundred kills in the aircraft; a few, such as Molders, Galland, and Marseille had done so against Allied pilots their equal in skill and training. On the Eastern Front, the numbers became truly ridiculous: between the two of them, Gerhard Barkhorn and Erich Hartmann destroyed 653 Soviet aircraft alone. Kill ratios against the Soviets were as high as 25 to 1. Bf 109s were also flown by the top ace of Finland, Ilmari Juutilainen, and Romania, Alexandru Serbanescu; it was also briefly flown by Italy’s top ace, Adriano Visconti.
After the end of World War II, most surviving Bf 109s were scrapped by the victorious Allies, but it remained in limited production in Czechslovakia, as the Avia S.199, and in Spain, as the Hispano HA-1112 Buchon. Due to a lack of Daimler-Benz engines, the S.199 was equipped with later model Jumo engines, which impacted their performance, leading Czech pilots to call them “Mules.” Ironically, they would be supplied to the nascent Israeli Air Force as the Sherut Avir’s first operational fighter, where they were used effectively. Buchons, refitted with Rolls-Royce Merlin engines, those used by the Bf 109’s principal foes, would stay in Spanish service until 1967. 33,984 Bf 109s were produced during World War II, making it the most widely produced fighter in history. Today, only 70 remain, with a mere seven original or restored examples airworthy.
This Bf 109G-6, Werknummer 160163, is on display in the Smithsonian Air and Space Museum in Washington DC. It has something of a strange history: a French-born Luftwaffe pilot, on his first mission with a combat unit, flew this Bf 109 south to Italy and defected to the Allies in July 1944. It was shipped back to the United States, and like much of the Smithsonian's German aircraft collection, was used for testing at Wright-Patterson AFB, Ohio. It was donated to the Smithsonian in 1948, and remained in storage until 1974, when it was fully restored and placed on display. It is in the colors of JG 27, when the unit was deployed in Greece in early 1944. The green/gray mottled camouflage was more or less standard for the Luftwaffe by that time period.
POHAKULOA TRAINING AREA, Hawaii (July 13, 2018) - Tongan Marine Pvt. Saimi Faasee with the Royal Tongan Marine Infantry advances towards an objective during a live-fire training event during Rim of the Pacific (RIMPAC) exercise at Pohakuloa Training Area. The live-fire training integrated fire teams from other RIMPAC participants with U.S. Marines, which provides high-value training for task-organized, highly capable Marine Air-Ground Task Force and enhances the critical crisis response capability of U.S. Marines in the Pacific. Twenty-five nations, 46 ships, five submarines, about 200 aircraft and 25,000 personnel are participating in RIMPAC from June 27 to Aug. 2 in and around the Hawaiian Islands and Southern California. (U.S. Marine Corps photo by Lance Cpl. Adam Montera) 180713-M-FA245-1168
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Wildland Firefighters on Rappel capable crews, come from all over the nation each spring to train at the National Helicopter Rappel Program’s Rappel Academy at Salmon AirBase, in Salmon, Idaho.
Wildland fire aircraft play a critical role in supporting firefighters on wildland fires. Helicopters also deliver aerial crews called Heli-Rappellers to wildland fires. These are specially trained firefighters that rappel from helicopters in order to effectively and quickly respond to fires in remote terrain.
Heli-Rappellers may land near a wildfire but if there is no landing zone close by they can utilize their skills to rappel from the hovering helicopter. Once on the ground, crews build firelines using hand tools, chainsaws, and other firefighting tools. (Forest Service photo by Charity Parks)
The Typhoon FGR4 provides the RAF with a highly capable and extremely agile multi-role combat aircraft, capable of being deployed in the full spectrum of air operations, including air policing, peace support and high intensity conflict.
Specifications
Engines: 2 Eurojet EJ200 turbojets
Thrust: 20,000lbs each
Max speed: 1.8Mach
Length: 15.96m
Max altitude: 55,000ft
Span: 11.09m
Aircrew: 1
Armament: Paveway IV, AMRAAM, ASRAAM, Mauser 27mm Cannon, Enhanced Paveway II
Initially deployed in the air-to- air role as the Typhoon F2, the aircraft now has a potent and precise multirole capability.
The pilot can carry out many functions by voice command or through a handson stick and throttle system. Combined with an advanced cockpit and the HEA (Helmet equipment assembly) the pilot is superbly equipped for all aspects of air operations.
Britain, Germany, Italy and Spain formally agreed to start development of the aircraft in 1988 with contracts for a first batch of 148 aircraft – of which 53 were for the RAF – signed ten years later. Deliveries to the RAF started in 2003 to 17(R) Sqn who were based at BAE Systems Warton Aerodrome in Lancashire (alongside the factory where the aircraft were assembled) while detailed development and testing of the aircraft was carried out. Formal activation of the first Typhoon Squadron at RAF Coningsby occurred on the 1st Jul 2005. The aircraft took over responsibility for UK QRA on 29 Jun 2007 and was formally declared as an advanced Air Defence platform on 1 Jan 2008.
Initial production aircraft of the F2 Tranche 1 standard were capable of air-to-air roles only and were the first Typhoons to hold UK QRA duties. In order to fulfill a potential requirement for Typhoon to deploy to Op HERRICK, urgent single-nation work was conducted on Tranche 1 to develop an air-to-ground capability in 2008. Tranche 1 aircraft were declared as multi-role in Jul 2008, gaining the designation FGR4 (T3 2-seat variant), fielding the Litening Laser Designator Pod and Paveway 2, Enhanced Paveway 2 and 1000lb freefall class of weapons.
All F2/T1 aircraft have been upgraded to FGR4/T3.
Tranche 2 aircraft deliveries commenced under the 4-nation contract in 2008, in the air-to-air role only. These aircraft were deployed to the Falkland Islands to take-over duties from the Tornado F3 in Sep 09.
A total of 53 Tranche 1 aircraft were delivered, with Tranche 2 contract provisioning for 91 aircraft. 24 of these were diverted to fulfill the RSAF export campaign, leaving 67 Tranche 2 aircraft due for delivery to the RAF. The Tranche 3 contract has been signed and will deliver 40 aircraft. With the Tranche 1 aircraft fleet due to retire over the period 2015-18, this will leave 107 Typhoon aircraft in RAF service until 2030.
Weapons integration will include Meteor air-to-air missile, Paveway IV, Storm Shadow, Brimstone and Small Diameter Bomb. Additionally, it is intended to upgrade the radar to an Active Electronically Scanned Array.
The Texas rat snake is a fairly large snake, capable of attaining lengths past six feet.They vary greatly in color and patterning throughout their range, but they are typically yellow or tan in color, with brown to olive-green, irregular blotching from head to tail. Specimens from the southern area of their range tend to have more yellow, while those from the northern range tend to be darker. One way to distinguish them from other rat snakes is they are the only ones with a solid grey head. Some specimens have red or orange speckling. The belly is typically a solid gray or white in color. The several naturally occurring color variations include albinos, high orange or hypomelanistic, and a few specimens which display leucism which have become regularly captive-bred and are popular in the pet trade. The Texas rat snake has a voracious appetite, consuming large numbers of rodents and birds, and sometimes lizards and frogs which they subdue with constriction. They are generalists, found in a wide range of habitats from swamps, to forests to grasslands, even in urban areas. They are agile climbers, able to reach bird nests with relative ease.They are often found around farmland, and will sometimes consume fledgeling chickens and eggs, which leads them to be erroneously called the chicken snake. They are known for their attitude, and will typically bite if handled, though their bite is harmless...
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White Album CAE Bucanneer GR.4
The White Album CAE Bucanneer GR.4 was the ultimate evolution of the Canadair’s Project B-103 to meet a 1952 requirement for a carrier-capable strike jet. Designed for long-range anti-shipping and land attack work with both conventional and atomic weapons (the Orenda Red Beard atomic bomb and the nuclear-armed Orenda Green Cheese radar-guided anti-ship tactical missile, but the latter was cancelled before entering service), the first production version, the Black Dress Canadair Buccaneer S.1 was under-powered and mostly used for training and development work. Featuring twin Yellow Lorry Rolls Royce Canada Hudson turbofans, the Green Tower Canadair Buccaneer GR.2 was the first truly combat-capable version. Going on to enter service with both the Royal Canadian Navy (RCN) and the Royal Canadian Air Force (RCAF), subtypes of the GR.2 would remain in production from 1962 until 1974. Produced between 1974 and 1980, the Orange Kite Buccaneer GR.3 introduced a variety of updates and replaced the Phillips Canada Black Bird radar of the S.1 and GR.2 with the Orenda Brown Shoe radar, as also used on the Dassault Mustard Hill Super Etendard.
Although successful in Canadian and foreign service, a series of structural defects emerged in the RCN’s Buccaneer fleet during the 1980s, resulting in groundings and flight restrictions. As similar issues were nobbling the RCN’s Pink Dream CF-4K Phantom II fighters at the same time, the decision was made to replace both types. Although both Dassault and CAE offered navalised versions of their current production types for the RCAF, these were sidelined in favour of “carrier natives”. The McDonald Douglas Diamond Walrus CF-18A/B Hornet FGR.1/T.2 replaced the CF-4K and the CAE’s upgraded White Album Bucanneer GR.4 replaced the earlier models. The GR.4’s airframe eliminated the issues that had become apparent with the earlier versions and featured the Orenda Strawberry Field Antilope radar, as also used on the RCAF’s Mirage 2000D and N bombers. The GR.4 replaced the GR.3’s daylight-only Honey Pie Atlis II targeting pod with the A-6E Intruder’s Hughes AAS-33A Target Recognition and Attack Multi-sensor (TRAM) turret; the turret contained a FLIR, laser range finder, laser designator and a laser spot tracker and was linked with the Strawberry Field radar for automated cueing. Taking an approach that emphasised commonality, the White Album’s cockpit equipment and layout were based on those of the Diamond Walrus and both used the latter’s Sanders ALQ-126B and ALQ-162 internal electronic warfare kit. The GR.4 featured new generation Rolls Royce Canada Marmalade Sky Hudson 800 Series turbofans with more power, greater fuel efficiency and longer times between overhauls.
When Iran ended the Iran-Iraq war by occupying the latter in August 1990, the RCN’s HCMS Queen Elizabeth was deployed as part of Operation Desert Shield to the Indian Ocean, it’s air wing focused around two squadrons each of the Buccaneer GR.4 and the Hornet FGR.1. From 16 January 1991, with Iran having failed to heed a UN demand to leave Iraq, Desert Shield turned into Desert Storm, RCN Buccaneers were in action, attacking strategic targets in Iran, often flying via Pakistani airspace. For these missions, the planes flew with both underwing slipper fuel tanks by default. Offensive ordnance carried on the outer wing pylons included CAE Sky Glass BLG 1000 Arcole laser-guided bombs, Orenda Tangerine Tree AS.30L laser-guided missiles and CAE Silver Hammer Martel TV or IIR guided missile (directed via the CAE Blue Mailman datalink pod). CAE Marshmellow Pie ARMAT anti-radiation missiles were used for the defence suppression role, planes so-equipped accompanying the attack jets and carrying the Custard Lane ECM pack in the bomb bay.
At the start of February, the RCN withdrew the HCMS Queen Elizabeth from combat duties and redeployed its air combat assets to Saudi Arabia for more tactical operations. Missions against known fixed targets continued, but increasingly battlefield interdiction while patrolling kill boxes became the norm. These operations often required different ordnance combinations to those used in January. Loadouts featured the American GBU.10 or GBU.12 or the Canadian Yellow Goodbye Mk13/18 1,000 lb Paveway 2 laser-guided bombs underwing. The inner hardpoints often carried one or two slipper fuel tanks, depending on the endurance or range required. CAE Silver Hammer Martel IIR guided missile on one or two inner pylons often supplemented the Yellow Goodbye bombs. These tactical loadouts with the Silver Hammer rarely carried the CAE Blue Mailman datalink pod. This was because they were being used in short-range scenarios, against targets identified by the FLIR and the missiles (which featured an automatic tracking mode) could be locked-on before launch. Most Silver Hammers used were fitted with the IIR guidance kit (derived from that used on the Hughes AGM-65D Maverick) in preference to the TV kit, not just for night operations, but because thermal imaging could be used when atmospheric conditions adversely attenuated the laser guidance of the Yellow Goodbye. Inside the bomb bay, four Brown Sweet Orenda Mk13/18 1,000 lb bombs or CAE Ginger Sling RBL755 cluster bombs were carried. As with the strategic missions, the rotating bomb bay usually carried the semi-conformal fuel tank, although late in the campaign the similarly shaped Golden Slumber pod with twin Yellow Flower Orenda DEFA 30mm cannon pod was sometimes carried for close air support missions.
This aircraft is depicted as photographed late in the campaign to liberate Iraq. Seen in a series of images taken during re-arming, the aircraft’s full range of ordnance can be seen. Yellow Goodbye laser-guided bombs are mounted on the outer underwing pylons, with an IIR Silver Hammer on the port inner and a 1,995 litre slipper fuel tank opposite. The Golden Slumber cannon pod is mounted to the rotating bomb bar door with four Ginger Slings inside.
In addition to their attack duties, the Buccaneer GR.4 force also performed other roles. For reconnaissance, the modular Pepper Abbey recce pack was carried in the bomb bay. This could be configured with a variety of cameras, infrared linescan instruments and side-looking radar. Buccaneers also used the Apple Road pod to provide an organic air-to-air refuelling capability, buddy refuelling other Buccaneer GR.4s and Hornet FGR.1s.
At the beginning of the Vietnam War, there was little interest in a dedicated counterinsurgency (COIN) aircraft. The USAF was too committed to an all-jet, nuclear-capable force, while the US Army was satisfied with its helicopter fleet; the Navy concentrated on its carriers, and while the Marines were mildly interested, they lacked funding.
Vietnam was to change that. Horrendous losses among US Army UH-1s was to lead to a rethinking of helicopter doctrine, and pointed up the lack of a dedicated COIN aircraft. The USAF found itself depending on World War II-era A-26K Invaders, former US Navy A-1 Skyraiders, and converted trainers like the T-28 Trojan. The USAF also found itself in the market for a better forward air control (FAC) aircraft, due to the high loss rate of its O-1 Birddogs and O-2 Skymasters. Finally, the US Navy needed something to better cover its Mobile River Force units in the Mekong Delta, which could not always depend on USAF air support. In 1963, all three services issued a requirement for a new light design capable of performing as both a COIN and FAC aircraft. North American's NA-300 was selected in 1964 and designated OV-10A Bronco.
The OV-10 design drew heavily on independent research done at the China Lake research establishment, which in turn was inspired by the World War II P-38 Lightning fighter. The P-38 used a central "gondola" fuselage to concentrate all of its firepower along the centerline, which made for better accuracy; the OV-10 would do the same. As in the P-38, the engines were contained in twin booms that stretched back to the tail. The Bronco's four machine gun armament was placed in sponsons on either side of the fuselage, while ordnance was carried beneath the sponsons. To satisfy the USAF's requirements for a FAC aircraft, the two-man crew flew underneath a large, spacious canopy that gave them superb visibility. Because the Marines wanted an aircraft that could carry a Recon team, the fuselage was extended and, if the rear seat was removed, five paratroopers could be squeezed into the back, or two stretchers.
When the OV-10 arrived in Vietnam in 1968, there was a fear that the Bronco would be the jack of all trades and master of none. In fact, it proved to be excellent in all of its roles. As a FAC, it was a huge improvement over the slower O-1 and O-2; as a COIN aircraft, it was also a good aircraft, though it could not carry the same amount of ordnance as an A-1. The Navy equipped one squadron with OV-10As as VAL-4--nicknamed the "Black Ponies" for their dark green camouflage--and these were used extensively over the Mekong Delta. There were problems with the design: the airframe was actually too heavy for the engines, which left it underpowered, and ditching was invariably fatal for the pilot, as his seat tended to hurl forward into the instrument panel. Nonetheless, the Bronco turned in a sterling performance in Southeast Asia.
Though the Navy transferred its surviving Black Ponies to the Marines after the end of American involvement in Vietnam, the USAF and Marines would keep theirs for the next 20 years. For the 1970s and 1980s, the OV-10 replaced all other FAC designs in USAF service, aside from a handful of OA-37B Dragonfly squadrons. The Marines also kept their OV-10s and further refined the design by adding all-weather capability in the long-nosed OV-10D variant.
By the First Gulf War in 1991, the OV-10 was starting to show its age. The USAF began retiring its fleet even before Desert Storm; the Bronco was considered to be too slow to survive a modern air defense environment. Though the Marines used some of their OV-10Ds, the loss of two aircraft also led the USMC to retire their Broncos after war's end. Both services chose jets as replacements--the USAF with modified OA-10A Thunderbolt IIs, and the Marines with two-seat all-weather F/A-18Ds.
OV-10s were also a mild export success, going to seven other countries, mainly in the COIN role. Most have since been retired in favor of newer designs, though the Philippines still has a large and active OV-10 force. The type enjoyed a brief renaissance in 2015 when two former Marine OV-10Ds were taken up by the USAF for use against ISIS forces in Iraq, to see if the design was still viable. Though the OV-10s performed well, the USAF is not likely to put it back into production. 360 were built, and at least 25 are on display in museums aside from the aircraft that are still operational.
67-4675, like most OV-10s, was delivered straight from the factory to the war zone, assigned in 1969 to the 504th Tactical Air Support Group at Da Nang. It would remain at Da Nang through the last years of the war until it was moved to the 56th Special Operations Wing at Nakhon Phanom RTAFB, Thailand. 67-4675 left Southeast Asia in 1974 for colder climes with the 51st Composite Wing at Osan, South Korea, but returned home in 1976 to the 507th TACW at Shaw AFB, South Carolina. It was not to remain in the States for long, however: in 1978, 67-4675 was transferred to the 601st TACW at Sembach, West Germany (where I probably saw it as a kid, as Dad was assigned to Sembach at the same time). In 1984, it returned to the US for the final time and was assigned to 67-4675's final unit, the 602nd TACW at George AFB, California.
67-4675 was retired in 1991, but its career was not quite over. In 2004, it was used as a ground test airframe for upgrading Colombian Air Force OV-10s. Once that was complete, given its globe-trotting career, 67-4675 was donated to the Hill Aerospace Museum in 2006.
When 67-4675 initially arrived at Hill, it was still painted in the final camouflage scheme of the USAF's OV-10 fleet, Europe One gray and green. It has since been completely restored to the overall light gray it would have carried in Vietnam. When my family arrived at Sembach, the 601st TACW's OV-10s were still painted gray, so this is how I initially remember seeing them.
Definitely worth clicking on to view large and see some amazing detail! Look at the outer "ribs" on the wings, particularly on the left one...see the delicate little lines etched into the rib?
As for the "massive amounts of destruction..." I read that Dragonflies observed by scientists would eat non-stop as long as food was available to them...a good thing! Get those mosquitoes and other pests! :)
Air Force special operations forces used the Sikorsky MH-53M to covertly enter enemy territory. Capable of operating at day or night or in bad weather, these helicopters conducted long-range, low-level missions to insert, extract, and resupply special operations forces.
The MH-53 helicopters were originally HH-53 "Super Jolly Green Giants" used by the U.S. Air Force in the Southeast Asia War. Over the years, however, they received many upgrades and improvements. After the 1960s, they were completely re-skinned and had their engines and rotors replaced. Along with these improvements came a new designation, MH-53 ("M" for Multi-mission and "H" for helicopter).
The most significant enhancement to the Super Jollies was the Pave Low program, which modified them for operating at night or during bad weather. Equipped with forward-looking infrared (FLIR) sensors, inertial global positioning systems (GPS), Doppler radar navigation systems, and terrain-following and terrain-avoidance radar, the MH-53 could fly clandestine, low-level missions in any weather, day or night.
The MH-53M Pave Low IV has a system that greatly increased the aircraft's capabilities. This system gave the aircrew instant access to the total battlefield situation on a color, digital map screen that was compatible with night vision goggles. Using feeds from satellite links, the system displayed nearly real-time information about potential hazards along the flight route such as power lines or enemy electronic threats.
The aircraft on display was assigned to the 20th Expeditionary Special Operations Squadron and its last flight was a combat mission in Iraq on March 28, 2008. During its 38-year career, this helicopter participated in many important missions. It carried the "command element" on the mission known as Operation Kingpin, to rescue American prisoners of war thought to be held at the Son Tay prison near Hanoi, North Vietnam. It is the last among the five HH-53s that participated in that raid. After Vietnam, it also flew in many more combat engagements including Operations Desert Storm and Iraqi Freedom before it was retired.
In 2008 the Air Force Special Operations Command (AFSOC) retired the MH-53 from active service.
TECHNICAL NOTES:
Crew: Six -- two pilots (officers), two flight engineers and two aerial gunners (enlisted)
Armament: Combination of three 7.62mm mini-guns or three .50-cal machine guns
Engines: Two General Electric T64-GE-100 engines with 4,330 shaft hp per engine
Rotary diameter: 72 ft.
Length: 88 ft.
Height: 25 ft.
Speed: 165 mph (at sea level)
Ceiling: 16,000 ft.
Range: 690 miles
With advances in bomber technology, the US Army Air Corps in 1937 began to wonder if its current fighters were inadequate to defend the nation from attack. The USAAC, on the advice of Lieutenant Benjamin Kelsey, issued Proposal X-608/609, calling for an interceptor equipped with tricycle landing gear and the Allison V-1710 inline engine, heavy cannon armament, and capable of 360 mph and a ceiling of above 20,000 feet, which it had to reach within six minutes. The design could either be twin-engined (X-608) or single-engined (X-609). The latter resulted in the Bell P-39 Airacobra—the former became the Lockheed P-38 Lightning.
The proposal was a tough one, and after several discarded designs, Lockheed designer Clarence “Kelly” Johnson settled on an unusual planform: two engines extending back to twin tails, joined by the wings and tailplane, with the pilot and armament concentrated in a central “gondola” fuselage. The reason for the tail “booms” was that the aircraft needed superchargers, and the only place to put them was behind the engines. The design itself posed a number of problems, namely engine torque: twin-engined propeller aircraft tend to pull heavily in the direction of the torque. Johnson solved this by having the propellers counter-rotate away from each other, canceling the torque between them. Putting all the guns along a central axis in front of the pilot also made shooting more accurate and easier to figure out; various armament options were tried before Lockheed settled on four machine guns and a single 20mm cannon. Flush rivets and stainless steel construction gave the aircraft a smooth finish and better speed. The first XP-38 flew in January 1939. To prove the fighter’s usefulness to a skeptical USAAC, the XP-38 was flown cross-country from Lockheed’s plant at Burbank, California, to New York City. It crashed due to engine icing just short of New York, but it made the trip in just over seven hours at a sustained speed of 399 mph, a new record.
Impressed, the USAAC ordered 13 YP-38 pre-production aircraft, but these were delayed by Lockheed already being at maximum production, with the result that the first YP-38 did not reach the now-US Army Air Force until June 1941. It had already been ordered by the Royal Air Force, but now a new problem came up: the P-38 was too hot an aircraft. In dives, it had been found that the P-38 would quickly enter compressibility and keep accelerating until it hit the ground, due to the air over the wings becoming supersonic while the aircraft remained subsonic. Frantic efforts by Lockheed to end the problem failed, and despite the introduction of dive brakes on later aircraft, the P-38 was never cured of this problem. The British only held to their order of 143 aircraft after legal action by Lockheed—making matters worse was that RAF aircraft were delivered without counter-rotating propellers or superchargers, making them difficult to control and at a severe disadvantage above 15,000 feet. Lack of adequate cockpit heating meant that the pilot risked hypothermia during the cold European winters. The RAF had named the aircraft “Lightning” for its performance, but loathed the fighter and were all too happy to return them to Lockheed. The P-38, which had finally entered production as the P-38D Lightning, had acquired a bad reputation that it would never wholly shed.
Despite its misgivings, the USAAF continued the Lightning in production, because whatever the aircraft’s other problems, it could not be matched in speed or range. Deployed to Iceland and the Aleutian Islands, P-38s scored the first American kill of the European theater on 14 August 1942; it had already scored its first kills, over the Aleutians, a week before. Deployed to North Africa to cover the Torch landings and operations in Tunisia, the heavy armament, speed, range, and surprising ease of flying (the P-38 used a wheel rather than a stick), the Lightning earned the nicknamed Gabelschwanzteufel (Fork-Tailed Devil) from its German opponents at first. Unfortunately, the Germans soon discovered the P-38’s weakness—it still was a poor performer above 15,000 feet, it had a very slow roll rate, and lethal blind spots. It was liked by its pilots, who pointed out that it was the only long-range escort then available, and the only one that could lose an engine and stay in the air, but its poor reputation persisted. Even after further combat proved its worth and improvements by Lockheed resulted in the P-38J, the 8th Air Force began relegating its P-38s to ground attack duties (which, surprisingly, it was good at) in favor of the P-51. It remained in Europe until war’s end, operating as attack aircraft and F-5 reconnaissance aircraft; a few were further modified with a bombardier position in a clear nose as pathfinders, the so-called “Droopsnoot.” Despite its reputation, European Lightnings produced a number of aces, including Robin Olds; French author and aviation pioneer Antoine de Saint-Exupery was killed during a P-38 reconnaissance mission in 1944.
In the Pacific, however, the P-38 excelled. The USAAF lacked any sort of long-range fighter, and the P-38 allowed safer operations over water and distance. This led to it being chosen to shoot down Admiral Isoroku Yamamoto in 1943, as it was the only fighter that could make the trip from Guadalcanal to Bougainville. General George Kenney, commanding the 15th Air Force, asked for all the P-38s Lockheed could supply. While it was no dogfighter, especially with the nimble Japanese fighters, it could snap turn with an A6M Zero for the first few seconds, it was better in the vertical than Japanese aircraft, and its heavy armament would obliterate any enemy that got in front of it. Whereas P-38 pilots in Europe froze, the lack of air conditioning in the Pacific meant that P-38 pilots there flew in only shorts, tennis shoes, and flight helmet. The P-38’s lack of high altitude performance was not a problem in the Pacific, where most air combat took place at low level. Over 100 men would become aces in the Lightning, including Richard Bong, Thomas McGuire, and Charles McDonald; with 1800 confirmed victories, the P-38 was the most successful USAAF fighter in the Pacific.
After the end of World War II, jet fighters spelled the end of the P-38. Though it would persist in Italian Air Force service until 1956, and was used by Nationalist China and some Central American nations (a CIA-flown P-38M was instrumental in a 1954 coup), nearly all had been scrapped by the mid-1950s. Of 10,037 Lightnings produced, today only 24 aircraft survive, with half flyable.
This P-38J is 44-23314, delivered to the USAAF in 1944; it would never leave the United States, instead being assigned to the 483rd Air Base Squadron at Santa Monica Airport, California, where it was used as a trainer for P-38 pilots headed to the Pacific. Declared surplus just after V-J Day, 44-23314 was donated to the Hancock College of Aeronautics as a ground instruction trainer. By 1959, it was one of the last surviving P-38s, and was bought by Planes of Fame. Initially, 44-23314 was just restored to static display condition, but in 1988, it was restored fully to flyable condition.
44-23314 has undergone several name and paint schemes over the years, but in May 2021, when I saw it, it was painted as an aircraft of the 475th Fighter Group at Hollandia, New Guinea, with the name "23 Skidoo" (an early 20th Century slang term meaning to get lost). The 475th would count among its ranks three of the USAAF's top aces--Charles MacDonald, Thomas McGuire, and the "ace of aces" for the United States, Richard Bong. As "23 Skidoo" still wears USAAF standard wartime camouflage, this would still be fairly early in the 475th's career, before their P-38s were returned to bare metal for extra speed and range.
My friends and I got to Planes of Fame 30 minutes before they opened; as a result, we were the only visitors to the museum for an entire hour!
Pauline Ado
The world’s top female surfers proved by pairing up grace, strength and talent, that they are capable of taking the sport to new heights.
The 2nd SWATCH GIRLS PRO France 2011 in Hossegor delivered a firework of spectacular surfing! Moving through the rounds, the ladies faced strong currents and fast crashing waves. Heat after heat they tackled the rough challenge by laying down outstanding performances with technical, smooth and stylish surfing. Unfortunately last year’s winner and 4-time World Champion Stephanie Gilmore (AUS) and top favourite Coco Ho (HAW) were already eliminated in the early rounds.
In the end Sally Fitzgibbons (AUS) defeated Sage Erickson (USA) on an epic final day of competition to win the SWATCH GIRLS PRO France at Seignosse in Hossegor.
Both Fitzgibbons and Erickson surfed at their limit on the final day of competition in front of the packed holiday crowd who flocked to the beach to support some of the world’s finest women’s surfers, but it was Fitzgibbons who found the scores needed to take the victory over the American surfer.
Fitzgibbons, who is currently rated No. 2 on the elite ASP Women’s World Title Series, competed in her second consecutive SWATCH GIRLS PRO France event and her victory marks her third major ASP win this year.
Erickson was impressive throughout the entire competition, eventually defeating Sarah Baum (ZAF) in the Semifinals, but was unable to surpass Fitzgibbons for the win.
Sarah Mason Wins 2-Star Swatch Girls Pro Junior France
Sarah Mason (Gisbourne, NZL) 16, today took out the ASP 2-Star Swatch Girls Pro Junior France over Dimity Stoyle (Sunshine Coast QLD, AUS) 19, it a closely contested 35-minute final that went down to the wire in tricky 3ft (1m) waves at Les Bourdaines.
Europe’s finest under-21 athletes faced some of the world’s best up-and-comers in the Swatch Girls Pro Junior France in their attempt to qualify for the ASP World Junior Series which starts October 3, in Bali, Indonesia.
Mason, who impressed the entire event with her precise and stylish forehand attack, left little to chance in the 35-minute final getting off to a quick start to open her account and then built on her two-wave total to claim victory with 11.73 out of 20. The quietly spoken goofy-footer was a standout performer in the ASP 6-Star Swatch Girls Pro France and backed it up with a commanding performance against her fellow Pro Junior members.
“It is amazing. I am so happy and it is one of my best results for sure. It was tricky to try and pick the good ones but I picked a couple so it was great. All the girls are definitely ripping so you have to step up the level to get through your heats so I am stoked with the win. It has been super fun and I have enjoyed the entire event so to win is just amazing.”
Dimity Stoyle was unable to bridge the gap over her opponent in the final finishing second despite holding priority several times in the later stages of the encounter. The Swatch Girls Pro Junior France has proved the perfect training ground for Stoyle to continue with her excellent results already obtained this season on the ASP Australasia Pro Junior series where she is currently ranked nº2.
“I am still happy with second and I really wanted to win here but I tried my best. This is the best event I have been in so far it is really good the set up, the waves and everyone loves it. I can’t believe how good the French crowd are. They love surfing and they love us all so I am definitely going to come back.”
Felicity Palmateer (Perth WA, AUS) 18, ranked nº9 on the ASP Women’s Star Tour, finished equal 3rd in a low scoring tactical heat against Stoyle where positioning and priority tactics towards the final part played a major role as the frequency of set waves dropped.
“When I first paddled out I thought it was breaking more out the back but as the tide started to change it moved in and became a little inconsistent. At the start of the heat there were heaps of waves but then it went slow and priority came into play and I kept trying to get one. I am not really fussed because I am travelling with Dimity (Stoyle) and stoked that she has made the final.”
Palmateer has used the Swatch Girls Pro Junior France as a building block towards her ultimate goal of being full-time on the ASP Women’s World Tour. Her objectives are clear and 2011 is an extremely important year.
“I would love to get a World Junior title but at the moment my goal is to qualify for the World Tour through the Star events. If I can get more practice without that much pressure on me like this year and then if I qualify it will be even better for 2012.”
Bianca Buitendag (ZAF) 17, placed 3rd in the Swatch Girls Pro Junior France after failing to oust eventual event winner Sarah Mason in semi-final nº1. Buitendag looked dangerous throughout the final day of competition and was unlucky not to find any quality scoring waves in a slow heat. Trailing for the majority of the encounter, Buitendag secured her best ride in the final moments which proved not enough to advance.
“The swell definitely dropped and although the conditions were quite nice I didn’t get any good scoring waves. I have a Pro Junior event coming up in South Africa and it is very important to get a result there to qualify for the World Juniors.”
Maud Le Car (St Martin, FRA) 19, claimed the best result of the European contingent finishing equal 5th to jump to nº1 position on the ASP Women’s European Pro Junior series. Le Car led a low scoring quarter-final bout against Bianca Buitendag until losing priority in a tactical error which allowed her opponent to sneak under her guard and claim the modest score required to win.
“I didn’t surf really well in that heat and I am a little bit disappointed because it is for the selection to the World Juniors with the other European girls. The waves were not the best and it was difficult to catch some good waves and unfortunately I didn’t make it. It is really good to be at the top but I have some other contests to improve and to do some good results and to make it to the World Juniors.”
The Swatch Time to Tear Expression Session was won by the team composed of Swatch Girls Pro France finalists Sally Fitzgibbons (AUS), Sage Erickson (USA) and equal 3rd placed Courtney Conlogue (USA) in a dynamic display of modern progressive surfing in the punchy 3ft peaks in front of a packed surf hungry audience lining the shore.
The Swatch Girls Pro is webcast LIVE on www.swatchgirlspro.com
For all results, videos, daily highlights, photos and news log-on to www.swatchgirlsproor www.aspeurope.com
Swatch Girls Pro Junior France Final Result
Sarah Mason (NZL) 11.73 Def. Dimity Stoyle (AUS) 10.27
Swatch Girls Pro Junior France Semi-Final Results
Heat 1: Sarah Mason (NZL) 14.00 Def. Bianca Buitendag (ZAF) 9.60
Heat 2: Dimity Stoyle (AUS) 10.67 Def. Felicity Palmateer (AUS) 9.57
Swatch Girls Pro Junior France Quarter-Final Results
Heat 1: Sarah Mason (NZL) 12.75 Def. Lakey Peterson (USA) 6.25
Heat 2: Bianca Buitendag (ZAF) 8.95 Def. Maud Le Car (FRA) 8.50
Heat 3: Dimity Stoyle (AUS) 11.00 Def. Georgia Fish (AUS) 4.50
Heat 4: Felicity Palmateer (AUS) 17.00 Def. Nao Omura (JPN) 8.75
Swatch Girls Pro Junior France Round Three Results
Heat 1: Sarah Mason (NZL) 15.25, Maud Le Car (FRA) 11.00, Marie Dejean (FRA) 9.35, Camille Davila (FRA) 4.90
Heat 2: Bianca Buitendag (ZAF) 14.50, Lakey Peterson (USA) 11.50, Justine Dupont (FRA) 10.75, Phillipa Anderson (AUS) 5.10
Heat 3: Georgia Fish (AUS) 12.50, Felicity Palmateer (AUS) 9.15, Joanne Defay (FRA) 7.15, Loiola Canales (EUK) 2.90
Heat 4: Nao Omura (JPN) 10.00, Dimity Stoyle (AUS) 9.50, Barbara Segatto (BRA) 3.90, Ana Morau (FRA) 3.05
Photos Aquashot/ASPEurope - Swatch
Air Force special operations forces used the Sikorsky MH-53M to covertly enter enemy territory. Capable of operating at day or night or in bad weather, these helicopters conducted long-range, low-level missions to insert, extract, and resupply special operations forces.
The MH-53 helicopters were originally HH-53 "Super Jolly Green Giants" used by the U.S. Air Force in the Southeast Asia War. Over the years, however, they received many upgrades and improvements. After the 1960s, they were completely re-skinned and had their engines and rotors replaced. Along with these improvements came a new designation, MH-53 ("M" for Multi-mission and "H" for helicopter).
The most significant enhancement to the Super Jollies was the Pave Low program, which modified them for operating at night or during bad weather. Equipped with forward-looking infrared (FLIR) sensors, inertial global positioning systems (GPS), Doppler radar navigation systems, and terrain-following and terrain-avoidance radar, the MH-53 could fly clandestine, low-level missions in any weather, day or night.
The MH-53M Pave Low IV has a system that greatly increased the aircraft's capabilities. This system gave the aircrew instant access to the total battlefield situation on a color, digital map screen that was compatible with night vision goggles. Using feeds from satellite links, the system displayed nearly real-time information about potential hazards along the flight route such as power lines or enemy electronic threats.
The aircraft on display was assigned to the 20th Expeditionary Special Operations Squadron and its last flight was a combat mission in Iraq on March 28, 2008. During its 38-year career, this helicopter participated in many important missions. It carried the "command element" on the mission known as Operation Kingpin, to rescue American prisoners of war thought to be held at the Son Tay prison near Hanoi, North Vietnam. It is the last among the five HH-53s that participated in that raid. After Vietnam, it also flew in many more combat engagements including Operations Desert Storm and Iraqi Freedom before it was retired.
In 2008 the Air Force Special Operations Command (AFSOC) retired the MH-53 from active service.
TECHNICAL NOTES:
Crew: Six -- two pilots (officers), two flight engineers and two aerial gunners (enlisted)
Armament: Combination of three 7.62mm mini-guns or three .50-cal machine guns
Engines: Two General Electric T64-GE-100 engines with 4,330 shaft hp per engine
Rotary diameter: 72 ft.
Length: 88 ft.
Height: 25 ft.
Speed: 165 mph (at sea level)
Ceiling: 16,000 ft.
Range: 690 miles
On the way back from Oxfordshire, I thought about stopping off somewhere to take some church shots.
I'm sure Oxfordshire, Buckinghamshire, Surrey and Sussex have fine churches just off the motorway, but one had stuck in my head, back in Kent, and that Hever.
What I didn't realise is how hard it was to get too.
I followed the sat nav, taking me off the motorway whilst still in Sussex, then along narrow and twisting main roads along the edge of the north downs, through some very fine villages, but were in Sussex.
Would I see the sign marking my return to the Garden of England?
Yes, yes I would.
Edenbridge seemed quite an unexpectedly urban place, despite its name, so I didn't stop to search for an older centre, just pressing un until I was able to turn down Hever Road.
It had taken half an hour to get here.
St Peter stands by the gate to the famous castle, a place we have yet to visit, and even on a showery Saturday in March, there was a constant stream of visitors arriving.
I asked a nice young man who was directing traffic, where I could park to visit the church. He directed me to the staff car park, meaning I was able to get this shot before going in.
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Near the grounds of Hever Castle, medieval home of the Bullen family. Sandstone construction with a nice west tower and spire. There is a prominent chimney to the north chapel, although this is not the usual Victorian addition, but a Tudor feature, whose little fireplace may be seen inside! The church contains much of interest including a nineteenth-century painting of Christ before Caiphas by Reuben Sayers and another from the school of Tintoretto. The stained glass is all nineteenth and twentieth century and includes a wonderfully evocative east window (1898) by Burlisson and Grylls with quite the most theatrical sheep! The south chancel window of St Peter is by Hardman and dated 1877. In the north chapel is a fine tomb chest which displays the memorial brass of Sir Thomas Bullen (d. 1538), father of Queen Anne Boleyn. Just around the corner is a typical, though rather insubstantial, seventeenth-century pulpit with sounding board.
www.kentchurches.info/church.asp?p=Hever
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HEVER.
SOUTH-EASTWARD from Eatonbridge lies Hever, called in the Textus Roffensis, and some antient records, Heure, and in others, Evere.
This parish lies below the sand hill, and is consequently in that district of this county called The Weald.
There is a small part of it, called the Borough of Linckbill, comprehending a part of this parish, Chidingstone, and Hever, which is within the hundred of Ruxley, and being part of the manor of Great Orpington, the manerial rights of it belong to Sir John Dixon Dyke, bart. the owner of that manor.
THE PARISH of Hever is long, and narrow from north to south. It lies wholly below the sand hills, and consequently in the district of the Weald; the soil and face of the country is the same as that of Eatonbridge, last described, the oak trees in it being in great plently, and in general growing to a very large size. The river Eden directs its course across it, towards Penshurst and the Medway, flowing near the walls of Hever castle, about a quarter of a mile southward from which is the village of Hever and the parsonage; near the northern side of the river is the seat of Polebrooke, late Douglass's, now Mrs. Susannah Payne's; and a little farther, the hamlets of Howgreen and Bowbeach; part of Linckhill borough, which is in the hundred of Ruxley, extends into this parish. There is a strange odd saying here, very frequent among the common people, which is this:
Jesus Christ never was but once at Hever.
And then he fell into the river.
Which can only be accounted for, by supposing that it alluded to a priest, who was carrying the bost to a sick person, and passing in his way over a bridge, sell with it into the river.
Hever was once the capital seat and manor of a family of the same name, whose still more antient possessions lay at Hever, near Northfleet, in this county, who bore for their arms, Gules, a cross argent. These arms, with a lable of three points azure, still remained in the late Mote-house, in Maidstone, and are quartered in this manner by the earl of Thanet, one of whose ancestors, Nicholas Tuston, esq. of Northiam, married Margaret, daughter and heir of John Hever of this county. (fn. 1)
William de Heure. possessed a moiety of this place in the reign of king Edward I. in the 2d of which he was was sheriff of this county, and in the 9th of it obtained a grant of free warren within his demesne lands in Heure, Chidingstone, and Lingefield.
Sir Ralph de Heure seems at this time to have possessed the other moiety of this parish, between whose son and heir, Ralph, and Nicholas, abbot of St. Augustine's, there had been, as appears by the register of that abbey, several disputes concerning lands in Hever, which was settled in the 4th year of king Edward I. by the abbot's granting to him and his heirs for ever, the land which he held of him in Hever, to hold by the service of the fourth part of a knight's fee.
William de Hever, in the reign of king Edward III. became possessed of the whole of this manor, and new built the mansion here, and had licence to embattle it; soon after which he died, leaving two daughters his coheirs; one of whom, Joane, carried one moiety of this estate in marriage to Reginald Cobham, a younger son of the Cobhams of Cobham, in this county; (fn. 2) whence this part of Hever, to distinguish it from the other, acquired the name of Hever Cobham.
His son, Reginald lord Cobham, in the 14th year of that reign, obtained a charter for free warren within his demesne lands in Hever. (fn. 3) He was succeeded in this manor by his son, Reginald lord Cobham, who was of Sterborough castle, in Surry, whence this branch was stiled Cobhams of Sterborough.
The other moiety of Hever, by Margaret, the other daughter and coheir, went in marriage to Sir Oliver Brocas, and thence gained the name of Hever Brocas. One of his descendants alienated it to Reginald lord Cobham, of Sterborough, last mentioned, who died possessed of both these manors in the 6th year of king Henry IV.
His grandson, Sir Thomas Cobham, sold these manors to Sir Geoffry Bulleyn, a wealthy mercer of London, who had been lord mayor in the 37th year of king Henry VI. He died possessed of both Hever Cobham and Hever Brocas, in the 3d year of king Edward IV. leaving by Anne, his wife, eldest sister of Thomas, lord Hoo and Hastings, Sir William Bulleyn, of Blickling, in Norfolk, who married Margaret, daughter and coheir of Thomas Boteler, earl of Ormond, by whom he had a son and heir, Thomas, who became a man of eminent note in the reign of king Henry VIII. and by reason of the king's great affection to the lady Anne Bulleyn, his daughter, was in the 17th year of that reign, created viscount Rochford; and in the 21st year of it, being then a knight of the Garter, to that of earl of Wiltshire and Ormond; viz. Wiltshire to his heirs male, and Ormond to his heirs general.
He resided here, and added greatly to those buildings, which his grandfather, Sir Geoffry Bulleyn, began in his life time, all which he completely finished, and from this time this seat seems to have been constantly called HEVER-CASTLE.
He died in the 30th of the same reign, possessed of this castle, with the two manors of Hever Cobham and Brocas, having had by Elizabeth his wife, daughter of Thomas Howard, duke of Norfolk, one sonGeorge, executed in his life time; and two daughters, Anne, wife to king Henry VIII. and Mary, wife of William Carey, esquire of the body, and ancestor of the lords Hunsdon and the earls of Dover and Monmouth.
On the death of the earl of Wiltshire, without issue male, who lies buried in this church, under an altar tomb of black marble, on which is his figure, as large as the life, in brass, dressed in the robes of the Garter, the king seised on this castle and these manors, in right of his late wife, the unfortunate Anne Bulleyn, the earl's daughter, who resided at Hever-castle whilst the king courted her, there being letters of both extant, written by them from and to this place, and her chamber in it is still called by her name; and they remained in his hands till the 32d year of his reign, when he granted to the lady Anne of Cleves, his repudiated wife, his manors of Hever, Seale, and Kemsing, among others, and his park of Hever, with its rights, members, and appurtenances, then in the king's hands; and all other estates in Hever, Seale, and Kemsing, lately purchased by him of Sir William Bulleyn and William Bulleyn, clerk, to hold to her during life, so long as she should stay within the realm, and not depart out of it without his licence, at the yearly rent of 931. 13s. 3½d. payable at the court of augmention. She died possessed of the castle, manors, and estates of Hever, in the 4th and 5th year of king Philip and queen Mary, when they reverted again to the crown, where they continued but a short time, for they were sold that year, by commissioners authorised for this purpose, to Sir Edward Waldegrave and dame Frances his wife; soon after which the park seems to have have been disparked.
This family of Waldegrave, antiently written Walgrave, is so named from a place, called Walgrave, in the county of Northampton, at which one of them was resident in the reign of king John, whose descendants afterwards settled in Essex, and bore for their arms, Per pale argent and gules. Warine de Walgrave is the first of them mentioned, whose son, John de Walgrave, was sheriff of London, in the 7th year of king John's reign, whose direct descendant was Sir Edward Waldegrave, who purchased this estate, as before mentioned. (fn. 5) He had been a principal officer of the household to the princess Mary; at the latter end of the reign of king Edward VI. he incurred the king's displeasure much by his attachment to her interest, and was closely imprisoned in the Tower; but the king's death happening soon afterwards, queen Mary amply recompensed his sufferings by the continued marks of her favour and bounty, which she conferred on him; and in the 4th and 5th years of that reign, he obtained, as above mentioned, on very easy terms, the castle and manors of Hever Cobham and Brocas; and besides being employed by the queen continually in commissions of trust and importance, had many grants of lands and other favours bestowed on him. But on the death of queen Mary, in 1558, he was divested of all his employments, and committed prisoner to the Tower, (fn. 6) where he died in the 3d year of queen Elizabeth. He left two sons, Charles, his heir; and Nicholas, ancestor to those of Boreley, in Essex; and several daughters.
Charles Waldegrave succeeded his father in his estates in this parish; whose son Edward received the honour of knighthood at Greenwich, in 1607, and though upwards of seventy years of age, at the breaking out of the civil wars, yet he nobly took arms in the king's defence, and having the command of a regiment of horse, behaved so bravely, that he had conferred on him the dignity of a baronet, in 1643; after which he continued to act with great courage in the several attacks against the parliamentary forces, in which time he lost two of his sons, and suffered in his estate to the value of fifty thousand pounds.
His great grandson, Sir Henry Waldegrave, in 1686, in the 1st year of king James II. was created a peer, by the title of baron Waldegrave of Chewton, in Somersetshire, and had several offices of trust conferred on him; but on the Revolution he retired into France, and died at Paris, in 1689. (fn. 7) He married Henrietta, natural daughter of king James II. by Arabella Churchill, sister of John duke of Marlborough, by whom he had James, created earl of Waldegrave in the 3d year of king George II. who, in the year 1715, conveyed the castle and these manors to Sir William Humfreys, bart. who that year was lord mayor of the city of London. He was of Barking, in Essex, and had been created a baronet in 1714. He was descended from Nathaniel Humfreys, citizen of London, the second son of William ap Humfrey, of Montgomery, in North Wales, and bore for his arms two coats, Quarterly, 1st and 4th, sable, two nags heads erased argent; 2d and 3d, per pale or and gules, two lions rampant endorsed, counterchanged.
He died in 1735, leaving by his first wife, Margaret, daughter of William Wintour, of Gloucestershire, an only son and heir, Sir Orlando Humfreys, bart. who died in 1737, having had by Ellen, his wife, only child of colonel Robert Lancashire, three sons and two daughters; two of the sons died young; Robert, the second and only surviving son, had the castle and manors of Hever Cobham and Brocas, and died before his father possessed of them, as appears by his epitaph, in 1736, ætat. 28.
On Sir Orlando's death his two daughters became his, as well as their brother's, coheirs, of whom Mary, the eldest, had three husbands; first, William Ball Waring, of Dunston, in Berkshire, who died in 1746, without issue; secondly, John Honywood, esq. second brother of Richard, of Mark's-hall, who likewife died without issue, in 1748; and lastly, Thomas Gore, esq. uncle to Charles Gore, esq. M.P. for Hertfordshire; which latter had married, in 1741, Ellen Wintour, the only daughter of Sir Orlando Humfreys, above mentioned.
They, with their husbands, in 1745, joined in the sale of Hever-castle and the manors of Hever Cobham and Hever Brocas, to Timothy Waldo. He was descended from Thomas Waldo, of Lyons, in France, one of the first who publicly opposed the doctrines of the church of Rome, of whom there is a full account in the Atlas Geograph. vol. ii. and in Moreland's History of the Evangelical Churches of Piedmont. One of his descendants, in the reign of queen Elizabeth, to escape the persecution of the duke D'Alva, came over to England, where he and his descendants afterwards settled, who bore for their arms, Argent a bend azure, between three leopards heads of the second; of whom, in king Charles II.'s reign, there were three brothers, the eldest of whom, Edward, was knighted, and died without male issue, leaving two daughters his coheirs; the eldest of whom, Grace, married first Sir Nicholas Wolstenholme, bart. and secondly, William lord Hunsdon, but died without issue by either of them, in 1729. The second brother was of Harrow, in Middlesex; and Timothy, the third, was an eminent merchant of London, whose grandsons were Edward, who was of South Lambeth, esq. and died in 1783, leaving only one daughter; and Timothy, of Clapham, esquire, the purchaser of this estate, as above mentioned, who was afterwards knighted, and died possessed of it, with near thirteen hundred acres of land round it, in 1786; he married, in 1736, Miss Catherine Wakefield, by whom he left an only daughter and heir, married to George Medley, esq. of Sussex, lady Waldo surviving him is at this time intitled to it.
The castle is entire, and in good condition; it has a moat round it, formed by the river Eden, over which there is a draw bridge, leading to the grand entrance, in the gate of which there is yet a port cullis, within is a quadrangle, round which are the offices, and a great hall; at the upper end of which, above a step, is a large oak table, as usual in former times. The great stair case leads up to several chambers and to the long gallery, the cieling of which is much ornamented with soliage in stucco; the rooms are all wainscotted with small oaken pannels, unpainted. On one side of the gallery is a recess, with an ascent of two steps, and one seat in it, with two returns, capable of holding ten or twelve persons, which, by tradition, was used as a throne, when king Henry VIII. visited the castle. At the upper end of the gallery, on one side of a large window, there is in the floor a kind of trap door, which, when opened, discovers a narrow and dark deep descent, which is said to reach as far as the moat, and at this day is still called the dungeon. In a closet, in one of the towers, the window of which is now stopped up, there is an adjoining chamber, in which queen Anne Bulleyn is said to have been consined after her dis grace. The entrance to this closet, from the chamber, is now by a small door, which at that time was a secret sliding pannel, and is yet called Anne Bulleyn's pannel.
In the windows of Hever-castle are these arms; Argent, three buckles gules, within the garter; a shield of four coasts, Howard, Brotherton, Warren, and Mowbray, argent three buckles gules; a shield of eight coats, viz. Bulleyn, Hoo, St. Omer, Malmains, Wickingham, St. Leger, Wallop, and Ormond; and one, per pale argent and gules, for Waldegrave. (fn. 8)
It is reported, that when Henry VIII. with his attendants, came to the top of the hill, within sight of the castle, he used to wind his bugle horn, to give notice of his approach.
There was a court baron constantly held for each of the above manors till within these forty years, but at present there is only one, both manors being now esteemed but as one, the circuit of which, over the neighbouring parishes, is very extensive.
SEYLIARDS is an estate here which extends itself into the parishes of Brasted and Eatonbridge, but the mansion of it is in this parish, and was the antient seat of the Seyliards, who afterwards branched out from hence into Brasted, Eatonbridge, Chidingstone, and Boxley, in this county.
The first of this name, who is recorded to have possessed this place, was Ralph de Seyliard, who resided here in the reign of king Stephen.
Almerick de Eureux, earl of Gloucester, who lived in the reign of king Henry III. demised lands to Martin at Seyliard, and other lands, called Hedinden, to Richard Seyliard, both of whom were sons of Ralph at Seyliard, and the latter of them was ancestor to those seated here and at Delaware, in Brasted. (fn. 9)
This place continued in his descendants till Sir Tho. Seyliard of Delaware, passed it away to John Petley, esq. who alienated it to Sir Multon Lambarde, of Sevenoke, and he died possessed of it in 1758; and it is now the property of his grandson, Multon Lambarde, of Sevenoke, esq.
Charities.
A PERSON gave, but who or when is unknown, but which has time out of mind been distributed among the poor of this parish, the sum of 10s. yearly, to be paid out of land vested in the churchwardens, and now of that annual produce.
The Rev. JOHN PETER gave by will, about 1661, the sum of 10s. yearly, to be paid for the benefit of poor farmers only, out of land vested in the rector, the heirs of Wm. Douglass, and the heirs of Francis Bowty, and now of that annual produce.
The Rev. GEORGE BORRASTON, rector, and several of the parishioners, as appears by a writing dated in 1693, purchased, with money arising from several bequests, the names of the donors unknown, except that of WILLIAM FALKNER, to which the parishioners added 15l. a piece of land, the rent to be distributed yearly among the poor of the parish, vested in the rector and churchwardens, and of the annual produce of 3l. 12s.
Rev. THOMAS LANCASTER, rector, gave by will in 1714, for buying good books for the poor, and in case books are not wanting for the schooling of poor children at the discretion of the mimister, part of a policy on lives, which was exchanged for a sum of money paid by his executor, being 20l. vested in the minister and churchwardens.
SIR TIMOTHY WALDO gave by will in 1786, 500l. consolidated 3 per cent. Bank Annuities, one moiety of the interest of which to be applied for the placing of some poor boy of the parish apprentice to a farmer, or some handicraft trade, or to the sea service, or in cloathing such poor boy during his apprenticeship, and in case no such poor boy can be found, this moiety to be distributed among such of the industrious poor who do not receive alms. The other moiety to be laid out in buying and distributing flannel waistcoats, or strong shoes, or warm stockings, among such of the industrious or aged poor persons inhabiting within this parish, as do not receive alms, vested in the Salters Company.
HEVER is within the ECCLESIASTICAL JURISDICTION of the diocese of Rochester, and being a peculiar of the archbishop, is as such within the deanry of Shoreham. The church, which stands at the east end of the village, is a small, but neat building, consisting of one isle and two chancels, having a handsome spire at the west end of it. It is dedicated to St. Peter.
Among other monuments and inscriptions in it are the following:—In the isle is a grave-stone, on which is the figure of a woman, and inscription in black letter in brass, for Margaret, wife of William Cheyne, obt. 1419, arms, a fess wavy between three crescents.—In the chancel, a memorial for Robert Humfreys, esq. lord of the manor of Heaver, only son and heir of Sir Orlando Humfreys, bart. of Jenkins, in Effex, obt. 1736. Against the wall is a brass plate, with the figure of a man kneeling at a desk, and inscription in black letter for William Todde, schoolmaster to Charles Waldegrave, esq. obt. 1585.—In the north chancel, an altar tomb, with the figure on it at large in brass, of Sir Thomas Bullen, knight of the garter, earl of Wilcher and earl of Ormunde, obt. 1538. A small slab with a brass plate, for ........ Bullayen, the son of Sir Thomas Bullayen.—In the belsry, a stone with a brass plate, and inscription in black letter in French, for John de Cobham, esquire, obt. 1399, and dame Johane, dame de Leukenore his wife, and Renaud their son; near the above is an antient altar tomb for another of that name, on which is a shield of arms in brass, or, on a chevron, three eagles displayed, a star in the dexter point. These were the arms of this branch of the Cobhams, of Sterborough-castle. (fn. 10)
This church is a rectory, the advowson of which belonged to the priory of Combwell, in Goudhurst, and came to the crown with the rest of its possessions at the time of the surrendry of it, in the 7th year of king Henry VIII. in consequence of the act passed that year for the surrendry of all religious houses, under the clear yearly revenue of two hundred pounds. Soon after which this advowson was granted, with the scite of the priory, to Thomas Colepeper, but he did not long possess it; and it appears, by the Escheat Rolls, to have come again into the hands of the crown, and was granted by the king, in his 34th year, to Sir John Gage, to hold in capite by knights service; who exchanged it again with Tho. Colepeper, to confirm which an act passed the year after. (fn. 11) His son and heir, Alexander Colepeper, had possession granted of sundry premises, among which was the advowson of Hever, held in capite by knights service, in the 3d and 4th years of king Philip and queen Mary; the year after which it was, among other premises, granted to Sir Edward Waldegrave, to hold by the like tenure.
Charles Waldegrave, esq. in the 12th year of queen Elizabeth, alienated this advowson to John Lennard, esq. of Chevening, and being entailed to his heirs male, by the last will of Sampson Lennard, esq. his eldest son, under the word hereditament possessed it, and it being an advowson in gross, was never disentailed by Henry, Richard, or Francis, lords Dacre, his descendants, so that it came to Thomas lord Dacre, son of the last mentioned Francis, lord Dacre, afterwards earl of Sussex, in 1673, and at length sole heir male of the descendants of John Lennard, esq. of Chevening, above mentioned; and the same trial was had for the claim of a moiety of it, at the Queen's-bench bar, as for the rest of the earl's estates, and a verdict then obtained in his favour, as has been already fully mentioned before, under Chevening.
The earl of Sussex died possessed of it in 1715, (fn. 12) whose two daughters, his coheirs, on their father's death became entitled to this advowson, and a few years afterwards alienated the same.
It then became the property of the Rev. Mr. Geo. Lewis, as it has since of the Rev. Mr. Hamlin, whose daughter marrying the Rev. Mr. Nott, of Little Horsted, in Sussex, he is now intitled to it.
In the 15th year of king Edward I. this church of Heure was valued at fifteen marcs.
By virtue of a commission of enquiry, taken by order of the state, in 1650, issuing out of chancery, it was returned, that Hever was a parsonage, with a house, and twelve acres of glebe land, which, with the tithes, were worth seventy-seven pounds per annum, master John Petter being then incumbent, and receiving the profits, and that Francis lord Dacre was donor of it. (fn. 13)
This rectory was valued, in 1747, at 1831. per annum, as appears by the particulars then made for the sale of it.
It is valued, in the king's books, at 15l. 17s. 3½d. and the yearly tenths at 1l. 10s. 8¾d. It is now of the yearly value of about 200l.
¶The priory of Combwell, in Goudhurst, was endowed by Robert de Thurnham, the founder of that house, in the reign of king Henry II. with his tithe of Lincheshele and sundry premises in this parish, for which the religious received from the rector of this church the annual sum of 43s. 4d.
A multi-role combat aircraft, capable of being deployed in the full spectrum of air operations, from air policing, to peace support, through to high intensity conflict.
Specifications
Engines: 2 Eurojet EJ200 turbojets
Thrust: 20,000lbs each
Max speed: 1.8Mach
Length: 15.96m
Max altitude: 55,000ft
Span: 11.09m
Aircrew: 1
Armament: AMRAAM, ASRAAM, Mauser 27mm Cannon, Enhanced Paveway II, 1000 lb Freefall bomb
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Who uses the Typhoon FGR4
6 SquadronRAF Leuchars1 SquadronRAF Leuchars3 SquadronRAF Coningsby17 SquadronRAF Coningsby29 SquadronRAF Coningsby11 SquadronRAF Coningsby
Details
Typhoon provides the RAF with a multi-role combat aircraft, capable of being deployed in the full spectrum of air operations, from air policing, to peace support, through to high intensity conflict. It is currently employed on permanent ops in the Falkland Islands, UK QRA North and UK QRA South.
Britain, Germany, Italy and Spain formally agreed to start development of the aircraft in 1988 with contracts for a first batch of 148 aircraft – of which 53 were for the RAF – signed ten years later. Deliveries to the RAF started in 2003 to 17(R) Sqn who were based at BAE Systems Warton Aerodrome in Lancashire (alongside the factory where the aircraft were assembled) while detailed development and testing of the aircraft was carried out. Formal activation of the first Typhoon Squadron at RAF Coningsby occurred on the 1st Jul 2005. The aircraft took over responsibility for UK QRA on 29 Jun 2007 and was formally declared as an advanced Air Defence platform on 1 Jan 2008.
Initial production aircraft of the F2 Tranche 1 standard were capable of air-to-air roles only and were the first Typhoons to hold UK QRA duties. In order to fulfill a potential requirement for Typhoon to deploy to Op HERRICK, urgent single-nation work was conducted on Tranche 1 to develop an air-to-ground capability in 2008. Tranche 1 aircraft were declared as multi-role in Jul 2008, gaining the designation FGR4 (T3 2-seat variant), fielding the Litening Laser Designator Pod and Paveway 2, Enhanced Paveway 2 and 1000lb freefall class of weapons. Only a handful of F2/T1 aircraft remain, these will be upgraded to FGR4/T3 by the end of 2012. Tranche 2 aircraft deliveries commenced under the 4-nation contract in 2008, in the air-to-air role only. These aircraft were deployed to the Falkland Islands to take-over duties from the Tornado F3 in Sep 09. Currently, upgrades to Tranche 2 continue as part of the main contract, with air-to-ground capability expected in 2012.
A total of 53 Tranche 1 aircraft were delivered, with Tranche 2 contract provisioning for 91 aircraft. 24 of these were diverted to fulfill the RSAF export campaign, leaving 67 Tranche 2 aircraft due for delivery to the RAF. The Tranche 3 contract has been signed and will deliver 40 aircraft. With the Tranche 1 aircraft fleet due to retire over the period 2015-18, this will leave 107 Typhoon aircraft in RAF service until 2030.
Future weapons integration will include Meteor air-to-air missile, Paveway IV, Storm Shadow, Brimstone and Small Diameter Bomb. Additionally, it is intended to upgrade the radar to an Active Electronically Scanned Array.
Technical Data
General Information
Brakes off to 35,000ft / M1.5
< 2.5 minutes
Brakes off to lift off
Supersonic
Design
Maximum Speed
Max 2.0
Operational Runway Lengh
of 90kn (20,000 lbs)
Dimensions
Wing Span
10.95m (35ft 11in)
Wing Aspect Ratio
2:205
Length (Overall)
15.96m (52ft 4in)
Wings (Gross)
50.0m2 (538ft2)
Masses
Basic Mass (Empty)
11,000kg (24,250lb)
Maximum
(Take-off) 23,500kg (51,809lb)
White Album CAE Bucanneer GR.4
The White Album CAE Bucanneer GR.4 was the ultimate evolution of the Canadair’s Project B-103 to meet a 1952 requirement for a carrier-capable strike jet. Designed for long-range anti-shipping and land attack work with both conventional and atomic weapons (the Orenda Red Beard atomic bomb and the nuclear-armed Orenda Green Cheese radar-guided anti-ship tactical missile, but the latter was cancelled before entering service), the first production version, the Black Dress Canadair Buccaneer S.1 was under-powered and mostly used for training and development work. Featuring twin Yellow Lorry Rolls Royce Canada Hudson turbofans, the Green Tower Canadair Buccaneer GR.2 was the first truly combat-capable version. Going on to enter service with both the Royal Canadian Navy (RCN) and the Royal Canadian Air Force (RCAF), subtypes of the GR.2 would remain in production from 1962 until 1974. Produced between 1974 and 1980, the Orange Kite Buccaneer GR.3 introduced a variety of updates and replaced the Phillips Canada Black Bird radar of the S.1 and GR.2 with the Orenda Brown Shoe radar, as also used on the Dassault Mustard Hill Super Etendard.
Although successful in Canadian and foreign service, a series of structural defects emerged in the RCN’s Buccaneer fleet during the 1980s, resulting in groundings and flight restrictions. As similar issues were nobbling the RCN’s Pink Dream CF-4K Phantom II fighters at the same time, the decision was made to replace both types. Although both Dassault and CAE offered navalised versions of their current production types for the RCAF, these were sidelined in favour of “carrier natives”. The McDonald Douglas Diamond Walrus CF-18A/B Hornet FGR.1/T.2 replaced the CF-4K and the CAE’s upgraded White Album Bucanneer GR.4 replaced the earlier models. The GR.4’s airframe eliminated the issues that had become apparent with the earlier versions and featured the Orenda Strawberry Field Antilope radar, as also used on the RCAF’s Mirage 2000D and N bombers. The GR.4 replaced the GR.3’s daylight-only Honey Pie Atlis II targeting pod with the A-6E Intruder’s Hughes AAS-33A Target Recognition and Attack Multi-sensor (TRAM) turret; the turret contained a FLIR, laser range finder, laser designator and a laser spot tracker and was linked with the Strawberry Field radar for automated cueing. Taking an approach that emphasised commonality, the White Album’s cockpit equipment and layout were based on those of the Diamond Walrus and both used the latter’s Sanders ALQ-126B and ALQ-162 internal electronic warfare kit. The GR.4 featured new generation Rolls Royce Canada Marmalade Sky Hudson 800 Series turbofans with more power, greater fuel efficiency and longer times between overhauls.
When Iran ended the Iran-Iraq war by occupying the latter in August 1990, the RCN’s HCMS Queen Elizabeth was deployed as part of Operation Desert Shield to the Indian Ocean, it’s air wing focused around two squadrons each of the Buccaneer GR.4 and the Hornet FGR.1. From 16 January 1991, with Iran having failed to heed a UN demand to leave Iraq, Desert Shield turned into Desert Storm, RCN Buccaneers were in action, attacking strategic targets in Iran, often flying via Pakistani airspace. For these missions, the planes flew with both underwing slipper fuel tanks by default. Offensive ordnance carried on the outer wing pylons included CAE Sky Glass BLG 1000 Arcole laser-guided bombs, Orenda Tangerine Tree AS.30L laser-guided missiles and CAE Silver Hammer Martel TV or IIR guided missile (directed via the CAE Blue Mailman datalink pod). CAE Marshmellow Pie ARMAT anti-radiation missiles were used for the defence suppression role, planes so-equipped accompanying the attack jets and carrying the Custard Lane ECM pack in the bomb bay.
At the start of February, the RCN withdrew the HCMS Queen Elizabeth from combat duties and redeployed its air combat assets to Saudi Arabia for more tactical operations. Missions against known fixed targets continued, but increasingly battlefield interdiction while patrolling kill boxes became the norm. These operations often required different ordnance combinations to those used in January. Loadouts featured the American GBU.10 or GBU.12 or the Canadian Yellow Goodbye Mk13/18 1,000 lb Paveway 2 laser-guided bombs underwing. The inner hardpoints often carried one or two slipper fuel tanks, depending on the endurance or range required. CAE Silver Hammer Martel IIR guided missile on one or two inner pylons often supplemented the Yellow Goodbye bombs. These tactical loadouts with the Silver Hammer rarely carried the CAE Blue Mailman datalink pod. This was because they were being used in short-range scenarios, against targets identified by the FLIR and the missiles (which featured an automatic tracking mode) could be locked-on before launch. Most Silver Hammers used were fitted with the IIR guidance kit (derived from that used on the Hughes AGM-65D Maverick) in preference to the TV kit, not just for night operations, but because thermal imaging could be used when atmospheric conditions adversely attenuated the laser guidance of the Yellow Goodbye. Inside the bomb bay, four Brown Sweet Orenda Mk13/18 1,000 lb bombs or CAE Ginger Sling RBL755 cluster bombs were carried. As with the strategic missions, the rotating bomb bay usually carried the semi-conformal fuel tank, although late in the campaign the similarly shaped Golden Slumber pod with twin Yellow Flower Orenda DEFA 30mm cannon pod was sometimes carried for close air support missions.
This aircraft is depicted as photographed late in the campaign to liberate Iraq. Seen in a series of images taken during re-arming, the aircraft’s full range of ordnance can be seen. Yellow Goodbye laser-guided bombs are mounted on the outer underwing pylons, with an IIR Silver Hammer on the port inner and a 1,995 litre slipper fuel tank opposite. The Golden Slumber cannon pod is mounted to the rotating bomb bar door with four Ginger Slings inside.
In addition to their attack duties, the Buccaneer GR.4 force also performed other roles. For reconnaissance, the modular Pepper Abbey recce pack was carried in the bomb bay. This could be configured with a variety of cameras, infrared linescan instruments and side-looking radar. Buccaneers also used the Apple Road pod to provide an organic air-to-air refuelling capability, buddy refuelling other Buccaneer GR.4s and Hornet FGR.1s.
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.
History
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.
Design Characteristics
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 lotiform 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 7 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.
Measurements
Courtyard: 528'-8" x 528'-4" (Area: 278,784 sq ft (25,899.9 m2)), 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 sq ft (2,120.5 m2))
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 (7.3 m) and neck 15 ft (4.6 m) high.
Side Domes: Diameter 51'-6" (at bulging 54'-2"); height 32 ft (9.8 m); pinnacle 19 ft (5.8 m); 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 sq ft (230 m2))""""""""""" """
Electronics hobby
Designing and building a high power amplifier capable of driving low impedance (as low as 2 Ohm’s @ 50 Vpp) loads.
www.diyaudio.com/ see alias FdW
History of DIY audio
Audio DIY came to prominence in the 50s to 60s, as audio reproduction was relatively new and the technology "complex," audio reproduction equipment, and in particular high performance equipment, was not offered at the retail level. Kits and designs were available for consumers to build their own equipment. Famous vacuum tube kits from Dynaco, Heathkit, and McIntosh, as well as solid state (transistor) kits from Hafler allowed for consumers to build their own hi fidelity systems. Books and magazines were published which explained new concepts regarding the design and operation of vacuum tube and (later) transistor circuits.
While audio equipment has become easily accessible in the current day and age, there still exists an interest in building one's own equipment, including amplifiers, speakers, preamplifiers, and even CD players and turntables. Today, a network of companies, parts vendors, and on-line communities exist to foster this interest. DIY is especially active in loudspeaker and in tube amplification. Both are relatively simple to design and fabricate without access to sophisticated industrial equipment. Both enable the builder to pick and choose between various available parts, on matters of price as well as quality, allow for extensive experimentation, and offer the chance to use exotic or highly labor-intensive solutions, which would be expensive for a manufacturer to implement, but only require personal labor by the DIYer, which is a source of satisfaction to them.
Towards the end of World War II, the USAAF issued a requirement for a large transport capable of carrying tanks. Douglas responded with the C-74 Globemaster, but it was not successful--the aircraft itself was fine, but the end of the war led to the USAAF cancelling the contract. The Berlin Airlift exposed the need for a heavy transport, however, and the now-independent USAF reconsidered. Douglas, by this time, were ready to offer a completely different aircraft, the C-124 Globemaster II.
Though the tail and wings of the C-124 were generally similar to the C-74, the fuselage was much deeper and wider. A rear ramp was included, but also clamshell nose doors, allowing for "all-through" loading. The Globemaster II could indeed carry tanks like the M4 Sherman, and could also carry up to 200 troops and their equipment. The USAF ordered it into production in 1950.
The C-124 was not aesthetically pleasing, but it was a workhorse. Its capacity came in handy during the Korean War and the Vietnam War, and it had the range to cross the Pacific from Hawaii to Japan. Although it was approaching obsolescence by the time of Vietnam, it was the only USAF transport (aside from the C-133 Cargomaster) capable of carrying oversize loads. Though dubbed "Old Shaky" because of the vibration of the engines through the fuselage, the Globemaster II performed yeoman work through two decades of service.
With the Lockheed C-141 Starlifter entering service in the early 1960s, the C-124 was relegated to Air National Guard units and finally retired in 1974. 448 were built, and nine are known to be left.
Built as 52-1004, this C-124C was delivered to the USAF in 1953; most of its early career was spent at Palm Beach AFB, Florida and Dover AFB, Delaware. From 1966 to 1969, it was involved in transporting troops and equipment to Vietnam as part of the 61st Military Airlift Wing, forward deployed at Hickam AFB, Hawaii and Tachikawa, Japan. As the C-124s were replaced by C-141s, it was sent to the Air Force Reserve's 917th MAG at Barksdale AFB, Louisiana, and ended its career with the 901st MAG at Hanscom AFB, Massachusetts. It was retired in 1973, but was only in storage for a few months before it was donated to the Pima Air and Space Museum.
52-1004 has seen better days as it awaits restoration, but the size and odd majesty of the aircraft is still very much intact. Though it was assigned to the 901st MAG when it retired, it carries a MAC stripe on the tail rather than an AFRES one.
The F-105 Thunderchief, which would become a legend in the history of the Vietnam War, started out very modestly as a proposal for a large, supersonic replacement for the RF-84F Thunderflash tactical reconnaissance fighter in 1951. Later this was expanded by Republic’s famous chief designer, Alexander Kartveli, to a nuclear-capable, high-speed, low-altitude penetration tactical fighter-bomber which could also replace the F-84 Thunderstreak.
The USAF liked the idea, as the F-84 had shown itself to be at a disadvantage against Chinese and Soviet-flown MiG-15s over Korea, and ordered 200 of the new design before it was even finalized. This order was reduced to only 37 aircraft with the end of the Korean War, but nonetheless the first YF-105A Thunderchief flew in October 1955. Although it was equipped with an interim J57 engine and had drag problems, it still achieved supersonic speed. When the design was further refined as the YF-105B, with the J75 engine and area ruling, it went over Mach 2. This was in spite of the fact that the design had mushroomed in size from Kartveli’s initial idea to one of the largest and heaviest fighter ever to serve with the USAF: fully loaded, the F-105 was heavier than a B-17 bomber and would not be equaled in weight until the F-35A Lightning II over fifty years later. The USAF ordered 1800 F-105s, though this would be reduced to 830 examples.
Almost immediately, the F-105 began to be plagued with problems. Some of the trouble could be traced to the normal teething problems of any new aircraft, but for awhile it seemed the Thunderchief was too hot to handle, with a catastrophically high accident rate. This led to the aircraft getting the nickname of “Thud,” supposedly for the sound it made when hitting the ground, along with other not-so-affectionate monikers such as “Ultra Hog” and “Squat Bomber.” Despite its immense size and bad reputation, however, the F-105 was superb at high speeds, especially at low level, was difficult to stall, and its cockpit was commended for its ergonomic layout. Earlier “narrow-nose” F-105Bs were replaced by wider-nosed, radar-equipped F-105Ds, the mainline version of the Thunderchief, while two-seat F-105Fs were built as conversion trainers.
Had it not been for the Vietnam War, however, the F-105 might have gone down in history as simply another 1950s era mildly successful design. Deployed to Vietnam at the beginning of the American involvement there in 1964, the Thunderchief was soon heading to North Vietnam to attack targets there in the opening rounds of Operation Rolling Thunder; this was in spite of the fact that the F-105 was designed primarily as a low-level (and, as its pilots insisted, one-way) tactical nuclear bomber. Instead, F-105s were heading north festooned with conventional bombs.
As Rolling Thunder gradually expanded to all of North Vietnam, now-camouflaged Thuds “going Downtown” became iconic, fighting their way through the densest concentration of antiaircraft fire in history, along with SAMs and MiG fighters. The F-105 now gained a reputation for something else: toughness, a Republic hallmark. Nor were they defenseless: unlike the USAF’s primary fighter, the F-4 Phantom II, the F-105 retained an internal 20mm gatling cannon, and MiG-17s which engaged F-105s was far from a foregone conclusion, as 27 MiGs were shot down by F-105s for the loss of about 20. If nothing else, Thud pilots no longer burdened with bombs could simply elect to head home at Mach 2 and two thousand feet, outdistancing any MiG defenders.
If the Thud had any weakness, it was its hydraulic system, which was found to be extremely vulnerable to damage. However, it was likely more due to poor tactics and the restrictive Rules of Engagement, which sent F-105s into battle on predictable routes, unable to return fire on SAM sites until missiles were launched at them, and their F-4 escorts hamstrung by being forced to wait until MiGs were on attack runs before engaging them. The tropical climate also took a toll on man and machine, with the end result that 382 F-105s were lost over Vietnam, nearly half of all Thuds ever produced and the highest loss rate of any USAF aircraft.
The combination of a high loss rate and the fact that the F-105 really was not designed to be used in the fashion it was over Vietnam led to the type’s gradual withdrawal after 1968 in favor of more F-4s and a USAF version of the USN’s A-7 Corsair II. An improved all-weather bombing system, Thunderstick II, was given to a few of the F-105D survivors, but this was not used operationally. The Thud soldiered on another decade in Air National Guard and Reserve units until February 1984, when the type was finally retired in favor of the F-16, and its spiritual successor, the A-10 Thunderbolt II.
This is the only JF-105B left in existence, 54-0105. Early in the F-105's career, Republic offered a version of the F-105B as a fast tactical reconnaissance aircraft with a camera-equipped nose with no gun armament. The USAF initially ordered three aircraft as prototype RF-105Bs, but cancelled the order in mid-production; it was felt the RF-101 Voodoo was already good enough and the RF-105 was not necessary. Republic finished the three RF-105s as JF-105 testbeds. One was lost in a crash, one was scrapped, and the last was sent to Lackland AFB after retirement in 1966 as a museum display.
When Dad got this picture in 1975, it was painted inaccurately as a Wild Weasel aircraft in standard USAF Southeast Asia colors, with the name "Iron Butterfly." The actual "Iron Butterfly" was at the US Air Force Academy in Colorado, so why this aircraft was painted with the same name, much less as a single-seat Wild Weasel, is unknown. The dished-in reconnaissance nose was a giveaway that this was the JF-105B. Luckily, Lackland AFB has since repainted it in the much more colorful--and accurate--test colors of the JF-105B prototype, and it remains preserved.
moving sankaty
62 inches every 10 minutes
FIRST PUSH SET FOR MONDAY
by Peter B. Brace Photos by Rob Benchley
No ribbons will be cut, no longwinded pontifications will be uttered and no mass release of balloons is planned for the first day of moving Sankaty Head Lighthouse 390 feet.
Sometime during the afternoon of Oct. 1, at the urging of a hydraulic horizontal jacking system capable of pushing the lighthouse 62 inches per stroke, rows of pistons working in concert will grunt to life with the flick of several levers by Expert House Movers President Jerri Matyiko.
Matyiko and his crew are ahead of schedule and plan to take a few days off this week before returning to the island for final moving preparations, 'Sconset Trust President Bob Felch said yesterday.
After lifting the lighthouse nearly three feet out of the ground on Sept. 18 and 19, and fully expecting at least five feet of the original brick foundation to separate from the lighthouse - so much so that its new foundation makes up the anticipated difference - Expert House Movers had to jackhammer off an additional 18 inches of brick foundation while the lighthouse was jacked up on steel support beams this week.
Felch said the plan is to build two-and-a-half feet of new brick pedestal off the new foundation to
join with the lighthouse.
After adjustments over the weekend, the lighthouse is now ready to be pushed down the roller beams.
"The bottom set of beams known as rocker beams were put in place on Saturday," said Felch. "The move is still set for next week starting on Oct. 1. The only possible delay of 24 hours might occur because of work needed for preparing the move path."
The rocker beams are part of the beam system that allows the lighthouse to move level along the ground before it eventually drops a total of seven feet onto its new foundation.
Watching all of the action will be tough for the public unless you happen to be part of the crew, but Felch said getting closer is a possibility for anyone who wants to volunteer to manage crowds on the periphery of the project area. The 'Sconset Trust is still looking for volunteers to work with the Nantucket Police Department and the Department of Public Works to keep pedestrian and vehicular traffic flowing. The volunteers will work two-hour shifts between 8 a.m. to 5 p.m. on Oct. 1 through Oct. 8. Volunteers will be trained to answer questions about the move and about the history of the lighthouse.
Workers from Expert House Movers chip away at bricks underneath the suspended lighthouse last Thursday; the cobblestones in the slightly skewed photo make up the actual foundation of the 157-year-old structure. When it was lifted last week, the entire building came off the ground intact. On Monday, most of all the steel work was finished. The yellow beam is called the "strong back" and ties in with six cross beams below, which in turn are connected to the two green "main beams""which house the sixteen 60-ton hydraulic jacks. Monday it will all move as one.
The Trust will also have several police patrols managing the flow of traffic around the move site on Polpis Road and Baxter Road, and all motorized traffic on Baxter Road traveling north of Bayberry Lane will be halted from 7 a.m. to 7 p.m. during the week.
Although there are legions of lighthouse buffs and aficionados across the country, Felch could not put a number as to how many onlookers to expect.
"We have no idea," he said. "We do think a lot of people will turn out. We don't know if they will turn out on a daily basis or if one visit will suffice."
The 'Sconset Trust is cordoning off the southern section of the meadow between the northern end of Baxter Road and the edge of the bluff as a public viewing area. Chain-link fence will keep viewers away from the edge of the bluff and contained away from the actual job site. Felch said the entire move
will be seen easily from this area. I
ABOUT SANKATY
• Sankaty: Spelled Sankoty by Native American
Nantucketers and means "highland"
• 1843: The year Engineer I.W.P. Lewis identified
the need for a lighthouse at Sankaty Head
• $250: Amount the U.S. Government paid George
Myrick for Sankaty's 10 acres in 1848
• Lighthouse builder: Engineer Benjamin F.
ROB BENCHLEY/The Independent This aerial photo taken in September shows Sankay Lighthouse and the concrete pad to which it will be moved 390 feet to its northwest.
Isherwood
• Building cost in 1850: $10,330
• Number of steps inside: 62
• 1888: Year that the lighthouse tower was raised
10 feet and a new lantern installed
• Charles Wood Vanderhoop: AWampanoag
Indian who took the keeper job in 1919
• 1933: The year the light was electrified
• 1965: Lighthouse is automated
• 390 feet: Distance to the northwest Sankaty is
being moved
• 130 feet: Incremental distant Expert House
Movers can move Sankaty before laying down
another section of steel moving beams
• Seven feet: Amount of elevation Sankaty is losing
at its new site
• Moving speed: 62 inches every 10 minutes
ROB BENCHLEY/The Independent Last week, children from Wee Whalers got a guided tour of the site by members of the 'Sconset Trust, the project's main underwriters. Holding souvenir bricks from the structure are Adan Partida, Sydney Ryder and Faedra Wheeler.
• 10 days or less: Time estimated to move Sankaty
by Expert House Movers President Jerri Matyiko
• Distance from the edge of the bluff in 1850: 250
feet
• Distance from the edge of the bluff in 1892: 175
feet
• Distance from the edge of the bluff in 1933: 160
feet
• Distance from the edge of the bluff now: 76 feet
• $4 million: Cost to move Sankaty Head
Lighthouse
• 1991: Save Our Sankaty movement born
• Light strength: Up to 40 miles
• 10 inches: Height of bricks to be added to
Sankaty to accommodate two extra steps discovered
during pre-move excavation
Lighthouse weight: 450 tons
Lighthouse nicknames: Blazing Star and Rocket
Light
- Compiled from Independent archives, the 'Sconset
Trust and the Nantucket Historical Association
THE KEEPERS OF
SANKATY LIGHTHOUSE
1849 - Joseph Allen
1849-1860: Alexander D. Bunker
1860-1861: Samuel Swain
1861-1867: Henry Winslow
1867-1873: Uriah C. Clark
1873-1882: George F. Folger
1882-1891: C.C. Hamblin
1891-1894: Ethan Allen
1894-1919: Joseph G. Remsen
1919-1920: Charles W. Vanderhoop
1920-1943: Eugene N. Larsen
1943-1944: B. Anderson
1944: Aechford V. Haskins
ASSISTANT KEEPERS
1855-1861: Henry Winslow
1861-1867: U.C. Clark
1867: George T. Coggersall
1867-1873: George F. Folger
1868-1872: Benjamin C. Sayer
1872-1873: Charles B. Swain
1873-1876: Franklin B. Murphy
1873-1874: Charles B. Swain
1876-1897: John M. Lamb
1877-1978: Simeon L. Lewis
1878-1880: William H. Gibbs
1880: Benjamin F. Myer
1880-1882: Calvin C. Hamblin
1882: Benjamin F. Brown
1909-1912: George H. Purdy
1912-1919: Charles W. Vanderhoop
1913-1914: Earl D. Hill
1914-1920: Eugene N. Larsen
1919-1920: C.A. Ellis
1920-1925: F.R. Macy
1925-1933: James E. Dolby
If you would like to watch Sankaty Head Lighthouse inch along steel I-beams toward its new foundation, the 'Sconset Trust is looking for volunteers to help with crowd control, along with imparting the mechanics of the move and the history of the 157-year-old lighthouse to onlookers. Call 'Sconset Trust Executive Director Erika Mooney at 228-9917.
If you missed the last three issues of lighthouse move coverage, check out our archives at www.nantucketindependent. com. Also check out
www.sconsettrust.org for Rob Benchley's complete photo essay on the move.
The MOL Northern Juvenile, capable of carrying 8,800 twenty-foot equivalent units, set a record today as the largest container ship to ever call on Jacksonville. The ship, which transited the Suez Canal from Asia before reaching the U.S. east coast, loaded and offloaded cargo at JAXPORT’s TraPac Container Terminal at Dames Point.
More than 1 million containers move through Jacksonville's public and private marine terminals annually. Jacksonville boasts the widest shipping channel in the Southeast U.S., wide enough for two ships to pass at the same time and offers worldwide cargo service from more than 40 ocean carriers, including direct service with Europe, Africa, South America, the Caribbean and other key markets.
Florida is now the nation’s third most populous state – and more than 60 million U.S. consumers live within a one-day truck drive of Jacksonville’s port. JAXPORT terminals are serviced by three U.S. interstates (I-10, I-95 and I-75), and the city has 36 daily train departures via three railroads: CSX, Norfolk Southern, and Florida East Coast. The port’s equal balance of imports and exports provides backhaul opportunities, saving money and maximizing transportation costs.
JAXPORT has invested $600 million in recent infrastructure investments in everything from cranes to docks to rail and a newly authorized project to deepen the federal shipping channel.
The Typhoon FGR4 provides the RAF with a highly capable and extremely agile multi-role combat aircraft, capable of being deployed in the full spectrum of air operations, including air policing, peace support and high intensity conflict.
Specifications
Engines: 2 Eurojet EJ200 turbojets
Thrust: 20,000lbs each
Max speed: 1.8Mach
Length: 15.96m
Max altitude: 55,000ft
Span: 11.09m
Aircrew: 1
Armament: Paveway IV, AMRAAM, ASRAAM, Mauser 27mm Cannon, Enhanced Paveway II
Initially deployed in the air-to- air role as the Typhoon F2, the aircraft now has a potent and precise multirole capability.
The pilot can carry out many functions by voice command or through a handson stick and throttle system. Combined with an advanced cockpit and the HEA (Helmet equipment assembly) the pilot is superbly equipped for all aspects of air operations.
Britain, Germany, Italy and Spain formally agreed to start development of the aircraft in 1988 with contracts for a first batch of 148 aircraft – of which 53 were for the RAF – signed ten years later. Deliveries to the RAF started in 2003 to 17(R) Sqn who were based at BAE Systems Warton Aerodrome in Lancashire (alongside the factory where the aircraft were assembled) while detailed development and testing of the aircraft was carried out. Formal activation of the first Typhoon Squadron at RAF Coningsby occurred on the 1st Jul 2005. The aircraft took over responsibility for UK QRA on 29 Jun 2007 and was formally declared as an advanced Air Defence platform on 1 Jan 2008.
Initial production aircraft of the F2 Tranche 1 standard were capable of air-to-air roles only and were the first Typhoons to hold UK QRA duties. In order to fulfill a potential requirement for Typhoon to deploy to Op HERRICK, urgent single-nation work was conducted on Tranche 1 to develop an air-to-ground capability in 2008. Tranche 1 aircraft were declared as multi-role in Jul 2008, gaining the designation FGR4 (T3 2-seat variant), fielding the Litening Laser Designator Pod and Paveway 2, Enhanced Paveway 2 and 1000lb freefall class of weapons.
All F2/T1 aircraft have been upgraded to FGR4/T3.
Tranche 2 aircraft deliveries commenced under the 4-nation contract in 2008, in the air-to-air role only. These aircraft were deployed to the Falkland Islands to take-over duties from the Tornado F3 in Sep 09.
A total of 53 Tranche 1 aircraft were delivered, with Tranche 2 contract provisioning for 91 aircraft. 24 of these were diverted to fulfill the RSAF export campaign, leaving 67 Tranche 2 aircraft due for delivery to the RAF. The Tranche 3 contract has been signed and will deliver 40 aircraft. With the Tranche 1 aircraft fleet due to retire over the period 2015-18, this will leave 107 Typhoon aircraft in RAF service until 2030.
Weapons integration will include Meteor air-to-air missile, Paveway IV, Storm Shadow, Brimstone and Small Diameter Bomb. Additionally, it is intended to upgrade the radar to an Active Electronically Scanned Array.
A multi-role combat aircraft, capable of being deployed in the full spectrum of air operations, from air policing, to peace support, through to high intensity conflict.
Specifications
Engines: 2 Eurojet EJ200 turbojets
Thrust: 20,000lbs each
Max speed: 1.8Mach
Length: 15.96m
Max altitude: 55,000ft
Span: 11.09m
Aircrew: 1
Armament: AMRAAM, ASRAAM, Mauser 27mm Cannon, Enhanced Paveway II, 1000 lb Freefall bomb
Save to 'Compare aircraft'
Who uses the Typhoon FGR4
6 SquadronRAF Leuchars1 SquadronRAF Leuchars3 SquadronRAF Coningsby17 SquadronRAF Coningsby29 SquadronRAF Coningsby11 SquadronRAF Coningsby
Details
Typhoon provides the RAF with a multi-role combat aircraft, capable of being deployed in the full spectrum of air operations, from air policing, to peace support, through to high intensity conflict. It is currently employed on permanent ops in the Falkland Islands, UK QRA North and UK QRA South.
Britain, Germany, Italy and Spain formally agreed to start development of the aircraft in 1988 with contracts for a first batch of 148 aircraft – of which 53 were for the RAF – signed ten years later. Deliveries to the RAF started in 2003 to 17(R) Sqn who were based at BAE Systems Warton Aerodrome in Lancashire (alongside the factory where the aircraft were assembled) while detailed development and testing of the aircraft was carried out. Formal activation of the first Typhoon Squadron at RAF Coningsby occurred on the 1st Jul 2005. The aircraft took over responsibility for UK QRA on 29 Jun 2007 and was formally declared as an advanced Air Defence platform on 1 Jan 2008.
Initial production aircraft of the F2 Tranche 1 standard were capable of air-to-air roles only and were the first Typhoons to hold UK QRA duties. In order to fulfill a potential requirement for Typhoon to deploy to Op HERRICK, urgent single-nation work was conducted on Tranche 1 to develop an air-to-ground capability in 2008. Tranche 1 aircraft were declared as multi-role in Jul 2008, gaining the designation FGR4 (T3 2-seat variant), fielding the Litening Laser Designator Pod and Paveway 2, Enhanced Paveway 2 and 1000lb freefall class of weapons. Only a handful of F2/T1 aircraft remain, these will be upgraded to FGR4/T3 by the end of 2012. Tranche 2 aircraft deliveries commenced under the 4-nation contract in 2008, in the air-to-air role only. These aircraft were deployed to the Falkland Islands to take-over duties from the Tornado F3 in Sep 09. Currently, upgrades to Tranche 2 continue as part of the main contract, with air-to-ground capability expected in 2012.
A total of 53 Tranche 1 aircraft were delivered, with Tranche 2 contract provisioning for 91 aircraft. 24 of these were diverted to fulfill the RSAF export campaign, leaving 67 Tranche 2 aircraft due for delivery to the RAF. The Tranche 3 contract has been signed and will deliver 40 aircraft. With the Tranche 1 aircraft fleet due to retire over the period 2015-18, this will leave 107 Typhoon aircraft in RAF service until 2030.
Future weapons integration will include Meteor air-to-air missile, Paveway IV, Storm Shadow, Brimstone and Small Diameter Bomb. Additionally, it is intended to upgrade the radar to an Active Electronically Scanned Array.
Technical Data
General Information
Brakes off to 35,000ft / M1.5
< 2.5 minutes
Brakes off to lift off
Supersonic
Design
Maximum Speed
Max 2.0
Operational Runway Lengh
of 90kn (20,000 lbs)
Dimensions
Wing Span
10.95m (35ft 11in)
Wing Aspect Ratio
2:205
Length (Overall)
15.96m (52ft 4in)
Wings (Gross)
50.0m2 (538ft2)
Masses
Basic Mass (Empty)
11,000kg (24,250lb)
Maximum
(Take-off) 23,500kg (51,809lb)
CMC Classical Model Cars
1955 Mercedes-Benz 300 SLR Uhlenhaut Gullwing Coupe
Motorcar Miniatures
From CMC:
Who doesn't know about the famous Uhlenhaut coupé with its landmark gullwing doors? Only two prototypes of this model were built, and it was and still is a formidable street car. The irony is that most people only had the chance to see it from behind. Back then, while the fastest BMW was capable of reaching 170 km/h, and the fastest Porsche, even up to 200 km/h, the Uhlenhaut coupé could speed at nearly 300 km/h. It surely caused a lot of amazement as well as jealousy.
The explanation, however, is simple. Underneath the bodywork is an enhanced 3-litre Formula 1 engine. Actually the two coupés were built for racing. Their intended mission was to participate in endurance races, such as the Mille Miglia or the 24 Hours of Le Mans. But Daimler surprisingly decided to retire from professional racing at the end of 1955, and the situation changed drastically.
Rudolf Uhlenhaut, an ingenious engineer in charge of the Mercedes racing department, rightly decided that it would be a shame to let the two cars sit idle to gather dust in a garage. As a result, the two 300 SLR coupés became his personal company cars. Today every automobile enthusiast knows what is meant by "the Uhlenhaut coupé," even though this was never an official designation. When Rudolf went to work in the morning, the whole neighborhood noticed it. Because the 300 hp 8-cylinder would send out a throbbing uproar. And there were limits to what the additional silencer could do to reduce the deafening noise of the side pipes. Rudolf Uhlenhaut really enjoyed driving the coupés, and he also had the skills to handle these beasts of power. Contemporary witnesses confirm that he was able to drive from Stuttgart to Munich in less than an hour. Given the increasing traffic congestion, this is something we can only dream about today.
The Uhlenhaut coupès are not for sale. Daimler holds onto them as if they were their crown jewels. If you want to see the original Uhlenhaut coupé, you have to visit the Daimler museum in Stuttgart, Germany. If you want to see it every day, however, just put our incomparably beautiful model on display in your cabinet.
• 8-cylinder in-line-engine (installed in a 33° inclination to the right side)
• Direct fuel injection
• Desmodromic valve control (positively controlled valves)
• Chassis: wishbone in the front, one joint single hinged swing axle in the rear • Displacement: 2,982 ccm
• Output: approx. 300 hp at 7,600 rpm
• Top speed: approx. 300 km/h
• Wheel base: 2,370 mm
• Total length: 4,315 mm
• Item number M-076 – Precision model, hand-assembled and composed of 1,817 single parts
• Item number M-088 – Limited Editon Precision model of 4,000 units; 125th Anniversary Edition
• The "greenhouse" of this coupé resembles the cockpit of a plane. The seats are covered with checked cloth fabric.
• True to the original, the interior is covered with red leather.
• The cockpit is complete with all instruments, control elements, switches and levers.
• Everything is replicated faithfully to the real car.
• Inside the trunk are two removable spare wheels, which are of different diameters, corresponding to those of the front and rear wheels respectively.
• The shiny side pipes, coming out of the air opening, are made of stainless steel. The cover of the maintenance opening can be removed. It is held in place by a simple but elegant magnetic mechanism.
• Rotary flipper window, which is integrated inside the side window
• Highly-detailed and angular-installed 8-cylinder in-line-engine. All aggregates, pipes and cabling included
• Support rod for the engine hood
• Hand-wired spokes, stainless-steel nipples, and aluminium rim
• A fine wire mesh protects the air inlet duct of the engine
• Removable three-wing central locking nuts and detachable wheels. The central locking nuts are so designed that they are side-specific.
• Detail-exact rear bodywork showing the Mercedes star, the 300 SLR type designation and the D-Logo
Source CMC:
By the late 1950s, the US Navy had successfully made operational a carrier-based nuclear bomber, the North American AJ Savage, and were fielding supercarriers capable of carrying large numbers of nuclear-capable aircraft. As a result, North American privately suggested to the Navy a supersonic jet nuclear bomber that could be operated from Forrestal-class carriers as a Savage replacement and as a supplement to the subsonic A3D Skywarrior. The Navy liked the idea and ordered a prototype, the XA3J-1 Vigilante, in 1956, with the first aircraft coming off the line two years later.
The Vigilante was far ahead of its time. It was the first operational aircraft to use a primitive fly-by-wire microprocessor system, an all-moving tail that replaced the ailerons of more conventional aircraft, a heads-up display, inertial navigation, an undernose television camera system (TCS), bombing computer, and extensive use of titanium to lighten the weight. The bomb delivery system was also unique: a nuclear weapon would be carried in a mid-fuselage tunnel, and ejected out the back of the aircraft over the target along with used fuel cells. The first A3J-1s entered service in 1961
Because of this new technology, the Vigilante’s early years were fraught with maintenance problems, posting the worst operational capability in the Navy for its first few years in service. The nuclear delivery system never worked correctly, and operational use of spare fuel cells in the tunnel led to the loss of one aircraft and several deck fires: the shock of a catapult launch would send the cells flying out the rear of the aircraft. In any case, the Navy was moving away from dedicated nuclear bombers: nuclear weapons had gotten small enough that even diminutive aircraft like the A-4 Skyhawk could carry them, and the development of the Polaris submarine-launched ballistic missile made something like the Vigilante largely unnecessary. North American had also attempted to sell the Vigilante to the USAF as an interceptor—including one three-engined aircraft capable of Mach 3 and armed with six AIM-7 Sparrows on a rotary launcher; though the USAF used the A3J as the basis for the cancelled XF-108 Rapier, it never showed serious interest in the Vigilante.
Pilots reported the aircraft—redesignated A-5A in 1962—was difficult to bring back aboard a carrier due to its high landing speed, but that its handling was excellent, and maneuverability was also very good: Vigilantes had proven capable of maneuvering with F-8 Crusaders. As a result, the Navy decided to convert its A-5s to RA-5C fast reconnaissance aircraft. The RA-5C kept most of the advances of the A-5A (including using fuel cells in the tunnel bay, despite the possibility of fire) along with that of the prototype-stage A-5B, which added a dorsal “hump” with additional fuel. The RA-5C would have a larger wing and a slew of new electronics, including cameras, side-looking radar and infrared sensors. The first RA-5Cs entered service in 1963 with former nuclear-attack “heavy” squadrons.
The RA-5C soon found itself in action over North Vietnam, beginning in 1964. These aircraft proved invaluable: their speed made them virtually immune to MiG interceptors, and even surface-to-air missile batteries found it a tough target to bring down. Because of its speed, the normal F-4 Phantom II fighter escort left the RA-5C at the shoreline and waited for its return. However, since it operated at low level, the Vigilante was vulnerable to ground fire, and the North Vietnamese were well aware that Vigilantes would soon arrive over a target recently struck by Navy aircraft, and would set up ambushes. 18 RA-5Cs were lost in combat over North Vietnam, all but four to antiaircraft guns, and another nine in accidents; because there had not been that many Vigilantes built, North American reopened the production line to replace these losses. This was still a better loss ratio than the RF-8s that supplemented the RA-5Cs. “Vigis” would be one of the few aircraft to serve from the first day of the Vietnam War until the very end.
Following the end of the Vietnam War, the RA-5C’s sheer size and continued maintenance headaches led to it leaving carrier air groups by 1975. The development of the TARPS reconnaissance pod for the F-14 Tomcat spelled the end of the Vigilante, which was deemed no longer necessary. The last RA-5C flight took place in November 1969. Of 156 built, 13 survive today as gate guards and museum pieces.
The RA-5C Vigilante on display in the Malmstrom Museum’s model collection is an aircraft of RVAH-1 (“Smoking Tigers”), as it appeared on USS Independence during its first Vietnam war cruise in 1964-1965. It carries the standard US Navy scheme of the time of medium gray over white, with the typically high-visibility squadron markings of the era.
White Album CAE Bucanneer GR.4
The White Album CAE Bucanneer GR.4 was the ultimate evolution of the Canadair’s Project B-103 to meet a 1952 requirement for a carrier-capable strike jet. Designed for long-range anti-shipping and land attack work with both conventional and atomic weapons (the Orenda Red Beard atomic bomb and the nuclear-armed Orenda Green Cheese radar-guided anti-ship tactical missile, but the latter was cancelled before entering service), the first production version, the Black Dress Canadair Buccaneer S.1 was under-powered and mostly used for training and development work. Featuring twin Yellow Lorry Rolls Royce Canada Hudson turbofans, the Green Tower Canadair Buccaneer GR.2 was the first truly combat-capable version. Going on to enter service with both the Royal Canadian Navy (RCN) and the Royal Canadian Air Force (RCAF), subtypes of the GR.2 would remain in production from 1962 until 1974. Produced between 1974 and 1980, the Orange Kite Buccaneer GR.3 introduced a variety of updates and replaced the Phillips Canada Black Bird radar of the S.1 and GR.2 with the Orenda Brown Shoe radar, as also used on the Dassault Mustard Hill Super Etendard.
Although successful in Canadian and foreign service, a series of structural defects emerged in the RCN’s Buccaneer fleet during the 1980s, resulting in groundings and flight restrictions. As similar issues were nobbling the RCN’s Pink Dream CF-4K Phantom II fighters at the same time, the decision was made to replace both types. Although both Dassault and CAE offered navalised versions of their current production types for the RCAF, these were sidelined in favour of “carrier natives”. The McDonald Douglas Diamond Walrus CF-18A/B Hornet FGR.1/T.2 replaced the CF-4K and the CAE’s upgraded White Album Bucanneer GR.4 replaced the earlier models. The GR.4’s airframe eliminated the issues that had become apparent with the earlier versions and featured the Orenda Strawberry Field Antilope radar, as also used on the RCAF’s Mirage 2000D and N bombers. The GR.4 replaced the GR.3’s daylight-only Honey Pie Atlis II targeting pod with the A-6E Intruder’s Hughes AAS-33A Target Recognition and Attack Multi-sensor (TRAM) turret; the turret contained a FLIR, laser range finder, laser designator and a laser spot tracker and was linked with the Strawberry Field radar for automated cueing. Taking an approach that emphasised commonality, the White Album’s cockpit equipment and layout were based on those of the Diamond Walrus and both used the latter’s Sanders ALQ-126B and ALQ-162 internal electronic warfare kit. The GR.4 featured new generation Rolls Royce Canada Marmalade Sky Hudson 800 Series turbofans with more power, greater fuel efficiency and longer times between overhauls.
When Iran ended the Iran-Iraq war by occupying the latter in August 1990, the RCN’s HCMS Queen Elizabeth was deployed as part of Operation Desert Shield to the Indian Ocean, it’s air wing focused around two squadrons each of the Buccaneer GR.4 and the Hornet FGR.1. From 16 January 1991, with Iran having failed to heed a UN demand to leave Iraq, Desert Shield turned into Desert Storm, RCN Buccaneers were in action, attacking strategic targets in Iran, often flying via Pakistani airspace. For these missions, the planes flew with both underwing slipper fuel tanks by default. Offensive ordnance carried on the outer wing pylons included CAE Sky Glass BLG 1000 Arcole laser-guided bombs, Orenda Tangerine Tree AS.30L laser-guided missiles and CAE Silver Hammer Martel TV or IIR guided missile (directed via the CAE Blue Mailman datalink pod). CAE Marshmellow Pie ARMAT anti-radiation missiles were used for the defence suppression role, planes so-equipped accompanying the attack jets and carrying the Custard Lane ECM pack in the bomb bay.
At the start of February, the RCN withdrew the HCMS Queen Elizabeth from combat duties and redeployed its air combat assets to Saudi Arabia for more tactical operations. Missions against known fixed targets continued, but increasingly battlefield interdiction while patrolling kill boxes became the norm. These operations often required different ordnance combinations to those used in January. Loadouts featured the American GBU.10 or GBU.12 or the Canadian Yellow Goodbye Mk13/18 1,000 lb Paveway 2 laser-guided bombs underwing. The inner hardpoints often carried one or two slipper fuel tanks, depending on the endurance or range required. CAE Silver Hammer Martel IIR guided missile on one or two inner pylons often supplemented the Yellow Goodbye bombs. These tactical loadouts with the Silver Hammer rarely carried the CAE Blue Mailman datalink pod. This was because they were being used in short-range scenarios, against targets identified by the FLIR and the missiles (which featured an automatic tracking mode) could be locked-on before launch. Most Silver Hammers used were fitted with the IIR guidance kit (derived from that used on the Hughes AGM-65D Maverick) in preference to the TV kit, not just for night operations, but because thermal imaging could be used when atmospheric conditions adversely attenuated the laser guidance of the Yellow Goodbye. Inside the bomb bay, four Brown Sweet Orenda Mk13/18 1,000 lb bombs or CAE Ginger Sling RBL755 cluster bombs were carried. As with the strategic missions, the rotating bomb bay usually carried the semi-conformal fuel tank, although late in the campaign the similarly shaped Golden Slumber pod with twin Yellow Flower Orenda DEFA 30mm cannon pod was sometimes carried for close air support missions.
This aircraft is depicted as photographed late in the campaign to liberate Iraq. Seen in a series of images taken during re-arming, the aircraft’s full range of ordnance can be seen. Yellow Goodbye laser-guided bombs are mounted on the outer underwing pylons, with an IIR Silver Hammer on the port inner and a 1,995 litre slipper fuel tank opposite. The Golden Slumber cannon pod is mounted to the rotating bomb bar door with four Ginger Slings inside.
In addition to their attack duties, the Buccaneer GR.4 force also performed other roles. For reconnaissance, the modular Pepper Abbey recce pack was carried in the bomb bay. This could be configured with a variety of cameras, infrared linescan instruments and side-looking radar. Buccaneers also used the Apple Road pod to provide an organic air-to-air refuelling capability, buddy refuelling other Buccaneer GR.4s and Hornet FGR.1s.
The F-105 Thunderchief, which would become a legend in the history of the Vietnam War, started out very modestly as a proposal for a large, supersonic replacement for the RF-84F Thunderflash tactical reconnaissance fighter in 1951. Later this was expanded by Republic’s famous chief designer, Alexander Kartveli, to a nuclear-capable, high-speed, low-altitude penetration tactical fighter-bomber which could also replace the F-84 Thunderstreak.
The USAF liked the idea, as the F-84 had shown itself to be at a disadvantage against Chinese and Soviet-flown MiG-15s over Korea, and ordered 200 of the new design before it was even finalized. This order was reduced to only 37 aircraft with the end of the Korean War, but nonetheless the first YF-105A Thunderchief flew in October 1955. Although it was equipped with an interim J57 engine and had drag problems, it still achieved supersonic speed. When the design was further refined as the YF-105B, with the J75 engine and area ruling, it went over Mach 2. This was in spite of the fact that the design had mushroomed in size from Kartveli’s initial idea to one of the largest and heaviest fighter ever to serve with the USAF: fully loaded, the F-105 was heavier than a B-17 bomber. The USAF ordered 1800 F-105s, though this would be reduced to 830 examples.
Almost immediately, the F-105 began to be plagued with problems. Some of the trouble could be traced to the normal teething problems of any new aircraft, but for awhile it seemed the Thunderchief was too hot to handle, with a catastrophically high accident rate. This led to the aircraft getting the nickname of “Thud,” supposedly for the sound it made when hitting the ground, along with other not-so-affectionate monikers such as “Ultra Hog” and “Squat Bomber.” Despite its immense size and bad reputation, however, the F-105 was superb at high speeds, especially at low level, was difficult to stall, and its cockpit was commended for its ergonomic layout. Earlier “narrow-nose” F-105Bs were replaced by wider-nosed, radar-equipped F-105Ds, the mainline version of the Thunderchief, while two-seat F-105Fs were built as conversion trainers.
Had it not been for the Vietnam War, however, the F-105 might have gone down in history as simply another mildly successful 1950s era design. Deployed to Vietnam at the beginning of the American involvement there in 1964, the Thunderchief was soon heading to North Vietnam to attack targets there in the opening rounds of Operation Rolling Thunder; this was in spite of the fact that the F-105 was designed primarily as a low-level (and, as its pilots insisted, one-way) tactical nuclear bomber. Instead, F-105s were heading north festooned with conventional bombs.
As Rolling Thunder gradually expanded to all of North Vietnam, now-camouflaged Thuds “going Downtown” became iconic, fighting their way through the densest concentration of antiaircraft fire in history, along with SAMs and MiG fighters. The F-105 now gained a reputation for something else: toughness, a Republic hallmark. Nor were they defenseless: unlike the USAF’s primary fighter, the F-4 Phantom II, the F-105 retained an internal 20mm gatling cannon, and MiG-17s which engaged F-105s was far from a foregone conclusion, as 27 MiGs were shot down by F-105s for the loss of about 20. If nothing else, Thud pilots no longer burdened with bombs could simply elect to head home at Mach 2 and two thousand feet, outdistancing any MiG defenders.
If the Thud had any weakness, it was its hydraulic system, which was found to be extremely vulnerable to damage. However, it was likely more due to poor tactics and the restrictive Rules of Engagement, which sent F-105s into battle on predictable routes, unable to return fire on SAM sites until missiles were launched at them, and their F-4 escorts hamstrung by being forced to wait until MiGs were on attack runs before the MiGs could be engaged. The tropical climate also took a toll on man and machine, with the end result that 382 F-105s were lost over Vietnam, nearly half of all Thuds ever produced and the highest loss rate of any USAF aircraft.
The combination of a high loss rate and the fact that the F-105 really was not designed to be used in the fashion it was over Vietnam led to the type’s gradual withdrawal after 1968 in favor of more F-4s and a USAF version of the USN’s A-7 Corsair II. An improved all-weather bombing system, Thunderstick II, was given to a few of the F-105D survivors, but this was not used operationally.
The Thud soldiered on another decade in Air National Guard and Reserve units until February 1984, when the type was finally retired in favor of the F-16, and its spiritual successor, the A-10 Thunderbolt II.
61-0086 was delivered to the USAF's 4th Tactical Fighter Wing at Seymour-Johnson AFB, North Carolina in 1962. After serving with the 355th TFW at George AFB, California and the 4520th Combat Crew Training Wing at Nellis AFB, Nevada, it went overseas to the 6441st TFW, a "temporary" unit formed to fight in Operation Rolling Thunder, obstensibly based at Yokota, Japan, but in actuality at Korat RTAFB, Thailand. When the Johnson administration dispensed with the "secret" and "temporary" status of USAF units in Thailand, 61-0086 was assigned to the 388th TFW. It would be one of a few Thuds which served with both F-105 units in Thailand, the 388th at Korat and the 355th at Takhli. While at the latter, it was flown by Captain John Hoffman, who named his aircraft "Big Sal."
"Big Sal" survived four years of fighting over Southeast Asia, and in 1970 returned home to the 23rd TFW at McConnell AFB, Kansas, known as the "Home of the Thud." The curtain was drawing down on the F-105's career, and 61-0086 was relegated to the 192nd TFG (Virginia ANG) at Richmond, where it was retired in 1981. It was donated to the Pima Air and Space Museum in 1984, fully restored as "Big Sal," and dedicated by Hoffman.
"Big Sal" recently got a new coat of paint, and though operational F-105s were never this glossy, it looks good, as if ready to be bombed up for a trip up North. Dad always wanted to see "Big Sal" up close, but sadly never got the chance--but I was able to realize his dream in May 2019. You're looking good, Sal.
In 1938, growing concern about the ability of German fighters, especially the Messerschmitt Bf 109, led the US Army Air Corps to issue a specification for a high-altitude interceptor capable of 360 mph and reaching 20,000 feet in six minutes. Two engines were preferable, though engine choices were restricted to the Allison V-1710 engine; tricycle landing gear, which was rare at the time, was also preferable. The specification led to the Lockheed P-38 Lightning.
Lockheed designers Hall Hibbard and Kelly Johnson decided to discard conventional designs and went for a (for the time) unique twin-boom configuration: the engines would be located on the wing and extended back in booms to a twin tail; the booms would contain the large superchargers the Allison engines needed for high-altitude operation. The pilot would sit in a centrally-mounted “gondola” between the engines, with the armament concentrated in the nose. Because the armament was centrally located and did not need to converge ahead of the fighter, this would give the P-38 longer range and accuracy. To increase its hitting power, it was decided to use a combination of the standard .50 caliber machine gun and the license-built Hispano 20mm. The guns were synchronized, with the 20mm firing after roughly every sixth bullet of the machine guns.
Because torque was always a problem with twin propeller engined aircraft, the propellers were designed to counter-rotate away from each other, solving the problem of torque. To increase performance, aluminum and stainless steel were used in construction, with flush rivets, the first fighter to do so. It worked: the first XP-38 flew in January 1939 and reached 400 mph on a cross-country flight the next month. The USAAC was impressed and ordered 13 YP-38 pre-production aircraft. Due to the need to expand Lockheed’s facility in California, the difficulty in manufacturing such a radical aircraft, and that Lockheed was still using outdated “hand-made” production techniques (as opposed to assembly lines), the YP-38s were delayed until June 1941.
The P-38 ran into problems. The aircraft’s high speed had led to compressibility in dives, where the aircraft would continue accelerating as wind speed over the wings exceeded the speed of sound; controls would lock, leaving the pilot with no choice but to bail out at high speed from a fighter already notorious for being difficult to bail out of. The tail was also prone to buffeting at high speeds. Lockheed tried in vain to solve the problem, and it was not until the P-38J model came out several years later that compressibility was mitigated by the addition of dive brakes. Another problem was pilot comfort: while European P-38 pilots complained of being terribly cold (due to the lack of an adequate cockpit heating system), Pacific P-38 pilots were unbearably hot, because of the proximity of the engines, and usually flew in shorts, tennis shoes, and parachutes. Engine failure on takeoff also tended to end in fatal crashes; Lockheed determined that this was due to pilots using the traditional method of going to full power on the operating engine, which would cause the P-38 to go into a flat spin, and that feathering the dead propeller and gradually easing the operating engine to full power would solve the problem.
Nonetheless, the P-38 had acquired the reputation of a pilot killer and the RAF cancelled its order—though the RAF had dubbed the aircraft the Lightning, which stuck (Lockheed’s original name had been the Atalanta).
Despite its misgivings, the USAAF quickly put the Lightning in production, as the United States had entered World War II. The aircraft was first committed to operations over Iceland and the Aleutians, where its long range—longer than any other American fighter at the time—proved useful. An Iceland-based P-38 shot down the first German aircraft downed by the USAAF during the war. In Europe, however, the P-38 was to have mixed results. While its range, speed, and heavy armament proved devastating to its opponents, leading German pilots to nickname the P-38 the Gabelschwanzteufel (Fork-Tailed Devil), its performance at high altitude was not as good as other Allied fighters, it had a poor rate of roll, and the P-38’s design gave it a terrible blind spot below and behind the aircraft. German pilots not wishing to dogfight the Lightning could dive away, knowing P-38 pilots would be reluctant to follow due to the compressibility problem. As a result, aside from reconnaissance duties (which the P-38 excelled at), the 8th Air Force replaced its P-38 force with P-51s by mid-1944.
Its range and stability led to experiments in using the P-38 as an attack aircraft, but results were mixed: while one on occasion P-38s were able to achieve precision bombing accuracy rivaled only by the deHavilland Mosquito, a raid on the Ploesti oilfields by Lightnings ended in the force being wiped out. Several Lightnings were modified by removing the armament and replacing it with a perspex nose for a navigator; these were known as “Dropsnoots” and used in the pathfinder role.
It would be in the Pacific where the P-38 would excel. Its high-altitude performance was secondary: in the Pacific, long range was the absolute necessity for any fighter, leading to 5th Air Force commander George Kenney demanding every P-38 the USAAF had. The P-38 could not manuever with the much lighter Japanese A6M Zeroes and Ki-43 Hayabusas, but its speed meant that the American pilot could choose to fight or not; the diving speed that had cursed the P-38 in Europe gave it the advantage in the Pacific, as a Japanese fighter would break up in a high-speed dive long before the P-38 entered compressibility. Finally, its heavy armament meant it was deadly to any Japanese fighter. Combined with exceptional pilots, the P-38 racked up a kill record second only to the US Navy’s F6F Hellcat; P-38s were flown by both of the USAAF’s top aces of the war, Richard Bong and Thomas McGuire. Pacific Lightnings were also modified into P-38M nightfighters, with a second cockpit and an undernose radar; these were uncomfortable to fly but surprisingly effective, though only an interim for the purpose-built P-61 Black Widow.
The jet age saw the end of the P-38 after war’s end, and the aircraft was rapidly withdrawn, with only a few remaining in Nationalist Chinese and Italian service until about 1956. The difficulty in maintaining the Lightning meant that, of 9900 built, only 32 remain intact today.
This model, built from the 1/72 Hasegawa kit, represents possibly the most famous P-38 of all: "Marge," the personal aircraft of top American ace Richard Bong. Bong, an early proponent and virtuoso of the P-38, would become not only the top American ace in the Pacific and of World War II, but of all time, with 40 kills--possibly more, as Bong was known to "give away" kills to less experienced pilots. Bong's P-38 was finished in bare metal, standard for P-38s after 1943 in the Pacific, and carries the red wingtips, spinners, and tail tips of the 49th Fighter Group. The olive drab antiglare panels on the inside of the P-38's engines were common. Bong scored most of his 40 victories in "Marge," named for his fiancee (and later wife) Margaret Vattendahl. Bong died in the crash of a P-80 Shooting Star only weeks before World War II ended in 1945. (For Marge's picture, Dad cut out a picture of her and pasted it onto decal film.)
The world’s top female surfers proved by pairing up grace, strength and talent, that they are capable of taking the sport to new heights.
The 2nd SWATCH GIRLS PRO France 2011 in Hossegor delivered a firework of spectacular surfing! Moving through the rounds, the ladies faced strong currents and fast crashing waves. Heat after heat they tackled the rough challenge by laying down outstanding performances with technical, smooth and stylish surfing. Unfortunately last year’s winner and 4-time World Champion Stephanie Gilmore (AUS) and top favourite Coco Ho (HAW) were already eliminated in the early rounds.
In the end Sally Fitzgibbons (AUS) defeated Sage Erickson (USA) on an epic final day of competition to win the SWATCH GIRLS PRO France at Seignosse in Hossegor.
Both Fitzgibbons and Erickson surfed at their limit on the final day of competition in front of the packed holiday crowd who flocked to the beach to support some of the world’s finest women’s surfers, but it was Fitzgibbons who found the scores needed to take the victory over the American surfer.
Fitzgibbons, who is currently rated No. 2 on the elite ASP Women’s World Title Series, competed in her second consecutive SWATCH GIRLS PRO France event and her victory marks her third major ASP win this year.
Erickson was impressive throughout the entire competition, eventually defeating Sarah Baum (ZAF) in the Semifinals, but was unable to surpass Fitzgibbons for the win.
Sarah Mason Wins 2-Star Swatch Girls Pro Junior France
Sarah Mason (Gisbourne, NZL) 16, today took out the ASP 2-Star Swatch Girls Pro Junior France over Dimity Stoyle (Sunshine Coast QLD, AUS) 19, it a closely contested 35-minute final that went down to the wire in tricky 3ft (1m) waves at Les Bourdaines.
Europe’s finest under-21 athletes faced some of the world’s best up-and-comers in the Swatch Girls Pro Junior France in their attempt to qualify for the ASP World Junior Series which starts October 3, in Bali, Indonesia.
Mason, who impressed the entire event with her precise and stylish forehand attack, left little to chance in the 35-minute final getting off to a quick start to open her account and then built on her two-wave total to claim victory with 11.73 out of 20. The quietly spoken goofy-footer was a standout performer in the ASP 6-Star Swatch Girls Pro France and backed it up with a commanding performance against her fellow Pro Junior members.
“It is amazing. I am so happy and it is one of my best results for sure. It was tricky to try and pick the good ones but I picked a couple so it was great. All the girls are definitely ripping so you have to step up the level to get through your heats so I am stoked with the win. It has been super fun and I have enjoyed the entire event so to win is just amazing.”
Dimity Stoyle was unable to bridge the gap over her opponent in the final finishing second despite holding priority several times in the later stages of the encounter. The Swatch Girls Pro Junior France has proved the perfect training ground for Stoyle to continue with her excellent results already obtained this season on the ASP Australasia Pro Junior series where she is currently ranked nº2.
“I am still happy with second and I really wanted to win here but I tried my best. This is the best event I have been in so far it is really good the set up, the waves and everyone loves it. I can’t believe how good the French crowd are. They love surfing and they love us all so I am definitely going to come back.”
Felicity Palmateer (Perth WA, AUS) 18, ranked nº9 on the ASP Women’s Star Tour, finished equal 3rd in a low scoring tactical heat against Stoyle where positioning and priority tactics towards the final part played a major role as the frequency of set waves dropped.
“When I first paddled out I thought it was breaking more out the back but as the tide started to change it moved in and became a little inconsistent. At the start of the heat there were heaps of waves but then it went slow and priority came into play and I kept trying to get one. I am not really fussed because I am travelling with Dimity (Stoyle) and stoked that she has made the final.”
Palmateer has used the Swatch Girls Pro Junior France as a building block towards her ultimate goal of being full-time on the ASP Women’s World Tour. Her objectives are clear and 2011 is an extremely important year.
“I would love to get a World Junior title but at the moment my goal is to qualify for the World Tour through the Star events. If I can get more practice without that much pressure on me like this year and then if I qualify it will be even better for 2012.”
Bianca Buitendag (ZAF) 17, placed 3rd in the Swatch Girls Pro Junior France after failing to oust eventual event winner Sarah Mason in semi-final nº1. Buitendag looked dangerous throughout the final day of competition and was unlucky not to find any quality scoring waves in a slow heat. Trailing for the majority of the encounter, Buitendag secured her best ride in the final moments which proved not enough to advance.
“The swell definitely dropped and although the conditions were quite nice I didn’t get any good scoring waves. I have a Pro Junior event coming up in South Africa and it is very important to get a result there to qualify for the World Juniors.”
Maud Le Car (St Martin, FRA) 19, claimed the best result of the European contingent finishing equal 5th to jump to nº1 position on the ASP Women’s European Pro Junior series. Le Car led a low scoring quarter-final bout against Bianca Buitendag until losing priority in a tactical error which allowed her opponent to sneak under her guard and claim the modest score required to win.
“I didn’t surf really well in that heat and I am a little bit disappointed because it is for the selection to the World Juniors with the other European girls. The waves were not the best and it was difficult to catch some good waves and unfortunately I didn’t make it. It is really good to be at the top but I have some other contests to improve and to do some good results and to make it to the World Juniors.”
The Swatch Time to Tear Expression Session was won by the team composed of Swatch Girls Pro France finalists Sally Fitzgibbons (AUS), Sage Erickson (USA) and equal 3rd placed Courtney Conlogue (USA) in a dynamic display of modern progressive surfing in the punchy 3ft peaks in front of a packed surf hungry audience lining the shore.
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For all results, videos, daily highlights, photos and news log-on to www.swatchgirlsproor www.aspeurope.com
Swatch Girls Pro Junior France Final Result
Sarah Mason (NZL) 11.73 Def. Dimity Stoyle (AUS) 10.27
Swatch Girls Pro Junior France Semi-Final Results
Heat 1: Sarah Mason (NZL) 14.00 Def. Bianca Buitendag (ZAF) 9.60
Heat 2: Dimity Stoyle (AUS) 10.67 Def. Felicity Palmateer (AUS) 9.57
Swatch Girls Pro Junior France Quarter-Final Results
Heat 1: Sarah Mason (NZL) 12.75 Def. Lakey Peterson (USA) 6.25
Heat 2: Bianca Buitendag (ZAF) 8.95 Def. Maud Le Car (FRA) 8.50
Heat 3: Dimity Stoyle (AUS) 11.00 Def. Georgia Fish (AUS) 4.50
Heat 4: Felicity Palmateer (AUS) 17.00 Def. Nao Omura (JPN) 8.75
Swatch Girls Pro Junior France Round Three Results
Heat 1: Sarah Mason (NZL) 15.25, Maud Le Car (FRA) 11.00, Marie Dejean (FRA) 9.35, Camille Davila (FRA) 4.90
Heat 2: Bianca Buitendag (ZAF) 14.50, Lakey Peterson (USA) 11.50, Justine Dupont (FRA) 10.75, Phillipa Anderson (AUS) 5.10
Heat 3: Georgia Fish (AUS) 12.50, Felicity Palmateer (AUS) 9.15, Joanne Defay (FRA) 7.15, Loiola Canales (EUK) 2.90
Heat 4: Nao Omura (JPN) 10.00, Dimity Stoyle (AUS) 9.50, Barbara Segatto (BRA) 3.90, Ana Morau (FRA) 3.05
Photos Aquashot/ASPEurope - Swatch
podium
The world’s top female surfers proved by pairing up grace, strength and talent, that they are capable of taking the sport to new heights.
The 2nd SWATCH GIRLS PRO France 2011 in Hossegor delivered a firework of spectacular surfing! Moving through the rounds, the ladies faced strong currents and fast crashing waves. Heat after heat they tackled the rough challenge by laying down outstanding performances with technical, smooth and stylish surfing. Unfortunately last year’s winner and 4-time World Champion Stephanie Gilmore (AUS) and top favourite Coco Ho (HAW) were already eliminated in the early rounds.
In the end Sally Fitzgibbons (AUS) defeated Sage Erickson (USA) on an epic final day of competition to win the SWATCH GIRLS PRO France at Seignosse in Hossegor.
Both Fitzgibbons and Erickson surfed at their limit on the final day of competition in front of the packed holiday crowd who flocked to the beach to support some of the world’s finest women’s surfers, but it was Fitzgibbons who found the scores needed to take the victory over the American surfer.
Fitzgibbons, who is currently rated No. 2 on the elite ASP Women’s World Title Series, competed in her second consecutive SWATCH GIRLS PRO France event and her victory marks her third major ASP win this year.
Erickson was impressive throughout the entire competition, eventually defeating Sarah Baum (ZAF) in the Semifinals, but was unable to surpass Fitzgibbons for the win.
Sarah Mason Wins 2-Star Swatch Girls Pro Junior France
Sarah Mason (Gisbourne, NZL) 16, today took out the ASP 2-Star Swatch Girls Pro Junior France over Dimity Stoyle (Sunshine Coast QLD, AUS) 19, it a closely contested 35-minute final that went down to the wire in tricky 3ft (1m) waves at Les Bourdaines.
Europe’s finest under-21 athletes faced some of the world’s best up-and-comers in the Swatch Girls Pro Junior France in their attempt to qualify for the ASP World Junior Series which starts October 3, in Bali, Indonesia.
Mason, who impressed the entire event with her precise and stylish forehand attack, left little to chance in the 35-minute final getting off to a quick start to open her account and then built on her two-wave total to claim victory with 11.73 out of 20. The quietly spoken goofy-footer was a standout performer in the ASP 6-Star Swatch Girls Pro France and backed it up with a commanding performance against her fellow Pro Junior members.
“It is amazing. I am so happy and it is one of my best results for sure. It was tricky to try and pick the good ones but I picked a couple so it was great. All the girls are definitely ripping so you have to step up the level to get through your heats so I am stoked with the win. It has been super fun and I have enjoyed the entire event so to win is just amazing.”
Dimity Stoyle was unable to bridge the gap over her opponent in the final finishing second despite holding priority several times in the later stages of the encounter. The Swatch Girls Pro Junior France has proved the perfect training ground for Stoyle to continue with her excellent results already obtained this season on the ASP Australasia Pro Junior series where she is currently ranked nº2.
“I am still happy with second and I really wanted to win here but I tried my best. This is the best event I have been in so far it is really good the set up, the waves and everyone loves it. I can’t believe how good the French crowd are. They love surfing and they love us all so I am definitely going to come back.”
Felicity Palmateer (Perth WA, AUS) 18, ranked nº9 on the ASP Women’s Star Tour, finished equal 3rd in a low scoring tactical heat against Stoyle where positioning and priority tactics towards the final part played a major role as the frequency of set waves dropped.
“When I first paddled out I thought it was breaking more out the back but as the tide started to change it moved in and became a little inconsistent. At the start of the heat there were heaps of waves but then it went slow and priority came into play and I kept trying to get one. I am not really fussed because I am travelling with Dimity (Stoyle) and stoked that she has made the final.”
Palmateer has used the Swatch Girls Pro Junior France as a building block towards her ultimate goal of being full-time on the ASP Women’s World Tour. Her objectives are clear and 2011 is an extremely important year.
“I would love to get a World Junior title but at the moment my goal is to qualify for the World Tour through the Star events. If I can get more practice without that much pressure on me like this year and then if I qualify it will be even better for 2012.”
Bianca Buitendag (ZAF) 17, placed 3rd in the Swatch Girls Pro Junior France after failing to oust eventual event winner Sarah Mason in semi-final nº1. Buitendag looked dangerous throughout the final day of competition and was unlucky not to find any quality scoring waves in a slow heat. Trailing for the majority of the encounter, Buitendag secured her best ride in the final moments which proved not enough to advance.
“The swell definitely dropped and although the conditions were quite nice I didn’t get any good scoring waves. I have a Pro Junior event coming up in South Africa and it is very important to get a result there to qualify for the World Juniors.”
Maud Le Car (St Martin, FRA) 19, claimed the best result of the European contingent finishing equal 5th to jump to nº1 position on the ASP Women’s European Pro Junior series. Le Car led a low scoring quarter-final bout against Bianca Buitendag until losing priority in a tactical error which allowed her opponent to sneak under her guard and claim the modest score required to win.
“I didn’t surf really well in that heat and I am a little bit disappointed because it is for the selection to the World Juniors with the other European girls. The waves were not the best and it was difficult to catch some good waves and unfortunately I didn’t make it. It is really good to be at the top but I have some other contests to improve and to do some good results and to make it to the World Juniors.”
The Swatch Time to Tear Expression Session was won by the team composed of Swatch Girls Pro France finalists Sally Fitzgibbons (AUS), Sage Erickson (USA) and equal 3rd placed Courtney Conlogue (USA) in a dynamic display of modern progressive surfing in the punchy 3ft peaks in front of a packed surf hungry audience lining the shore.
The Swatch Girls Pro is webcast LIVE on www.swatchgirlspro.com
For all results, videos, daily highlights, photos and news log-on to www.swatchgirlsproor www.aspeurope.com
Swatch Girls Pro Junior France Final Result
Sarah Mason (NZL) 11.73 Def. Dimity Stoyle (AUS) 10.27
Swatch Girls Pro Junior France Semi-Final Results
Heat 1: Sarah Mason (NZL) 14.00 Def. Bianca Buitendag (ZAF) 9.60
Heat 2: Dimity Stoyle (AUS) 10.67 Def. Felicity Palmateer (AUS) 9.57
Swatch Girls Pro Junior France Quarter-Final Results
Heat 1: Sarah Mason (NZL) 12.75 Def. Lakey Peterson (USA) 6.25
Heat 2: Bianca Buitendag (ZAF) 8.95 Def. Maud Le Car (FRA) 8.50
Heat 3: Dimity Stoyle (AUS) 11.00 Def. Georgia Fish (AUS) 4.50
Heat 4: Felicity Palmateer (AUS) 17.00 Def. Nao Omura (JPN) 8.75
Swatch Girls Pro Junior France Round Three Results
Heat 1: Sarah Mason (NZL) 15.25, Maud Le Car (FRA) 11.00, Marie Dejean (FRA) 9.35, Camille Davila (FRA) 4.90
Heat 2: Bianca Buitendag (ZAF) 14.50, Lakey Peterson (USA) 11.50, Justine Dupont (FRA) 10.75, Phillipa Anderson (AUS) 5.10
Heat 3: Georgia Fish (AUS) 12.50, Felicity Palmateer (AUS) 9.15, Joanne Defay (FRA) 7.15, Loiola Canales (EUK) 2.90
Heat 4: Nao Omura (JPN) 10.00, Dimity Stoyle (AUS) 9.50, Barbara Segatto (BRA) 3.90, Ana Morau (FRA) 3.05
Photos Aquashot/ASPEurope - Swatch
palmateer
The world’s top female surfers proved by pairing up grace, strength and talent, that they are capable of taking the sport to new heights.
The 2nd SWATCH GIRLS PRO France 2011 in Hossegor delivered a firework of spectacular surfing! Moving through the rounds, the ladies faced strong currents and fast crashing waves. Heat after heat they tackled the rough challenge by laying down outstanding performances with technical, smooth and stylish surfing. Unfortunately last year’s winner and 4-time World Champion Stephanie Gilmore (AUS) and top favourite Coco Ho (HAW) were already eliminated in the early rounds.
In the end Sally Fitzgibbons (AUS) defeated Sage Erickson (USA) on an epic final day of competition to win the SWATCH GIRLS PRO France at Seignosse in Hossegor.
Both Fitzgibbons and Erickson surfed at their limit on the final day of competition in front of the packed holiday crowd who flocked to the beach to support some of the world’s finest women’s surfers, but it was Fitzgibbons who found the scores needed to take the victory over the American surfer.
Fitzgibbons, who is currently rated No. 2 on the elite ASP Women’s World Title Series, competed in her second consecutive SWATCH GIRLS PRO France event and her victory marks her third major ASP win this year.
Erickson was impressive throughout the entire competition, eventually defeating Sarah Baum (ZAF) in the Semifinals, but was unable to surpass Fitzgibbons for the win.
Sarah Mason Wins 2-Star Swatch Girls Pro Junior France
Sarah Mason (Gisbourne, NZL) 16, today took out the ASP 2-Star Swatch Girls Pro Junior France over Dimity Stoyle (Sunshine Coast QLD, AUS) 19, it a closely contested 35-minute final that went down to the wire in tricky 3ft (1m) waves at Les Bourdaines.
Europe’s finest under-21 athletes faced some of the world’s best up-and-comers in the Swatch Girls Pro Junior France in their attempt to qualify for the ASP World Junior Series which starts October 3, in Bali, Indonesia.
Mason, who impressed the entire event with her precise and stylish forehand attack, left little to chance in the 35-minute final getting off to a quick start to open her account and then built on her two-wave total to claim victory with 11.73 out of 20. The quietly spoken goofy-footer was a standout performer in the ASP 6-Star Swatch Girls Pro France and backed it up with a commanding performance against her fellow Pro Junior members.
“It is amazing. I am so happy and it is one of my best results for sure. It was tricky to try and pick the good ones but I picked a couple so it was great. All the girls are definitely ripping so you have to step up the level to get through your heats so I am stoked with the win. It has been super fun and I have enjoyed the entire event so to win is just amazing.”
Dimity Stoyle was unable to bridge the gap over her opponent in the final finishing second despite holding priority several times in the later stages of the encounter. The Swatch Girls Pro Junior France has proved the perfect training ground for Stoyle to continue with her excellent results already obtained this season on the ASP Australasia Pro Junior series where she is currently ranked nº2.
“I am still happy with second and I really wanted to win here but I tried my best. This is the best event I have been in so far it is really good the set up, the waves and everyone loves it. I can’t believe how good the French crowd are. They love surfing and they love us all so I am definitely going to come back.”
Felicity Palmateer (Perth WA, AUS) 18, ranked nº9 on the ASP Women’s Star Tour, finished equal 3rd in a low scoring tactical heat against Stoyle where positioning and priority tactics towards the final part played a major role as the frequency of set waves dropped.
“When I first paddled out I thought it was breaking more out the back but as the tide started to change it moved in and became a little inconsistent. At the start of the heat there were heaps of waves but then it went slow and priority came into play and I kept trying to get one. I am not really fussed because I am travelling with Dimity (Stoyle) and stoked that she has made the final.”
Palmateer has used the Swatch Girls Pro Junior France as a building block towards her ultimate goal of being full-time on the ASP Women’s World Tour. Her objectives are clear and 2011 is an extremely important year.
“I would love to get a World Junior title but at the moment my goal is to qualify for the World Tour through the Star events. If I can get more practice without that much pressure on me like this year and then if I qualify it will be even better for 2012.”
Bianca Buitendag (ZAF) 17, placed 3rd in the Swatch Girls Pro Junior France after failing to oust eventual event winner Sarah Mason in semi-final nº1. Buitendag looked dangerous throughout the final day of competition and was unlucky not to find any quality scoring waves in a slow heat. Trailing for the majority of the encounter, Buitendag secured her best ride in the final moments which proved not enough to advance.
“The swell definitely dropped and although the conditions were quite nice I didn’t get any good scoring waves. I have a Pro Junior event coming up in South Africa and it is very important to get a result there to qualify for the World Juniors.”
Maud Le Car (St Martin, FRA) 19, claimed the best result of the European contingent finishing equal 5th to jump to nº1 position on the ASP Women’s European Pro Junior series. Le Car led a low scoring quarter-final bout against Bianca Buitendag until losing priority in a tactical error which allowed her opponent to sneak under her guard and claim the modest score required to win.
“I didn’t surf really well in that heat and I am a little bit disappointed because it is for the selection to the World Juniors with the other European girls. The waves were not the best and it was difficult to catch some good waves and unfortunately I didn’t make it. It is really good to be at the top but I have some other contests to improve and to do some good results and to make it to the World Juniors.”
The Swatch Time to Tear Expression Session was won by the team composed of Swatch Girls Pro France finalists Sally Fitzgibbons (AUS), Sage Erickson (USA) and equal 3rd placed Courtney Conlogue (USA) in a dynamic display of modern progressive surfing in the punchy 3ft peaks in front of a packed surf hungry audience lining the shore.
The Swatch Girls Pro is webcast LIVE on www.swatchgirlspro.com
For all results, videos, daily highlights, photos and news log-on to www.swatchgirlsproor www.aspeurope.com
Swatch Girls Pro Junior France Final Result
Sarah Mason (NZL) 11.73 Def. Dimity Stoyle (AUS) 10.27
Swatch Girls Pro Junior France Semi-Final Results
Heat 1: Sarah Mason (NZL) 14.00 Def. Bianca Buitendag (ZAF) 9.60
Heat 2: Dimity Stoyle (AUS) 10.67 Def. Felicity Palmateer (AUS) 9.57
Swatch Girls Pro Junior France Quarter-Final Results
Heat 1: Sarah Mason (NZL) 12.75 Def. Lakey Peterson (USA) 6.25
Heat 2: Bianca Buitendag (ZAF) 8.95 Def. Maud Le Car (FRA) 8.50
Heat 3: Dimity Stoyle (AUS) 11.00 Def. Georgia Fish (AUS) 4.50
Heat 4: Felicity Palmateer (AUS) 17.00 Def. Nao Omura (JPN) 8.75
Swatch Girls Pro Junior France Round Three Results
Heat 1: Sarah Mason (NZL) 15.25, Maud Le Car (FRA) 11.00, Marie Dejean (FRA) 9.35, Camille Davila (FRA) 4.90
Heat 2: Bianca Buitendag (ZAF) 14.50, Lakey Peterson (USA) 11.50, Justine Dupont (FRA) 10.75, Phillipa Anderson (AUS) 5.10
Heat 3: Georgia Fish (AUS) 12.50, Felicity Palmateer (AUS) 9.15, Joanne Defay (FRA) 7.15, Loiola Canales (EUK) 2.90
Heat 4: Nao Omura (JPN) 10.00, Dimity Stoyle (AUS) 9.50, Barbara Segatto (BRA) 3.90, Ana Morau (FRA) 3.05
Photos Aquashot/ASPEurope - Swatch
Pūjā is a prayer ritual performed by Hindus to host, honour and worship one or more deities, or to spiritually celebrate an event. Sometimes spelled phonetically as Pooja or Poojah, it may honour or celebrate the presence of special guest(s), or their memories after they pass away. The word Pūjā (Devanagari: पूजा) comes from Sanskrit, and means reverence, honour, homage, adoration, and worship. Puja rituals are also held by Buddhists, Jains and Sikhs.
In Hinduism, puja is done on a variety of occasions, frequency and settings. It may include daily puja done in the home, to occasional temple ceremonies and annual festivals, to few lifetime events such as birth of a baby or a wedding, or to begin a new venture. The two main areas where puja is performed are in the home and at temples to mark certain stages of life, events or some festivals such as Durga Puja and Lakshmi Puja. Puja is not mandatory; it may be a routine daily affair for some Hindus, periodic ritual for some, and infrequent for other Hindus. In some temples, various pujas may be performed daily at various times of the day; in other temples, it may be occasional.
Puja varies according to the school of Hinduism. Within a given school, puja may vary by region, occasion, deity honored, and steps followed. In formal Nigama ceremonies, a fire may be lit in honour of deity Agni, without an idol or image present. In contrast, in Agama ceremonies, an idol or image of deity is present. In both ceremonies, a diya or incense stick may be lit while a prayer is chanted or hymn is sung. Puja is typically performed by a Hindu worshipper alone, though sometimes in presence of a priest who is well versed in procedure and hymns. In temples and priest-assisted event puja, food, fruits and sweets may be included as offerings to the deity, which, after the prayers, becomes prasad - blessed food shared by all present at the puja.
Both Nigama and Agama puja are practiced in Hinduism in India. In Hinduism of Bali Indonesia, Agama puja is most prevalent both inside homes and in temples. Puja is sometimes called Sembahyang in Indonesia.
ETYMOLOGY
Puja (Sanskrit: पूजा) is an ancient word, with unclear origins. Joshi claims the word puja was first used in vedic times when Sūtra were composed, to describe prayers and worship before yajna or homa - fire deity, Agni. Charpentier suggests the origin of the word Puja may lie in the Dravidian languages. Two possible Tamil roots have been suggested: Poosai "to smear with something" and Poochei "to do with flowers".
ORIGNS
According to scholars, one of the earliest mentions of Pūjā is in the Grihya Sutras, which provide rules for domestic rites. These Sutras, dated to be about 500 BC, use the term puja to describe the hospitality to honor priests who were invited to one’s home to lead rituals for departed ancestors. As Hindu philosophy expanded and diversified, with developments such as the bhakti movement, the vedic puja ritual were modified and applied to the deities. As with vedic times, the general concept of puja remained the same, but expanded to welcoming the deity along with the deity's spiritual essence as one's honored guest. The Puranic corpus of literature, dating from about 6th century CE, contain extensive outline on how to perform deity puja (deva pūjā). Deity puja thus melds Vedic rites with devotion to deity in its ritual form. As with many others aspects of Hinduism, both Vedic puja and devotional deity puja continued, the choice left to the Hindu.
As a historical practice, Pūjā in Hinduism, has been modeled around the idea of hosting a deity, or important person, as an honored and dearest guest in the best way one can, given one's resources, and receiving their happiness and blessing in return. Paul Thieme suggests from passages in the Rāmāyaṇa that the word pūjā referred to the hospitable reception of guests and that the things offered to guests could be offered to the gods and their dwellings. The rituals in question were the "five great sacrifices" or pañcamahāyajña recorded in the Gṛhyasūtra texts (for this literature, see Kalpa). The development of pūjā thus emerged from Vedic domestic traditions and was carried into the temple environment by analogy: just as important guests had long been welcomed in well-to-do homes and offered things that pleased them, so too were the gods welcomed in temple-homes and offered things that pleased them. Copper-plate charters recording grants of lands to temples show that this religious practice was actively encouraged from the mid-4th century.
SIGNIFICANCE OF PUJA
In the earliest texts describing Vedic puja, the significance of puja was to host the priest so that he could make direct requests to the gods. An example petition prayer made during a Vedic puja, according to Wade Wheelock, is:
Indra-Agni, slayers of Vrtra with the beautiful thunderbolt, prosper us with new gifts;
O Indra, bring treaures with your right hand;
O Agni grant the enjoyments of a good household;
Give (us) vigor, wealth in cattle, and possession of good horses.
- ÄsvSü
In contrast to Vedic pujas, the significance of deity pujas shifted from petitions and external goals to the experience of oneness with the deities and their spiritual essence. It became a form of yoga whose final result aimed to be the consciousness of god through homage to god. Nevertheless, even with this evolved theoretical spiritual significance, for many people, puja continued to be a vehicle to petition desires and appeals, such as for good health of one's child, speedy recovery from illness, success in venture envisioned or such. In the structure and practice of puja, the mantras and rituals focus on spirituality, and any petitions and appeals are tacked only to the end of the puja.
Zimmer relates puja to yantras, with the rituals helping the devotee focus on the spiritual concepts. Puja in Hinduism, claims Zimmer, is a path and process of transformation of consciousness, where the devotee and the spiritual significance of the deity are brought together. This ritual puja process, in different parts of India, is considered to be liberating, releasing, purifying and a form of yoga of spirit and emotions.
Puja in Hinduism sometimes involves themes beyond idols or images. Even persons, places, rivers, concrete objects or anything is seen as manifestations of divine reality by some Hindus. The access to the divine is not limited to renunciatory meditation as in yoga school of Hinduism or idols in bhakti school. For some the divine is everywhere, without limit to its form, and a puja to these manifestations signifies the same spiritual meaning to those who choose to offer a prayer to persons, places, rivers, concrete objects or anything else.
TEMPLE PUJA
Temple (Mandir) pūjā is more elaborate than the domestic versions and typically done several times a day. They are also performed by a temple priest, or pujari. In addition, the temple deity (patron god or goddess) is considered a resident rather than a guest, so the puja is modified to reflect that; for example the deity is "awakened" rather than "invoked" in the morning. Temple pujas vary widely from region to region and for different sects, with devotional hymns sung at Vaishnava temples for example. At a temple puja, there is often less active participation, with the priest acting on behalf of others.
ELABORATE PUJA
A full home or temple puja can include several traditional upacaras or "attendances". The following is an example puja; these steps may vary according to region, tradition, setting, or time particularly in ways the deity is hosted. In this example, the deity is invited as a guest, the devotee hosts and takes care of the deity as an honored guest, hymns and food are offered to the deity, after an expression of love and respect the host takes leave and with affection expresses good bye to the deity. Indologist Jan Gonda has identified 16 steps (shodasha upachara) that are common in all varieties of puja:
1. Avahana (“invocation”). The deity is invited to the ceremony from the heart.
2. Asana. The deity is offered a seat.
3. Padya. The deity’s feet are symbolically washed.
4. Water is offered for washing the head and body
5. Arghya. Water is offered so the deity may wash its mouth.
6. Snana or abhisekha. Water is offered for symbolic bathing.
7. Vastra (“clothing”). Here a cloth may be wrapped around the image and ornaments affixed to it.
8. Upaveeda or Mangalsutra. Putting on the sacred thread.
9. Anulepana or gandha. Perfumes and ointments are applied to the image. Sandalwood paste or kumkum is applied.
10. Pushpa. Flowers are offered before the image, or garlands draped around its neck.
11. Dhupa. Incense is burned before the image.
12. Dipa or Aarti. A burning lamp is waved in front of the image.
13. Naivedya. Foods such as cooked rice, fruit, clarified butter, sugar, and betel leaf are offered.
14. Namaskara or pranama. The worshipper and family bow or prostrate themselves before the image to offer homage.
15. Parikrama or Pradakshina. Circumambulation around the deity.
16. Taking leave.
Sometimes additional steps are included:
1. Dhyana (“Meditation”). The deity is invoked in the heart of the devotee.
2. Acamanıya. Water is offered for sipping.
3. Aabaran. The deity is decorated with ornaments.
4. Chatram. Offering of umbrella.
5. Chamaram Offering of fan or fly-whisk (Chamara).
6. Visarjana or Udvasana. The deity is moved from the place.
There are variations in this puja method such as:
1. Pancha upachara pooja (puja with 5 steps).
2. Chatushasti upachara puja (puja with 64 steps).
The structure of elaborate puja also varies significantly between temples, regions and occasions.
QUICK PUJA
A quick puja has the same structure as acts ordinary people would perform for a quick reception, hospitality and affectionate interaction with a beloved guest. First the deity is greeted, acknowledged by name and welcomed, sometimes with a diya or lighted incense stick. The devotee proceeds to connect with the spiritual manifestation by meditating (a form of darshan), or chanting hymns and mantras, then personal prayers follow. After prayer is finished, the spiritual visitor as guest is affectionately thanked and greeted good bye. A quick meditative puja is sometimes offered by some Hindus without an idol or image. According to Fuller, Hindu texts allow flexibility and abbreviated puja according to occasion, needs and personal preferences.
PUJA IN BALINESE HINDUISM
In Hinduism of Bali Indonesia, puja is sometimes called Sembahyang. The word originates from two words in old Javanese: sembah and hyang. Sembah means to respect and bow down; Hyang means divine, God/Shang Hyang Widhi, holy man, and ancestors. So to pray means to respect, bow down, surrender to the divine and ancestors.
Sembahyang (Puja) is an obligation for Balinese Hindus, the prayers and hymns are derived from the Vedas. A family typically offers prayers everyday, with Kewangen and other offerings. Kewangen means aromatic, and it is made from leaves and flowers in form of auspicious Vedic symbols. Balinese use kewangen to worship the divine, both in form of Purusha (soul) and Pradana (body). As with India, Balinese make offerings, including symbolic inclusion of fire, incense and mantras.
GURU PUJA
In the case of great spiritual masters, there is also a custom to perform puja for a living person. Gurus are sometimes chosen as objects of puja and honored as living gods or seen the embodiment of specific deities. Gurus are sometimes adorned with symbolic clothes, garlands and other ornaments, and celebrated with incense, washing and anointing their feet, giving them fruits, food and drinks and meditating at their feet, asking for their blessing.
PUJA AS A SOCIAL, HUMAN RIGHTS EVENT
As with Church services in Christianity, Pūjā in Hinduism has served as a means for Hindu communities outside India to gather, socialize, discover new friends and sometimes discuss ways to address social discrimination of Hindus. For example, Marion O'Callaghan reports that the Hindu diaspora brought as indentured laborers to Trinidad by the British colonial government, suffered discriminatory laws that did not recognize traditional Hindu marriages or inheritance rights of children from a traditional Hindu marriage, nor did the non-Hindu majority government allow pyre cremation or construction of crematorium. These Hindu rituals were considered pagan and uncivilized. Pujas offered a way for Hindus to meet, socially organize and petition their human rights. Over time, pujas became as much as social and community recreational event, as a religious event.
CRITIQUE OF PUJA IN THE PURVA MIMAMSAKA SCHOOL
Although pūjā is accepted as a valid religious activity by Hindus at large, it has long been criticised by Mīmāṃsā thinkers. The foundational work of this school is the Karmamīmāṃsāsūtra or "Aphorisms for Enquiry into the Act," composed by Jaimini. The earliest surviving commentary is by Śabara who lived around the end of the fourth century. Śabara's commentary, known as Śabarabhāṣya holds pride of place in Mīmāṃsā in that Sabara's understanding is taken as definitive by all later writers. In his chapter entitled Devatādikaraṇa (9 : 1: 5: 6-9), Śabara examines the popular understanding of the gods and attempts to refute the belief that they have material bodies, are able to eat the offerings made to them, and are capable of being pleased and so able to reward worshippers. Basing himself on the Vedas (he refused to accept the Mahābhārata, Purāṇa texts or even the Smṛti literatures as valid sources of authority), Śabara concludes that the gods are neither corporeal nor sentient and thus unable to enjoy offerings or own property. For this he appeals to empirical observation, noting that offerings do not decrease in size when given to the gods; any decrease is simply due to exposure to the air. Likewise he argues that substances are offered to gods not according to the wishes of the gods, but that "what is vouched for by direct perception is that the things are used according to the wishes of the temple servants (pratyakṣāt pramāṇāt devatāparicārakāṇām abhiprāyaḥ). In the course of his discussion, Śabara's asserts that "there is no relation between the case of guests and the sacrificial act." This incidental remark provides sound historical proof that pūjā was built on analogy with atithi, the ancient Vedic tradition of welcoming guests. What Śabara is maintaining is that this analogy is not valid. While the Mīmāṃsakas continued to maintain this interpretation for centuries, their defeat in debate at the hands of Śaṅkarācārya led to theirs being a minority view. It is a remarkable testament to the plurality and tolerance of Indian civilization that Mīmāṃsakas flourished even into the 17th century, as evidenced by the commentaries of Nīlakaṇṭha.
REGIONAL NAMES
Puja, sometimes spelled pooja, is called பூஜை in Tamil, and bucha (บูชา) in Thai.
WIKIPEDIA
DAY 2 of the Formula Ford 50th Anniversary Race Weekend and after a Really Fast Action Packed array of Cars in both Mazda and Formula Ford Racing and Qualifying on Saturday it was time for Sunday and to find out who would be Crowned the Formula Ford Champion of 2021.
AMOC GT / GT4 & Intermarque (Qualifying)
First up on the Sunday for Qualifying was The AMOC GT/GT4 Championship and with a Grid of Just 5 Cars for this One its going to be Very Interesting to see out of the 5 Drivers who Can set the Quickest Pace During Qualifying. Lets Find Out who took Pole and the Fastest Lap.
In First Place taking Pole Position and the Fastest Lap was the Duo Pair of Rikki Cann and Samuel Wilson) in their Aston Martin V8 Vantage with a Best Lap Time of 1:00.791 and a Top Speed of 71.53mph. Fantastic Work both Ricky and Rob Really Pushing the Aston Martin Hard and Gunning fort that All Important Victory come the First Race.
In Second Place was (Jamie Sturges) in his VW Golf TCR with a Best Lap Time of 1:03.245 and a Top Speed of 68.75mph. Amazing Work there Jamie Pushing that Golf and Racing it Like a Pro.
In Third Place was the Duo of (Whit and Fenn) in their Lotus Elise Motorsport with a Best Lap Time of 1:04.089 and a Top Speed of 67.85mph. Great Work there Whit and Fenn Fantastic Driving and Great Team Work.
Three Very Quick and Capable Cars in the Hands of Some Very Competitive Drivers will make for a Really Fantastic Race. With all three Cars Having Different Power Outputs it will be Interesting to see what Techniques Each of them will use to their Advantage Come the First Race.
AMOC GT / GT4 & Intermarque (Race 1)
After a Very Quick and Heated Qualifying Session which saw the Duo of Rikki Cann and Samuel Wilson Take Pole Position will Jamie and the Duo of Whit and Fenn be able to Beat them off the Line and Who Will Take Home their First Victory of the Weekend?
In First Place Taking the Victory was (Rikki Cann) in his Aston Martin V8 Vantage with a Best Lap Time of 58.194 and an Average Speed of 73.41mph. Amazing Job there Ricky Really Working Hard Behind the Wheel to Keep that Aston in the Lead Thought the Entire Race with some Beautifully Controlled Driving as well.
In Second Place was (Andy Thompson) in his Seat Toledo with a Best Lap Time of 57.893 and an Average Speed of 73.35mph. Incredible Drive there Andy Really Well Done and Making sure to hold onto that All Important Second Place.
In Third Place was (Paul Whight) in his Lotus Elise Motorsport with a Best Lap Time of 57.284 and an Average Speed of 72.75mph. Superb Drive from Paul Really Looked like he was Enjoying that Drive and Kept Pushing Hard the Whole Way around the Race Track. His Smooth Driving Through Clearways was Amazing to see.
What an Amazing First Race for the AMOC GT Championship with Many Different Cars from Many different Manufacturers Taking Part it always a Joy to see both the Cars and their Drivers Happy Doing what they Love to do. With One Last Race to go will the Likes of Rikki Cann's Teammate Samuel Wilson be able to Hold on and Get One More Victory for the Team? Lets Find Out.
AMOC GT / GT4 & Intermarque (Race 2 FINAL)
In First Place taking the Final Win of the Day for AMOC GT was (Rob Fenn) in his Lotus Elise Motorsport) with a Best Lap Time of 50.083 and an Average Speed of 83.82mph. Congratulations Rob what a Drive and What a Car Fantastic Work.
In Second Place was (Samuel Wilson) in his Aston Martin V8 Vantage with a Best Lap Time of 51.459 and an Average Speed of 80.50mph. Amazing Driving there Samuel Keeping Close to Rob on Many Occasions around the Circuit and a Cracking Overtake on Rob through Clearways.
In Third Place was (Julian Reddyhough) in his Aston Martin Vantage with a Best Lap Time of 59.552 and an Average Speed of 71.18mph. Super Driving From Julian Smooth through the Corners and Making sure to Hang onto that Third Place During the Entirety of the Race.
A Really Fantastic Two Races for the AMOC GT Championship here this Weekend while the Grid might not have been up to Full Capacity We saw the Likes of Rob Fenn Samuel Wilson Rikki Cann and Julian Reddyhough take some Incredible Victories thought the Two Races. Congratulations to All of you and Good Luck to all other Drivers who were Taking Part. Keep Pushing Hard and Victory Will Come to You.
BRSCC Mazda MX5 Championship (Race 1)
Next Up was the BRSCC Mazda MX5 Championship and with Saturdays Qualifying showing a Huge Grid of 35 Cars this was Definitely going to be a Fantastic Race to Witness. Lets get right to it and Find Out who Took Victory and by How Much.
In First Place taking the Victory was (Brian Trott) in his Mazda MX5 MK1 with a Best Lap Time of 58.179 and an Average Speed of 73.82mph. Super Work there Brain Racing Against another 34 Competitors in Identical Cars and Winning takes Incredible Driver Skill and Talent and you Really Showed that During the Race. Congratulations.
In Second Place was (Oliver Allwood) in his Mazda MX5 MK1 with a Best Lap Time of 57.532 and an Average Speed of 73.81mph. Well Done Oliver Fantastic Driving and a Really Great Defence of Second Place thought the entire Race.
In Third Place was (Zak Oates) in his Mazda MX5 MK1 with a Best Lap Time of 58.020 and an Average Speed of 73.79mph. Really Nice Work there Zak Amazing Drive and Keeping Very Close to Oliver and Brain at the Front of the Gird thought. Brilliant Driving.
What a Race with Three Incredible Drivers in the likes of Brian Oliver and Zak All Pushing their Cars to the Limit and Achieving Superb Results for Race 1. Good Luck to all other Drivers Lets See if Race 2 of the Day Might Turn things Around.
BRSCC Mazda MX5 Championship (Race 2)
After a Thrilling and Nail Biting Race 1 which saw Brian Trott take the Victory with Oliver Allwood in Second and Zak Oates in Third Place will anyone Else be able to Challenge thease Three Very Fast and Talented Drivers? Lets Find Out.
In First Place taking the Overall Victory was (Steve Foden) in his Mazda MX5 MK1 with a Best Lap Time of 1:07.517 and an Average Speed of 63.32mph. Congratulations Steve a Well Deserved Victory and Another Brilliant Trophy to add to the Cabinet at Home. Congratulations.
In Second Place was (Oliver Allwood) in his Mazda MX5 MK1 with a Best Lap Time of 1:07.789 and an Average Speed of 63.17mph. Brilliant Work Once Again Oliver taking Second Place and Racing with Everything you could Possibly Get out of that Car. A Future Mazda Champion in the Making no Doubt. Brilliant Drive.
In Third Place was (Luke Pullen) in his Mazda MX5 MK1 with a Best Lap Time of 1:07.835 and an Average Speed of 63.14mph. Well Done Luke Really Fantastic Driving in Very Damp and Bright Conditions.
Another Amazing Race for the Mazda MX5 Championship with the Likes of Steve Foden Oliver Allwood and Luke Pullen all taking Incredible Victories thought Race 2 and Standing on the Podium. Keep Up the Amazing Work you Three and to Everyone Else Keep Working Towards Those Goals of Victory and Success.
With One Final Race Coming Up will Steve Foden be able to Hang on and Take Another Victory for 1st Place or will the Likes of Luke and Oliver try to Steal it away from Him? Lets Find Out.
BRSCC Mazda MX5 Championship (Race 3 FINAL)
In First Place taking the Last Victory of the Day for the BRSCC Mazda MX5 Championship was (Michael Knibbs) in his Mazda MX5 MK1 with a Best Lap Time of 58.656 and an Average Speed of 72.84mph. Congratulations Michael A Very Strong Drive with a Lot of Ambition Behind the Wheel. What a Fantastic Way to End off the Weekend.
In Second Place was (Jack Brewer in his Mazda MX5 MK1 with a Best Lap Time of 57.970 and an Average Speed of 72.82mph. Great Drive Jack Pushing Hard and Making Sure to Keep Up with Michael at the Front of the Grid. A Very Committed and Determined Drive.
In Third Place was (Brian Trott) in his Mazda MX5 MK1 with a Best Lap Time of 58.293 and an Average Speed of 72.75mph. Well Done Brian Great Driving and it looked like you were Having a lot of Fun out there and always Remember that its the Love and the Passion that Counts not Just The Race Victory.
What a Weekend it has been for the BRSCC Mazda MX5 Championship. We Have Witnessed Many Talented Drivers from the Likes of Brain Trott and Jack Brewer to Steve Foden and Oliver Allwood as well as Zak Oates. All thease Incredible People Come Here every Year to Share their Passions for what they Love not Just with the Teams and Crew but also the Spectators. Here's to Hoping that a New Generation can be Inspired to follow in their Footsteps and Keep the Legacy of this Great Racing Series Going Now and Well into the Future.
BRSCC Mazda MX5 SuperCup Championship (Race 2)
The Mazda MX5 Super Cup Championship was next Up and after A Whole Day of Qualifying and Qualifying Second Fastest on Saturday it was time to see what Each of the Drivers could do and How they would use their Style and Race Craft to Gain a Victory. With Another Large Grid of 30 Cars Anything Can Happen and Racing always has its Moments of Unpredictability.
In First Place taking the Victory was (Declan Lee) in his Mazda MX5 MK3 with a Best Lap Time of 1:07.272 and an Average Speed of 45.71mph. What a Drive from Declan in Very Wet and Near Impossible Visibility Conditions He Kept his Foot Down and Head up to Take an Incredible Victory. Congratulations Declan.
In Second Place was (Richard Amos) in his Mazda MX5 MK3 with a Best Lap Time of 1:06.697 and an Average Speed of 45.70mph. Brilliant Driving there Richard Keep Pace with Declan Really Well and Navigating in Almost Blind Conditions shows Just How Incredible of a Driver you are.
In Third Place was (John Langridge) in his Mazda MX5 MK3 with a Best Lap Time of 1:07.831 and an Average Speed of 45.68mph. Brilliant Work out there John a True Rain Master of Brands Hatch Keeping the Car on Track and some Truly Incredible Pace from you.
What an Insane Race with Wet and Rainy Weather Conditions Really Mixing the Grid Up and Showing who the Very Talented Drivers are that can Push their Machinery Beyond its Limits in the Wet and Still take Victory. Some Incredible Drivers in the likes of Declan Richard and John Braving it out there to Deliver some Truly Fantastic Wet Weather Performances. Well Done to all the other Drivers as Well thease Conditions are Always Unpredictable and Yet you All put on a Brave Face and Drive like true Gentlemen Thought.
With Race 3 The Final Race Coming up who will be able to take the Last Podium for Mazda SuperCup? Lets Find Out.
BRSCC Mazda MX5 SuperCup Championship (Race 3 FINAL)
The FINAL Race for Mazda SuperCup and with Some Incredible Racing Witnessed in the Rain in the Previous Race would this Last Race Shake things up further? Lets See.
In First Place Taking the Victory was (Jack Harding) in his Mazda MX5 MK3 with a Best Lap Time of 56.785 and an Average Speed of 61.14mph. Super Work there Jack Taking the Victory and the Fastest Lap. Well Done.
In Second Place was (Patrick Fletcher) in his Mazda MX5 MK3 with a Best Lap Time of 56.820 and an Average Speed of 61.05mph. Great Work there Patrick Really Great Effort and a Super Drive for Second Place.
In Third Place was (James Cossins) in his Mazda MX5 MK3 with a Best Lap Time of 56.839 and an Average Speed of 61.04mph. Amazing Driving there James Racing Hard and Holding on Tightly to that All Important Third Place Finish.
Another Incredible Set of Races from the Mazda's to Round of a Brilliant Days Racing for All Drivers Competing in the Mazda Classes. Another set of Incredible Victories for the likes of Jack Patrick and James who all showed their Talent Skill and Determination for Victory.
However We are Not Done Yet as the Grand Finale of Races for this Weekends Formula Ford Championship is Coming Up Next and After a Hectic and Very Competitive Day of both Qualifying and Racing on Saturday With Multiple Races to be Decided Who would be Crowed the Formula Ford Festival Champion?
BRSCC Formula Ford Festival (Semi Final Race 1 Result)
Here we are Now at The Semi Finals after a Very Action Packed Last Chance Race and Now with a Gird of 26 Drivers and Cars This Race as Well as Two More Will Decide the 2021 Formula Ford Champion. Lets See First Who Took Victory in Race 1 for the Semi Finals.
In First Place was (Niall Murray) in his Van Diemen BD21 with a Best Lap Time of 1:01.661 and an Average Speed of 56.48mph. Brilliant Work Niall Congratulations on P1 after a Heroic Drive.
In Second Place was (Neil McLennan) in his Spectrum KMR with a Best Lap Time of 1:01.640 and an Average Speed of 56.41mph. Superb Work there from Neil to take P2 He Really Enjoys this Track and Loves to Race as Quickly as he Can alongside his Fellow Friends and Competitors.
In Third Place was (Jamie Sharp) in his Medina Sport JL17 with a Best Lap Time of 1:01.157 and an Average Speed of 56.37mph. Congratulations Jamie a Really Fantastic Drive and Keeping Very Close to Neil During the Whole Race. Here's Hoping for an Epic Duel in the FINALE Between you two.
With the First of Two Semi Final Races Over Niall Murray is the Winner with Neil McLennan in Second Place and Jamie Sharp in Third Place. Currently Jamie Can Still Win the Championship but will both the likes of Neil and Nial try Something in Race 2 of the Semi Finals to Gain Back their Chances of Becoming Champion? Lets Find Out.
BRSCC Formula Ford Festival (Semi Final Race 2 Result)
In First Place was (Joey Foster) in his Firman 2021 with a Best Lap Time of 1:01.302 and an Average Speed of 69.96mph. Fantastic Driving Joey Really Well Done and a Super Victory for you Indeed.
In Second Place was (Oliver White) in his Medina Sport JL17 with a Best Lap Time of 1:01.124 and an Average Speed of 69.67mph. Congratulations Oliver P2 and Super Car Control During the Race and a Stunning Formula Ford.
In Third Place was (Thomas Mills) in his Spectrum KMR with a Best Lap Time of 1:01.154 and an Average Speed of 69.66mph. Fantastic Work Thomas Well Driven with Amazing Car Control and Tight through the Corners at Clearways.
Another Brilliant Final for Formula Ford with the Likes of Joey Oliver and Thomas all Taking Victories. A Huge Congratulations to Everyone Else who was also Competing in both of Thease Finals. Keep Working on the Car and Training as Much as you can To Improve Lap Times and Strike when the Moment is right on Track for Victory.
BRSCC Formula Ford Festival (GRAND FINAL) (GRAND FINAL CHAMPIONSHIP RACE RESULTS ONLY NOT OVERALL FORMULA FORD 2021 GRAND FINAL CHAMPIONSHIP RESULTS)
This is it the Grand Final of the Formula Ford Festival Race Weekend and With Jamie Sharp Being Potentially One Race away From Taking the Title it has come down to the wire and this Last Race will Determined who The New Formula Ford Grand Final Champion of 2021 is.
In First Place Taking the Grand Final Championship Crown is (Jamie Sharp) in his Medina Sport JL17 with a Best Lap Time of 50.918 and an Average Speed of 66.77mph. Congratulations Jamie a Truly Champion Like Drive to Secure The Title of 2021 Formula Ford Grand Final Champion and Some Brilliant Drives all Season for a Well Deserved Victory in Formula Ford.
In Second Place was (Maxwell Esterson) in his Ray GR18 with a Best Lap Time of 51.116 and an Average Speed of 66.76mph. A Truly Competitive Drive there Maxwell Second in The Championship Standings and Something to be Very Proud of Phenomenal Driving.
In Third Place was (Andre Castro) in his Ray GR15 with a Best Lap Time of 51.137 and an Average Speed of 66.73mph. Superb Driving there Andre with P3 in the Standings and a Well Deserved Place in Formula Ford History.
Jamie Sharp is The New 2021 Formula Ford Grand Final Champion After a Heroic Battle Thought the Season He has Emerged Victorious. Congratulations Jamie you Really Deserve This Championship and all the Hard Work you Have done has Really Paid off. Both Maxwell and Andre also Did a Phenomenal Job and together All Three of you will Make History and Inspire Future Generations to come and Have a Go at Formula Ford.
Now Lets take a Look at the Overall GRAND FINAL Championship Standings for Formula Ford 2021
In First Position was (Jamie Sharp) in his Medina Sport JL17
In Second Position was (Neil McClennan) in his Spectrum KMR
In Third Position was (Maxwell Esterson) in his Ray GR 18
The Overall Formula Ford National Championship Pro 2021 was Won by (Chris Middlehurst) in his Van Diemen LA10 with 433 Points A Really Incredible Achievement Chris and a Strong Drive Thought The Whole Season
In Second Place on 431 Points was (Alex Walker) in his Spectrum 011 Superb Job there Alex Well Deserved
In Third Place on 414 Points was (Max Esterson) in his Ray GR18 Fantastic Work Max Phenomenal Driving Thought The Season
And This Concludes The Weekend at Brands Hatch's Formula Ford 50th Anniversary Weekend. This Weekend will be Remembered for a Long Time Coming and to All The Drivers who Took the Crowns in their Respective Championships. Congratulations. To All other Drivers Keep Working at it your Time Will Come.
See You All Again Next Year for Another Competitive and no Doubt Incredible Season of Formula Ford Racing at Brands Hatch.