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The Douglas A-4 Skyhawk is a carrier-capable ground-attack aircraft designed for the United States Navy and United States Marine Corps. The delta winged, single turbojet-engined Skyhawk was designed and produced by Douglas Aircraft Company, and later McDonnell Douglas. It was originally designated the A4D under the U.S. Navy's pre-1962 designation system.
Skyhawks played key roles in the Vietnam War, the Yom Kippur War, and the Falklands War. Fifty years after the aircraft's first flight, some of the nearly 3,000 produced remain in service with several air arms around the world, including with the Brazilian Navy's aircraft carrier, São Paulo.
The Skyhawk was designed by Douglas Aircraft's Ed Heinemann in response to a U.S. Navy call for a jet-powered attack aircraft to replace the older AD Skyraider. Heinemann opted for a design that would minimize its size, weight, and complexity. The result was an aircraft that weighed only half of the Navy's weight specification. It had a wing so compact that it did not need to be folded for carrier stowage. The diminutive Skyhawk soon received the nicknames "Scooter", "Kiddiecar", "Bantam Bomber", "Tinker Toy Bomber", and, on account of its nimble performance, "Heinemann's Hot-Rod".
The aircraft is of conventional post-World War II design, with a low-mounted delta wing, tricycle undercarriage, and a single turbojet engine in the rear fuselage, with two air intakes on the fuselage sides. The tail is of cruciform design, with the horizontal stabilizer mounted above the fuselage. Armament consisted of two 20 mm (.79 in caliber) Colt Mk 12 cannons, one in each wing root, with 200 rpg, plus a large variety of bombs, rockets, and missiles carried on a hardpoint under the fuselage centerline and hardpoints under each wing (originally one per wing, later two).
The choice of a delta wing, for example, combined speed and maneuverability with a large fuel capacity and small overall size, thus not requiring folding wings, albeit at the expense of cruising efficiency. The leading edge slats were designed to drop automatically at the appropriate speed by gravity and air pressure, saving weight and space by omitting actuation motors and switches. Similarly the main undercarriage did not penetrate the main wing spar, designed so that when retracted only the wheel itself was inside the wing and the undercarriage struts were housed in a fairing below the wing. The wing structure itself could be lighter with the same overall strength and the absence of a wing folding mechanism further reduced weight. This is the opposite of what can often happen in aircraft design where a small weight increase in one area leads to a compounding increase in weight in other areas to compensate, leading to the need for more powerful, heavier engines and so on in a vicious circle.
The A-4 pioneered the concept of "buddy" air-to-air refueling. This allows the aircraft to supply others of the same type, eliminating the need of dedicated tanker aircraft—a particular advantage for small air arms or when operating in remote locations. This allows for greatly improved operational flexibility and reassurance against the loss or malfunction of tanker aircraft, though this procedure reduces the effective combat force on board the carrier. A designated supply A-4 would mount a center-mounted "buddy store", a large external fuel tank with a hose reel in the aft section and an extensible drogue refueling bucket. This aircraft was fueled up without armament and launched first. Attack aircraft would be armed to the maximum and given as much fuel as was allowable by maximum takeoff weight limits, far less than a full tank. Once airborne, they would then proceed to top off their fuel tanks from the tanker using the A-4's fixed refueling probe on the starboard side of the aircraft nose. They could then sortie with both full armament and fuel loads. While rarely used in U.S. service since the KA-3 Skywarrior tanker became available, the F/A-18E/F Super Hornet includes this capability.
The A-4 was also designed to be able to make an emergency landing, in the event of a hydraulic failure, on the two drop tanks nearly always carried by these aircraft. Such landings resulted in only minor damage to the nose of the aircraft which could be repaired in less than an hour. Ed Heinemann is credited with having a large "K.I.S.S." sign put up on the wall of the drawing office when the aircraft was being designed. Whether or not this is true, the A-4 certainly is a shining example of the application of that principle to aircraft design.
The Navy issued a contract for the type on 12 June 1952, and the first prototype first flew from Edwards Air Force Base, California on 22 June 1954. Deliveries to Navy and Marine Corps squadrons (to VA-72 and VMA-224 respectively) commenced in late 1956.
The Skyhawk remained in production until 1979, with 2,960 aircraft built, including 555 two-seat trainers.[9] The last production A-4, an A-4M issued to a Marine squadron (VMA-223) had the flags of all nations who had operated the A-4 series aircraft painted on the fuselage sides.
USS Midway Aircraft Carrier CV-41 Museum-San Diego Ca.
In the capable hands of Ensignbus driver Peter Brown, RT 191 makes for a perfect sight in its late 1940s LT red & cream livery style with the vehicle loading up at the western end of Holloway Garage about to depart on special route 100 to Finsbury Park. This special route for the 2018 Holloway Garage open day was numbered 110 in order to avoid confusion to local passengers waiting for a bus on route 210 as route 110 is normally a route number associated with the Hounslow and Twickenham areas.
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)
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)
The Vought F4U Corsair was a carrier-capable fighter aircraft that saw service primarily in World War II and the Korean War. Demand for the aircraft soon overwhelmed Vought's manufacturing capability, resulting in production by Goodyear and Brewster: Goodyear-built Corsairs were designated FG and Brewster-built aircraft F3A. From the first prototype delivery to the U.S. Navy in 1940, to final delivery in 1953 to the French, 12,571 F4U Corsairs were manufactured by Vought, in 16 separate models, in the longest production run of any piston-engined fighter in U.S. history (1942–1953).
The Corsair served in the U.S. Navy, U.S. Marines, Fleet Air Arm and the Royal New Zealand Air Force, as well as the French Navy Aeronavale and other, smaller, air forces until the 1960s. It quickly became the most capable carrier-based fighter-bomber of World War II. Some Japanese pilots regarded it as the most formidable American fighter of World War II, and the U.S. Navy counted an 11:1 kill ratio with the F4U Corsair.
The Flying Legend's Corsair was built under licence by the Goodyear Aircraft Corporation at their facility in Akron, Ohio and allocated Bu No 88297. She was accepted by the US Navy on 9th April 1945 and delivered a mere two days later. She was initially dispatched to Guam in the Pacific, being allocated to the Aircraft Pool Airwing 2. The next piece of her known history has her at a Repair Depot in the Philippines, possibly Samar, for repairs in October 1945 and following this was returned 'State-side'. Our Corsair then spent a number of years being allocated to various US Naval Air Reserve squadrons as well as varying periods of storage until she was eventually put up for disposal in March 1956 with a total of 1652 flying hours on the airframe. She was purchased by ALU-MET Smelters in January 1959 and languished in their yard until being rescued a year later by legendary stunt-pilot Frank Tallman. In his book The Great Planes, Frank Tallman calls her his all-time favourite aircraft.
Frank Tallman parted with the Corsair in 1966, and she passed through a number of other civilian owners until joining The Fighter Collection fleet in 1986.
The Fighter Collection's Corsair is an extremely original example of the type as she has never been restored and has the distinction of being one of the few still flying with fabric wings.
The Flying Legends Corsair is painted in the colours of a British Fleet Air Arm machine, KD345 of 1850 Squadron during December 1945, when they were embarked on HMS Vengeance of the British Pacific Fleet.
Delivered to US Navy as Bu. 88297. Assigned to Marine Air Wing 2 (MAW-2) aircraft pool, Guam, June 1945. Put up for disposal, January 23, 1959.
The Bearcat design was the Grumman response to the US Navy's request in the latter war years for a fast responsive fighter to be deployed in the Pacific Theatre. The type did not see operational service during the Second World War as the conflict ended but it was used to great effect in French Indo-China with the French Air Force. The Bearcat could actually outperform many of the early Jet fighter aircraft of the period.
The Fighter Collection aircraft was built in 1948 and taken on charge in August of that year by the US Navy. She served at a number of Naval Air Stations before undergoing modification to F8F-2P standard in 1952. Following further Navy service she was finally struck off charge in January 1957.
Delivered to U.S. Navy as 121714.
A quite capable 35mm camera from late 1960s. It is equipped with a 42mm f/2.8 Color-Lanthar lens and Prontor 500 Electronic shutter. It works on two PX825 batteries and supports Aperture Priority AE, with shutter speed ranging from 10s to 1/500s. There is also a flash mode with fixed shutter speed.
The batteries can be replaced with one CR2032 and some aluminum foils. CR2025 or CR2016 can also work, but more attention is needed to make sure good contact is achieved. Update: the best fit would be CR2354, which has the same diameter as PX825 but a little bit thinner.
The camera can actually work without battery. In that case, the shutter speed is always 1/500s, regardless which mode it is in. This is very suitable for using sunny-16 rule with ASA400 film.
stoyle
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
Though the US Navy reconsidered its decision to retire the AD Skyraider after the Korean War, it was still a piston-engined attack aircraft designed during World War II, while the Navy preferred going to a modern, all-jet attack/fighter fleet. To supplement and then replace the AD, the Navy issued a requirement for a jet attack fighter weighing no more than 48,000 pounds, capable of carrying tactical nuclear weapons, and with a speed of at least 550 miles an hour. The Navy was not surprised when Douglas’ chief designer, Edward Heinemann, submitted a proposal for a delta-winged, light attack jet—they were surprised to find that it met all of the requirements, yet weighed in at only 23,000 pounds, less than half the required weight. It was also so small that it did not need folding wings to fit on aircraft carrier elevators. Heinemann deliberately omitted as much weight as possible to bring the aircraft in under weight, and subsequently, at a lower unit cost than anticipated. One part of this effort was external structural ribbing for the rudder; this “temporary” solution would be used on every aircraft produced.
Heinemann’s design was quickly ordered by the Navy as the A4D Skyhawk. The first A4D-1 flew in June 1952, with deliveries to the fleet beginning in 1956. Pilots used to the increasingly larger and more powerful aircraft the US Navy fielded in the late 1950s, such as the F3H Demon and F4H Phantom II, were surprised at the diminutive A4D, which looked toylike on the decks of Forrestal-class supercarriers. It quickly earned the nicknames “Tinkertoy Bomber,” “Scooter,” and “Heinemann’s Hot Rod.”
The Skyhawk—redesignated A-4 in 1962—also quickly gained a reputation for reliability and nimbleness. Despite its small size, it could carry its own weight in bombs and still turn inside anything in the inventory, even the purpose-built F-8 Crusader fighter. For this reason, the Navy began assigning A-4C Skyhawks as “emergency fighter” detachments to Essex-class antisubmarine carriers, as these ships, still equipped with World War II-era hydraulic catapults and limited in deck space, could not carry the more modern F-4. Besides their internal 20mm cannon, A-4s could also carry up to four Sidewinder missiles.
It would be in the Vietnam War that the A-4 would prove its worth. Besides its large bombload and superb manuverability, the Skyhawk was also found to be able to take considerable punishment. Several A-4s returned to their carriers missing pieces of rudder or with holes shot through the wings. At the beginning of American involvement, the Navy began replacing the older A-4C “short-nose” models with the improved A-4E, which added a fifth hardpoint and a longer nose with more advanced avionics; this was quickly supplemented by the A-4F, which added a dorsal hump with still more avionics and ECM equipment.
Until the A-7 Corsair II began arriving in the fleet in the late 1960s, the A-4 represented the backbone of naval light attack units, operating alongside the A-6 Intruder in striking targets throughout Southeast Asia. On land, A-4s served with Marine Corps units, and proved so reliable and well-liked that the Marines decided not to use the A-7 at all. The Skyhawk also proved itself to be adaptable to other missions: A-4s carried out the US Navy’s first precision strike mission, a 1967 attack on the Hanoi thermal powerplant with AGM-62 Walleye missiles, and also served as Wild Weasel/Iron Hand suppression of enemy air defense aircraft, armed with AGM-45 Shrikes.
Though they were slower than the F-4 and F-8, and lacked the A-6’s ability to fly in the worst of inclement weather, the Skyhawk was not defenseless against enemy MiGs: it was the only American aircraft that could turn with a MiG-17 if it was “clean” of bombs, and only one A-4 was lost to enemy aircraft during the Vietnam War. In turn, one A-4, piloted by Lieutenant Commander Ted Schwartz, shot down a MiG-17 with Zuni rockets in 1967. Skyhawks would drop the first and last bombs of US Navy aircraft in the Vietnam War, and flew more sorties than any other naval aircraft—and paid a commensurate price: 362 Skyhawks were shot down or lost in accidents during the war, the most of any one type. Two A-4 pilots won the Medal of Honor during Vietnam, James Stockdale and Michael Estocin, the latter posthumously; longtime prisoner of war Everett Alvarez Jr. was also an A-4 pilot, as was fellow POW and later Presidential candidate, John McCain.
The A-4’s story did not end with Vietnam. Recognizing its superb manueverability, the US Navy began building adversary units with Skyhawks simulating the MiG-17 as part of the Top Gun program, beginning in 1969. These stripped down “Mongoose” A-4s proved to be a match even against far more advanced F-14 Tomcats and F-18 Hornets, and A-4s remained in the adversary role until 1998. Alongside these aircraft, the Navy used two-seat TA-4J Skyhawks as advanced trainers until 2003, while Marine units continued to use the penultimate A-4M Skyhawk in the light attack role until after the First Gulf War in 1991; Marine OA-4M “fast FAC” forward air control aircraft flew as late as 1998. The TA-4J was replaced by the T-45 Goshawk; there has never truly been a replacement for the A-4E adversaries and A-4M light attack aircraft, though the AV-8B Harrier supplemented them.
While Vietnam was the last war for American Skyhawks, foreign users would put the aircraft to further use. Israel would use their A-4H/Ns in the Yom Kippur War with heavy casualties, due to more advanced Egyptian and Syrian air defenses; better luck was had in the Lebanon War of 1982. Argentina’s A-4B/Qs saw extensive service over the Falklands in 1982, impressing even their British adversaries with hair-raising low-level bomb runs against British ships in San Carlos Water: though the Argentine aircraft took severe punishment from Fleet Air Arm Sea Harriers, they also sank or damaged five ships. Finally, Kuwait used their A-4KU Skyhawks from the beginning of the First Gulf War.
Overall, 2960 A-4s were produced and flew with the air arms of eleven nations. Still others survive as government contract aggressor aircraft, or in private hands, while many are preserved in museums.
Though the Bureau Number is hard to make out, this is probably 147671, which was built as an A-4C. It served with no less than eight Marine squadrons over its career, mostly VMA-121 ("Green Knights"), and saw combat over Vietnam while the squadron was based at Chu Lai, South Vietnam. It was converted to an A-4L in 1970 and finished its career with VMA-142 ("Flying Gators"), a Marine Reserve unit based at NAS Jacksonville, Florida. 147671 was retired in 1976; like most of the A-4s at Marana-Avra Valley, it was briefly a parts source for the Malaysian Air Force from 1983 to 1986, before being bought by a private owner afterwards, and has remained at Avra Valley ever since.
147671 is still generally intact, and still carries some vestiges of VMA-142's colors on the tail and rudder. It could probably be made flyable again.
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 manueverability, 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 had simply never been 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 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.
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 nearly 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. 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 is a nonflying replica, originally built for the 1969 movie "Battle of Britain"; it was used in static shots. During filming, it resembled the Merlin-equipped Buchons used in flying scenes. At some point, the Combat Air Museum in Topeka, Kansas acquired the replica, and began a long restoration project to convert it from the Buchon "Bf 109E" used in the movie to an accurate Bf 109G. It is mostly finished, though still being painted. When complete, it will be in the colors of Erich Hartmann, the top ace of World War II (and in history) with 352 kills, all scored while flying with Jagdgeschwader 52 on the Eastern Front. The tulip petals on the nose was Hartmann's trademark.
I got to meet Hartmann when I was a kid, so it's always neat to see a 109 in his markings.
70 Ton Payload, Single Stage to Orbit Fixed Wing Aircraft - Hypersonic Plane - Space Plane
Earlier, pre Iteration 1, Just felt like posting this online, working out the physics/geometries/energy requirements and contruction.
Mach 8-10 in amtmosphere, 195ft long, Heavy Lift Single Stage To Orbit Fixed Wing Aircraft. 70 TONS, ie 140,000 LBS, 60 ft X 15ft X 15ft payload bay. Up in the Falcon Heavy and Delta IV class, except not $400 million to launch giant payloads into orbit, but below $250 per lbs, or about $28 million to launch giant payloads, and normalized orbital flight, as normal as a 737 commercial flight. Load up, refuel, take off in an afternoon. I estimate this aircraft would cost about $750 million each for space capable. In atmosphere commercial, roughly $300 million each for a 200 passenger M8-10 (not designed yet)
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www.ioaircraft.com/hypersonic/ranger.php
Drew Blair
www.linkedin.com/in/drew-b-25485312/
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Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.
Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.
Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.
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tbcc, glide breaker, fighter plane, hyperonic fighter, stealth fighter, boeing phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, Boeing XS-1, htv, Air Launched Rapid Response Weapon, (ARRW), hypersonic tactical vehicle, hypersonic plane, hypersonic aircraft, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjet, darpa, onr, navair, afrl, air force research lab, office of naval research, defense advanced research project agency, defense science, missile defense agency, aerospike, vtol, vertical take off, air taxi, personal air vehicle, boeing go fly prize, go fly prize,
Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
This Goldhofer AST-1X 1200 Towbarless Aircraft Tractor is capable of towing aircraft up to 600 tons. It is the largest vehicle of this kind that is available in the market.
This impressive tractor is capable of moving the Airbus A380! It is equipped with 2x 590hp (and a total pulling power of almost 1,360hp). Its weight is about 70 tons (!) and it reaches its maximum towing speed of 32km/h within 30 to 40 seconds (From top speed to full stop it takes about 10 to 15 secs). What else? A turning radius of around 10 meters is absolutely comparable to a mid-sized car.
Please join my Facebook fan page:
www.facebook.com/pages/Thomas-Becker-Aviation-Photography...
...and there is a Plane Spotting group on Facebook you should visit:
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.
Grey Hawk - Mach 8-10 - 7th / 8th Gen Hypersonic Super Fighter Aircraft, IO Aircraft www.ioaircraft.com
New peek, very little is posted or public. Grey Hawk - Mach 8-10 Hypersonic 7th/8th Gen Super Fighter. This is not a graphics design, but ready to be built this moment. Heavy CFD, Design Work, Systems, etc.
All technologies developed and refined. Can out maneuver an F22 or SU-35 all day long subsonically, and no missile on earth could catch it. Lots of details omitted intentionally, but even internal payload capacity is double the F-22 Raptor. - www.ioaircraft.com/hypersonic.php
Length: 60'
Span: 30'
Engines: 2 U-TBCC (Unified Turbine Based Combined Cycle)
2 360° Thrust Vectoring Center Turbines
Fuel: Kero / Hydrogen
Payload: Up to 4 2,000 LBS JDAM's Internally
Up to 6 2,000 LBS JDAM's Externally
Range: 5,000nm + Aerial Refueling Capable
www.ioaircraft.com/hypersonic.php
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hypersonic fighter, hypersonic fighter plane, hawc, tgv, tactical glide vehicle, hypersonic commercial aircraft, hypersonic commercial plane, hypersonic aircraft, hypersonic plane, hypersonic airline, tbcc, glide breaker, fighter plane, hypersonic fighter, boeing phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjet, defense science, missile defense agency, aerospike, hydrogen aircraft, airlines, military, physics, airline, aerion supersonic, aerion, spike aerospace, boom supersonic, , darpa, onr, navair, afrl, air force research lab, office of naval research, defense advanced research project agency, afosr, socom, arl, army future command, mda, missile defense agenci, dia, defense intelligence agency, air force of science and research,
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Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.
Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.
Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.
-------------
Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
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)
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.
F-105D 62-4375 was delivered to the USAF's 8th Tactical Fighter Wing at Itazuke, Japan in 1963. It does not appear to have flown combat in Vietnam, though its history does list serving with the 6441st TFW (Provisional) at Yokota; the 6441st did send detachments to Southeast Asia at the beginning of Operation Rolling Thunder, before units were permanently based in Thailand. It remained in Asia after being transferred to the 18th TFW at Kadena in 1967.
In 1971, 62-4375 was transferred back to the States at the "Home of the Thud," with the 23rd TFW at McConnell AFB, Kansas. It was then relegated to the USAF Reserve in 1972, first with the 507th TFG (Reserve) at Tinker AFB, Oklahoma, then to the last F-105 unit in the USAF, the 508th TFG (Reserve) at Hill AFB, Utah in 1980. 62-4375 was among the last F-105s to be retired in 1984.
The aircraft was saved from scrapping by its donation to the IG Brown Professional Military Education Center in Knoxville, Tennessee, but in 1992, the center no longer wanted 62-4375, so it was picked up by the Combat Air Museum in Topeka, Kansas. Due to the Thud's close association with Kansas--most F-105 pilots trained over the state--the CAM had been looking for a Thud for awhile.
Today, 62-4375 is in good shape, albeit in inaccurate markings applied during its time in Tennessee. F-105s were painted overall silver during Operation Lookalike in the early 1960s, before adopting Southeast Asia camouflage; several museums use overall gray to simulate this, as silver and bare metal are hard to maintain. However, it also carries the tail stripe and unit patch of the 192nd TFG (Virginia ANG) at Richmond, the last ANG unit to operate the Thud. However, the 192nd's F-105s were all camouflaged.
Nonetheless, seeing a Thud anywhere is a treat for me, so I'm hardly complaining.
The extremely high loss rate of early F-100 Super Sabres led the USAF to request a two-seat conversion trainer, which originally had not been planned. An F-100C was returned to North American for conversion into the TF-100C, which involved extending the fuselage and the canopy slightly to provide for a second cockpit with a full set of flight controls. The crash of the only TF-100C in April 1957 did not interrupt work on the project, as the USAF had requested the two-seater be combat capable and incorporate all of the modifications made to the baseline Super Sabre. As a result, the F-100F two-seater was built from the F-100D tactical fighter bomber, and differed in performance only in the deletion of two of the four 20mm cannon; a few F-100Fs were subsequently modified to carry the AGM-12 Bullpup air-to-surface missile, while a few also had better navigational equipment than the standard Super Sabres—these aircraft were specifically intended for Pacific-based F-100 units. The F-100F entered service in January 1958.
The F-100F’s otherwise unremarkable career as a conversion trainer was to be changed by the Vietnam War, by two projects: the Wild Weasel suppression of enemy air defenses (SEAD) campaign and the Misty “fast FAC” forward air control program.
The Wild Weasel campaign began in response to increasing losses by USAF aircraft to North Vietnamese SA-2 Guideline (S-75 Dvina) surface-to-air missiles. Unable to attack the SAM sites before they were made operational due to Rules of Engagement restrictions, something had to be done to defend the strike forces from SAM attacks: while scoring comparatively few kills at first, the SAM sites were forcing American aircraft out of previously-safe high and medium altitudes into the murderous low-altitude North Vietnamese antiaircraft defenses. Wild Weasel was intended to not only provide early warning of SAM launches, but also to attack and destroy SAM sites and their attendant radars.
The F-100F was determined to be the best platform for what became known as Wild Weasel I, as it was readily available in Southeast Asia and would need a minimum of conversion. Wild Weasel I F-100Fs were equipped with a comprehensive warning and detection suite originally developed for the U-2 spyplane, allowing the Weasels to detect Fansong, Firecan, and Spin Scan guidance radars—those used by SA-2s, radar-guided antiaircraft guns, and MiG-21 fighters. The intent was that a single F-100F would lead the way into the target area accompanied by three or four F-105D Thunderchiefs, with the F-100 using rockets to mark any sites for the accompanying F-105s, or strafing the sites themselves; later, the Weasels would be equipped with AGM-45 Shrike antiradar missiles designed to destroy the radars directly. The F-100F Weasels flew their first combat mission in April 1966, and while successful, showed one shortcoming: the F-100 simply could not keep up with the F-105. Once the Thuds had dropped their ordnance, they would rapidly leave the slower F-100 behind. Moreover, the comparative low speed of the Super Sabre made it very vulnerable to the deadly air defenses around the Hanoi area. Subsequently, the USAF made the decision to withdraw the F-100F Weasels in favor of modified F-105F Wild Weasel II aircraft in late 1966.
The Misty FAC program—officially known as Commando Sabre—had similar origins. Prior to 1967, the antiaircraft threat in South Vietnam and southern North Vietnam was relatively low. This began to change, with a resultant spike in losses among forward air control (FAC) pilots. FACs were flying propeller-driven O-1 Birddogs and O-2 Skymasters, which were highly vulnerable to medium-altitude antiaircraft fire, especially around Mu Gia Pass, the northern “terminus” of the Ho Chi Minh Trail. The USAF began looking into the “fast FAC” role, using two-seat jets. Two-seat F-105Fs were in short supply and were needed for Wild Weasels in the north; there were not yet enough F-4 Phantom IIs to go around to both strike and fighter units. The F-100F again seemed tailor made to the role, and the USAF began Project Commando Sabre in June 1967, with the unit designated as Detachment 1 of the 612th Tactical Fighter Squadron, based at Phu Cat, South Vietnam.
Major George “Bud” Day was put in command of Commando Sabre, due to his experience with both the F-100 and South Vietnam; Day selected the callsign “Misty” based on a song by the same name, and handpicked the crews. Each crew had to have at least 100 missions in Southeast Asia and 1000 flying hours in the F-100. Misty F-100Fs were identical to the baseline F-100F, with the only modifications being more radios to speak with strike units and a strike camera installed in the lower fuselage. While Commando Sabre was originally intended as fast FACs, Day expanded the program to include hunter-killer teams directly attacking North Vietnamese antiaircraft sites, reconnaissance, rescue force escort, and artillery spotting in the I Corps sector of South Vietnam.
If anything, Misty loss rates were worse than the F-100 Wild Weasels had been: 42 Misty F-100s were shot down, nearly thirty percent losses. This included Day, who was shot down and captured in August 1967; he was joined by three others in the next few years, and eight men were killed on Misty operations. Losses were so high that a Misty tour of duty was reduced to 60 missions rather than the standard 100. Once a Misty finished a tour of duty, they returned to a “safer” unit flying close air support missions. The threat level increased around Mu Gia and Ban Karai Passes until even the Mistys could no longer operate there and were replaced by F-4 Wolf FACs. The program ended in May 1970 and the surviving F-100Fs withdrawn from Vietnam.
Like all F-100Fs, they were allocated to Air National Guard units by 1972, and withdrawn completely by 1978, though foreign operated F-100Fs were flown until 1988, and a handful continued in civilian hands as aggressor and target-towing aircraft, operated by the Tracor Corporation, until 1998. 339 F-100Fs were built and a quarter were lost to enemy action and accidents; eleven are known to survive, with two ex-Tracor examples still flyable.
This F-100F, 56-3832, served as a Misty FAC during the Vietnam War, and is shown in those colors; the tailcodes HS and HE indicated Misty aircraft from the 401st Tactical Fighter Wing at Phu Cat. It is painted in standard USAF Southeast Asia camouflage, and carries the names of Ron Fogleman and Tony McPeak on the cockpits--both men were Mistys, and both would become USAF Chief of Staff. After being retired from active service, 56-3832 was converted to a QF-100F target drone, and was one of only two to survive the program. After being in storage from 1991 to 2003, the Evergreen Aviation Museum acquired it. It was restored using the parts from the other QF-100F survivor, and went on display in 2005.
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 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. Flush rivets and stainless steel construction gave the aircraft a smooth finish and better speed.
The first XP-38 Lightning 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.
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 arose: 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 Lightning earned the nicknamed Gabelschwanzteufel (Fork-Tailed Devil) from its German opponents.
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 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, 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, nearly all had been scrapped by the mid-1950s. Of 10,037 Lightnings produced, today only 24 aircraft survive, with half flyable.
This P-38L, 44-53186, was built as a F-5G tactical reconnaissance aircraft in 1944. After the war, it was declared surplus and and bought by an aerial survey company, retaining its camera nose. It flew until 1963; in 1967, it was bought by Harrah's, restored with a gun nose, and placed on display. It was subsequently bought by a warbird collector in 1982, and restored to flyable status. Evergreen bought the aircraft in 1990, and it was placed on display at the Evergreen Air Museum in 2006. It was rumored to be up for sale in 2014, but was still on display when I visited the museum in 2015.
Because of the way it is placed, it was difficult to get a good picture, so I chose this head-on portrait of the P-38. This would not be something you would want to see coming in behind you. 44-53186 is displayed in the colors of the 49th Fighter Group, based at Tacloban in the Philippines in 1944; both Dick Bong and Thomas McGuire flew in the 49th.
mason
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 Douglas A-4 Skyhawk, originally designated A4D, is a single seat subsonic carrier-capable attack aircraft developed for the United States Navy and United States Marine Corps in the early 1950s. The delta winged, single turbojet engined Skyhawk was designed and produced by Douglas Aircraft Company, and later by McDonnell Douglas. A relatively lightweight aircraft with a maximum takeoff weight of 24,500 pounds and a top speed of more than 670,ph, Skyhawks played key roles in the Vietnam War, the Yom Kippur War, and the Falklands War. Retired from service with he US Marine Corps in 1998 and the US Navy in 2003, it remains in service with several air arms around the world. The Skyhawk is the only aircraft in the Intrepid collection that actually flew from the aircraft carrier, doing so during its first Vietnam tour in 1966.
The Intrepid Sea, Air & Space Museum,located at pier 86 at 46th Street, was originally founded in 1982 with the aircraft carrier USS Intrepid as its centerpiece. In addition to the USS Intrepid, the museum showcases the submarine USS Growler, a Concorde SST, a Lockheed A-12 supersonic reconnaissance plane, and the Space Shuttle Enterprise as well as numerous other aircrafts and the Exploreum, an interactive hall for children.
The USS Intrepid (CV/CVA/CVS-11), an Essex-class aircraft carrier converted into a museum ship. Also known as The Fighting "I", it was commissioned in 1943 for the United States Navy and participated in several campaigns in the Pacific Theater of Operations during World War II, most notably the Battle of Leyte Gulf. Decommissioned shortly after the end of the war, she was modernized and recommissioned in the early 1950s as an attack carrier (CVA), and then eventually became an antisubmarine carrier (CVS), serving primarily n the Atlantic, but also ein the Vietnam War. Her notable achievements include being the recovery ship for a Mercury and a Gemini space mission. Decommissioned in 1974, the Intrepid became the foundation of the Intrepid Sea, Air & Space Museum in 1982.
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)
In 1951, the US Air Force issued a requirement for a tactical bomber capable of carrying nuclear weapons that would also serve as a replacement for the aging A-26 Invader. Several companies submitted designs, but it was Douglas who won the bid: while North American had proposed a modified B-45 Tornado and Boeing a modified B-47 Stratojet, Douglas’ proposal was a USAF variant of the carrier-based, strategic bomber already being built by the company for the US Navy, the A3D Skywarrior.
Since this offered a great deal of cost saving, the USAF ordered five preproduction RB-66A Destroyers, as the A3D was already a proven aircraft and would not need any prototype testing. All that was needed, the USAF assumed, was to convert it from a high-altitude, carrier-based nuclear bomber to a low-altitude, land-based nuclear bomber; the only modifications thought to be needed was stripping out the naval equipment, reinforcing the structure for low-level operations, and equipping the cockpit with ejection seats, which the A3D lacked.
As the modification of the first five Destroyers proceeded, the USAF learned that much more needed to be done. Installing the ejection seats meant completely redesigning the cockpit and the canopy. Strengthening the airframe meant rerouting hydraulic systems. Since the USAF used a different refueling method, the fuel system had to be redesigned. The USAF specification had also called for a more comprehensive electronic warfare suite, requiring the weapons bay to be redesigned; it had called for defensive armament, leading to a redesign of the tail to accommodate two 20mm cannon; it had called for operations from unimproved runways, which meant the landing gear wheels had to be larger. In the end, the list of modifications was so long that the USAF seriously considered cancelling the project. Though it was allowed to continue as too much money had already been spent on it, the USAF got an entirely new aircraft. The RB-66As were only used briefly for testing, and the follow-on B-66B bombers had their initial order cut in half. Deliveries finally began in 1956.
While the B-66 had become something of an albatross for the USAF, it had potential. The bomber version found itself quickly overtaken by faster and more capable aircraft, such as the F-105 Thunderchief, but just as the US Navy had begun modifying its A3Ds into a variety of roles, so did the USAF. Purpose-built RB-66B tactical reconnaissance aircraft were first used in 1962 during the Cuban Missile Crisis, where crews found that the Destroyer’s long range and loiter time made it very valuable to keep an eye on developments. The USAF rapidly converted B-66B bombers and RB-66Bs into RB-66C electronic intelligence and finally EB-66C/E electronic warfare aircraft. The latter could operate both in the jamming role and in intelligence gathering, and had a crew of seven with all armament deleted for ECM equipment. It was not entirely popular with its crews, as pilots found the Destroyer to be difficult to fly and aircrew found it dangerous to bail out of.
As Operation Rolling Thunder began over North Vietnam in 1965, RB-66s were first used as pathfinder bombers for formations of F-105s, using their electronic equipment to mark targets through bad weather. As North Vietnam’s air defenses improved and grew, the RB-66s were withdrawn for EB-66s, which now accompanied strike packages into North Vietnam to jam gunlaying radars, surface-to-air missile sites, and air defense radars, as well as lay down chaff corridors for strike aircraft to fly through. Other RB-66s were modified for use in finding targets over the Ho Chi Minh trail supply network to South Vietnam. EB-66s would remain in service for the duration of the war and afterwards, being finally withdrawn in 1975. The USAF went a few years without a standoff jamming aircraft until the deployment of the EF-111 Raven. 294 B-66s were built, and today seven remain in museums.
Built originally as a RB-66C, 54-0459 was first assigned to the 10th Tactical Reconnaissance Wing, stationed at RAF Alconbury, UK, in 1960. It was transferred to Southeast Asia in 1965, where it would fly with the 25th TRW at Takhli RTAFB, Thailand, but returned to the United States in 1966 for conversion to an EB-66C. It would then return to Europe, assigned to the 39th TEWS, either assigned to Spangdahlem or Bitburg. 54-0459 finished its career with the 355th TFW, possibly back at Takhli during Operation Linebacker, and is listed as being written off at Kadena, Okinawa in October 1973--either as the result of an accident or scrapped in place as the USAF was withdrawing the EB-66 from service at the time.
54-0459 is seen at a base in Europe (possibly Ramstein), likely in 1972 while still with the 39th TEWS. It is in standard USAF Southeast Asia camouflage of the time, with white undersurfaces.
(Disclaimer: I found this picture and other black and white photos in one of Dad's old photo boxes. I thought he had taken them at Ramstein in 1977, but these actually date much earlier than that, possibly as early as 1972. As such, I am not sure who took these pictures. I originally took them down from Flickr, but then decided these are historical artifacts and should be seen. If you know who may have taken these pictures, please let me know.)
The indomitable A G N Kazi
Random thoughts
A great patriot, genius, humble, highly capable, thorough gentleman, Aftab Ghulam Nabi Kazi, left us for his eternal abode recently. He was almost 97. May Allah rest his soul in Jannah – Ameen.
I was very closely associated with Kazi Sahib for many years. In 1975, my wife, our two young daughters and I came to Pakistan just before Christmas on our usual annual holidays. I met Bhutto Sahib after three days, at which meeting his competent MS, Brig Imtiaz (later Ma Gen) was also present. Bhutto asked me to check on the progress of the work being done under Munir Ahmed Khan of the PAEC.
I had given them some hints the year before on how to get started on enrichment. I was shocked to see the casual and lethargic way in which the work was being handled. When I informed Bhutto, he was visibly annoyed. He thought for a few seconds and then requested me not to go back but to help the country face the mortal danger from India after their nuclear test of May 18, 1974.
I was shocked. I had a good job and my wife’s elderly parents were in Holland and she was the only one to look after them. Considering everything and having discussed the matter with my wife, I agreed. My wife returned to Holland alone with the girls, and had the daunting task of informing her parents (her mother was in hospital at the time) and packing up the house. She returned to Pakistan after two months with only some clothes and personal items.
Meanwhile I had been appointed as adviser to the PAEC with a salary of Rs3,000 per month, which I didn’t receive for the first six months. The work couldn’t progress because of incompetence and bureaucracy. In July of that year I wrote to the PAEC chairman asking for an interview, to which I got no reply. Since I had joined he had strongly hinted that we should not work for weapons and that Bhutto was obsessed with making a bomb. When I didn’t receive a reply, I wrote a letter to Bhutto enclosing a copy of my letter to the PAEC chairman. He called me to the Governor House in Lahore immediately, where I met him together with Agha Shahi and Gen Imtiaz and explained my case.
After two days Gen Imtiaz phone that there was a meeting at the Foreign Office. I drove there in my own car as neither car nor driver had been put at my disposal. There I met A G N Kazi, Ghulam Ishaq Khan and Agha Shahi, all secretaries general at the time. After hearing me out they suggested that I take over as chairman of the PAEC. I declined as I felt this would immediately expose our plans to the West. I frankly told them that if the project was not under my control it wouldn’t succeed.
I was asked to return the next day, when I was informed that they had accepted my proposal and that a new organisation (Engineering Research Laboratories – ERL) would be set up. Gen Imtiaz used Shahi Sahib’s green line to inform Bhutto. I spoke to him as well and told him that I needed a free hand.
The next day we had a meeting in Bhutto Sahib’s office. He formed a coordination board with A G N Kazi as chairman and Ghulam Ishaq Khan and Agha Shahi as members. The board was given the powers of a PM. Gen Zia was also there as COAS and he agreed to give me a team of civil engineers. This team was headed by a brigadier, a dashing, handsome go-getter. They never let me down.
Next the problem of determining the powers I needed to rush through the programme was tackled by the brigadier and me. I made four copies of the suggestions and presented it to the board at Kazi Sahib’s office. After glancing at the very first page, G I Khan remarked that I was asking for powers only the PM had. At that Kazi Sahib said: “Ishaq, if you want another PWD, discuss it, otherwise give the powers Dr Khan is asking for. We are there to oversee everything.” With that the matter was closed. It was this approval that enabled our programme to succeed.
Kazi Sahib was a thorough gentleman – soft spoken and very competent. He could instantly grasp the gist of a problem. I was allowed to see him without any prior appointment. I was ably supported by Agha Shahi, who asked his DG Administration – a very competent officer – to issue me a diplomatic passport and to take care of our foreign travel.
On July 5, 1977, Gen Zia staged the coup. Ghulam Ishaq Khan was made secretary general-in-chief, the de facto prime minister, thus, due to his higher rank, automatically becoming chairman of the committee. He offered continued charge of our meetings to Kazi Sahib, but he politely refused.
The late A G N Kazi had a brilliant, chequered career. After high school in Sindh he obtained a double Masters in Physics and Statistics. He was selected for the ICS (together with Agha Shahi and Mian Riazuddin) and worked as DC before Partition.
After Partition he moved to Pakistan and was successively posted as secretary finance, Sindh and adviser to the governor; finance secretary of West Pakistan; economic minister in the Pakistan Embassy in Washington; additional chief secretary Planning and Development, West Pakistan; chairman Wapda (where he supervised the Mangla Dam); secretary Industries & National Resources; federal finance minister and chairman Central Board of Revenue; secretary general finance and economic coordination; adviser to the president on economic affairs; governor of the State Bank of Pakistan and, finally, secretary general finance.
When ERL came into being, he was secretary general finance and what a great support he was to us – a pillar of strength and hope. After he left, Ghulam Ishaq Khan handled the programme superbly. May Allah Almighty grant a high place in Jannah to all who helped us in making Pakistan a nuclear and missile power – Ameen.
Email: dr.a.quadeer.khan@gmail.com
***UPDATE*** Tamara and Josh have really been working hard to get their new home up to snuff. They snared this great table for their library sitting area.
The AEC Militant Truck entered service in the late 1960's as a replacement for the Scammell Explorer. The powerful 21 tonne truck is capable of recovery work up to and including 10 tonne class vehicles. Having a hydraulic powered crane with 240° of slew, the AEC has a job length from 10ft 2in to 18ft 6in with a lift radius of 2.75 tons with outriggers deployed. It has a 6-cylinder, 11.3 litre overhead valve diesel engine producing 144hp and has a top speed of 43mph. This formidable capability came in very handy when ''Nellie'' was called on to move the British Airliner Collection Trident 2E into the Imperial War Museum Duxford Conservation Hall for a repaint.
Why ''Nellie'' ? The Military Vehicle Wing acquired her from a circus where she was used for lifting the elephant. The truck was complete but not working well. After full restoration and painting out the lively circus livery she’s now our workshop workhorse and helps on-site partners with propeller changes and other operations where some serious muscle is needed.
AEC Militant MK.III (Nellie)
▪︎Owner: Military Vehicle Wing
▪︎Type: Multi-Purpose Support Vehicle
▪︎Introduced: 1960
▪︎Crew: One
▪︎Powerplant: AEC AV760 of 12.5 litre diesel, 226hp
▪︎Weight: 21.0 tonnes / Length: 27ft 0in / Width: 8ft 2in / Height: 10ft 4in
▪︎Maximum Speed: 43 mph.
Source www.brittanks.org/vehicle-detail?type=aec-militant-mk-iii-(nellie)&id=4
As war clouds loomed for Europe, the Soviet Union ordered the Yakovlev design bureau, headed by Alexander Yakovlev, to design a fighter capable of reaching 400 mph, with a ceiling of 33,000 feet, and a range of 370 miles; the intent was to match Germany's Messerschmitt Bf 109. Yakovlev was advised that his bureau wasn't the only one ordered to built a new fighter: Mikoyan-Gurevich (MiG) and Lavochkin-Gorbunov-Gudkov (LaGG) were also doing the same. The Soviet Air Force (V-VS) would choose one of them. Given that this was during the Stalin regime, the losing designers might lose more than just the competition.
Yakovlev, who had been famous for designing acrobatic sport aircraft in the 1930s, responded with the I-26 prototypes: the I-26-1 with three machine guns, and the I-26-2 with a turbocharger and two machine guns. This was later changed to two machine guns and a 20mm cannon firing through the propeller hub. In testing, the aircraft showed itself to be maneuverable and relatively fast, but the engine tended to overheat and one of the I-26 prototypes crashed. When the competition was held between the I-26--now named Yak-1--the MiG-3 and the LaGG-3, all three failed. By this time, it was 1940, and the threat of Nazi Germany and the debacle of the Winter War would lead the V-VS to accept all three aircraft, despite their problems.
The Yak-1 was considered the best of the three, and it was supposed to go into full production by early 1941. Production was delayed by no less than 20,000 changes to the design. The overwhelming majority of design changes were minor, but they still added up. Then the Germans invaded the USSR in June 1941, and production was severely disrupted--Yak-1s were produced in ruined factories in the open air, with some aircraft put together with whatever parts were available. Pilots reported some aircraft delivered with mismatched landing gear; mechanics found that parts were not interchangeable, as many Yak-1s were essentially produced as unique aircraft. Fuel leaks were common, the canopy occasionally wouldn't open (leading some pilots to fly without one), and many aircraft were painted with tractor paint, because that was all that was available; the tractor paint added weight to the Yak-1.
Despite all of this, the Yak-1 was a successful fighter. Pilots loved its quick turning, and concentrating the armament in the nose meant for easier shooting. Below 9000 feet, where much of the combat on the Eastern Front took place, the Yak-1 was the equal of the Bf 109F. German pilots tended to be superior to the majority of Russian pilots in 1941-1943, but at least the Yak-1 gave a pilot a chance, especially compared to the LaGG-3, known as the "Lacquered Coffin" to its pilots. (The MiG-3 turned out to be a good high-level interceptor.) Yakovlev later switched production to the Yak-1b, which cut down the rear fuselage for better vision, improved the engine, replaced the light 7.7mm machine guns with a single 12.7mm, and used a new gunsight design.
As the Luftwaffe began fielding the Bf 109G and the Focke-Wulf 190, the Yak-1 became obsolete. Yakovlev switched to the excellent Yak-3 design, while the inferior LaGGs were replaced by the much improved Lavochkin La-5. While the Soviets never quite achieved the same air superiority the Western Allies did, by 1944, the German pilots could no longer assume their aircraft and pilots were better. 8700 Yak-1s were built.
While shopping at Imperial Outpost Games in Phoenix, I spotted a game called Blood Red Skies. I noticed one of the box sets for the game had Lilya Litvyak on the cover, the top female ace in history, who scored between 12-14 kills before being shot down and killed on 1 August 1943. I've always been fascinated by the "White Rose of Stalingrad," as she was known, and as the game came with an unpainted 1/285th scale Yak-1 (approximately), I bought the box and painted the aircraft as Litvyak's "Yellow 44," the Yak-1 most associated with her. She was assigned to the all-female 586th Fighter Regiment--their Yak-1s were among the Soviet fighters forced to use tractor paint for their aircraft.
At that scale, I'm afraid my eyes weren't quite able to get the numbers on the side. It turned out all right, but it's so small I had a tough time getting a picture!
Nokia N78
Technical Specifications
General | Imaging | Music | Explore | Video | Package Contents
General
Sleek design; Capable multimedia computer
Search and find places and know how to get there, with integrated A-GPS
Tag images automatically with location tagging and upload directly to the web
Browse the internet with large 2.4” display, access the web over Wireless LAN (WLAN) with automatic hotspot authentication
Up to 24-hour music playback time, scroll to your favorite tracks using Navi™ wheel
Access images, music, podcasts, video with high speed WLAN, or 3.5G connection
Operating Frequency
Dual mode WCDMA 900/2100 (HSDPA), GSM/GPRS/EGPRS 850/900/1800/1900 MHz
Automatic switching between bands and modes
Dimensions
Volume: 76.5 cc
Weight: 101.8 g
Length: 113 mm
Width: 49 mm
Thickness: 15.1 mm
Memory Functions
Up to 70MB internal memory
MicroSD memory card support (hot swappable)
Approx. memory capacity indication with included 2GB microSD card:
Video (VGA @ 15fps): up to 120 min
Photos (3.2 megapixel): up to 3,400 photos
Music (eAAC+): up to 1,500 tracks*
* Capacity based on 3:45 per song with 48 kbps eAAC+ (M4A) encoding on the Nokia Audio Manager. Capacity with 128 kbps AAC encoding is up to [1500] songs.
Power Management*
Battery: Nokia Battery BL-6F 1200mAh
Talk time: up to 190 minutes (WCDMA); 260 minutes (GSM)
Stand-by time: up to 320 hours (WCDMA); 320 hours (GSM)
Still images: up to 375 pictures (3.2 megapixel)
Video capture: up to 215 minutes (VGA @ 15fps)
Video call: up to 125 minutes
Video playback: up to 280 minutes (VGA @ 15fps)
Music playback: up to 24 hours (offline mode)
Web browsing: up to 3 hours (3.5G)
FM radio: up to 14 hours
*Operation times may vary depending on radio access technology used, operator network configuration and usage.
Display and User Interface
2.4” QVGA (240 x 320 pixels) TFT color display with up to 16 million colors and wide 160° viewing angle. Ambient light detector - to optimize display brightness and power consumption
Operating system: Symbian OS
User Interface: S60 3rd Edition, Feature Pack 2
Java™: MIDP2.0
C++ and Java SDKs
Call Management
Call logs, speed dial, voice dialing, voice commands, and talking ringtone
OMA PoC 1.0
Messaging
E-mail (SMTP, IMAP4, POP3), MMS, SMS
Data Transfer*
Dual mode WCDMA 900/2100 (HSDPA) with simultaneous voice and packet data (PS max speed UL/DL= 384/3.6MB, CS max speed 64kbps)
Dual Transfer Mode (DTM) support for simultaneous voice and packet data connection in GSM/EDGE networks. Simple class A, multi slot class 11, max speed DL/UL: 118.4/118.4 kbits/s
EGPRS class B, multi slot class 32, max speed DL/UL= 296 / 177.6 kbits/s
*Actual achieved speeds may vary depending on network support.
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Imaging
Imaging and Video
Up to 3.2 megapixel (2048x1536 pixels) camera, Carl Zeiss Optics, Tessar™ lens, 20x digital zoom, MPEG-4 VGA video capture of at 15 fps
Secondary camera, CIF (352x288 pixels) sensor
On device photo editor (manual & automatic) and video editor (manual)
2.4” QVGA (240 x 320 pixels) TFT color display with up to 16 million colors and wide 160° viewing angle. Ambient light detector - to optimize display brightness and power consumption
Nokia XpressShare solution - share easily from Photos application or after capture via email, by using Bluetooth connectivity or MMS
Video call and video sharing support (WCDMA network services)
Online album/blog: image/video uploading from Photos application or camera post-capture view
Tag images automatically with location tagging and show on a map where they were captured.
Nokia XpressPrint solution – online printing service or direct printing via USB, Bluetooth connectivity (BPP), WLAN (UPnP), from compatible memory card
Transfer and organize photos and video between your device and compatible PC
Mobile Video
Video resolutions: up to VGA @ 15 fps
Audio recording: AAC stereo, 48kHz
Digital video stabilization
Video clip length: max 60 min per clip
Video file format: .mp4 (default), .3gp (for MMS)
White balance: automatic, sunny, cloudy, incandescent, fluorescent
Scene: automatic, night
Color tone: normal, sepia, B&W, negative
Zoom: Digital up to 8x
Mobile Photography
Still image resolutions: up to 3.2 megapixel (2048x1536)
Still image file format: JPEG/EXIF
Auto focus
Auto exposure - center weighted AE
Exposure compensation: +2 ~ -2EV at 1/3EV step
White balance: automatic, sunny, cloudy, incandescent, fluorescent
Scene: automatic, user, close-up, landscape, night, night portrait
Colour tone: normal, sepia, B&W, negative
Zoom: Digital up to 20x
LED flash
Secondary camera, CIF (352 x 288) sensor
Camera Specifications
CMOS, 3.2 megapixel (2048x1536)
Carl Zeiss optics: Tessar™ lens
Focal length: 4.6 mm
Focus range: 10 cm ~ infinity
Macro focus distance: 10 cm - 30 cm
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Music
Music Features
OMA DRM 2.0 support for music
Integrated FM transmitter (88.1 – 107.9 MHz)*
Nokia Internet Radio
Stereo speakers
Nokia Stereo Headset HS-45/AD-54
Digital music player: supports MP3/ AAC/ AAC+/ eAAC+/ WMA with playlists, equalizer and album art
Synchronize music with Windows Media Player 10 & 11
Rip your CDs with one click, converting and transferring music to your device using Nokia Music Manager
Stereo FM radio (87.5-108MHz /76-90MHz) with Visual Radio™ support
*The legal status of FM transmission varies from country to country and is subject to change. Read more about the legal status of FM transmission and check with your local authorized Nokia dealer for the most up-to-date information.
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Explore
Navigation
Integrated Assisted Global Positioning System (A-GPS)
Pre-installed Nokia Maps application and downloadable maps
Easy-to-use email client with attachment support for images, videos, music and documents
Compatible with Nokia Wireless Keyboard SU-8W (sold separately)
Browsing
Nokia Web Browser with Mini Map
Web feeds support (RSS)
xSP framework support
Digital home
Access multimedia content on your compatible home media network over UPnP
Java Applications
Java™: MIDP2.0
Over-the-air download of Java-based applications and games
Other Applications
Personal Information Management (PIM)
Advanced S60 PIM features including contacts, calendar, to-do list, notes, recorder, calculator, clock, converter
Office applications: Quickoffice supports viewing of common e-mail attachments and Adobe PDF Reader
Settings wizard for easy configuration of e-mail, push to talk and video sharing
Data transfer application for transfer of PIM information from other compatible Nokia devices
WLAN wizard
Connectivity
WLAN IEEE802.11 b/g with UPnP support
USB 2.0 high-speed through micro USB connector
Bluetooth wireless technology 2.0 + EDR
Nokia AV connector 3.5mm
Nokia Nseries PC Suite connectivity with USB, and Bluetooth wireless technology
Local synchronization of contacts and calendar to a compatible PC using connection
Remote over-the-air synchronization
Send and receive images, video clips, graphics, and business cards via Bluetooth wireless technology
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Video
RealPlayer media player
Full-screen video playback to view downloaded, streamed or recorded video clips
Supported video formats: MPEG-4, H.264/AVC, H.263/3GPP, RealVideo 8/9/10, Flash 3.0
Up to 30fps playback
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Package Contents
Standard Sales Package Contents*
Nokia N78 (including Nokia 2GB microSD Card MU-37)
Nokia Battery BL-6F
Nokia Travel Charger AC-5
Nokia Music Headset HS-45/AD-54
Nokia Connectivity Cable CA-101
User guide
Quick Start guide
DVD
* Sales package content may vary by region.
SAR
Eco Declaration
Declaration of Conformity
Specifications are subject to change without notice.
The availability of particular products and services may vary by region. Check with the Nokia dealer nearest to you.
Operations, services and some features may be dependent on the network as well as on the compatibility of the devices used and the content formats supported. Some services are subject to a separate charge. For more information, contact your service provider.
During World War II, both Great Britain and Germany had experimented with very large glider designs (the Hamlicar and Gigant, respectively) capable of carrying tanks. Though glider assaults had varying results during the war, the US Air Force briefly considered resurrecting the idea in 1948, and commissioned Chase Aircraft to build a large glider, the XCG-20 Avitruc. The XCG-20 was of all-metal construction, with a fully-equipped flight deck and a rear-mounted loading ramp for vehicles to be driven directly into the fuselage. The USAF abandoned the idea of glider assaults soon after the first XCG-20 was completed, but Chase had anticipated this: through the simple installation of two propeller-driven engines, the XCG-20 became the XC-123. This itself was considered only an interim design, as the XC-123A had four turbojet engines, becoming the first all-jet transport aircraft.
The USAF rejected the XC-123A, as it was found to have poor performance and short range, owing to the thirsty jets of the early 1950s. However, the piston-engined XC-123 showed promise, and the USAF ordered it into production in 1953. Production was delayed due to Chase Aircraft being acquired by Kaiser, who in turn sold the design to Fairchild Aircraft, who would produce it as the C-123B Provider.
The C-123 was considered a supplemental aircraft to the C-119 Flying Boxcar already in service and the soon-to-be-deployed C-130 Hercules. It had better single-engine performance than the C-119, and acquired a reputation for reliability, rugged design, simple maintenance, and the ability to land almost anywhere. A small number were converted to C-123J standard, with ski landing gear for operations in Antarctica and Greenland, and experiments were even made to convert it to an amphibian. Nevertheless, the number of C-123s in service were small compared to other types, and the C-130 began replacing it beginning in 1958.
As the United States involved itself more in the Vietnam War, one major advantage of its Viet Cong and North Vietnamese Army adversaries was the very jungle of Vietnam itself, which provided ready-made cover and camouflage from American air units. In an attempt to deprive the VC/NVA of jungle cover in known concentration areas, the USAF converted a number of C-123s to UC-123 standard, with spraying equipment for the pesticide Agent Orange. Under Operation Ranch Hand, UC-123s were among the first USAF aircraft deployed to Vietnam, and the first USAF aircraft lost in combat was a UC-123B. Spraying Agent Orange was very dangerous work, as it involved flying low and slow over hostile territory; it would not be until after the Vietnam War was over that it was learned that Agent Orange, used in the concentrated quantity employed in Vietnam, was also a deadly carcinogenic.
Besides their controversial employment as defoilant sprayers, standard C-123s were used as transports and Candlestick flareships, as the C-130 demand was exceeding supply, and the US Army’s CV-2 (later C-8) Caribous were proving the worth of a short-takeoff and landing transport. To improve the Provider’s performance in the “hot and high” conditions of Vietnam, two J85 turbojets were added beneath the wings of the C-123K variant, which became the final Provider variant and the main type used in Vietnam. CIA-flown Providers were used by Air America to clandestinely supply friendly Hmong tribes in Laos and in Cambodia, while two specialized NC-123K Black Spot aircraft were used to monitor traffic on the Ho Chi Minh Trail, bringing in gunships to engage any targets—though the Black Spots could also carry bombs. 54 C-123s were lost in Vietnam, second only to the C-130.
Following the end of American involvement in Vietnam, the C-123Ks were either handed over to South Vietnam or relegated to USAF Reserve and Air National Guard units, from which they were finally withdrawn around 1980. A few UC-123Ks were used to spray insecticides in Alaska and Guam as late as 1982. 11 other air forces used Providers, and the last C-123s were retired from the South Korean Air Force in 2001. 27 are preserved as museum pieces and a few remain in revenue service as “bush” aircraft in Alaska and elsewhere; remaining aircraft in storage were scrapped due to Agent Orange contamination.
The C-123K Provider on display in the Malmstrom Museum’s model collection belongs to the 311th Air Commando Squadron, based at Phan Rang, South Vietnam. It carries standard Southeast Asia camouflage of two shades of green and tan over white. This aircraft is that flown by Lieutenant Colonel Joe Jackson on his Medal of Honor mission.
The Belfast was developed to meet a Royal Air Force operational requirement (ASR.371) for a freighter capable of carrying a wide range of military loads over long ranges. The military loads envisaged included artillery, more than 200 troops, helicopters, and guided missiles. Shorts' design was based on studies they had worked on in the late 1950s and the project started as the SC.5/10 in February 1959. From that design, the prototype Belfast first flew on 5 January 1964.
The Belfast was notable for being only the second aircraft type to be built equipped with autoland blind landing equipment.
To meet the demands of the specification the Belfast used a high wing carrying four Rolls-Royce Tyne turboprops. The cargo deck, 64 ft long (20 m) in a fuselage over 18 ft in diameter (5.5 m) (roomy enough for two single-deck buses), was reached through a "beaver tail" with rear loading doors and integral ramp. The main undercarriage was two 8-wheel bogies and a 2-wheel nose. The Belfast was capable of a maximum takeoff weight (MTOW) of over 220,500 lb (100 tonnes) - less than the contemporaneous 250-tonne Antonov An-22 and the 128-tonne Douglas C-133 Cargomaster, but more than the C-130 Hercules. It could carry 150 troops with full equipment, or a Chieftain tank or two Westland Wessex helicopters or six Westland Scout helicopters.
The original RAF requirement had foreseen a fleet of 30 aircraft, but this number was to be significantly curtailed as a result of the Sterling Crisis of 1965. The United Kingdom government needed to gain support for its loan application to the International Monetary Fund, which the United States provided. However, one of the alleged clauses for this support was that the RAF purchase Lockheed C-130 Hercules aircraft. With a surplus of airlifting capacity the original order was reduced to 10. The Belfast entered service with No. 53 Squadron RAF in January 1966 based at RAF Fairford. By May the following year they had been moved to RAF Brize Norton.
Following entry to RAF service it became apparent that a major drag problem was preventing the initial five aircraft attaining Short’s desired performance. Suction drag on the tail and rear fuselage was so severe that the RAF personnel gave the aircraft the nicknames "The Dragmaster", "Slug" and "Belslow". Modifications and testing were carried out, particularly on aircraft SH1818 (which was at the time perfecting the RAF’s requirement for CAT 3 automated landings at RAE Bedford) and a new rear fairing was built improving the fleet’s cruising speed by 40 mph.
The reorganisation of the new RAF Strike Command was to have repercussions on the RAF’s Belfast fleet and ushered in the retirement of a number of aircraft types, including the Bristol Britannia and De Havilland Comet in 1975. By the end of 1976 the Belfast fleet had been retired and flown to RAF Kemble for storage.
TAC HeavyLift then purchased five of them for commercial use in 1977 and operated three of them from 1980 after they had received work so they could be certificated to civil standards. Ironically, some of them were later chartered during the Falklands war, with some sources suggesting that this cost more than keeping all the aircraft in RAF service until the 1990s. HeavyLift's Belfasts were again contracted to support the RAF during the first Gulf War, transporting vehicles and helicopters too large to be carried by the Hercules fleet.
Alternative to other CSC offerings, this capable camera made by the most evolving electronics company is a interesting offering now, when the NX300 is here. Large APS-C sensor with usable ISO 3200, easy handling, very solid build, many functions for both amateur and advanced photographers, full controls, WiFi connectivity, 8 fps, and very good lenses. The 18-55 is really nice, and firmware modifications made the auto focus faster and raw files smaller. Now when the production life of the NX210 comes to an end, some local resellers run crazy and the price is falling like a stone - I found this one for $250 with some benefits. For that money it´s a quite powerful and handy camera.
TOPJACK is a modular Jack Up barge with 250 tonne lift
capability complete with 36m legs. Capable for supporting a wide
range of disciplines including port construction, safe investigation
and piling operations.
Ravestein Container Pontoon B.V.
TYPE RCP-250 – MODULAR SELF ELEVATING PLATFORM
Specification Jacking System
Type : Hydraulic cylinders
Jacking Capacity (4x) : 250 Ton at 250 bar
Locking : By means of hydraulic activated rotating locks Hydraulic Power Unit
Type : Electric Hydraulic driven powerpack
Controls : Remote control (incl. second cable control box)
Capacity HPU : 2x 55 kW
Location : In deck container, with small store Generator
Type : Silenced packed Caterpillar or equal, self supporting
Capacity : 220 kVa - On top of deck Container Classification:
German Lloyds : GL 100A5 K(20) Self Elevating Unit, Coastal Water (or equal)
Options (not included)
Positioning winches / Deck Crane / RCP Boarding System
Swim end units / Spud Cans
Additional Tanks and piping systems
Backhoe Configuration
Contact
David Ravestein / Aernout Goedbloed
Ravestein Container Pontoon B.V.
Waalbandijk 26; 6669 MB Dodewaard (Holland)
Tel +31 (0)488 - 41 18 01
Fax +31 (0)488 - 41 26 47
E-mail info@rcpbv.com
Website www.rcpbv.com
Local Notice to Mariners
Number: 10/25. Date: 13th May 2025
Exmouth Outfall - Marine Operations - ABCO Divers
Notice is hereby given that ABCO Divers intend to commence work on the Exmouth Outfall Diffuser Pit Excavations and Install on the earliest date of 17th May 2025 on behalf of South West Water Ltd. The works are programmed to be completed by July 2025.
Jack Up Barge “Top Jack 1” in Teignmouth Port, will be towed from Teignmouth as early as Saturday to the outfall site to the east of Exmouth, which is off Straight Point.
Position:
50°36'14.43" N
003°21'30.90" W
The support vessels “Jenny D” and “Celtic Avenger” will be assisting the project throughout the operation. Works will involve excavations from the Jack Up Barge, diving activities and lifting operations to support the install of the outfall diffusers.
All marine users are asked to observe a 500m exclusion zone around the Jack Up Barge.
Vessels
“Topjack 1” – 250t Jack Up Barge – 17m x 24m
“Jenny D” – 21.6m LOA, 9.04m Beam – Multicat and Tug Vessel - IMO 9570905, MMSI 235075339
“Celtic Avenger” – 14m Crew Transfer and Survey Vessel – MMSI 232055392
Almost ALL the sample photos of this camera do not capture what it is capable of. I took these photos on program mode. Sharpness for the majority of the images is bumped up one notch, but with a sensor this size, it does a nice job of in camera sharpening. This was with the kit lens. Saturation and contrast were both left at default. There may be one or two where I bumped up contrast on the humming bird feeder, but the rest are regular photos strait from program mode. I am convinced that the majority of photos of this camera posted to flickr have HDR set to ON which is the camera default. So it is set to OFF on all the photos which may account for why there is more observed contrast.
This camera is fast. Ive owned the the Epm2, the canon t1i, the GF6 and this is by far my favorite camera. My camera search has after all these years officially ended. This is it.
I will say that when I first looked at the pictures, I looked at them on a dell laptop with a poor Intel graphics card. Even with a nice monitor viewed in windows viewer I was not all moved by the photos. Then I hooked that same external monitor (a dell s2340mc set on movie mode default) on a laptop with a good graphics card.... It looks fantastic. And Im positive its not just the monitor making the pictures look nice. Ive compared the pictures against other cameras. The sensor on this camera is outstanding. Ive compared the Nikon 3200, and several other DSLRs and still prefer this. it keeps good contrast and the black/contrast ratio in my opinion is one of the larger factors in bringing photos to life.
And THANK YOU Sony for NOT programming auto focus to fix on the nearest subject like canon does. I once used a Canon T1i, and that thing focused on everything CLOSE to the subject. It also overexposed everything. In fact that was one of the reasons I looked at this camera. The whole rebel series...even the upper rebels over all these years tend to overexpose everything on almost every mode with the ones Ive used. This one has a very very good metering system. Just overall very impressed. Fast speed. fast autofocus, good contrast ratio (OFF HDR MODE unlike the majority of uploads of this camera to flickr), defiantly a great camera. AND as an added bonus, there are hundreds of INEXPENSIVE lenses, including all the non-MD Minoltas
The Atlanta-class light cruisers were designed as "destroyer leaders"--cruisers capable of keeping up with destroyers, with similar armament, and with communications equipment to lead flotillas of destroyers. Because the ships were not intended for pitched battle with anything bigger than enemy destroyers, the Atlantas were equipped with rather paltry armament for a cruiser: 16 5-inch guns arranged in eight twin turrets. The only concession to the possibility that the Atlantas might need better stopping power against surface targets were the eight torpedo tubes on either side of the aft superstructure--the only American cruisers to be equipped with torpedo tubes. Armor was only slightly better than destroyers, sacrificed for speed.
If the Atlanta-class was at a disadvantage in a surface action, they would be deadly to the growing threat of aircraft. The 16 5-inch guns had overlapping fields of fire and could fire over 17,000 pounds of shells per minute, which would fill the air with antiaircraft fire. If anything survived that barrage, the Atlantas had a secondary battery of 16 1.1-inch antiaircraft guns and six 20mm light guns. If the Atlantas were in trouble against enemy ships, they were lethal to enemy aircraft.
The US Navy ordered eight of the Atlanta-class; the class leader, USS Atlanta (CL-51) was commissioned on Christmas Eve, 1941--only a few weeks after the attack on Pearl Harbor. (The Atlanta was sponsored by Margaret Mitchell, the author of "Gone With the Wind.") The fourth ship of the initial batch (USS San Juan, CL-54) was finished just two months later. These four ships would be committed to the war in the Pacific, and would see a great deal of action in the seesaw fighting around Guadalcanal. The first two ships, Atlanta and Juneau (CL-52), would be sunk at or immediately after the First Naval Battle of Guadalcanal; the Juneau was sunk with heavy loss of life, namely the five Sullivan Brothers. Only 10 men survived out of a complement of 670.
The other ships of the class fared better. The last four were commissioned between 1942 and 1945, and were unofficially known as the Oakland-class. These ships deleted their torpedo tubes and replaced the 1.1-inch with the far deadlier quad 40mm Bofors cannon. The six survivors of the Atlanta/Oakland class proved very useful against the kamikaze threat in 1944-45, and the class would be awarded a combined 54 battle stars for action in World War II--not a bad achievement for a limited class of ships. Sadly, none of the survivors were saved as museum ships: all were retired after the war and scrapped in the late 1960s.
This model represents the Atlanta as she would have appeared at the First Naval Battle of Guadalcanal on 12-13 November 1942. Soon after they were commissioned, the Atlantas received a fourth 1.1-inch quad mount on the afterdeck and radar; the model lacks masts. By the time of First Guadalcanal, the Atlanta had already been instrumental in helping to repel attacks against American carriers at Midway, Eastern Solomons, and Santa Cruz. Despite their unsuitability to surface combat, a lack of available ships forced the Navy to commit the Atlanta and Juneau to Rear Admiral Daniel Callaghan's scratch force. None of Callaghan's force were larger than heavy cruisers; they would be facing two Japanese battleships.
The wild First Naval Battle of Guadalcanal is also known as the "Bar Room Brawl." as both sides engaged each other at pointblank range in pitch darkness--so close that at one point American destroyers were dueling with the Japanese battleship Hiei at machine gun range. The Atlanta's 5-inch guns could do little to battleships or cruisers, but their sheer firepower and quick firing enabled the Atlanta to sink the Japanese destroyer Akatsuki and damage two others. The cruiser fired so fast that the surviving Japanese later reported that the Americans possessed some sort of heavy machine gun.
Unfortunately for the Atlanta, she simply was not designed for this sort of battle. A Japanese torpedo knocked out her engines, which caused her to drift into the line of fire of Callaghan's flagship, USS San Francisco. The San Francisco accidentally raked the Atlanta with 8-inch guns, which further crippled the cruiser; it also killed Rear Admiral Norman Scott, Callaghan's second-in-command. Despite attempts to save her that lasted into the next day, the Atlanta was too far gone, and on 13 November, she was scuttled. A third of her crew had been killed in her final action.
Here the Atlanta is shown in Measure 12, which used dark gray streaks to break up the ship's outline; the decks were also dark gray to give some camouflage against the ocean from aircraft. I'm not sure if the Atlanta was in Measure 12 when she was sunk--the Juneau was, but paint jobs were rapidly changed and altered during the Guadalcanal campaign. As a native of the Atlanta area, it was a honor to paint this legendary ship.
The Merlin is a large, three-engined helicopter capable of long-range autonomous operations. There are three main versions for naval, military and civilian use. The only version currently in Royal Navy use is the Merlin HM MK1 (formerly Merlin EH101), this is an Anti-Submarine (ASW) variant of the EH101 helicopter. The first aircraft was delivered in December 1998, to begin the replacement of the ageing ASW Sea King (Mk6), and the last of the 44 on order was somewhat belatedly delivered in late 2003.
Merlin is designed to operate in all weathers from the flight decks of both large and small ships (Invincible class aircraft carriers and Type 23 frigates). It is powered by three Rolls Royce RTM 322 engines, is capable of speeds of up to 150 knots and has a range of 200 nautical miles. It can carry up to four homing torpedoes or depth charges, for use against threat submarines and can provide targeting information via datalink for the prosecution of surface threats. The Merlin retains all the secondary role capability of its predecessor, the Sea King, including loadlifting (vertrep), casualty evacuation, troop carrying and Search and Rescue (SAR).
Mission
The C-17 Globemaster III is the newest, most flexible cargo aircraft to enter the airlift force. The C-17 is capable of rapid strategic delivery of troops and all types of cargo to main operating bases or directly to forward bases in the deployment area. The aircraft can perform tactical airlift and airdrop missions and can also transport litters and ambulatory patients during aeromedical evacuations when required. The inherent flexibility and performance of the C-17 force improve the ability of the total airlift system to fulfill the worldwide air mobility requirements of the United States.
The ultimate measure of airlift effectiveness is the ability to rapidly project and sustain an effective combat force close to a potential battle area. Threats to U.S. interests have changed in recent years, and the size and weight of U.S.-mechanized firepower and equipment have grown in response to improved capabilities of potential adversaries. This trend has significantly increased air mobility requirements, particularly in the area of large or heavy outsize cargo. As a result, newer and more flexible airlift aircraft are needed to meet potential armed contingencies, peacekeeping or humanitarian missions worldwide. The C-17 is capable of meeting today's demanding airlift missions.
Features
Reliability and maintainability are two outstanding benefits of the C-17 system. Current operational requirements impose demanding reliability and maintainability. These requirements include an aircraft mission completion success probability rate of 92 percent, only 20 aircraft maintenance man-hours per flying hour, and full and partial mission availability rates of 74.7 and 82.5 percent, respectively. The Boeing warranty assures these figures will be met.
The C-17 measures 174 feet long (53 meters) with a wingspan of 169 feet, 10 inches (51.75 meters). The aircraft is powered by four, fully reversible, Federal Aviation Administration-certified F117-PW-100 engines (the military designation for the commercial Pratt & Whitney PW2040), currently used on the Boeing 757. Each engine is rated at 40,440 pounds of thrust. The thrust reversers direct the flow of air upward and forward to avoid ingestion of dust and debris. Maximum use has been made of off-the-shelf and commercial equipment, including Air Force-standardized avionics.
The aircraft is operated by a crew of three (pilot, copilot and loadmaster), reducing manpower requirements, risk exposure and long-term operating costs. Cargo is loaded onto the C-17 through a large aft door that accommodates military vehicles and palletized cargo. The C-17 can carry virtually all of the Army's air-transportable equipment.
Maximum payload capacity of the C-17 is 170,900 pounds (77,519 kilograms), and its maximum gross takeoff weight is 585,000 pounds (265,352 kilograms). With a payload of 169,000 pounds (76,657 kilograms) and an initial cruise altitude of 28,000 feet (8,534 meters), the C-17 has an unrefueled range of approximately 2,400 nautical miles. Its cruise speed is approximately 450 knots (.76 Mach). The C-17 is designed to airdrop 102 paratroopers and equipment.
The design of the aircraft allows it to operate through small, austere airfields. The C-17 can take off and land on runways as short as 3,500 feet (1,064 meters) and only 90 feet wide (27.4 meters). Even on such narrow runways, the C-17 can turn around using a three-point star turn and its backing capability.
Background
The C-17 made its maiden flight on Sept. 15, 1991, and the first production model was delivered to Charleston Air Force Base, S.C., June 14, 1993. The first squadron of C-17s, the 17th Airlift Squadron, was declared operationally ready Jan. 17, 1995. The Air Force originally programmed to buy a total of 120 C-17s, with the last one being delivered in November 2004. Current budget plans involve purchasing 190 aircraft.
The original 120 C-17s were based at Charleston AFB; McChord AFB, Wash., (first aircraft arrived in July 1999); Altus AFB, Okla.; and at an Air National Guard unit in Jackson, Miss. In August 2005, March Air Reserve Base, Calif., began basing the first of eight aircraft. In February 2006, Hickam AFB, Hawaii, received its first C-17.
The C-17 is operated by the Air Mobility Command at the 60th Airlift Wing and the 349th Air Mobility Wing (Associate Reserve) at Travis AFB, Calif.; 62nd Airlift Wing and 446th Airlift Wing (Associate Reserve) at McChord AFB, Wash.; 437th Airlift Wing and 315th Airlift Wing (Associate Reserve) at Charleston AFB, S.C.; the 305th Air Mobility Wing, McGuire AFB, N.J.; and the 172nd Airlift Wing, Mississippi ANG. Additionally, Air Force Materiel Command operates two C-17s at Edwards AFB, Calif., and Pacific Air Forces operates eight aircraft each at Elmendorf AFB, Alaska and Hickam AFB, Hawaii (Associate Guard). The Air Force Reserve Command operates eight aircraft at March Air Reserve Base, Calif; and Air Education and Training Command has 12 aircraft at Altus AFB, Okla.
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 FH-5 series are capable of measuring Micro/Macro Vickers, Knoop and Brinell scales of hardness, from HV 0.02 to HV 50, up to a maximum of 62.5kg load. The FH5 is a digital tester with a fine loadcell based force feedback control loop for fast, reliable and repeatable measurements and also allows a huge selection of test loads and test rates for almost any test condition. In addition, the tester has a four position turret that can be customised by using different indentors, objectives, stages or vision systems, making the FH5 extremely flexible.
Website: Tiniusolsen.com
Aeroscopia est un musée aéronautique français implanté à Blagnac (Haute-Garonne), près du site AéroConstellation, et accueille notamment deux exemplaires du Concorde, dont l'ouverture a eu lieu le 14 janvier 2015
Le tarmac Sud du musée n'est capable d'accueillir que trois gros appareils. L'installation des appareils fut définitivement terminée après que le premier prototype de l'A400M-180 y fut arrivé le 16 juillet 2015, en dépit de la possibilité de 360 000 euros de TVA.
Concorde, F-BVFC, MSN209 aux couleurs d'Air France
Caravelle 12, F-BTOE, MSN280 aux couleurs d'Air Inter, dernier exemplaire construit
A400M-180, F-WWMT, MSN001 stationné depuis le 16 juillet 2015
La réalisation en 2019 du nouveau tarmac au Nord du musée permet l'accueil d'appareils supplémentaires issus des entreprises locales Airbus et ATR. Le transfert des avions entre le site Airbus "Lagardère" et le musée a lieu sur une semaine, à raison d'un appareil par jour :
ATR 72-600, F-WWEY, MSN098 aux couleurs d'ATR, transféré sur site le 26 août 2019, premier exemplaire du 72 dans sa version 600
Airbus A340-600, F-WWCA, MSN360 aux couleurs d'Airbus, transféré sur site le 27 août 2019, premier exemplaire de l'A340 dans sa version 600
Airbus A320-111, F-WWAI, MSN001 aux anciennes couleurs d'Airbus, transféré sur site le 28 août 2019, premier exemplaire de l'A320 : inauguration le 14 février 1987 en présence de Lady Diana et du Prince Charles, premier vol le 22 février 1987
Airbus A380-800, F-WXXL, MSN002 aux couleurs d'Airbus, transféré sur site le 29 août 2019, second exemplaire de l'A380. Les deux ponts de cet appareil sont visitables, ainsi que le cockpit.
ATR 42-300, F-WEGC, MSN003 aux anciennes couleurs d'ATR, transféré sur site le 30 août 2019, troisième exemplaire du 42. Cet exemplaire est décoré aux couleurs du MSN001 et porte l'immatriculation F-WEGA
Concorde, F-WTSB, MSN201 (ANAE), il s'agit d'un appareil de présérie qui a servi entre autres à transporter plusieurs présidents de la République française.
Airbus A300B4-203, F-WUAB, MSN238 (Airbus Heritage), décoré aux couleurs du prototype, au lieu de MSN001 démantelé. L'intérieur est visitable. Dans la première section des vitrages transparents permettent de voir la structure et les systèmes de l'avion, tandis que dans les sections suivantes sont représentés des aménagements de première classe et VIP.
Super Guppy de l'association Ailes Anciennes Toulouse, l'appareil qui servait au transport des tronçons d'Airbus est exposé porte ouverte, et une passerelle permet l'accès à la soute où un film est projeté. L'ouverture n'a pas été une mince affaire, l'appareil n'ayant pas été ouvert pendant 15 ans. L'aide des anciens mécaniciens de l'avion a été primordiale pour permettre une ouverture en toute sécurité.
Corvette (Airbus)
Falcon 10 no 02, prototype ayant servi aux essais du turboréacteur Larzac (Ailes Anciennes Toulouse)
Fouga Magister (AAT)
Gazelle prototype (AAT)
Mirage III C (AAT)
Nord 1100 (AAT)
Lockheed F-104G (AAT)
MiG-15 (AAT)
MS.760 Paris (AAT)
Vought F-8E(FN) Crusader et son réacteur (AAT)
Alouette II Marine (AAT)
Cessna Skymaster (AAT)
Fairchild Metro, ancien avion de Météo-France (AAT)
HM-293, de Rodolphe Grunberg
Chagnes MicroStar, avion de construction amateur, version biréacteur de Rutan VariViggen (AAT)
Saab J35OE Draken (AAT)
Aeroscopia is a French aeronautical museum located in Blagnac (Haute-Garonne), near the AéroConstellation site, and notably hosts two copies of the Concorde, which opened on January 14, 2015
The south tarmac of the museum can only accommodate three large aircraft. The installation of the devices was definitively finished after the first prototype of the A400M-180 arrived there on July 16, 2015, despite the possibility of 360,000 euros in VAT.
Concorde, F-BVFC, MSN209 in Air France colors
Caravelle 12, F-BTOE, MSN280 in Air Inter colors, last model built
A400M-180, F-WWMT, MSN001 parked since July 16, 2015
The construction in 2019 of the new tarmac north of the museum will accommodate additional aircraft from local Airbus and ATR companies. The transfer of planes between the Airbus "Lagardère" site and the museum takes place over a week, at the rate of one aircraft per day:
ATR 72-600, F-WWEY, MSN098 in ATR colors, transferred to site on August 26, 2019, first copy of the 72 in its 600 version
Airbus A340-600, F-WWCA, MSN360 in Airbus colors, transferred to site on August 27, 2019, first copy of the A340 in its 600 version
Airbus A320-111, F-WWAI, MSN001 in the old Airbus colors, transferred to site on August 28, 2019, first copy of the A320: inauguration on February 14, 1987 in the presence of Lady Diana and Prince Charles, first flight on February 22, 1987
Airbus A380-800, F-WXXL, MSN002 in Airbus colors, transferred to site on August 29, 2019, second copy of the A380. The two decks of this aircraft can be visited, as well as the cockpit.
ATR 42-300, F-WEGC, MSN003 in the old ATR colors, transferred to the site on August 30, 2019, third specimen of the 42. This specimen is decorated in the colors of the MSN001 and bears the registration F-WEGA
Concorde, F-WTSB, MSN201 (ANAE), this is a pre-production aircraft which was used, among other things, to transport several presidents of the French Republic.
Airbus A300B4-203, F-WUAB, MSN238 (Airbus Heritage), decorated in the colors of the prototype, instead of dismantled MSN001. The interior can be visited. In the first section transparent glazing allows to see the structure and systems of the aircraft, while in the following sections are shown first class and VIP fittings.
Super Guppy from the Ailes Anciennes Toulouse association, the aircraft which was used to transport the Airbus sections is on display with the door open, and a gangway allows access to the hold where a film is shown. Opening was no small feat, as the device has not been opened for 15 years. The help of the former mechanics of the aircraft was essential to allow a safe opening.
Corvette (Airbus)
Falcon 10 no 02, prototype used for testing the Larzac turbojet engine (Ailes Anciennes Toulouse)
Fouga Magister (AAT)
Prototype Gazelle (AAT)
Mirage III C (AAT)
North 1100 (AAT)
Lockheed F-104G (AAT)
MiG-15 (AAT)
MS.760 Paris (AAT)
Vought F-8E (FN) Crusader and its engine (AAT)
Alouette II Marine (AAT)
Cessna Skymaster (AAT)
Fairchild Metro, former Météo-France (AAT) aircraft
HM-293, by Rodolphe Grunberg
Chagnes MicroStar, amateur-built aircraft, twin-jet version of Rutan VariViggen (AAT)
Saab J35OE Draken (AAT)
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 Corsair is widely considered the most capable of all carrier-based fighter aircraft of World War Two. Designed and originally built by Chance Vought, it was also manufactured under license by Goodyear at the height of production during the Second World War. Its distinctive "bent" wings were designed to keep the landing gear short and robust for carrier landings and give clearance for the enormous 13' 4" diameter propeller required to pull her to over 400 MPH - the first American fighter to do so. It was considered the performance equal to many other fighters like the Mustang but its short range kept it either carrier-based or land-based in the South Pacific war close to the action. The Corsair continued to be operated by the USN and the Marines after the war and saw considerable action during the Korean War.
Corsairs were first operated from carriers by the Fleet Air Arm of the Royal Navy. Trained in the US, RNFAA pilots including Canadian Lt. Robert Hampton Gray were deployed on carriers such as HMS Formidable and Victorious and carried out daring fighter escort and attack operations in the North Atlantic. This included the famous raids against the holed-up German battleship Tirpitz. HMS Formidable also fought in the Pacific theatre later in the war where Lt. Gray won the Victoria Cross. The Vintage Wings of Canada Corsair, presently in standard U.S. “shipyard blue” markings, will be painted in markings to honour Hampton Gray.
The opening of the Connaught Bridge Generating Station, on the Klang River in Selangor, in March 1953 was a real milestone int he history of what was then Malaya - now Malaysia. The power station, capable of being either coal or oil fired, was at 80,000kw by far the largest generating station at the time in the country and, as importantly, the project included elements of a new proposed Malayan 'National Grid' that linked existing stations such as the hydro-electric plant at Chenderoh with stations and locations along the East Coast centred on the Bungsar station in Kuala Lumpur that hitherto had supplied the bulk of the capital's power requirements. As the booklet notes it meant an end to the long post-war years of restriction of supply to both industrial and domestic consumers.
The station was originally planned in 1944 by the Malayan Planning Unit in London in anticipation of the return to Malaya after the end of the Japanses occupation. A provisional order for the equipment was placed in 1945, with additional equipment following in 1947. Meanwhile the site at Connaught Bridge alongside the Klang River was selected in 1946 with the contract to start construction given by the Federation's Government in 1949. The first phase of the station, plant and the double circuit 66kv interconnecting lines running the 23 miles to Kuala Lumpur, was ready for opening in March 1953. Full commissioning came in 1955. Initailly the output was linked to the Bangsar (KL) station and that of Ulu Langat hydro-electric station. Construction of the former had started in 1926 and was opened in 1927 by the Government electricity department and in 1933 they purchased the Ulu Langat station from the Sungei Besi Mines Ltd. KL's earlier supplies, from 1905, had been provided from a small hydro-electric plant on the Gombak River, 12 miles from the town, what had two 400kw Pelton wheel-alternators. This had been augmented in 1919 by a mixed steam and diesel engine plant at Gombak Lane in the centre of KL.
Elsewhere, Penang's Municipal Department was the first to supply electriicty within Malaya when it started in 1904 - the station on the mainland at Prai came into use in 1926. By this date electricity was available in Ipoh, Johore Bahru (and Singapore), Seremban and Malacca/Melaka. That at Johore Bahru under the Johore adminsitraion grew to include Muar, Batu Pahat, Kluang, Kota Tinggi and Segamat. In Perak supplies were largely in the hands of the Perak River Hydro-Electric Power Company who operated stations at Malim Nawar (1928) and Chenderoh (1929). In North Perak the Government supplied Taiping and in Province Wellesley Messrs. Huttenbach's bought bulk supply from Penang and supplied power to various towns, supplemented by diesel generating stations in Kedah, Perak and Negri Sembilan. Power came to Kota Bharu (Kelantan), Ruab, Bentong, Kuala Lipis and Kuantan between 1928 and 1931, and in 1938 and 1939 to Mentakab, Fraser's Hill and Kuala Kubu.
In 1946 the Malayan Union Government acquired most electriicty undertakings except those of private companies and Penang Corporation whilst it also fully acquired the undertkaing operated by the Malacca Electric Light Company in 1948 that it has previously run on a rental basis. On the 1 September 1949 the new Central Electricity Board of the Federation fo Malaya came into existance and took over all functions of the old Electricity Department.
The booklet is marvellously detailed and illustrated describing the site, the power station, ancilliary equipment and other works, such as staff accomodaton and housing, with photographs and plans. The latter include a map of the proposed Malayan Grid and the plans show the works designed by both the staff of the Central Electricity Board and the consulting engineers, Preece, Cardew and Rider, and civil engineers Coode and Partners. The station took cooling water from the Klang River and could be powered by either fuel oil (via a pipeline from Port Swettenham) and coal via connections with the Malayan Railways and the colliery at Batu Arang.
Needless to say much of the equipment was supplied from the UK - Parsons generators and transformers and switchgear from various manufacturers including British Thomson Houston.
The photos are great as they show named members of the operating staff at work which is unusual but that now provided a real social history to the economic history of electricity supply in Malaysia.
The largest aircraft ever operated by the US military, the C-5 Galaxy actually began at the request of the US Army, which needed a transport aircraft that could fly outsized and heavy loads such as tanks. Neither the older C-133 Cargomaster nor the newer C-141A Starlifter was capable of carrying such loads. The USAF issued a requirement for a Cargo Experimental-Heavy Logistics System (CX-HLS) aircraft in 1964: the aircraft would need to carry 180,000 pounds over long range using only four engines. The latter was quite daunting, as the earliest CX-HLS proposal was estimated to need six engines. General Electric in turn developed the revolutionary TF39 high-bypass turbofan, which had unrivaled efficiency, thrust, and fuel consumption. The CX-HLS had its engine; now it needed a manufacturer. Though five companies submitted proposals, it came down to Boeing’s proposal—a low-winged, conventionally tailed aircraft with the cockpit in a hump above the fuselage—and Lockheed’s, which was essentially an upscaled C-141 with a second deck above the cargo bay for both cockpit and passengers. Both included a hinged nose and large rear ramp, and through-fuselage loading. Though the USAF liked Boeing’s proposal, Lockheed’s was cheaper, and it was selected the winner in December 1965. Boeing’s proposal would go on to become the 747 airliner.
Production began on what was now named the C-5 Galaxy, and the sheer size of the aircraft proved the biggest obstacle. Everything about the C-5 was king-sized and nearly twice as large as anything an aircraft company had ever attempted: the fuselage itself was longer than the Wright Brothers’ first flight. Design of the wings was the toughest task—not the wings themselves, but how they could get the C-5 into the air without cracking under the strain. It was estimated that the entire fleet would likely not make it to the end of airframe hours without heavy wing cracking. Other problems kept pushing back the Galaxy’s operational debut: though the first aircraft flew in June 1968, the first aircraft was not delivered until two years later, after going $1 billion over budget and triggering several Congressional investigations into cost overruns and outright fraud. Lockheed itself stayed in business only through US government loans, as the company had bet everything on the success of both the C-5 and the L-1011 Tristar airliner, and neither program was doing well.
The C-5 did eventually reach wing strength by 1971, and was immediately put to hard use transporting vital equipment to Vietnam to support operations there. Continued teething troubles led crews to nickname the C-5 “FRED” (Fantastically Ridiculous Economic Disaster). By the late 1970s, the C-5 was safely rated to carry only 50,000 pounds of cargo, less than half its designed capacity, due to the development of wing cracks. There were calls to scrap the program and the 75 remaining aircraft, but the USAF persisted, citing that the Galaxy could perform missions no other aircraft could. The service pointed to the C-5’s yeoman service during Operation Nickel Grass, the emergency resupply of Israeli forces during the Yom Kippur War, when C-5s were making round trips from Dover AFB in Delaware to Tel Aviv, Israel, carrying 50% of the cargo while only flying a third of the total sorties.
While the Reagan administration was more interested in what would eventually become the C-17 Globemaster III project, the fact that the C-17 was at least a decade off led Congress to authorize both a refurbishment program for C-5As and fifty new C-5Bs. The C-5As were provided with new and stronger wings made of composites that were not available in the 1960s, while the C-5B was an upgraded aircraft. The first refurbished C-5As began reaching the USAF by 1982, while the first C-5B arrived in 1986. These programs eliminated the fatigue crack problem, and finally the Galaxy began proving its full potential. C-5s would prove instrumental in the rapid buildup of Operation Desert Shield, and participated in every military campaign and humanitarian mission undertaken by the USAF in the 1990s.
By the dawn of the 21st Century, the C-5 fleet was beginning to show signs of age, leading to the retirement of the 14 most high-time aircraft in favor of the C-17. However, once more the USAF was faced with the fact that there was no true way to replace the C-5’s enormous payload. As a result, the service began to upgrade all C-5Bs and “younger” C-5As to C-5M standard. The C-5M will use entirely new General Electric F138 engines designed for heavy airliners, which are even more fuel efficient and reliable, along with a “glass” cockpit, GPS, airframe strengthening, and defensive chaff/flare ejectors. The first C-5M reached the USAF in 2008. This upgrade will allow the C-5 to remain in service for the next 20 years. Of 131 C-5s produced, 108 remain in service, with eight lost in crashes or written off due to ground damage over the years.
I have another picture of this aircraft in a closer view of the nose (www.flickr.com/photos/31469080@N07/16759494042/in/photoli...), but recently I found this shot of the entire aircraft, which gives a sense of the enormity of the C-5. Shot at the 1986 Malmstrom AFB airshow, this picture shows the older "Europe Two" camouflage used by MAC units in the 1980s; because of overheating issues, this was switched to the current light AMC Gray. 70-0451 is still in service; today it flies with the 433rd Airlift Wing at Kelly AFB, TX.
In 1937, the Imperial Japanese Navy issued a requirement for a replacement for the Mitsubishi A5M then entering service. The IJN wanted a carrier-capable fighter with a top speed of 300 mph, an endurance of eight hours, cannon armament, good maneuverability, with a wingspan less than 40 feet—the width of elevators on Japanese aircraft carriers. All of this had to be done with an existing powerplant.
Nakajima promptly declared that the IJN was asking the impossible and did not bother trying to submit a design. Mitsubishi’s chief designer, Jiro Horikoshi, felt differently and began working on a prototype. Using the Nakajima Sakae 12 as the powerplant, he lightened his design as much as physically possible, leaving off all crew armor and self-sealing fuel tanks, and using a special kind of light but brittle duralumin in its construction. Though it delayed production, the wing and fuselage were constructed as a single piece for better durability. Using flush riveting also made for an aerodynamically clean design; it had a stall speed below that of any contemporary fighter at 70 mph. Its wide tracked landing gear also made it fairly simple to recover on both carriers and land on unimproved airstrips. Horikoshi had delivered, and the IJN accepted the new fighter into service in July 1940 as the A6M Rei-sen (Type 0), referring to the Imperial calendar date used by the Emperor of Japan; 1940 was Imperial year 2400. Both friend and foe would refer to the A6M simply as the Zero.
The Zero had its first combat encounter with Chinese Polikarpov I-16s in September 1940, a fighter that was the equal of the A5Ms and Ki-27s then in Japanese service, yet 13 Zeroes were easily able to handle 27 I-16s, shooting all of them down without loss in three minutes. Claire Chennault, the American advisor to the Chinese Nationalists, sent reports of this amazing new fighter to the United States, but he was ignored. The Allies would therefore learn of the Zero’s prowess first-hand on 7 December 1941 at Pearl Harbor. Making matters worse for the Allies was that the Zeroes they encountered were flown by IJN pilots, who were among the best in the world. Teaming elite pilots with a supremely maneuverable fighter was a deadly combination that seemed unstoppable in 1942, when Zeroes over New Guinea sustained a kill ratio of 12 to 1 over Allied opponents.
Even at this dark stage of the war for the Allies, however, their pilots were learning the Zero’s weaknesses. Hirokoshi’s sacrifices had given the Japanese an excellent and very long-ranged fighter (A6Ms regularly made the round trip between Rabaul and Guadalcanal in 1942), but it had come at a price. P-40 and F4F Wildcat pilots in China and the Pacific learned that the Zero, lacking any sort of armor or self-sealing fuel tanks, was very prone to catching fire and exploding with only a few hits. They also learned that the best defense against a Zero was to dive away from it, as Japanese pilots could not keep up with either the P-40 or the F4F in a dive, as it would tear their fragile fighter apart. While trying to dogfight a Zero was suicide, Allied pilots could use the vertical to their advantage. Japanese pilots also learned that the rifle-caliber 7.7mm machine guns in the Zero’s cowl were ineffective against armored Allied fighters, and the 20mm cannon often had poor fusing on the shells. The Allies gave the Zero the reporting name “Zeke,” while later models were codenamed “Hamp” and floatplane A6M2-Ns were codenamed “Rufe,” but most pilots continued to call it the Zero.
As World War II continued, the Allies began drawing on those lessons in fighter design, helped immensely when an intact A6M2 was captured in the Aleutians in summer 1942. First to arrive was the F4U Corsair, which still could not turn with the Zero but was faster and better in a climb; the second was the F6F Hellcat, which was also faster and better in the vertical, but could stay with the Zero in a sustained turn. The Allies also benefited from the Japanese losing so many experienced pilots in battles such as Midway and the Guadalcanal campaign: the IJN’s pilot replacement program was too selective, and could not replace the heavy losses of 1942 and 1943. Japanese industry was also slow to come up with a replacement for the A6M. As a result, by late 1943, the Zero menace had been reduced drastically; the Battle of the Philippine Sea—which US Navy pilots named the “Great Marianas Turkey Shoot”—brought this out dramatically, when nearly 700 Japanese aircraft, a significant number of which were A6Ms, were shot down with less than 40 losses among the Americans. While the Zero was still deadly in the hands of a good pilot, these pilots were increasingly scarce by 1945.
Though Mitsubishi kept upgrading the Zero throughout World War II, the design simply was too specialized to do much with. By 1945, it was being used mainly as a kamikaze suicide aircraft, flown by half-trained former college students. While the kamikazes did a great deal of damage and killed thousands of Allied sailors, it was a desperation tactic that only lengthened a war that Japan had already lost. The Zero had exacted a price, however: it was responsible for the loss of 1550 Allied aircraft, a conservative estimate.
By war’s end, 10, 939 A6Ms had been built and Mitsubishi was working on a replacement, the similar A7M Reppu. Of these, the aircraft that survived the war were mostly scrapped and few preserved, and no flyable aircraft were left; directors attempting to make World War II movies were forced to convert a number of T-6 Texan trainers to look something like Zeroes. A few have since been restored to flying condition. Today, about 17 Zeroes remain, though some are being recovered from wartime wreck sites and restored to museum display.
This is the Smithsonian Air and Space Museum's A6M5, originally assigned to the 261st Kokutai on Saipan. Captured in flyable condition in 1944, the Zero was brought back to the United States and tested until 1946. It was then donated to the Smithsonian, which at the time lacked the space to display it. It was restored in 1975 and finally went on display that year. The green over gray camouflage was typical for Imperial Japanese Army Air Force; the black cowling was typical for a Zero, and the yellow leading edges were for recognition purposes. The brown hub and propeller blades indicated a Nakajima-built Zero; Nakajima built several hundred under license.
the perfect addition to any fleet- cross capable, dirt road eating, rack accepting, get in the drops and attack awesome bike. arctic night shots by eric baumann.
Njord Viking
High Ice-classed AHTS vessel capable of operations in harsh environment offshore regions, as well as Arctic/Sub-Arctic operations.
General Information.
Length o.a.: 85,20 metres
Length b.p.: 76,20 metres
Beam, moulded: 22,00 metres
Depth to main deck: 9,00 metres
Draft, design: 6,00 metres
Deadweight at 7,60 m: 4.500 tons
Accommodation: 45 persons
Speed: 17 knots
Bollard pull: 210 tons
Endurance: 9.000 miles
Propulsion
Main engines: MAK 2x6M32 + 2x8M32
Output: 14.000 kW at 600 rpm
Main Propellers: 2 x CPP
Forward retractile thruster: 1 x 830 kW
Forward tunnel thruster: 2 x 830 kW
Aft tunnel thrusters: 2 x 830 kW
TANK CAPACITIES
Fuel oil: 1.000 m3
Fresh water: 1.247 m3
Ballast: 2.013 m3
Oil Recovery: 1.989 m3
Rig chain locker: 665 m3
Liquid mud: 965 m3
Brine: 628 m3
Special products: 187 m3
Dry bulk: 220 m3
Main Anchor/Towing winch: 400 Tons at 18,7 m/min
Brake holding: 525 Tons 1st layer
Secondary Winch: 138 Tons at 28 m/min
Brake holding: 62 Tons 1st layer
2 Deck Cranes (sliding): 6/12 Tons at 20/10 mts
2 Tugger winch: 24 Tons at 22 m/min
2 Towing pins: 300 Tons
2 Karm Forks: 600 Tons
2 Capstans: 14 Tons at 24 m/min
AUXILIARY GENERATING SETS
Diesel generating sets: 2 x 720 ekW. 440 V. 60 Hz
Shaft generators: 2 x 2.700 ekW. 440 V. 60 Hz
Emergency generator set: 1 x 400 ekW. 440 V. 60 Hzp
English:
CH-148 Cyclone
Royal Canadian Air Force
The CH-148 Cyclone is one of the most capable maritime helicopters in the world. It is Canada’s main ship-borne maritime helicopter, and it provides air support to the Royal Canadian Navy.
The Cyclone can be used for surface and sub-surface surveillance, search and rescue missions, tactical transport and more. It can operate during the day or night and in most weather conditions to support missions in Canada and around the world.
Length: 17.22 m
Length (folded configuration): 14.78 m
Rotor span: 17.48 m
Height: 5.44 m
Maximum Gross Weight: 13,000 kg
Maximum speed: 287 km/h
Range: 740 km
Location(s):
Patricia Bay, B.C.
Shearwater, N.S.
----------------------------------------------------------------------------------------
Français :
CH-148 Cyclone
Aviation royale canadienne
Le CH-148 Cyclone figure parmi les hélicoptères maritimes les plus efficaces au monde. À titre de principal hélicoptère maritime embarqué du Canada, son travail consiste à apporter un soutien aérien à la Marine royale canadienne.
Le CH-148 Cyclone accomplit notamment des missions de surveillance et de contrôle de surface et sous-marins, de recherche et de sauvetage et de transport tactique. Il peut accomplir son travail de jour comme de nuit, dans la majorité des conditions météorologiques, afin de soutenir les missions canadiennes et internationales.
Longeur : 17,22 m
Longeur (plié) : 14,78 m
Envergure du rotor : 17,48 m
Hauteur : 5,44 m
Masse totale maximale : 13 000 kg
Vitesse maximale : 287 km/h
Autonomie : 740 km
Bases :
Patricia Bay, C.-B.
Shearwater, N.-É.
NEOBALLS / ZEN MAGNETS - Neodymium Magnetic Balls (@4205) - Starcraft II's Massive Thor
This is my most complex and largest build to date.
It was designed in parts: Cockpit body, then legs, then arms, then rear guns. Then I had to redesign parts when it came time to assemble it together because of incorrect bonding assumptions and misalignment of magnet fields.
Experimented with x-beam coupled bonds to get the maximum lateral strength with reinforcements on the sides. This proved to be very string. Created a X-Beam using similar methods producing a very strong leg structure. It was capable of support the entire weight of the cockpit body w/o a problem. Had to redesign the leg to cockpit body mount point from the earlier concept because the bond was not completely coupled.
Next up were the arm/guns ... the weight was too much for the cockpit body to support so I fashioned a pair of lego-platforms for them to rest on and take the weight off of the central body.
Finally ... the rear guns ... these were a challenge in that their original mount point design had to be reworked also to make them fit correctly into the rear of the cockpit body. I changed the mount points on the guns to fit the space on both sides and added a few support balls to improve the mount point bonds. I was very surprised how they were balanced and supported only by two point sections to the body. The guns stayed in place for a small series of photos.
The design flaw was in the side bonds of the beam to the legs. The coupled field held nicely for a short amount of time and would have held if it didn't have the weight of the rear guns to support. When they were standing upright and straight, all was good. As soon as I attempted to move the platform forward (to take a video), the rear guns tilted slightly backwards and and that was the end of the leg to body support bonds ... and created the dreaded implosion.
The rear gun weight caused the entire central body section to rotate backwards and fall back on the rear guns ... taking the arms in the process. Perhaps I should have created a Lego-support structure for the rear guns to remove the pendulum force backwards ... but that would have created another view blocker like the side Lego-platforms obstructed the view of the legs and feet. Not sure if I can recreate it for a rotational video ... this took over a week (on/off to design and assemble).
Overall ... I was very happy with the result ... hope I captured enough detail to warrant some visual recognition as a Starcraft II Thor reproduction/interpretation.
This was design and built for the Zen Magnets Contest 26: The Massive Thor
www.zenmagnets.com/blog/26-the-massive-thor/
I tried to document the info for this super complex build (below) accompanied by associated pics in this set
www.flickr.com/photos/tend2it/sets/72157632920071597/
Starcraft II Thor Magnet Count and Detail Talley
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Cockpit Body bottom section: (@0520)
(@0217) - Main shape middle core = (2x108) + 1
(@0095) - central bottom layer 1 = (47x2) + 1 w/black parameter
(@0078) - Sides Bottom layer 2 = (2x(22 parallel pair frnt2bck support + 3 red + 4 gold + 10 ring outside black))
(@0028) - Central bottom layer 3 = (2x14) rectangle
(@0032) - Sides bottom layer 3 = (2x((2x5 parallel bridge rectangle to ring) + (6 ring outside))
(@0010) - Central bottom layer 4 = (10 ring) leg waist w/gold
(@0020) - Sides bottom layer 4 = (2x10 ring) coupled over parallel bridge for perpendicular underside support
(@0040) - Central rear Barrel = (4x8 ring w2 red rings) + (2x4 sqr end)
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Cockpit Body top section (from center out): (@0371)
(@0166) - top layer 1 = (2x83) w/black missle cover + middle sect separator
(@0105) - top layer 2 = ((2x52) + 1) w/black separator, red trim, gold cockpit
(@0083) - top layer 3 = ((2x41) + 1) w/black separator, red trim, gold cockpit
(@0037) - top layer 4 = ((2x18) + 1) w/black separator trim
(@0010) - top layer 5 = (2x5) w/red/black
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(@0891)
Leg section x2 (@0640 - 12 removed from bottom of @ leg for foot contact pt)
leg internal structure:
(@0384) - columns = 2 x (4x((2x12) + ((2x11) + 2))) top/bottom coupled bonds w/parallel bonds stacked x 4))
(@0096) - side reinforcements = 2x((2x11) + 2) coupled pair along outside edge centers)
(@0032) - ball reinforcements = 2x(2x4 balls are two balls added to 4 ball in 2, 4, 6, 8th positions) - (12 @ bottom)
leg arch structure (connected to one flat leg top face:
(@0128) - (4x4 parallel sqr) + (2x(6 + 2)) pointy rings) + (4x4 parallel sqr) + (2x(6 + 2)) pointy rings)
Place the two leg arch structures together to form the leg arch
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(@1519) = 1531-12
Leg side panels (@0384)
(@0344) - (2 each leg x (2x(2x43 each side))) w/black outside trim
Knees + Leg detail
(@0040) - (2x(2x(6 + 2) knee w/red sqr) + 2x(4 red sqr top of leg))
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(@1903)
Feet x2 (@0242)
(@0184) - (2x((2x7 + 2 1st mid layer) + (2x(2x10 + 1) 2nd mid layer) + ((2x(2x8 + 1) outside layer))
(@0034) - (2x(2x(2x3 + 1 top of toe 2 leg)) + (1 center rear foot 2 leg conn) + (2 x 1 outer rear foot sides 2 leg
conn))
(@0024) - (2x(2x6 rings rear foot heel))
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(@2145)
X-Beam waist platform - (@0233 - 19) this part is placed across the center perpendicular to the x-beam leg arch
(@0214) - (2x(2x(18 + 17 + 6 + 3)) + (2x(7 + 2)) + ((8 + 1 front side) + (2x9 rear side)) + ((2 x 3 red front center) +
(2 x 2 red front sides) + (2 red rear)) - (19 removed under rear panel side to fold)
Arm Guns (2 pair per arm w/red + black accents)
(@0380) - (4x((4x9 center core) + (3x((2x7) + 1)) top/sides) + (2x7) middle join))
Shoulder to elbow core w/o reinforcements ((@0174)per arm)
(@0348) - (2 x (top((2x5)+2) + (4x8+2 parallel) + ((2x5)+2) + (2x5) + (2x(2x5)+1) + (2x(2x6)+1) + ((4x7)+2 parallel
mount2gun) + (1 ball center to bridge below 2 ball center to 1 ball) + ((2x6)+1) + ((2x4)+2)bottom)
Shoulder to elbow (per arm, per side)
(@0248) - (2 x (2 x (top 3 + 5 + 5 + 5 + 4 + 5 + 4 + 4 + 5 + (2x7arm2shoulder bridge) + (5 + 3 bottom))
Elbow to gun support (per arm, per side) (@0140 - 18 for outside facing side revamp)
(@0122) - (2 x (2 x (((2x9)+1) + (2x8)) -
Revamp outside facing sides for Z bracket (remove 2x(4 top/4 bottom/2 middle/move center ball down, add 1 ball)
Revamp 2 rear centerballs with red
(@028) - add red design outside facing shoulder 2 elbow
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(@3485)
Rear Guns x2
Large cannon (@0112 each)
(@0224) - 2 x ((2x(2x15) + (4x(5+2)) + (4x(6 ring)))
Smaller cannon (@0092 each)
(@0184) - 2 x ((2x(2x13) + (4x(4+2)) + (4x(4 ring)))
Gun bridges (@0010 each)
(@0020) - (2 x (4 ring + 6 ring across two cannons)
Gun mounts x2
(@0104) - (2 x ((top (2x4+2) + (2x5+2) parallel to existing + (2x4+2) + (2x5 parallel) + (2x4+2) bottom)
Gun panel x 2 (@0102 each)
(@0204) - (2 x (2x(11 + 10 + 9 + 8 + 7 + 6))
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Revamp base
(@4221) subtotal b4 assembly
Assembly mods
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Moved the (@0040) - Central rear Barrel = (4x8 ring w2 red rings) + (2x4 sqr end) below the rear of the body between
the leg mount and cockpit body. Actually used the barrel as a mount point for the rear guns.
Modded Cockpit Body bottom section (mount point):
(@0020) = (2 x (7 + 6 + 5)) = Changed = (@0028) - Central bottom layer 3 = (2x14) rectangle to covert parallel
rectangle to hex parallel center, coupled sides
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(@4213) = (@4221 - 8)
Moved central bottom layer x-beam
(@0018) = (2x09 ring) = Changed = (@0020) - Sides bottom layer 4 = shifted it down one row, removed 1 ball on end to form point and pinched outside end fit in center of 6 ball side.
(@4211) = (@4213 - 2)
Removed gold 10 ball ring mount
Changed = (@0010) = Central bottom layer 4 = (10 ring) leg waist w/gold
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(@4201) = (@4213 - 10)
Modded Rear Guns
(@0100) = Changed = Rear Gun mounts x2 - removed +2 from top/bottom mount point (2x4+2)=>(2x4)
(@4197) = (@4201-4)
Added extra mount point support bwtween rear gun mounts and rear cockpit body
(@4205) = (@4201+8)
Grand Total! = (@4205)