The B-52 is considered the longest lived front-line military aircraft in aviation history. In 1948, Boeing began designing a long range nuclear capable bomber to meet the demands of the Strategic Air Command and the first B-52 was delivered in August 1954. The plane utilized four double engine pods and four twin wheel landing trucks which could be slewed to crab the aircraft in a crosswind landing. The B-52H aircraft used by the Air Force today are older than the pilots who fly them. The engines have no thrust reversers, so a very long reinforced runway is needed for takeoff and landing as the maximum aircraft weight can exceed 200 tons! Internal fuel tanks could hold over 46,000 gallons of fuel, allowing the aircraft to reach targets half-way around the world. With air-to-air refueling, B52's were a truly global aircraft and have flown the 24,000 mile round the world route several times. B-52 bombers were considered the weapon the enemy feared most in the Vietnam War. B-52D's would fly in formation too high to be seen or heard, dropping over one hundred 500 lb bombs each. B-52 tail gunners shot down two enemy aircraft in Viet Nam. All flight controls are manual, making it a very tough aircraft to fly. The BUFF's (Big Ugly Fat Fellows) have survived wars, modernization, and replacement from more than five next generation bombers, but have remained in active Air Force inventory for almost forty years. B-52's are used today as cruise missile carriers, but during the Gulf War reverted to their original design of carrying a large number of iron bombs, earning the respect and fear of those on the receiving end.

The museum's B-52D, serial number 55-0679, was manufactured by Boeing Aircraft, Wichita, KS, and delivered to the Air Force on June 5, 1957. During the Vietnam Conflict, it served 41 months (November 1966 to October 1973) in combat with 175 missions. In 1975, it was involved in a ground mishap at March AFB that resulted in a broken wing spar. Our B-52D last saw service here at the March Air Force Base with the 22nd Bombardment Wing as a weapons loading trainer. The museum aircraft was declared surplus at March AFB when it developed weakness in the rear fuselage and was assigned to the museum. This aircraft is on loan from the USAF.

-March Field Air Museum website (www.marchfield.org/)

As the helicopter matured, the US Marine Corps issued a requirement in 1951 for a helicopter capable of carrying an entire platoon of infantry. This was a tall order: the helicopters in common use at the time carried less than ten passengers. Sikorsky won the contract with its S-60 design, which was designated HR2S-1 in USMC service. After the HR2S-1 entered service in 1956, the US Army evaluated and bought it as the CH-37 Mojave.

Though the Mojave was capable of carrying a full platoon, Sikorsky anticipated that it would be used for cargo purposes as well. With this in mind, the two engines--a first for Sikorsky--were moved into pods outboard of the fuselage, leaving the interior open for cargo that could be loaded through the clamshell doors in the nose. The US Navy modified two as experimental airborne early warning helicopters, but were not put into production due to its slow speed.

Though the Mojave was a sound design. they were obsolete almost as soon as they entered service: it used piston engines for powerplant. Turboshaft-equipped helicopters were far more fuel efficient and lighter; as a result, turboshaft UH-1 Iroquois and CH-47 Chinooks could carry almost as much as the CH-37 at half the cost. The Mojave did enjoy a small resurgence in the twilight of its career, when several were deployed to Vietnam as heavy lift helicopters, but even these were quickly replaced by the turboshaft-powered Sikorsky CH-54 Tarhe/Skycrane. Of 154 CH-34s produced, six remain in museums.

58-1005 was delivered to the US Army in 1960, eventually to the 54th Transportation Company at Fort Sill, Oklahoma. In 1962, it was transferred to the 591st Transport Company in West Germany, but would serve most of its overseas career with the 90th Aviation Company at Illesheim, where it acquired its nickname of "Tired Dude." In 1969, it returned home and ended its career with the 1-105th Aviation Company (Iowa National Guard), where it was retired in 1972. 58-1005 was then donated to the Pima Air and Space Museum.

"Tired Dude" does look a little tired: its markings and paint have faded a bit, and the engine inspection panels are open on both engines. The bright blue and white checkerboards are the state colors of Bavaria; they were awarded to 58-1005 after the helicopter helped rescue people trapped in heavy flooding in 1964.

EDIT (2022): Pima has since repainted "Tired Dude," and it looks a lot less tired now. I've replaced my 2019 picture with this one taken in June 2022.

The 6500-seat theatre with its well-preserved stage building

Theater at Priene;

Built during the Hellenistic period, the theater survived the Roman period with only minor modifications. The theater extends beyond a semicircle, and the 50 rows of seats were capable of holding up to 5,000 people. There are five stone armchairs (image 2) lining the orchestra portion of the theater, which were perhaps reserved for priests and dignitaries

Priene, ancient city of Ionia about 6 miles (10 km) north of the Menderes (Maeander) River and 10 miles (16 km) inland from the Aegean Sea, in southwestern Turkey. Its well-preserved remains are a major source of information about ancient Greek town.

By the 8th century bc Priene was a member of the Ionian League, whose central shrine, the Panionion, lay within the city’s territory. Priene was sacked by Ardys of Lydia in the 7th century bc but regained its prosperity in the 8th. Captured by the generals of the Persian king Cyrus (c. 540), the city took part in several revolts against the Persians (499–494). Priene originally lay along the Maeander River’s mouth, but about 350 bc the citizens built a new city farther inland, on the present site. The new city’s main temple, of Athena Polias, was dedicated by Alexander the Great in 334. The little city grew slowly over the next two centuries and led a quiet existence; it prospered under the Romans and Byzantines but gradually declined, and after passing into Turkish hands in the 13th century ad, it was abandoned. Excavations of the site, which is occupied by the modern town of Samsun Kale, began in the 19th century.

Modern excavations have revealed one of the most beautiful examples of Greek town planning. The city’s remains lie on successive terraces that rise from a plain to a steep hill upon which stands the Temple of Athena Polias. Built by Pythius, probable architect of the Mausoleum of Halicarnassus, the temple was recognized in ancient times as the classic example of the pure Ionic style. Priene is laid out on a grid plan, with 6 main streets running east-west and 15 streets crossing at right angles, all being evenly spaced. The town was thereby divided into about 80 blocks, or insulae, each averaging 150 by 110 feet (46 by 34 m). About 50 insulae are devoted to private houses; the better-class insulae had four houses apiece, but most were far more subdivided. In the centre of the town stand not only the Temple of Athena but an agora, a stoa, an assembly hall, and a theatre with well-preserved stage buildings. A gymnasium and stadium are in the lowest section. The private houses typically consisted of a rectangular courtyard enclosed by living quarters and storerooms and opening to the south onto the street by way of a small vestibule. planning.

www.britannica.com/place/Priene

T e m p l e o f A t h e n a P o l i a s

a t P r i e n e - The Temple of Athena

www.goddess-athena.org/Museum/Temples/Priene/index.htm

The Sanctuary of Athena Polias at Priene

The Temple of Athena

This Temple, located on the culminating point of the city, rose over a wide terrace of rocks and the defense walls, and was the oldest, the most important, the largest and the must magnificent building in Priene. It was oriented on an east-west axis in conformity with the city plan and faced east.

Map of Priene, the Acropolis, the Temples and the village.

It is believed that the construction of the Temple was begun at the same time as the founding of Priene (4th century BCE). The architect of the building was Pythius, who also constructed the Mausoleum of Halicarnassus, counted as one of the seven wonders of the world. The Temple is accepted as being a classical example of the Anatolian-Ionian architectural style.

The building was destroyed completely in an earthquake in ancient times and the pieces were scattered over a large area. It also suffered great destruction in a later fire. However, the construction of the plan and the reconstruction of the building have been possible through the fragments found in the excavations.

Large-grained grey-blue local marble brought from Mycale was used as construction material.

The Temple, constructed in the Ionic style, consists of a pronaos (an entrance-hall), a naos (the sacred chamber where the statue of the cult was kept) and an opisthodomus (a porch at the rear). The pronaos is larger than in earlier examples. There was no opisthodomus in previous Temples; it is first seen here. Pythius has taken this characteristic from the Doric style and applied it to his plan, and has thus set a model for later Temples. The building, a combination of the Ionic and Doric architectural styles, emerges as a different architectural example.

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)

Turkish Troops Fighting Under German Leadership.

SEASONED TURKISH TROOPS, WHO UNDER CAPABLE LEADERSHIP HAVE ALWAYS PROVED EXCELLENT FIGHTERS, ON THEIR WAY TO THE ZONE OF WAR IN ASIA MINOR.

TURKISH ARTILLERY IN JERUSALEM DESIGNED TO BE EMPLOYED AGAINST THE BRITISH FORCES UNDER ALLENBY, WHO CAPTURED MOST OF THESE GUNS AND CRUSHED THREE TURKISH ARMIES.

TURKISH ARTILLERY IN POSITION AT GALLIPOLI, MANNED BY TURKS BUT DIRECTED BY GERMAN OFFICERS, WHO FROM THE REAR WATCH THE EFFECTS OF THE SHOTS.

=====================================================

The war of the nations: portfolio in rotogravure etchings: compiled from the Mid-week pictorial. New York: New York Times, Co, 1919. Book.

Retrieved from the Library of Congress, www.loc.gov/item/19013740/. (Accessed November 08, 2016.)

Images from "The War of the Nations : Portfolio in Rotogravure Etchings : Compiled from the Mid-Week Pictorial" (New York : New York Times, Co., 1919)

Notes: Selected from "The War of the Nations: Portfolio in Rotogravure Etchings," published by the New York Times shortly after the 1919 armistice. This portfolio compiled selected images from their "Mid-Week Pictorial" newspaper supplements of 1914-19. 528 p. : chiefly ill. ; 42 cm.; hdl.loc.gov/loc.gdc/collgdc.gc000037

Subjects: World War, 1914-1918 --Pictorial works.

New York--New York

Format: Rotogravures --1910-1920.

Rights Info: No known restrictions on reproduction

Repository: Library of Congress, Serials and Government Publications Division, Washington, D.C. 20540

Part Of: Newspaper Pictorials: World War I Rotogravures, 1914-1919 (DLC) sgpwar 19191231

General information about the Newspaper Pictorials: World War I Rotogravures, 1914-1919 digital collection is available at hdl.loc.gov/loc.gdc/collgdc.gc000037

=====================================================

1991

The F-111 was a long-range, all-weather strike aircraft capable of navigating at low level to destroy targets deep in enemy territory. The versatile F-111 Aardvark entered the U.S. Air Force inventory in 1967,and the fighter version was retired in 1996 (the electronic warfare EF-111A served until 1998). The aircraft was originally conceived in 1960 to combine the USAF requirement for a fighter-bomber with Navy's need for an air-superiority fighter, though the Navy eventually cancelled its program.

Primarily a bomber, the F-111 featured a sweep wing varying between 16 degrees and 72.5 degrees, with side-by-side seating for a pilot and weapons systems officer. The F-111's wings are straight for take-offs, landings or slow speed flight; by sweeping its wings rearward, it could exceed twice the speed of sound (Mach 2). The F-111F was equipped with an all-weather AN/AVQ-26 Pave Tack infra-red targeting designator/reader carried in a pod-mounted turret under the fuselage. It could track and designate ground targets for targets for laser, infra-red and electro-optical bombs. The F-111F was one of the most effective Allied aircraft in Operation Desert Storm (1991), flying more than 2,400 sorties against Iraqi strategic sites, vehicle formations and hardened bunkers.

In all, 566 F-111s of all series were built; 106 of them were production F-111Fs. The F-111F on display arrived at the museum in May 1996.

TECHNICAL NOTES:

Armament: One 20mm M61A1 Vulcan cannon, plus a mix of up to 24 conventional or nuclear weapons

Engines: Two Pratt & Whitney TF30-P-100s of 25,000 lbs. thrust each with afterburner

Maximum speed: 1,452 mph

Range: 2,971 miles

Span: 32 ft. swept, 63 ft. extended

Length: 73 ft. 6 in.

Height: 17 ft.

Weight: 100,000+ lbs. maximum

The B-52 is considered the longest lived front-line military aircraft in aviation history. In 1948, Boeing began designing a long range nuclear capable bomber to meet the demands of the Strategic Air Command and the first B-52 was delivered in August 1954. The plane utilized four double engine pods and four twin wheel landing trucks which could be slewed to crab the aircraft in a crosswind landing. The B-52H aircraft used by the Air Force today are older than the pilots who fly them. The engines have no thrust reversers, so a very long reinforced runway is needed for takeoff and landing as the maximum aircraft weight can exceed 200 tons! Internal fuel tanks could hold over 46,000 gallons of fuel, allowing the aircraft to reach targets half-way around the world. With air-to-air refueling, B52's were a truly global aircraft and have flown the 24,000 mile round the world route several times. B-52 bombers were considered the weapon the enemy feared most in the Vietnam War. B-52D's would fly in formation too high to be seen or heard, dropping over one hundred 500 lb bombs each. B-52 tail gunners shot down two enemy aircraft in Viet Nam. All flight controls are manual, making it a very tough aircraft to fly. The BUFF's (Big Ugly Fat Fellows) have survived wars, modernization, and replacement from more than five next generation bombers, but have remained in active Air Force inventory for almost forty years. B-52's are used today as cruise missile carriers, but during the Gulf War reverted to their original design of carrying a large number of iron bombs, earning the respect and fear of those on the receiving end.

The museum's B-52D, serial number 55-0679, was manufactured by Boeing Aircraft, Wichita, KS, and delivered to the Air Force on June 5, 1957. During the Vietnam Conflict, it served 41 months (November 1966 to October 1973) in combat with 175 missions. In 1975, it was involved in a ground mishap at March AFB that resulted in a broken wing spar. Our B-52D last saw service here at the March Air Force Base with the 22nd Bombardment Wing as a weapons loading trainer. The museum aircraft was declared surplus at March AFB when it developed weakness in the rear fuselage and was assigned to the museum. This aircraft is on loan from the USAF.

-March Field Air Museum website (www.marchfield.org/)

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)

The B-52 is considered the longest lived front-line military aircraft in aviation history. In 1948, Boeing began designing a long range nuclear capable bomber to meet the demands of the Strategic Air Command and the first B-52 was delivered in August 1954. The plane utilized four double engine pods and four twin wheel landing trucks which could be slewed to crab the aircraft in a crosswind landing. The B-52H aircraft used by the Air Force today are older than the pilots who fly them. The engines have no thrust reversers, so a very long reinforced runway is needed for takeoff and landing as the maximum aircraft weight can exceed 200 tons! Internal fuel tanks could hold over 46,000 gallons of fuel, allowing the aircraft to reach targets half-way around the world. With air-to-air refueling, B52's were a truly global aircraft and have flown the 24,000 mile round the world route several times. B-52 bombers were considered the weapon the enemy feared most in the Vietnam War. B-52D's would fly in formation too high to be seen or heard, dropping over one hundred 500 lb bombs each. B-52 tail gunners shot down two enemy aircraft in Viet Nam. All flight controls are manual, making it a very tough aircraft to fly. The BUFF's (Big Ugly Fat Fellows) have survived wars, modernization, and replacement from more than five next generation bombers, but have remained in active Air Force inventory for almost forty years. B-52's are used today as cruise missile carriers, but during the Gulf War reverted to their original design of carrying a large number of iron bombs, earning the respect and fear of those on the receiving end.

The museum's B-52D, serial number 55-0679, was manufactured by Boeing Aircraft, Wichita, KS, and delivered to the Air Force on June 5, 1957. During the Vietnam Conflict, it served 41 months (November 1966 to October 1973) in combat with 175 missions. In 1975, it was involved in a ground mishap at March AFB that resulted in a broken wing spar. Our B-52D last saw service here at the March Air Force Base with the 22nd Bombardment Wing as a weapons loading trainer. The museum aircraft was declared surplus at March AFB when it developed weakness in the rear fuselage and was assigned to the museum. This aircraft is on loan from the USAF.

-March Field Air Museum website (www.marchfield.org/)

©Jason Grow 2012/from The Human Face of Big Data

Until recently, valuable data capable of saving the lives of heart attack victims

and babies born prematurely was usually ignored or discarded.

The piles of printouts in the image at left represent 10 hours of data from an electrocardiogram (EKG), a device that helps doctors treat heart disease. (Readings from an entire day would stretch two miles.) Standard operating procedures call for a physician to print out only a small segment of data from an entire day in order to determine a patient’s progress following a heart attack. Not surprisingly, these cursory reviews can miss crucial clues.

Three researchers—MIT computer scientist John Guttag and cardiologist and MIT computational biologist Collin Stultz (both shown at left, along with University of Michigan computer scientist Zeeshan Syed—created a new computer model to analyze EKG data that used to be thrown away. Using data mining and machine learning techniques to sift through the massive quantities of data, the researchers found that three abnormalities in an EKG are correlated with a two to three times higher risk of dying from a second heart attack within a year. Guttag, Stultz, and Syed figure their new computer model will significantly improve today’s risk-screening techniques, which miss identifying about 70 percent of the patients who are particularly likely to have a repeat heart attack.

The challenge is that most patients will recover simply by improving their diet and exercising more. But a small percentage, about 5 percent, need aggressive intervention, such as an implanted defibrillator. “Our work is designed to figure out who belongs to which population,” says Guttag.

A similar story is unfolding in premature baby intensive care facilities, such as the one above, where 20 percent of all premature babies contract serious infections while in the hospital.

Modern intensive care units (ICUs) are overflowing with data, but Carolyn McGregor, a computer scientist at the University of Ontario Institute of Technology, found that most of it wasn’t being used. A standard monitoring regime for premature infants tracks the baby’s heartbeat, chest motion, breathing rate, heart rate, blood oxygen level, and blood pressure many times, sometimes hundreds of times, per second. Despite the millions of heartbeat measurements per day, nurses “write one number, on a paper chart, every hour” to represent an infant’s heartbeat, says McGregor.

While working with IBM to develop a computing platform to gather and analyze the data, McGregor and her team found a lifesaving pattern. It turns out that the rhythm of a healthy person’s heartbeat is not perfectly regular. But when an infection begins, the heartbeat becomes more uniform. By harnessing millions of heartbeat measurements from the ICU each day, McGregor found she could detect a baby’s infection at least a day before it became symptomatic, giving physicians a potential 24-hour jump on treating and beating the bacteria.

McGregor’s team, called Project Artemis, is still in the process of publishing and confirming the findings, but they hope that ICUs around the world will soon begin using their data as an early-warning system, enabling babies to begin receiving lifesaving treatments for their infections before it’s too late.

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.

Some Tornado GR4s involved in Operation Telic were fitted with the RAPTOR pod and the aircraft is currently employed in the Gulf on both Close Support and Reconnaissance missions in support of Coalition Forces in Afghanistan.

Specifications

Engines: Two RB199 turbofans

Thrust: 16,000lbs each

Max speed: 1.3Mach

Length: 16.72m

Max altitude: 50,000ft

Span: 8.6m

Aircrew: 2

Armament: Storm Shadow, Brimstone, ALARM, AIM-9 Sidewinder, Paveway II, Paveway III, Enhanced Paveway, General Purpose Bombs, Mauser 27mm

Cyaxares or Hvakhshathra Uvaxštra, Greek: Κυαξάρης; r. 625–585 BC), the son of King Phraortes, was the third and most capable king of Media. According to Herodotus, Cyaxares, grandson of Deioces, had a far greater military reputation than his father or grandfather.

By uniting the Iranian tribes of Ancient Iran and conquering territory, Cyaxares allowed the Median Empire to become a regional power. During his rule, the Neo-Assyrian Empire fell and the Scythians were repelled from Median lands.

He was born in the Median capital of Ecbatana, his father Phraortes was killed in a battle against the Assyrians, led by Ashurbanipal, the king of Neo-Assyria. After his fall the Scythians took over. In his early age Cyaxares was seeking for revenge. He killed the Scythian leaders and proclaimed himself as King of Medes. After throwing off the Scythians, he prepared for war against Assyria. Cyaxares reorganized and modernized the Median Army, then joined with King Nabopolassar of Babylonia. This alliance was formalized through the marriage of Cyaxares daughter, Amytis with Nabopolassar’s son, Nebuchadnezzar II, the king who constructed the Hanging Gardens of Babylon as a present for his Median wife to help with her homesickness for the mountainous country of her birth. These allies overthrew the Assyrian Empire and destroyed Nineveh in 612 BC.

After the victory in Assyria, the Medes conquered Northern Mesopotamia, Armenia and the parts of Asia Minor east of the Halys River, which was the border established with Lydia after a decisive battle between Lydia and Media, the Battle of Halys ended with an eclipse on May 28, 585 BC.

The conflict between Lydia and the Medes was reported by Herodotus as follows:

“A horde of the nomad Scythians at feud with the rest withdrew and sought refuge in the land of the Medes: and at this time the ruler of the Medes was Cyaxares the son of Phraortes, the son of Deïokes, who at first dealt well with these Scythians, being suppliants for his protection; and esteeming them very highly he delivered boys to them to learn their speech and the art of shooting with the bow. Then time went by, and the Scythians used to go out continually to the chase and always brought back something; till once it happened that they took nothing, and when they returned with empty hands Cyaxares (being, as he showed on this occasion, not of an eminently good disposition) dealt with them very harshly and used insult towards them. And they, when they had received this treatment from Cyaxares, considering that they had suffered indignity, planned to kill and to cut up one of the boys who were being instructed among them, and having dressed his flesh as they had been wont to dress the wild animals, to bear it to Cyaxares and give it to him, pretending that it was game taken in hunting; and when they had given it, their design was to make their way as quickly as possible to Alyattes the son of Sadyattes at Sardis. This then was done; and Cyaxares with the guests who ate at his table tasted of that meat, and the Scythians having so done became suppliants for the protection of Alyattes.

After this, since Alyattes would not give up the Scythians when Cyaxares demanded them, there had arisen war between the Lydians and the Medes lasting five years; in which years the Medes often discomfited the Lydians and the Lydians often discomfited the Medes (and among others they fought also a battle by night): and as they still carried on the war with equally balanced fortune, in the sixth year a battle took

place in which it happened, when the fight had begun, that suddenly the day became night. And this change of the day Thales the Milesian had foretold to the Ionians laying down as a limit this very year in which the change took place. The Lydians however and the Medes, when they saw that it had become night instead of day, ceased from their fighting and were much more eager both of them that peace should be made between them. And they who brought about the peace between them were Syennesis the Kilikian and Labynetos the Babylonian: these were they who urged also the taking of the oath by them, and they brought about an interchange of marriages; for they decided that Alyattes should give his daughter Aryenis to Astyages the son of Cyaxares, since without the compulsion of a strong tie agreements are apt not to hold strongly together.” (Histories, 1.73-74, trans. Macaulay)

Cyaxares died shortly after the battle and was succeeded by his son, Astyages, who was the maternal grandfather of Cyrus the Great through his daughter Mandane of Media.

At the beginning of the Vietnam War, there was little interest in a dedicated counterinsurgency (COIN) aircraft. The USAF was too committed to an all-jet, nuclear-capable force, while the US Army was satisfied with its helicopter fleet; the Navy concentrated on its carriers, and while the Marines were mildly interested, they lacked funding.

Vietnam was to change that. Horrendous losses among US Army UH-1s was to lead to a rethinking of helicopter doctrine, and pointed up the lack of a dedicated COIN aircraft. The USAF found itself depending on World War II-era A-26K Invaders, former US Navy A-1 Skyraiders, and converted trainers like the T-28 Trojan. The USAF also found itself in the market for a better forward air control (FAC) aircraft, due to the high loss rate of its O-1 Birddogs and O-2 Skymasters. Finally, the US Navy needed something to better cover its Mobile River Force units in the Mekong Delta, which could not always depend on USAF air support. In 1963, all three services issued a requirement for a new light design capable of performing as both a COIN and FAC aircraft. North American's NA-300 was selected in 1964 and designated OV-10A Bronco.

The OV-10 design drew heavily on independent research done at the China Lake research establishment, which in turn was inspired by the World War II P-38 Lightning fighter. The P-38 used a central "gondola" fuselage to concentrate all of its firepower along the centerline, which made for better accuracy; the OV-10 would do the same. As in the P-38, the engines were contained in twin booms that stretched back to the tail. The Bronco's four machine gun armament was placed in sponsons on either side of the fuselage, while ordnance was carried beneath the sponsons. To satisfy the USAF's requirements for a FAC aircraft, the two-man crew flew underneath a large, spacious canopy that gave them superb visibility. Because the Marines wanted an aircraft that could carry a Recon team, the fuselage was extended and, if the rear seat was removed, five paratroopers could be squeezed into the back, or two stretchers.

When the OV-10 arrived in Vietnam in 1968, there was a fear that the Bronco would be the jack of all trades and master of none. In fact, it proved to be excellent in all of its roles. As a FAC, it was a huge improvement over the slower O-1 and O-2; as a COIN aircraft, it was also a good aircraft, though it could not carry the same amount of ordnance as an A-1. The Navy equipped one squadron with OV-10As as VAL-4--nicknamed the "Black Ponies" for their dark green camouflage--and these were used extensively over the Mekong Delta. There were problems with the design: the airframe was actually too heavy for the engines, which left it underpowered, and ditching was invariably fatal for the pilot, as his seat tended to hurl forward into the instrument panel. Nonetheless, the Bronco turned in a sterling performance in Southeast Asia.

Though the Navy transferred its surviving Black Ponies to the Marines after the end of American involvement in Vietnam, the USAF and Marines would keep theirs for the next 20 years. For the 1970s and 1980s, the OV-10 replaced all other FAC designs in USAF service, aside from a handful of OA-37B Dragonfly squadrons. The Marines also kept their OV-10s and further refined the design by adding all-weather capability in the long-nosed OV-10D variant.

By the First Gulf War in 1991, the OV-10 was starting to show its age. The USAF began retiring its fleet even before Desert Storm; the Bronco was considered to be too slow to survive a modern air defense environment. Though the Marines used some of their OV-10Ds, the loss of two aircraft also led the USMC to retire their Broncos after war's end. Both services chose jets as replacements--the USAF with modified OA-10A Thunderbolt IIs, and the Marines with two-seat all-weather F/A-18Ds.

OV-10s were also a mild export success, going to seven other countries, mainly in the COIN role. Most have since been retired in favor of newer designs, though the Philippines still has a large and active OV-10 force. The type enjoyed a brief renaissance in 2015 when two former Marine OV-10Ds were taken up by the USAF for use against ISIS forces in Iraq, to see if the design was still viable. Though the OV-10s performed well, the USAF is not likely to put it back into production. 360 were built, and at least 25 are on display in museums aside from the aircraft that are still operational.

This OV-10A, 67-4623, was delivered directly to South Vietnam in 1968, where it served with the 504th Tactical Air Support Group at Bien Hoa. It was among the final American aircraft to leave South Vietnam in 1974, and briefly went to the 507th TACW at Shaw AFB, South Carolina before once more going overseas to see service with the 601st TACW at Sembach, West Germany (where I may have seen it as a kid).

As OV-10 operations began to wind down in Europe, 67-4623 returned to the United States with the 602nd TACW at George AFB, California around 1984, but would retire back with the 507th TACW at Shaw in 1988. It was redesignated a GOV-10 ground instructional trainer at Sheppard AFB, Texas and finally ended a long career in 2008, when it was transferred to the Museum of Aviation at Robins AFB, Georgia.

Today, 67-1423 is displayed in a vignette depicting it while serving with the 504th TASG in Vietnam, in the museum's Vietnam wing.

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.

The SOKO J-20 Kraguj (Sparrowhawk) was a small ground attack and counterinsurgency single-seat aircraft that was designed and built in the Former Yugoslavian Company SOKO. It was armed with two 7,7mm Colt-Browning machine guns (with 650 rounds each) mounted on the wings and it could also carry small bombs and rockets under the wings on hardpoints. Powered by a simple and reliable Lycoming GSO-480 engine producing 340hp, it had a maximum speed of 295km/h and a range of 800km.

The aircraft featured a fixed landing gear and was capable of STOVL (short take-offs and landings); in many ways it was a "Partisan" Aircraft, a plane capable of operating from unprepared runways or fields which could be easily repaired, rearmed and flown by people with the minimum of training.

To know more about their combat use, click here for the next picture:

www.flickr.com/photos/einon/53637417314

Eínon

The B-52 is considered the longest lived front-line military aircraft in aviation history. In 1948, Boeing began designing a long range nuclear capable bomber to meet the demands of the Strategic Air Command and the first B-52 was delivered in August 1954. The plane utilized four double engine pods and four twin wheel landing trucks which could be slewed to crab the aircraft in a crosswind landing. The B-52H aircraft used by the Air Force today are older than the pilots who fly them. The engines have no thrust reversers, so a very long reinforced runway is needed for takeoff and landing as the maximum aircraft weight can exceed 200 tons! Internal fuel tanks could hold over 46,000 gallons of fuel, allowing the aircraft to reach targets half-way around the world. With air-to-air refueling, B52's were a truly global aircraft and have flown the 24,000 mile round the world route several times. B-52 bombers were considered the weapon the enemy feared most in the Vietnam War. B-52D's would fly in formation too high to be seen or heard, dropping over one hundred 500 lb bombs each. B-52 tail gunners shot down two enemy aircraft in Viet Nam. All flight controls are manual, making it a very tough aircraft to fly. The BUFF's (Big Ugly Fat Fellows) have survived wars, modernization, and replacement from more than five next generation bombers, but have remained in active Air Force inventory for almost forty years. B-52's are used today as cruise missile carriers, but during the Gulf War reverted to their original design of carrying a large number of iron bombs, earning the respect and fear of those on the receiving end.

The museum's B-52D, serial number 55-0679, was manufactured by Boeing Aircraft, Wichita, KS, and delivered to the Air Force on June 5, 1957. During the Vietnam Conflict, it served 41 months (November 1966 to October 1973) in combat with 175 missions. In 1975, it was involved in a ground mishap at March AFB that resulted in a broken wing spar. Our B-52D last saw service here at the March Air Force Base with the 22nd Bombardment Wing as a weapons loading trainer. The museum aircraft was declared surplus at March AFB when it developed weakness in the rear fuselage and was assigned to the museum. This aircraft is on loan from the USAF.

-March Field Air Museum website (www.marchfield.org/)

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)

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 I originally misidentified this as an A-4M, it's actually an A-4L--BuNo 150586, built as an A-4C. (Because that's not confusing.) It joined VMA-223 ("Bulldogs") in 1962 at MCAS Cherry Point, North Carolina. In 1964, it transferred to VMA-214 (the famous "Black Sheep") and saw combat over Vietnam, flying from Chu Lai. In 1968, 150586 went to the Navy and VA-95 ("Green Lizards") aboard the USS John F. Kennedy (CVA-67). In 1970, it was converted to an A-4L and returned first to the Marines with VMA-142 ("Flying Gators") at NAS Jacksonville, Florida, and then ended with the Navy and VC-12 ("Fighting Omars") at NAS Oceana, Virginia, acting as an adversary aircraft.

150586 was retired in 1977, but its flying days were not over. It was bailed to Tracor Flight Systems as N403FS, acting as a target tug and chase aircraft. Its flying days finally came to an end in 1985, and it was stored at MASDC in Arizona. In 2010, it was recovered, moved to MCAS Yuma, and restored in the colors of VMA-214, as the squadron's colors appeared in the 1980s while in A-4Ms. (When 150586 was with VMA-214, it was still a "flatback" A-4C.)

Still, it's always good to see a Black Sheep A-4, althought 150586 could use a touchup here and there. It's displayed at MCAS Yuma's airpark, though at an angle that makes photographing through a fence very difficult.

The Amulet of Cyzgar can generate a forcefield capable of deflecting powerful blows, physical and psychic alike. It also renders spells cast by Shadow Priests harmless.

3.5 x 5"

Ink on Paper, 2015

Inktober, Day 15 / Drawlloween [Amulet]

Instagram: @Pelletfactory

Website: www.pelletfactory.com

Shop: shop.pelletfactory.com

Twitter: www.twitter.com/pelletfactory

Pinterest: www.pinterest.com/pelletfactory

Tumblr: pelletfactory.tumblr.com

We reorganized our "gadget drawers", managing to get 4 drawers of stuff compressed into 2 drawers.

Changing ISPs a lot (I've had 7 DSL ISPs) means accumulating DSL modems. The SpeedStream is, ironically, the slowest, only capable of 768kbps up and down. I paid for 768k(dn)/384k(up) internet, but soon found out that if I stopped downloading, and only uploaded, I would get 384k(dn)/768k(up). After some time, this becamse flat 768kbps in both directions -- I was getting SDSL for ADSL prices.

I don't remember the ZyXel. Perhaps that was for EarthLink. EarthLink was so awful that in the end, I actually profited instead of paid for my service. Then they sent me a modem 3 months later when I wasn't a customer -- illustrating just how clueless they are. Worst. Isp. Ever. File transfers using ANY protocol under ANY OS on ANY computer would not resume, period. For months. And WERE able to resume instantly when I switched to a new ISP, without changing any settings.

The Netopia may be from when I had SpeakEasy as an ISP. They chatted with me and assured me that I could use 100% of my bandwidth 100% of the time, before selling me my circuit. They then turned around and ultimately said, "Download less than 100G or we'll temrinate you." To this day, they continue to advertise their service as "unlimited" and for "power users" who "don't want bandwidth limits". They are fucking liars, and my SpeakEasy review is publicly posted on DSLReports for anyone to see. I also go back and comment on new discussions, pointing back to my review, every few months. Revenge doesn't ever stop with me. If a company screws me over, I make it known as much as possible.

The BritePort is, I think, my LightningBolt DSL modem. That was a "fun" ISP too. Things never worked right, with machines being unconnectable by all incoming protocol despite having public static routeable IP addresses. (Instantly fixed by changing ISPs). When Carolyn called, the one-man running it, Brent, got upset that she took so much of his precious time. There was a 30-day moneyback guarantee, and I exercised it by paying $30 to stop my $420 check for install / 1st month's service. I then returned my modem. Brent claimed it was broken, because I had switched it to bridge mode, and they don't support bridge mode. Nevermind that it still connected to the internet, even if incoming connections didn't work. It was not broken. There was a config problem, and LightningBolt DSL did not propertly our connection or ever get it running. Continuing the claim that the modem is broken, Brent sent it back to the manufacturer AND demanded $200 from me -- to pay for a modem I no longer had! The douche sent a collections agency after me, too. But it only takes one phone call to tell them to cease & desist. I told him if the modem is broken, return it to me and I'll pay for that. "Can't do that, it's already sent back to the manufacturer." Uhh -- Why would I pay for something and then not receive it? It was a working modem, I could have sold it on ebay. And it's surely not woth $200. LightningBolt DSL is as douchey as SpeakEasy DSL. Brent is an asshole. All problems were fixed when I switched to SpeakEasy. But, as mentioned above, SpeakEasy gave me other issues!

I'm now using Silcon Connections. The quality of the modem is sub-par, but I have been able to successfully do whatever I want, which is all I've ever been asking for.

Patriot.net was an amazing ISP too, as was www.dslreports.com/dorateform/ISP/361/23007 (who went out of business, selling me to EarthLink against my will), but they simply couldn't offer competetive speeds (max 1.5Mbps). Check out www.patriot.net if you northern Virginia and 1.5Mbps is acceptable to you. But if you want 3M service, their rate of $150 is double whatI'm paying to Silcon.

DSL modems.

upstairs, Clint and Carolyn's house, Alexandria, Virginia.

January 18, 2009.

... Read my blog at ClintJCL.wordpress.com

... Read Carolyn's blog at CarolynCASL.wordpress.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)

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)

1991

The F-111 was a long-range, all-weather strike aircraft capable of navigating at low level to destroy targets deep in enemy territory. The versatile F-111 Aardvark entered the U.S. Air Force inventory in 1967,and the fighter version was retired in 1996 (the electronic warfare EF-111A served until 1998). The aircraft was originally conceived in 1960 to combine the USAF requirement for a fighter-bomber with Navy's need for an air-superiority fighter, though the Navy eventually cancelled its program.

Primarily a bomber, the F-111 featured a sweep wing varying between 16 degrees and 72.5 degrees, with side-by-side seating for a pilot and weapons systems officer. The F-111's wings are straight for take-offs, landings or slow speed flight; by sweeping its wings rearward, it could exceed twice the speed of sound (Mach 2). The F-111F was equipped with an all-weather AN/AVQ-26 Pave Tack infra-red targeting designator/reader carried in a pod-mounted turret under the fuselage. It could track and designate ground targets for targets for laser, infra-red and electro-optical bombs. The F-111F was one of the most effective Allied aircraft in Operation Desert Storm (1991), flying more than 2,400 sorties against Iraqi strategic sites, vehicle formations and hardened bunkers.

In all, 566 F-111s of all series were built; 106 of them were production F-111Fs. The F-111F on display arrived at the museum in May 1996.

TECHNICAL NOTES:

Armament: One 20mm M61A1 Vulcan cannon, plus a mix of up to 24 conventional or nuclear weapons

Engines: Two Pratt & Whitney TF30-P-100s of 25,000 lbs. thrust each with afterburner

Maximum speed: 1,452 mph

Range: 2,971 miles

Span: 32 ft. swept, 63 ft. extended

Length: 73 ft. 6 in.

Height: 17 ft.

Weight: 100,000+ lbs. maximum

The B-52 is considered the longest lived front-line military aircraft in aviation history. In 1948, Boeing began designing a long range nuclear capable bomber to meet the demands of the Strategic Air Command and the first B-52 was delivered in August 1954. The plane utilized four double engine pods and four twin wheel landing trucks which could be slewed to crab the aircraft in a crosswind landing. The B-52H aircraft used by the Air Force today are older than the pilots who fly them. The engines have no thrust reversers, so a very long reinforced runway is needed for takeoff and landing as the maximum aircraft weight can exceed 200 tons! Internal fuel tanks could hold over 46,000 gallons of fuel, allowing the aircraft to reach targets half-way around the world. With air-to-air refueling, B52's were a truly global aircraft and have flown the 24,000 mile round the world route several times. B-52 bombers were considered the weapon the enemy feared most in the Vietnam War. B-52D's would fly in formation too high to be seen or heard, dropping over one hundred 500 lb bombs each. B-52 tail gunners shot down two enemy aircraft in Viet Nam. All flight controls are manual, making it a very tough aircraft to fly. The BUFF's (Big Ugly Fat Fellows) have survived wars, modernization, and replacement from more than five next generation bombers, but have remained in active Air Force inventory for almost forty years. B-52's are used today as cruise missile carriers, but during the Gulf War reverted to their original design of carrying a large number of iron bombs, earning the respect and fear of those on the receiving end.

The museum's B-52D, serial number 55-0679, was manufactured by Boeing Aircraft, Wichita, KS, and delivered to the Air Force on June 5, 1957. During the Vietnam Conflict, it served 41 months (November 1966 to October 1973) in combat with 175 missions. In 1975, it was involved in a ground mishap at March AFB that resulted in a broken wing spar. Our B-52D last saw service here at the March Air Force Base with the 22nd Bombardment Wing as a weapons loading trainer. The museum aircraft was declared surplus at March AFB when it developed weakness in the rear fuselage and was assigned to the museum. This aircraft is on loan from the USAF.

-March Field Air Museum website (www.marchfield.org/)

Cheaspeake Lighthouse ship, Baltimore.

Lightship 116 Chesapeake

When Lightship 116 "Chesapeake" was completed in 1930, she was among the most modern and capable ships in use with the US Lighthouse Service. Part of the vessel class of Lightship No.100, Lightship 116 was constructed from a standard design and boasted the best in stability, signaling capacity, living accommodations, and engineering efficiency then available.

Lightship 116 was built in South Carolina at the Charleston Machine and Drydock Company at a cost of $274,424. The new vessel featured an efficient diesel-electric power-plant (superseding earlier steam powered designs), all-steel construction, and impressive signaling equipment capable of marking her station in all kinds of weather and light conditions. Electricity for the ship's propulsion motor, lighting and machinery was supplied by four 75-kilowatt diesel engine/generator units located in the engine room. Her signaling apparatus consisted of a 13,000 candlepower electric beacon lamp atop each mast (later consolidated on the aft mast), an electric foghorn (later replaced with a compressed-air diaphone), radio beacon, and fog bell mounted on the main deck. The ship was equipped with two 5,000-pound mushroom anchors (one main and a spare) designed to hold her on station in all but the roughest weather.

Lightship 116 was designed for a crew of up to 16 - though normally several were away on shore leave at any given time. Crew accommodations included two-man staterooms for the enlisted men, a crew's mess, and an electrically powered galley and refrigerator unit (a major advancement for 1930). Officers (1st and 2nd Officer, Engineer and Assistant Engineer) had their own staterooms adjacent to their mess (dining room), and the Captain, or Master as he was called in the Lighthouse Service, occupied his own stateroom immediately behind the pilothouse.

The US Lighthouse Service first assigned Lightship 116 to the Fenwick Island Shoal (DE) Station from 1930-33; after that assignment she marked the entrance to Chesapeake Bay until the beginning of World War II. During the war most coastal lightships were withdrawn for security reasons and were often converted for wartime duties. During 1942-45 Lightship 116 was painted battleship gray, armed with two 20mm cannons, and used as a patrol/inspection vessel near the entrance to the Cape Cod Canal. In 1945, Lightship 116 returned to the waters off Cape Henry (VA) where her bright red hull, beacon light and "Chesapeake" station designation guided maritime traffic in and out of the Chesapeake Bay for the next 20 years.

On two occasions (1936 and 1962) while marking the entrance to the Chesapeake Bay, Lightship 116 rode out hurricanes so powerful that the ship's anchor chain broke, forcing the crew to drop the spare anchor and run full ahead into the wind for many hours in vain attempts to remain on station.

Despite some equipment upgrades, such as radar, technology began to overtake Lightship 116 by the 1960s. In 1965, the Chesapeake Lightship Station was replaced by a Coast Guard offshore light tower built on stout pilings strong enough to withstand the roughest seas. Manned by a crew of just four, the light tower was cheaper to run and had a more powerful beacon visible for a distance of 17 miles. After being relieved at the mouth of the Chesapeake Bay, Lightship 116's final duty station was marking the approaches to Delaware Bay until replaced there by a large automated light buoy in 1970.

In 1971, Lightship 116 was acquired by the National Park Service and was open to the public on the Potomac River. Since 1982, the ship has been part of the Baltimore Maritime Museum, now Historic Ships in Baltimore, and has continued to serve as an important link with the history of American aids to navigation.

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)

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)

A fast, capable road bike with a great build and killer paint job by Jordan at Hot Tubes. Photo by JP Bevins.

Designing and building a high power amplifier capable of driving low impedance (as low as 2 Ohm’s @ 50 Vpp) loads.

www.diyaudio.com/ see alias FdW

History of DIY audio

Audio DIY came to prominence in the 50s to 60s, as audio reproduction was relatively new and the technology "complex," audio reproduction equipment, and in particular high performance equipment, was not offered at the retail level. Kits and designs were available for consumers to build their own equipment. Famous vacuum tube kits from Dynaco, Heathkit, and McIntosh, as well as solid state (transistor) kits from Hafler allowed for consumers to build their own hi fidelity systems. Books and magazines were published which explained new concepts regarding the design and operation of vacuum tube and (later) transistor circuits.

While audio equipment has become easily accessible in the current day and age, there still exists an interest in building one's own equipment, including amplifiers, speakers, preamplifiers, and even CD players and turntables. Today, a network of companies, parts vendors, and on-line communities exist to foster this interest. DIY is especially active in loudspeaker and in tube amplification. Both are relatively simple to design and fabricate without access to sophisticated industrial equipment. Both enable the builder to pick and choose between various available parts, on matters of price as well as quality, allow for extensive experimentation, and offer the chance to use exotic or highly labor-intensive solutions, which would be expensive for a manufacturer to implement, but only require personal labor by the DIYer, which is a source of satisfaction to them.

en.wikipedia.org/wiki/DIY_audio

The Convair B-58 Hustler was the first operational supersonic jet bomber, and the first capable of Mach 2 flight. The aircraft was developed for the United States Air Force for service in the Strategic Air Command (SAC) during the 1960s. Originally intended to fly at high altitudes and speeds to avoid Soviet fighters, the introduction of highly accurate Soviet surface-to-air missiles forced the B-58 into a low-level penetration role that severely limited its range and strategic value. This led to a brief operational career between 1960 and 1969. Its specialized role was succeeded by other American supersonic bombers, such as the FB-111A and the later B-1B Lancer.

The B-58 received a great deal of notoriety due to its sonic boom, which was often heard by the public as it passed overhead in supersonic flight.

This aircraft flew from Los Angeles to New York and back on 5 March 1962, setting three separate speed records, and earning the crew the Bendix Trophy and the Mackay Trophy for 1962. The aircraft was flown to the Museum on 1 March 1969.

General characteristics

* Crew: 3: pilot; observer (navigator, radar operator, bombardier); defense system operator (DSO; electronic countermeasures operator and pilot assistant).

* Length: 96 ft 10 in (29.5 m)

* Wingspan: 56 ft 9 in (17.3 m)

* Height: 29 ft 11 in (8.9 m)

* Wing area: 1,542 ft² (143.3 m²)

* Airfoil: NACA 0003.46-64.069 root, NACA 0004.08-63 tip

* Empty weight: 55,560 lb (25,200 kg)

* Loaded weight: 67,871 lb (30,786 kg)

* Max takeoff weight: 176,890 lb (80,240 kg)

* Powerplant: 4× General Electric J79-GE-5A turbojet

* *Zero-lift drag coefficient: 0.0068

* Drag area: 10.49 ft² (0.97 m²)

* Aspect ratio: 2.09

Performance

* Maximum speed: Mach 2.0 (1,319mph) at 40,000 ft (12,000 m)

* Cruise speed: 610 mph (530 kn, 985 km/h)

* Combat radius: 1,740 mi (1,510 nmi, 3,220 km)

* Ferry range: 4,100 mi (4,700 nmi, 7,600 km)

* Service ceiling: 63,400 ft (19,300 m)

* Rate of climb: 17,400 ft/min (88 m/s) at gross weight[30]

* Wing loading: 44.0 lb/ft² (215 kg/m²)

* Thrust/weight: 0.919 lbf/lb

* Lift-to-drag ratio: 11.3 (without weapons/fuel pod)

Armament

* Guns: 1× 20 mm (0.79 in) T171 cannon[29]

* Bombs: 4× B-43 or B61 nuclear bombs; maximum weapons load was 19,450 lb (8,820 kg)

The F-102 Delta Dagger was the first operational Mach 1 capable supersonic, all-weather interceptor in the United States Air Force. Manufactured by the Convair division of General Dynamics in San Diego, California its signature wasp-waisted delta-wing design found its inspiration in technology developed by German scientists during the Second World War. Entering duty in April 1956, during the height of the Cold War, the F-102's high-altitude and high-speed capabilities provided an effective solution to the threat poised by the massive Soviet bomber force.

The F-102 used an internal weapons bay to carry up to six AIM-4 infa-red or radar guided missiles and rockets. Delta Daggers, more commonly known as "Deuces", saw limited operational use in Southeast Asia from March 1962 to December 1969 in its primary role as an air defense interceptor and in an additional mission as an escort fighter for B-52 Stratofortress bombers. A single F-102 was lost to a North Vietnamese MiG-21 in air-to-air combat; fourteen others were lost to a combination of ground fire and accidents.

Over 1,000 F-102s were accepted into the U.S. inventory, flying for two decades until their gradual replacement by the Mach 2 capable F-106 Delta Dart. Over 200 F-102s were subsequently converted for use as target drones (QF-102A or PQM-102A).

The museum's F-102A, serial number 56-1114, entered the active service in May 1957. It was stationed with the 52nd Fighter Group at Suffolk County AFB, NY, the 79th Fighter Group, Youngstow, OH and the 1st Fighter Group, Selfridge AFB, MI. In December 1960, the aircraft was transferred to the114th Fighter Group (ANG), Sioux Fall, SD and finally to the 114th Fighter Group (ANG), Fresno, CA. where it was retired in 1970 and moved into storage at Davis-Monthan AFB, AZ.

In 1988, aircraft 56-1114 was mounted on a pedestal and placed on static display in front of the South West Air Division Operations Center at March AFB. In 1996, the aircraft was removed from the pedestal; by October 2000, the aircraft was restored for display at the MFAM. This aircraft is on loan from the USAF.

Former President, George W. Bush, was an F-102 pilot when he was in the Air National Guard. To recognize his service, the museum has placed the name "Lt George W. Bush" on the canopy frame of aircraft 56-1114.

-March Field Air Museum website (www.marchfield.org/)

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)

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)

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

======+================

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)

------

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

------

(@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

-------

(@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))

-------

(@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))

-------

(@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

------

(@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))

-------

Revamp base

(@4221) subtotal b4 assembly

Assembly mods

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

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

-------

(@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

-------

(@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)

HI Fiona,

It was a great event! Please see below the story and some photos attached, if you'd like to post this on Indigo where appropriate and on the gallery, I will leave this into your capable hands!

Thanks again for the contribution. We really had a good and inspiring time!

Sandrine

****

Encouraged by Informa`s One Planet Eating initiatives, the Hong Kong team got together at HOME to share a few healthy tapas, organic cocktails and be inspired by Christian Mongendre, our Guest Speaker, who created HOME. You can check him out: www.lifestyleasia.com/470121/tastemakers-christian-mongen...

In balancing mind and body, HOME - Eat to Live strives to use only organic produce whenever possible. Much of our ingredients are sourced locally from a network of farms and our food is made fresh daily. Our menu aims to appeal to everyone. We believe that healthy, plant-based foods should be tasty, filling, and nutritious. We offer vegan, gluten free & raw options, including healthy desserts and organic cocktails. We are committed to supporting a sustainable, plant-based lifestyle, collectively lowering our carbon footprint and preserving our earth's fresh water supply through a plant-based menu, mindful ingredient sourcing, eco-friendly packaging and practices.

During the talk, Christian raised awareness about recycling, compost, biodegradable materials like the plastic they use, from corn, LED lights which create no heat.

He also told us about the importance of eating more plant based food, and the impact on our planet. As a very demanding person, he wanted to create a vegetarian and sustainable restaurant and also bring taste and colour to our plates, with no processed food. Christian also pointed out the menu of HOME, each dish is called by animals in danger: Golden Snub Nosed Monkey Open Faced Toast, Manta Ray Salad Bowl, Siberian Tiger Earth Bowl, Northern White Rhino Sliders , Hawaiian Monk Seal Flatbread...

The team was very engaged and questioned him around the cost of eating healthy, being higher than eating meat. At HOME, they try to educate their customers about the origin of the products they use, Kale is one example, they were the first restaurant to import Kale but as demand grows, price goes down and we reach economies of scale. To make 'Healthy food' affordable, the market demand need to change and it is starting to change.

Finally, we asked him for advice around Pledges we should all make:

- Wellbeing = Food, "you are what you eat" , what you are eating to regenerate your body

- How are you breathing: Try to take time and be conscious of your breath

- Try Meditation

- Drink high quality water and not distilled

- Exercise and organise more events like 'Walk the World'

- Cut down on sweets and opt for healthier snacks

- Choose an organic range of teas

- Recycle

- Having LED lights

- And last but not least, we all agreed to at least TRY: Meat Free Monday !

Alena & Sandrine

Sandrine Declippeleir

Account Director - Professional Services, Asia Pacific

Business intelligence | informa

T: +852 3757 9703

M: +852 9222 1747

sandrine.declippeleir@informa.com<

www.informa.com

Agribusiness intelligence | Financial intelligence | Maritime intelligence | Pharma intelligence | TMT intelligence

Informa | Nexxus Building, Level 16 | 41 Connaught Road | Central | Hong Kong

Follow me on:

hk.linkedin.com/in/sandrinedeclippeleir

This electronic message and all contents transmitted with it are confidential and may be privileged. They are intended solely for the addressee. If you are not the intended recipient, you are hereby notified that any disclosure, distribution, copying or use of this message or taking any action in reliance on the contents of it is strictly prohibited. If you have received this electronic message in error, please destroy it immediately, and notify the sender.

Informa Group plc | Registered in England & Wales No. 3099067 | 5 Howick Place | London | SW1P 1WG

***UPDATE*** Jen has officially kickstarted the summer with a healthy addcition to Paul McCobb. I was jazzed to help fuel her passion. Thanks!

Designing and building a high power amplifier capable of driving low impedance (as low as 2 Ohm’s @ 50 Vpp) loads.

www.diyaudio.com/ see alias FdW

History of DIY audio

Audio DIY came to prominence in the 50s to 60s, as audio reproduction was relatively new and the technology "complex," audio reproduction equipment, and in particular high performance equipment, was not offered at the retail level. Kits and designs were available for consumers to build their own equipment. Famous vacuum tube kits from Dynaco, Heathkit, and McIntosh, as well as solid state (transistor) kits from Hafler allowed for consumers to build their own hi fidelity systems. Books and magazines were published which explained new concepts regarding the design and operation of vacuum tube and (later) transistor circuits.

While audio equipment has become easily accessible in the current day and age, there still exists an interest in building one's own equipment, including amplifiers, speakers, preamplifiers, and even CD players and turntables. Today, a network of companies, parts vendors, and on-line communities exist to foster this interest. DIY is especially active in loudspeaker and in tube amplification. Both are relatively simple to design and fabricate without access to sophisticated industrial equipment. Both enable the builder to pick and choose between various available parts, on matters of price as well as quality, allow for extensive experimentation, and offer the chance to use exotic or highly labor-intensive solutions, which would be expensive for a manufacturer to implement, but only require personal labor by the DIYer, which is a source of satisfaction to them.

en.wikipedia.org/wiki/DIY_audio

www.facebook.com/wholesaleinc

From Edmunds (http://www.edmunds.com/lexus/gx470/2007/review.html) -

Pros

Rugged and capable off-road, comprehensively equipped interior, luxurious cabin furnishings.

Cons

Very tight quarters in optional third-row seat, side-hinged cargo door impedes curbside loading.

What's New for 2007

A few detail changes to onboard entertainment systems mark this midsize luxury SUV's transition into the 2007 model year. The optional navigation system has been upgraded with "fifth-generation" technology that includes voice activation for many functions, an improved display and an input jack for plumbing in devices like an iPod. The Mark Levinson Premium Audio System that resides alongside the navigation system can now play DVDs while displaying video on the navigation screen when the vehicle is parked. Additionally, the optional rear-seat entertainment system's video screen has been expanded to 9 inches wide.

Introduction

Entering its fifth year of production, the 2007 Lexus GX 470 remains the brand's middle SUV offering, sandwiched between the car-based RX 350 crossover and full-size LX 470. While it's not much larger than the RX, it's built more like the LX with a full ladder frame, a stout suspension and an all-wheel-drive system that includes a dual-range transfer case. In fact, the GX shares its 263-horsepower, 4.7-liter, DOHC, 32-valve V8 and five-speed automatic transmission with the more expensive LX.

The GX 470 is based on Toyota's Land Cruiser Prado platform: the same structural and mechanical base upon which the 4Runner and FJ Cruiser are erected. It's an exceptionally capable and rugged platform that manages the neat trick of supplying excellent on-road comfort and solid off-road performance.

But just because the 2007 Lexus GX 470 shares much of its engineering with the 4Runner and FJ Cruiser doesn't mean it feels like either of them. This is a truly luxurious machine that packs all the creature comforts expected of a Lexus into its body and covers most anything any human might touch in supple, perfectly stitched leather. In fact, it's so overstuffed with luxury equipment that the dashboard can seem overrun with buttons and switches to those who encounter it for the first time. Fortunately that sense of being overwhelmed fades rapidly once the ignition key is turned, the "Optitron" electroluminescent instrument panel fires to life and the engine settles into a barely audible idle.

While the GX packs in all the gee-whiz overkill elements expected of a 21st-century luxury machine, its most impressive technology is really only apparent off-road. The dual-range all-wheel-drive system is among the very best available (the center differential is a Torsen limited-slip unit) and it's complemented by the shockingly effective Downhill Assist Control (DAC), Hill-start Assist Control (HAC) and Active-TRAC (A-TRAC) traction control systems. Throw in excellent four-wheel disc brakes with both ABS and brake assist systems and it takes real effort to get into trouble with a GX 470.

Like other Prado-based vehicles, the GX 470 is a little narrow compared to some of its competition, and the styling is disappointingly generic, but this is otherwise a solid choice for the buyer who wants (or better, needs) the ability of a traditional SUV.

COEUR D'ALENE PIER

Date: Circa 1908

Source Type: Photograph Booklet

Publisher, Printer, Photographer: Augusta Anderson, Inland Printing Company

Postmark: Not Applicable

Remark: This photograph shows the steamship Idaho, which was a sidewheeler that was 147 feet long and had a beam of 23 feet. The ship, capable of transporting 1,000 passengers, was built in about two months by George Ryan at a cost of $45,000 and was launched June 20, 1903. The engines of the Idaho could generate 800 horsepower to turn the 22-foot diameter sidewheels. The steamer caught fire and was destroyed in Lake Coeur d'Alene's Black Rock Bay in 1915; at the time of the fire the ship was being used as a warehouse during the local apple harvest.

Libraries holding copies of The Shadowy St. Joe indicate that this souvenir book was published circa 1910. After researching the life of Augusta Anderson, however, it is much more likely that the book was published in 1908 or perhaps 1907. In addition, it is very likely that Augusta Anderson was neither the author of the book nor the photographer of the images contained within the book.

Augusta Anderson was born circa 1885. On February 13, 1908, in Spokane, Spokane County, Washington, Augusta married Fred D. Straffin. Straffin was a fairly well-known photographer who operated from a Spokane photography studio. Straffin published a souvenir book of the Potlatch lumber mill located in Potlatch, Latah County, Idaho, in 1907 that is very similar in design to The Shadowy St. Joe. Straffin also published a souvenir book of St. Maries, Benewah County, Idaho, which is located along the St. Joe River, that is also of nearly the same design as The Shadowy St. Joe.

Straffin was somewhat under duress when he married Augusta Anderson. According to a news item published in the Spokane Daily Chronicle on February 8, 1908, Straffin had been “charged with the seduction of Augusta Anderson, 23 years of age…. Straffin claimed that the girl yielded readily to his request that she live with him, and denied that, except in a joking way, that he had ever promised to marry her. The girl denies these statements emphatically, alleging that she took the matter seriously. She broke down several times in court.”

It is learned from a June 18, 1908, news item also published in the Spokane Daily Chronicle that Straffin and Anderson had married on February 13, 1908, so that Straffin could avoid jail and have the seduction case dismissed in superior court. This same news item mentions that Augusta was now seeking a divorce after four months of marriage because Fred had “been drunk much of the time since their marriage and has not contributed to her support.” It also notes that before the marriage that Augusta had been a waitress and specifically states that “The groom was a photographer. He offered to teach the girl the art of the offer was accepted. Before the girl had mastered her trade, however, Straffin was arrested for intimate relations with her, and was bound over to the superior court to answer to the charge.”

The 1908 divorce case apparently was dismissed since there appears in the October 11, 1910, issue of The Press, published in Spokane, a notice of a pending divorce suit between Augusta and Fred D. Straffin. The Spokane Daily Chronicle’s January 19, 1911, issue reports that the divorce was granted and states that “She [August Straffin] charged that she was deserted on the day of her wedding, which occurred in Spokane in 1908, and that her husband had never contributed to her support. She was permitted to resume her maiden name, Augusta Anderson.”

Augusta Straffin appears in the 1908 city directory for Spokane with Fred as the proprietor of the Rembrandt Studio, while later directories do not tie Augusta to any photography business. Collectively, this information suggests that Augusta Anderson had neither taken the photographs appearing in The Shadowy St. Joe – there is no evidence that she was fully trained as a photographer – nor had she compiled the book as an author. Rather, evidence strongly suggests that Fred D. Straffin was responsible for the development and publication of The Shadowy St. Joe and perhaps had August listed as author as an inducement to initiate or maintain an intimate relationship with her. It is possible the Augusta had taken the photographs and authored the book while Fred was occupied with drinking and desertion of his wife, but this calls into question as to how Augusta was fully trained as a photographer.

Fred D. Straffin was born in 1869 and died April 23, 1917, in Salt Lake City, Salt Lake County, Utah; he is buried at the Salt Lake City Cemetery in an unmarked grave. His death certificate indicates that he was a widow at the time of his death, suggesting that he may have remarried after being divorced from Augusta.

Little is known concerning August Anderson after her divorce from Fred. A notice of marriage licenses granted in Spokane County published in The Spokesman-Review on February 11, 1914, mentions that an Adam Noble or Spokane was granted a license to marry Augusta Anderson, also of Spokane. It is assumed that this is likely the same Augusta Anderson that married and divorced Fred D. Straffin.

Sources:

Anderson, Augusta. Circa 1908. The Shadowy St. Joe. Spokane, Washington: The Inland Printing Company. 54 p.

The Press, Spokane, Spokane County, Washington; October 11, 1910; Volume 8, Number 312, Page 7, Column 5. Column titled “Three Divorce Suits.”

Spokane Daily Chronicle, Spokane, Spokane County, Washington; February 8, 1908; Volume 22, Number 139, Page 3, Column 5. Column titled “He Wronged a Woman.”

Spokane Daily Chronicle, Spokane, Spokane County, Washington; June 18, 1908; Volume 22, Number 251, Page 4, Column 5. Column titled “Wedded to Dodge Jail; Divorce.”

Spokane Daily Chronicle, Spokane, Spokane County, Washington; January 19, 1911; Volume 25, Number 124, Page 7, Column 6. Column titled “Deserted Bride is Given Divorce.”

The Spokesman-Review, Spokane, Spokane County, Washington; December 10, 1907; Volume 25, Number 178, Page 18, Column 3. Column titled “Takes Pictures of Potlatch Mill.”

The Spokesman-Review, Spokane, Spokane County, Washington; February 11, 1914; Volume 31, Number 241, Page 7, Column 2. Column titled “City and County Records. Marriage Licenses.”

Copyright 2022. Some rights reserved. The associated text may not be reproduced or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without prior written permission of Steven R. Shook.

Cowes RNLI ILB (inshore lifeboat)

Lifeboat B-859 SHEENA LOUISE

In the Solent off of Cowes

B-859 is a Atlantic 85 B class lifeboats, which are 8½ metres long, are capable of 35 knots and can carry up to four crew members.

The Atlantic 85 was designed by the RNLI and has been developed over the past 5 years to meet the ever-changing requirements of the lifesaving service. It can operate safely in daylight up to force 7 conditions and at night up to force 6.

At the end of World War II, the New Zealand government wanted to establish a domestic airline capable of linking the far-flung communities of New Zealand, while leaving Air New Zealand to handle international routes. In 1947, the New Zealand National Airways Corporation (NAC) was established by merging several small air taxi services, a prewar airline (Union Airways), and converting 40 Squadron of the Royal New Zealand Air Force to civilian use. As a result, NAC had a bewildering array of aircraft, most of them war surplus: besides the almost inevitable Douglas DC-3s, there were also Lockheed 10 Electras and ex-RNZAF Short Sunderland flying boats, among others; despite being obsolete, prewar deHavilland DH.89 Dragon Rapides remained with NAC into the 1950s due to their ability to land on beach airstrips. This wide variety of aircraft led to maintenance problems and a high accident rate, though most of the crashes were nonfatal.

Through the 1950s, NAC reduced its services to South Pacific islands so as to retire the Sunderlands and consolidate its domestic network. NAC’s interest in the Vickers Viscount turboprop led to the New Zealand government embarking on an extensive modernization of its airports prior to the Viscount’s purchase in 1954; so popular were the new aircraft that NAC—and New Zealand itself—saw passenger numbers experience a huge growth, so much that it was called the “Viscount Jump.”

NAC, though partially state-owned, found itself under increasing pressure from Air New Zealand, its own government, and British aviation companies. It was able to modernize its fleet by purchasing Fokker F.27 Friendships to replace its DC-3s (though DC-3s would remain with NAC until its demise, flown as sightseeing aircraft) and adding jets with Boeing 737s; in both cases, NAC was threatened with retailiation from Handley-Page and BAC, respectively, who demanded that NAC adopt the Herald and One-Eleven. NAC became the third customer for the 737, and its experience in operating the type on short runways led to several improvements made to the design by Boeing.

By 1975, NAC was proving resilient and successful, petitioning the New Zealand government to allow it to return to flying South Pacific routes with 727s. When McDonnell Douglas made an offer to NAC for DC-10s, Air New Zealand reacted, worried that NAC could drive it out of business. As the national flag carrier, Air New Zealand’s clout carried considerable weight, and in April 1978, the New Zealand government merged NAC into Air New Zealand. The action outraged many New Zealanders, who accused Air New Zealand of “bullying” and illegal influence, but the merger stood. It would be some years before Air New Zealand recovered from absorbing NAC, as the two airlines operated on completely different business models.

Chassis n° F102BB31359

- One of only 929 512 BB models produced

- One of the most capable supercars of its era

- In the same ownership for over 30 years

Bonhams : The Zoute Sale

Important Collectors' Motor Cars

The Zoute Grand Prix Gallery

Estimated : € 175.000 - 225.000

Sold for € 218.500

Zoute Grand Prix Car Week 2025

Knokke - Zoute

België - Belgium

October 2025

Having reasserted itself at the top of the supercar hierarchy with the first 'Boxer' - the 365 GTB/4 BB - Ferrari went one better with its successor: the 512 BB. For the new Boxer, Ferrari abandoned its long-standing practice of denoting a model by the capacity of an individual cylinder and adopted the Dino-type nomenclature where '512' indicates 5 litres/12 cylinders. Displacement was increased by enlarging both bore and stroke, while in addition the compression ratio was raised and dry-sump lubrication adopted. The result of all these changes was a useful increase in torque which, coupled with revised gear ratios, made the 512 more tractable.

Changes to Pininfarina's inspired coachwork were, not surprisingly, few. The running gear likewise came in for only minor revision while the already excellent all-round ventilated disc brakes remained unchanged. Inside, the 512 remained virtually the same as before but for the welcome adoption of multi-way adjustable seats in place of the fixed originals. Road & Track magazine had achieved a speed of 175mph (280km/h) in the preceding 365 GT/4 BB, and although lack of road space prevented the discovery of their test 512's capability, Ferrari's claimed maximum of 188mph (302km/h) was felt entirely realistic.

In 1981 the model was updated with Bosch fuel injection, becoming the 512 BBi. Once again, maximum power remained unchanged but there was more available at lower revs and torque increased still further. Possessing an engine directly related to Ferrari's contemporary Formula 1 unit, as well as being both lighter and faster than the legendary Daytona, the 512 BB was one of the most capable and exciting supercars of its era and is still capable of providing all the thrills that an enthusiastic owner-driver could wish for.

One of only 929 512 BB models produced by Ferrari, the example offered here is described by our vendor as in beautifully unrestored condition. Although the first owner was an American and the Ferrari remained in the USA for many years, it is believed it is an European car. The most recent owner had the car for almost 30 years in a large Ferrari collection and has taken very good care of it. The bodywork is said to be very nice, with neatly fitting panels and beautiful paintwork, around 75% of which is still believed to be original. The gaps are consistent everywhere, while the lighting lenses and other details such as rubber mouldings, mirrors, and windows are said to be in good condition.

Boasting Daytona-style cognac-coloured leather seats, the original interior likewise is described as in good condition, possessing a lovely patina. The carpeting and door cards are said to be well preserved, as is the dashboard. Light brown dominates, with nostalgic black gauges with orange numbers and needles, and it is reported that everything functions properly, including the factory-fitted air conditioning.

In the vendor's own words: "Driving the Ferrari is simply fantastic, a sensation in fact. Everything about the car is in good condition, including the braking system and the suspension, providing a confident feeling when driving at higher speeds. As if you're strapped to the front of a rocket, the 512BB takes off with breathtaking acceleration. The sensation and experience of the power combined with the howling twelve-cylinder right behind the occupants are simply magnificent. The intake sound of the six Weber carburettors is phenomenal and is complemented by a fantastic exhaust sound. The steering responds to every minimal input you make, and the car instils incredible confidence. It's simply amazing what Ferrari managed to achieve almost 50 years ago."

Built by the Schiffswerks Rieherst company in Hamburg, the Umbria was launched on December 30th 1911 with the name of Bahia Blanca. It was a large freighter by that time, 150 meters long, with a power capable of providing a speed of 14 knots that could carry 9,000 tons of cargo and up to 2,000 passengers. In 1912 it began operating the Hamburg-America line doing different jobs between Europe and Argentina until the outbreak of World War I, when it was based in Buenos Aires. In 1918 the ship was acquired by the Argentinian government and it was not until 1935 when the ship was taken over by the Italian government and renamed again: the Umbria. From that moment its trips were to transport troops and during the following two years carried several thousand soldiers to the Italian colonies in East Africa.

The loss of the Umbria

In May 1940, when Italy was still neutral in World War II, the Umbria was secretly loaded with 360,000 bombs between 15 kg and 100 kg, 60 boxes of detonators, building materials and three Fiat Lunga cars, carrying a total 8,600 tons of weapons towards the East Africa. The explosives had destination Massawa and Assab, Eritrea, that was Italian colony by then, and the rest of the cargo was heading different locations in Asia. Italy's entry into the war was imminent and this shipment was destined to the defense of the colonies against the Allies and to the possible expansion of its African territories.

On 3rd June 1940 the Umbria reached Port Said, northern Egypt, where loaded with 1,000 tons of coal and water in a movement to fool the Allies, trying to look like a harmless freighter. The port, controlled by the Royal Navy, and its authorities allowed the ship enter on the Red Sea three days after arrival. The British delayed the departure of the Umbria knowing that Italy's entry into the war was imminent and that the cargo of Umbria had devastating power that sooner or later would be used against the Allies and why not, to get a great load to fight fascism. But Italy, as a neutral country that it was, had every right to transport weapons much like any other cargo to its colonies.

Having met the deadline to be retained, the Umbria crossed the Suez Canal on June 6th but with the escort of the HMS Grimsby. The importance and destructive capacity of the cargo required it. Three days later the Umbria entered in Sudan waters and the HMS Grimsby ordered the Umbria captain to anchor on Wingate Reef under the pretext of searching for contraband. Moments later the British warship HMS Leander arrived with a group of 20 sailors who boarded the Umbria. After thoroughly searching the ship and finding nothing, the captain ordered the British troops to remain the night aboard the Umbria.

The next morning Lorenzo Muiesan, Umbria captain, was in his cabin listening to the radio when Mussolini announced the entry of Italy into the World War II. Hostilities would begin at midnight of that day. Muiesan, a very patriotic captain with long experience, was the only one in the area who had heard the news and knew immediately that both Umbria and the burden would be used by the Allies against their own country. He had no option to disable both. In a move of extraordinary intelligence, as the hours passed retained by the British who did not yet know that Italy was officially the enemy, the captain ordered his crew conducting a rescue simulation... that was more real than the British thought. This maneuver, which the English soldiers agreed as they believed it would serve to further delay the departure of the Umbria. While the Italians occupied the lifeboats, the chief engineers, following Muiesan´s orders, opened all the valves and drown the ship to the bottom of the reef. With the crew safe, the British only had time to get on their ship and watch the freighter slid slowly.

When the captain of HMS Grimsby asked why he had done that Muiesan confirmed the declaration of war from Italy to Britain. The next day Muiesan and the rest of Umbria crew departed detainees to India, where they spent four years in prison.

CARGO:

The Umbria was carrying 360,000 individual aircraft bombs ranging in size from 15, 50 and 100 kg. The vessel also carried a large quantity of fuses, ammunition and detonators as well as other traditional cargo. The captain knew these bombs would be confiscated and used by the enemy against his country should they ever discover them which was why he made the call to sink the ship.

The Umbria had sailed in June 1940 with 6,000 tons of bombs, 60 boxes detonators, explosives, weapons and three Fiat 1100 Lunga from Genoa via Livorno and Naples in the Suez Canal and on the way via Massaua and Assab to Calcutta.

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

======+================

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)

------

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

------

(@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

-------

(@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))

-------

(@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))

-------

(@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

------

(@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))

-------

Revamp base

(@4221) subtotal b4 assembly

Assembly mods

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

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

-------

(@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

-------

(@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)

The Hoopoe is a medium sized bird, 25–32 cm (9.8-12.6 in) long, with a 44–48 cm (17.3-19 in) wingspan weighing 46-89 g (1.6-3.1 oz). The species is highly distinctive, with a long, thin tapering bill that is black with a fawn base. The strengthened musculature of the head allows the bill to be opened when probing inside the soil. The hoopoe has broad and rounded wings capable of strong flight; these are larger in the northern migratory subspecies. The Hoopoe has a characteristic undulating flight, which is like that of a giant butterfly, caused by the wings half closing at the end of each beat or short sequence of beats.[6]

The song is a trisyllabic "oop-oop-oop", which gives rise to its English and scientific names.

[edit] Behaviour

In what was long thought to be a defensive posture, Hoopoes sunbathe by spreading out their wings and tail low against the ground and tilting their head up; they often fold their wings and preen halfway through.[13] The Hoopoe also enjoys taking dust and sand baths.[14]

[edit] Diet and feeding

The diet of the Hoopoe is mostly composed of insects, although small reptiles as well as some plant matter such as seeds and berries are sometimes taken as well. It is a solitary forager which typically feeds on the ground. More rarely they will feed in the air, in pursuit of numerous swarming insects, where their strong and rounded wings make them fast and manoeuvrable. More commonly their foraging style is to stride on relatively open ground and periodically pause to probe the ground with the full length of their bill. Insect larvae, pupae and mole crickets are detected by the bill and either extracted or dug out with the strong feet. In addition to feeding in soil Hoopoes will feed on insects on the surface, as well as probing into piles of leaves and even using the bill to lever large stones and flake off bark. Common diet items include crickets, locusts, beetles, earwigs, cicadas, ant lions, bugs and ants. These can range from 10 to 150 mm in length, with the preferred size of prey being around 20-30 mm. Larger prey items are beaten against the ground or a preferred stone in order to kill them and remove indigestible body parts such as wings and legs.[6]

[edit] Breeding

The Hoopoe is monogamous, although the pair bond apparently only lasts for a single season. They are also territorial, with the male calling frequently to advertise his ownership of the territory. Chases and fights between rival males (and sometimes females) are common and can be brutal.[6] Birds will try to stab rivals with their bills, and individuals are occasionally blinded in fights.[15] The nest is in a hole in a tree or wall, with a narrow entrance;[14] it may be unlined or various scraps may be collected.[11] The female alone is responsible for incubating the eggs. Clutch size varies with location, with northern hemisphere birds laying more eggs than those in the southern hemisphere and birds in higher latitudes having larger clutches than those closer to the equator. In central and northern Europe and Asia the clutch size is around 12, whereas it is between four in the tropics and seven in the subtropics. The eggs are round and milky blue on laying but quickly discolour in the increasingly dirty nest.[6] They weigh 4.5 grams.[13] A replacement clutch is possible.[11]

The Hoopes have well developed anti-predators defences in the nest. The uropygial gland of the incubating and brooding female is quickly modified to produce a foul-smelling liquid, and the glands of nestlings do so was well. These secretions are rubbed into the plumage. The secretion, which smells like rotting meat, is thought to help deter predators, as well as deter parasites and possibly act as an antibacterial agent.[16] The secretions stop soon before the young leave the nest.[13] In addition to this secretion nestlings are able to direct streams of faeces at nest intruders from the age of six days, and will also hiss at intruders in a snake like fashion.[6] The young also strike with their bill or with one wing.[13]

The incubation period for the species is between 15 and 18 days. During incubation the female is fed by the male. The incubation period begins as soon as the first egg is laid, so the chicks are born asynchronously. The chicks hatch with a covering of downy feathers, by around day days feather quills emerge which become adult feathers. The chicks are brooded by the female for between 9 to 14 days.[6] The female later joins the male in the task of bringing food.[14] The young leave the nest after approximately three and a half weeks; the parent still leads them for a week.[11]

A newly designed spacecraft capable of going through time is sent to Mars to rescue a crew previously lost on Mars. The ship is sent through the past but to the wrong time years later than the first crew Empire of Danger was directed by Eric E Shook. Cast: Cindy Tozer, Traci Alms, Tatum Green, Caleb Howald, Samantha Shook, Stephanie Hunsicker, Darkeith Lofton, Jayson Johnson, Adam Kennedy, Eric Shook, Mike Davis, Beverly Rankin, Heather Myers, Randy Miller, Lester Fornshell, Mike Morrison, Melissa Schutzbach, Derek Alams, Steve Rankin, Andrea Melton, Brenda Alexander, Lisa Love, Justin Roley and Roger Anderson.

Production Company Westfield Entertainment

www.westfieldentgrp.com

Download whole movie here:

Empire of Danger

www.amazon.com/Empire-Of-Danger/dp/B0030BMC8O/ref=pd_sim_...

The Gossamer Condor -- the first human-powered aircraft capable of controlled, sustained flight -- on display at the Smithsonian Air and Space Museum in Washington, D.C.

In 1959, British businessman Henry Kremer established a prize for the first human-powered aircraft that could over a figure-eight course over a total of one mile. The aircraft had to fly over at pole 10 feet high at the start and end of the course. In the early 1970s, Dr. Paul MacCready and Dr. Peter Lissaman of AeroVironment (an aerospace firm) decided to tackle the challenge. They came up with the idea of using the same form of wing as a hang glider (increasing wing area to improve flight). Control proved a problem, until they decided to use the old "canard" control surface (first used by the Wright Brothers) in front. They built the plane out of lightweight plastic sheets and aluminium tubing.

On August 23, 1977, cyclist and hang-glider Bryan Allen pedalled the Gossamer Condor over the Kremer prize course. (It actually took off under human power!)

MacCready and Lissaman subsequently built the Gossamer Albatross, which crossed the English Channel; the Solar Challenger, a solar-powered airplane; and the Pathfinder/Helios unmanned solar-powered aircraft.

The Chance Vought F4U Corsair was a carrier-capable fighter aircraft that saw service in World War II and the Korean War (and in isolated local conflicts). Goodyear-built Corsairs were designated FG and Brewster-built aircraft F3A. The Corsair served in some air forces until the 1960s, following the longest production run of any piston-engined fighter in U.S. history (1942–1952). Some Japanese pilots regarded it as the most formidable American fighter of World War II. The U.S. Navy counted an 11:1 kill ratio with the F4U Corsair.

Corsairs served with the U.S. Navy, U.S. Marines, Fleet Air Arm, and the Royal New Zealand Air Force, as well the French Navy Aeronavale and other services postwar. It quickly became the most capable carrier-based fighter-bomber of World War II. Demand for the aircraft soon overwhelmed Vought's manufacturing capability, resulting in production by Goodyear (as the FG-1) and Brewster (as the F3A-1). 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.