Capable photos on Flickr

Port Townsend WA - Boat School SCAMP Camp - day 7 of 10 - planking begins by Northwest School of Wooden Boatbuilding

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SCAMP is an extremely capable small boat; at 11 feet 11 inches in length. The boat was designed by well-known New Zealand designer John Welsford for the magazine Small Craft Advisor, hence its name - Small Craft Advisor Magazine Project, or SCAMP. www.smallcraftadvisor magazine.com

The Northwest School of Wooden Boatbuilding (www.nwboatschool.org) hosted the third SCAMP Camp (sm) March 4th - 15th, 2013 at the Northwest Maritime Center in Port Townsend WA. www.nwmaritime.org/

The next SCAMP Camp is scheduled in the same location August 5th - 16th, 2013; check the School's website for details. We'll announce 2014 SCAMP Camp dates later this spring.

This SCAMP Camp (sm) is taught by well-known small boat adventurer Howard Rice. SCAMP's designer, New Zealander John Welsford, will help to teach the August 2013 SCAMP Camp (sm).

During the March class, 6 SCAMPs are being built from CAD kits cut by Turnpoint Design of Port Townsend during the March 2013 workshop, and a total of ten students participated in the class. Students came from as far away as Germany and from Vermont, Montana, Oregon and other locations across the US to attend the class.

The Northwest School of Wooden Boatbuilding is located in Port Hadlock WA and is a private, accredited non-profit vocational school. You can find us on the web at www.nwboatschool.org .

Our mission is to teach and preserve the fine art of wooden boatbuilding and traditional maritime crafts. We build both commissioned and speculative boats for sale while teaching students boatbuilding the skills they need to work in the marine trades.

We also teach a variety of workshops throughout the year, of which SCAMP Camp (sm) is one.

You can reach us via e-mail at info@nwboatschool.org or by calling us at 360-385-4948.

BAe Harrier GR9A, ZG477. by Stephen Keeler

RAF Museum, Cosford.

BAe Harrier GR9A, ZG477.

The Harrier, informally referred to as the Jump Jet, is the famous family of British-designed military jet aircraft capable of vertical/short take-off and landing (V/STOL) operations. The Harrier family is the only truly successful design of this type from the many that arose in the 1960s.

There are four main versions of the Harrier family: Hawker Siddeley Harrier, British Aerospace Sea Harrier, Boeing/BAE Systems AV-8B Harrier II, and BAE Systems/Boeing Harrier II. The Hawker Siddeley Harrier is the first generation-version and is also known as the AV-8A Harrier. The Sea Harrier is a naval strike/air defence fighter. The AV-8B and BAE Harrier II are the US and British variants respectively of the second generation Harrier aircraft. Between 1969 and 2003, 824 Harrier variants were delivered, including remanufactured aircraft.

Historically the Harrier was developed to operate from ad-hoc facilities such as car parks or forest clearings, avoiding the need for large air bases vulnerable to tactical nuclear weapons. Later the design was adapted for use from aircraft carriers.

Following an approach by the Bristol Engine Company in 1957 that they were planning a directed thrust engine, Hawker Aircraft came up with a design for an aeroplane that could meet the NATO specification for a "Light Tactical Support Fighter". The resultant Hawker P.1127 was ordered as a prototype and flew in 1960.

Development continued with nine evaluation aircraft, the Hawker Siddeley Kestrel; These started flying in 1964 and were assessed by the "Tri-partite Evaluation Squadron" which consisted of British, US and German pilots, and several flew-and are preserved- in the United States. The RAF ordered a modified P.1127/Kestrel as the Harrier GR.1 in 1966, with most converted to uprated GR.1A and ultimately GR.3 status in the 1970s with more powerful engines. These and new-build GR3s operated with the RAF until 1994, and a number survive in museums around the world as well as frequent use as 'gate guards' at MoD establishments.

The British Aerospace Sea Harrier is a naval V/STOL jet fightof the Hawker Siddeley Harrier. The first version entered service with the Royal Navy's Fleet Air Arm in April 1980 as the Sea Harrier FRS.1, and was informally known as the 'Shar'. The upgraded Sea Harrier FA2 entered service in 1993. It was withdrawn from Royal Navy service in March 2006. The Sea Harrier FRS Mk.51 remains in active service with the Indian Navy.

The Harrier was extensively redeveloped by McDonnell Douglas and British Aerospace (now parts of Boeing and BAE Systems respectively), leading to the Boeing/BAE Systems AV-8B Harrier II. This is a family of second-generation V/STOL jet multi-role aircraft, including the British Aerospace-built Harrier GR5/GR7/GR9, which entered service in the mid-1980s. The AV-8B is primarily used for light attack or multi-role tasks, typically operated from small aircraft carriers. Versions are used by several NATO countries, including the Spanish and Italian Navies, and the United States.

The BAE Systems/Boeing Harrier II is a modified version of the AV-8B Harrier II that was used by the RAF and the Royal Navy until December 2010, when they were all retired from operational service due to defence cuts in favour of maintaining the remaining Tornado fleet, and stored serviceable at RAF Cottesmore. At the end of November 2011, the UK Government announced the sale of 72 remaining Harrier Airframes to the US Marine Corps for spares to support their AV-8B fleet, with the remaining two others being allocated to museums, including the airframe now at Cosford.

Douglas RB-66B Destroyer by Benjamin Donnelly

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In 1951, the US Air Force issued a requirement for a tactical bomber capable of carrying nuclear weapons that would also serve as a replacement for the aging A-26 Invader. Several companies submitted designs, but it was Douglas who won the bid: while North American had proposed a modified B-45 Tornado and Boeing a modified B-47 Stratojet, Douglas’ proposal was a USAF variant of the carrier-based, strategic bomber already being built by the company for the US Navy, the A3D Skywarrior.

Since this would save a great deal of money, the USAF ordered five preproduction RB-66A Destroyers, as the A3D was already a proven aircraft and would not need any prototype testing. All that was needed, the USAF assumed, was to convert it from a high-altitude, carrier-based nuclear bomber to a low-altitude, land-based nuclear bomber; the only modifications thought to be needed was stripping out the naval equipment, reinforcing the structure for low-level operations, and equipping the cockpit with ejection seats, which the A3D lacked.

As the modification of the first five Destroyers proceeded, the USAF learned that much more needed to be done. Installing the ejection seats meant completely redesigning the cockpit and the canopy. Strengthening the airframe meant rerouting hydraulic systems. Since the USAF used a different refueling method, the fuel system had to be redesigned. The USAF specification had also called for a more comprehensive electronic warfare suite, requiring the weapons bay to be redesigned; it had called for defensive armament, leading to a redesign of the tail to accommodate two 20mm cannon; it had called for operations from unimproved runways, which meant the landing gear wheels had to be larger. In the end, the list of modifications was so long that the USAF seriously considered cancelling the project. Though it was allowed to continue as too much money had already been spent on it, the USAF got an entirely new aircraft. The RB-66As were only used briefly for testing, and the follow-on B-66B bombers had their initial order cut in half. Deliveries finally began in 1956.

While the B-66 had become something of an albatross for the USAF, it had potential. The bomber version found itself quickly overtaken by faster and more capable aircraft, such as the F-105 Thunderchief, but just as the US Navy had begun modifying its A3Ds into a variety of roles, so did the USAF. Purpose-built RB-66B tactical reconnaissance aircraft were first used in 1962 during the Cuban Missile Crisis, where crews found that the Destroyer’s long range and loiter time made it very valuable to keep an eye on developments. The USAF rapidly converted B-66B bombers and RB-66Bs into RB-66C electronic intelligence and finally EB-66C/E electronic warfare aircraft. The latter could operate both in the jamming role and in intelligence gathering, and had a crew of seven with all armament deleted for ECM equipment. It was not entirely popular with its crews, as pilots found the Destroyer to be difficult to fly and aircrew found it dangerous to bail out of.

As Operation Rolling Thunder began over North Vietnam in 1965, RB-66s were first used as pathfinder bombers for formations of F-105s, using their electronic equipment to mark targets through bad weather. As North Vietnam’s air defenses improved and grew, the RB-66s were withdrawn for EB-66s, which now accompanied strike packages into North Vietnam to jam gunlaying radars, surface-to-air missile sites, and air defense radars, as well as lay down chaff corridors for strike aircraft to fly through. Other RB-66s were modified for use in finding targets over the Ho Chi Minh trail supply network to South Vietnam. EB-66s would remain in service for the duration of the war and afterwards, being finally withdrawn in 1975. The USAF went a few years without a standoff jamming aircraft until the deployment of the EF-111 Raven. 294 B-66s were built, and today seven remain in museums.

This is one of two RB-66s left in existence--53-0475, an early RB-66B used mainly for tactical reconnaissance purposes. This aircraft spent most of its career with the 363rd Tactical Reconnaissance Wing at Shaw AFB, South Carolina. During Vietnam, the 363rd deployed detachments of RB-66s to the theater, and 53-0475 flew combat missions during the conflict. When the RB-66 fleet was retired in 1970, 53-0475 was flown to the National Museum of the USAF at Wright-Patterson AFB, Ohio, where it remains on display today.

53-0475 wears a very glossy version of standard USAF Southeast Asia camouflage. Displayed above the floor, it's hard to get the entire aircraft in the picture.

Messerschmitt Bf 109G-14 (Replica) by Benjamin Donnelly

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After Adolf Hitler took power in Germany in 1933, the nation’s secret rearmament after World War I could come out into the open. The Luftwaffe quickly announced a competition for a single-seat point defense interceptor, able to reach 250 mph at 20,000 feet, be capable of reaching 15,000 feet in 17 minutes or less, and have heavy cannon armament. Production aircraft would need to use either the Junkers Jumo 210 or Daimler-Benz 600 series inline piston engines. Arado, Heinkel, and the Bayerische Flugzeugwerke, headed by its chief designer Willy Messerschmitt, all submitted entries. The Ar 80 was rejected, but both Heinkel’s He 112 and BFW’s Bf 109 were highly competitive.

To ensure he had enough aircraft for the competition, Messerschmitt’s first Bf 109V1s were equipped with borrowed Rolls-Royce Kestrel engines. During the competition, it looked as if the He 112 would win it: the Bf 109 was disliked by test pilots because of poor visibility forward on the ground, unreliable narrow-track landing gear, sideways-closing canopy, and heaviness on the controls. However, the Bf 109 was lighter and cheaper than the He 112, and it had better manueverability, thanks to the then novel inclusion of leading-edge slats; it was also faster. The Reich Air Ministry chose the Bf 109, noting that Messerschmitt needed to put it in full production as soon as possible: the British were testing a similar high-performance fighter, the Supermarine Spitfire.

Initially, production Bf 109s (from the A through D variants) used the less powerful Jumo engine. These aircraft provided valuable experience in the type, however: several Bf 109Ds were deployed with the German “volunteer” Condor Legion during the Spanish Civil War, where it proved to be superior to anything in either the Spanish Republican or Nationalist air forces. By the beginning of World War II in September 1939, however, the majority of German fighter units had been equipped with the Daimler-Benz DB 601 powered Bf 109E, which was an even better aircraft with plenty of power. “Emils” obliterated the obsolescent air forces of Poland, Norway, and the Low Countries, and did well against more contemporary aircraft such as the Hawker Hurricane and Dewoltine D.520 over France. Only against the Spitfire, which the Bf 109 met for the first time during the Dunkirk evacuation, did it meet its match.

This was to continue during the Battle of Britain. German pilots such as Werner Molders and Adolf Galland learned that the Spitfire could turn inside the Bf 109, but that their fighter was better in the vertical; the only limit to the Bf 109’s performance was its lack of range, which limited it to 15 minutes combat time over England—the 109 had simply never been designed as an escort fighter. Pilots liked the stable gun platform of the Bf 109, which concentrated its main armament in the nose, consisting of two machine guns in the cowl and a single cannon firing through the propeller hub.

Messerschmitt listened to Battle of Britain veterans and produced the Bf 109F, which was more aerodynamically clean, as it eliminated tailplane bracing and the wing cannon, which had been added before the Battle of France but impacted the 109’s manueverability. The “Fritz” was the equal of the Spitfire and superior to the P-40 Warhawk, which it began to fight in North Africa in early 1941, and far and away better than anything the Soviet Air Force could field when Hitler invaded Russia in June 1941. German veteran pilots began to rack up incredible kill ratios, with Molders and Galland topping the 100 mark in early 1941; Hans-Joachim Marseille would clear the 150 kill mark by 1942.

Yet the situation in Europe changed, and changed too rapidly for Messerschmitt to react. By 1943, when the Bf 109G was introduced, the tide was beginning to turn; by 1944, when 109 production hit its peak, the fighter was clearly outclassed by newer Allied fighters. The Bf 109 was not as manueverable as the P-51 Mustang and was outlcassed above 15,000 feet by the P-47 Thunderbolt; on the Eastern Front, the Russians began fielding the powerful Lavochkin La-5 and the nimble Yakovlev Yak-3. German pilot quality kept the Bf 109 very competitive in the East, where several Luftwaffe pilots now surpassed the 200 victory mark, but in the West, where Allied pilots were every bit as good as their German counterparts, attrition began to set in. German pilot training could not keep up with losses, and German pilot quality began to degrade.

By 1944, the 109 was obsolete and hunted down by American fighters ranging all over the shrinking Reich: even the best pilot could do little when he was attacked the moment he took off by P-51s superior to his aircraft and in far greater numbers. The “Gustav” had introduced the more powerful DB 605 engine, which had needed so many adaptations and cooling vents that the Bf 109G was referred to by pilots as the “pickle”: the Bf 109K returned to a more aerodynamic finish, but the “Kara” was nearly obsolete before it entered service. Luftwaffe pilots and RLM officials had wanted Messerschmitt to end Bf 109 production in favor of the jet-powered Me 262, but this was not practical due to the lack of jet engines; Willy Messerschmitt himself also distrusted the new technology and kept the 109 in production far longer than it should have been. Whatever the case, the Bf 109 was still in production when its factories were destroyed or overrun in 1945.

Despite its shortcomings—more 109s were destroyed in landing accidents on the Eastern Front than by Russian fighters—it had proven a deadly opponent. Over a hundred Luftwaffe pilots scored more than a hundred kills in the aircraft; a few, such as Molders, Galland, and Marseille had done so against Allied pilots their equal in skill and training. Kill ratios against the Soviets were as high as 25 to 1. Bf 109s were also flown by the top ace of Finland, Ilmari Juutilainen, and Romania, Alexandru Serbanescu; it was also briefly flown by Italy’s top ace, Adriano Visconti.

After the end of World War II, most surviving Bf 109s were scrapped by the victorious Allies, but it remained in limited production in Czechslovakia, as the Avia S.199, and in Spain, as the Hispano HA-1112 Buchon. Due to a lack of Daimler-Benz engines, the S.199 was equipped with later model Jumo engines, which impacted their performance, leading Czech pilots to call them “Mules.” Ironically, they would be supplied to the nascent Israeli Air Force as the Sherut Avir’s first operational fighter, where they were used effectively. Buchons, refitted with Rolls-Royce Merlin engines, those used by the Bf 109’s principal foes, would stay in Spanish service until 1967. 33,984 Bf 109s were produced during World War II, making it the most widely produced fighter in history. Today, only 70 remain, with a mere seven original or restored examples airworthy.

This Bf 109 is not an actual aircraft, but a replica built by a private owner in 1978. It was donated to the March AFB Museum in 1981, but as that museum is largely outside, it was in turn donated to the San Diego Air and Space Museum in 1983. It is painted in the colors of Erich Hartmann's Bf 109G-14, "Karaya One," in the winter of 1944; for winter operations, the Luftwaffe often spraypainted (or just mopped on) white paint over the uppersurfaces of their aircraft. Hartmann retained his personal emblems of the bleeding heart with his wife's name beneath the canopy, and the famous tulip petals around the nose. Because the latter were so well known to the Russians Hartmann was often fighting--90% of his 352 kills were Soviet--he would occasionally let new pilots fly the tulip-petaled Bf 109, allowing them to get combat time while the Russians kept a healthy distance from who they thought was the "Black Devil of the Ukraine."

As I've mentioned before here, I got to meet Erich Hartmann in 1980 when I was just a kid, so it's always good to see a Bf 109 in his colors--even if his opponents were not quite as enthusiastic. I don't really like how the museum has displayed this replica, which makes good pictures a little difficult.

Jake's road by bryan hollingsworth

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

O'ahu - Honolulu - Pearl Harbor: USS Bowfin Submarine Museum and Park - C-3 Forward Ballistic Missile by Wally Gobetz

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The C-3 Forward Ballistic Missile was capable of being launched from a submerged Fleet Ballistic Missle (FBM) submarine. Outfitted with multiple independently-targetable re-entry vehicle (MIRV) warheads, the C-3 was twice as accurate and had twice the explosive power of the A-3. The first submarine to carry and launch a C-3 missile was the USS James Madison (SSBN-627) in August of 1970. This mock-up missile was donated by the U.S. Navy through Lockheed Missile and Space Company, which manufactured the C-3 Missiles for the Navy. It measures 32 feet long with a 74-inch diameter. The mockup weighs 12,000 pounds, but the deployable missile weighed 65,000 pounds.

The USS Bowfin Submarine Museum and Park opened in 1981 next to the USS Arizona Memorial Visitor Center in Pearl Harbor. The centerpiece of the museum is the World War II submarine USS Bowfin (SS-287), which is open for public tours. Adjacent to the Bowfin is a 10,000 square foot museum which exhibits an impressive collection of submarine-related artifacts such as submarine weapon systems, photographs, paintings, battleflags, original recruiting posters, and detailed submarine models, all illustrating the history of the U.S. Submarine Service. Numerous submarine-related artifacts litter the grounds around the park, which also features the Waterfront Memorial, a public memorial honoring the 52 American submarines and the more than 3,500 submariners lost during World War II.

Aeroscopia Toulouse France (42) by Marc Hubé

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)

RM 1941 running out of service on Service A at Waterloo by Mike G. McDermott

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In the capable hands of driver Alex Bertuchi and conductor Terry Wong Min, Londoner Buses' former Stagecoach London Dartmaster RM 1941 is captured by my camera on the eastern side of the busy Westminster Bridge Roundabout near London Waterloo station on the cold early afternoon of Sunday 11th December 2022 with the vehicle about to make the left turn into the Cab Road beneath the array of tracks at Waterloo station on its allocated lunch break on Heritage Service A. Visible in the background one of Stagecoach London's fleet of Enviro400H (MMC) Hybrid vehicles in the form of 12443 is parked up at the Waterloo (County Hall) terminus of the busy route 53 from Plumstead Station, with this bus stand also being shared with terminating buses on route 381 from Peckham.

Boeing C-17 (T-1) Globemaster III (87-0025) by Kelly Michals

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National Museum of the US Air Force

Entering service in 1993, the C-17 Globemaster III is the US Air Force's newest, most versatile cargo aircraft to enter the airlift force. The C-17 is capable of rapid strategic delivery of troops and all types of cargo to main operating bases or directly to small, austere airfields. It can also perform tactical airlift and airdrop missions or transport litters and ambulatory patients during aeromedical evacuations.

A crew of three (pilot, copilot, and loadmaster) operates the C-17, which can carry about 170,000 pounds of cargo. The large aft door will accommodate almost all of the US Army's air-transportable vehicles and palletized cargo, including the Army's M-1 Abrams main battle tank. The C-17 can take off and land on runways as short as 3,500 feet and only 90 feet wide. Its four Pratt & Whitney F117-PW-100 engines can reverse their thrust to help slow it down on landings. The thrust reversers direct the engine exhaust upward and forward to prevent dust and debris from being pulled into the engine intakes. These reversible engines also allow the pilot to back the plane or even turn it around on a narrow runway using a three-point star turn method.

The Globemaster Ill on display is the prototype C-17. Built by the Douglas Aircraft Company, which is now Boeing, it was designated T-1 (serial number 87-0025). T-1 made its first flight on September 15, 1991, when it was delivered to the USAF at Edwards AFB, California, for testing. After completing the extensive C-17 flight test program, T-1 supported many other flight and propulsion test programs for the USAF, NASA, and others. T-1 also appeared in a number of major motion pictures, including Transformers (2007), Transformers: Revenge of the Fallen (2009), Iron Man (2008), and Iron Man 2 (2010).

After twenty years of wide-ranging flight tests, T-1 had reached the end of its flying career, and it was retired at Edwards AFB in 2011. T-1 was flown to the Museum to begin its new career in April 2012.

TECHNICAL NOTES

Crew: Three (pilot, copilot, and loadmaster)

Aeromedical Evacuation Crew: Five (two flight nurses and three medical technicians)

Engines: Four Pratt & Whitney F117-PW-100 turbofan engines of 40,440 thrust each

Load: 170,900 pounds of cargo; 102 troops/paratroops; or 36 litter and 54 ambulatory patients

Maximum speed: 518 mph (Mach .74) at 28,000 ft

Range: Global with aerial refueling

JHC Aldergrove Tornados by John Mooney

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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

McDonnell Douglas EAV-8B Matador II+ (VA. 1B-38) by Steve Tron

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The McDonnell Douglas (now Boeing) AV-8B Harrier II is a single-engine ground-attack aircraft that constitutes the second generation of the Harrier family, capable of vertical or short takeoff and landing (V/STOL). The aircraft is primarily employed on light attack or multi-role missions, ranging from close air support of ground troops to armed reconnaissance. The AV-8B is used by the United States Marine Corps (USMC), the Spanish Navy, and the Italian Navy. A variant of the AV-8B, the British Aerospace Harrier II, was developed for the British military, while another, the TAV-8B, is a dedicated two-seat trainer.

The project that eventually led to the AV-8B's creation started in the early 1970s as a cooperative effort between the United States and United Kingdom, aimed at addressing the operational inadequacies of the first-generation Hawker Siddeley Harrier. Early efforts centered on a larger, more powerful Pegasus engine to dramatically improve the capabilities of the Harrier. Because of budgetary constraints, the UK abandoned the project in 1975. Following the UK's withdrawal, McDonnell Douglas extensively redesigned the earlier AV-8A Harrier to create the AV-8B. While retaining the general layout of its predecessor, the aircraft incorporates a new, larger composite wing with an additional hardpoint on each side, an elevated cockpit, a redesigned fuselage and other structural and aerodynamic refinements. The aircraft is powered by an upgraded version of the Pegasus. The AV-8B made its maiden flight in November 1981 and entered service with the USMC in January 1985. Later upgrades added a night-attack capability and radar, resulting in the AV-8B(NA) and AV-8B Harrier II Plus versions, respectively. An enlarged version named Harrier III was also studied but not pursued. The UK, through British Aerospace, re-joined the improved Harrier project as a partner in 1981, giving it a significant work-share in the project. Following corporate mergers in the 1990s, Boeing and BAE Systems have jointly supported the program. Approximately 340 aircraft were produced in a 22-year production program that ended in 2003.

Typically operated from small aircraft carriers, large amphibious assault ships and simple forward operating bases, AV-8Bs have participated in numerous military and humanitarian operations, proving themselves versatile assets. U.S. Army General Norman Schwarzkopf named the USMC Harrier II as one of several important weapons in the Gulf War. It also served in Operation Enduring Freedom in Afghanistan, the Iraq War and subsequent War in Iraq, along with Operation Odyssey Dawn in Libya in 2011. Italian and Spanish Harrier IIs have taken part in overseas conflicts in conjunction with NATO coalitions. During its service history, the AV-8B has had a high accident rate, related to the percentage of time spent in critical take-off and landing phases. USMC and Italian Navy AV-8Bs are being replaced by the Lockheed Martin F-35B Lightning II, with the former expected to operate its Harriers until 2025.

An EAV-8B Harrier II performing at RIAT in 2019

Spain, already using the AV-8S Matador, became the first international operator of the AV-8B by signing an order for 12 aircraft in March 1983. Designated VA-2 Matador II by the Spanish Navy (Armada Española), this variant is known as EAV-8B by McDonnell Douglas. Pilot conversion took place in the U.S. On 6 October 1987, the first three Matador IIs were delivered to Naval Station Rota. The new aircraft were painted in a two-tone matte gray finish, similar to U.S. Navy aircraft, and deliveries were complete by 1988.

BAe test pilots cleared the aircraft carrier Príncipe de Asturias for Harrier operations in July 1989. The carrier, which replaced the World War II-era Dédalo, has a 12° ski-jump ramp. It was originally planned that the first unit to operate the aircraft would be the 8a Escuadrilla. This unit was disbanded on 24 October 1986, following the sales of AV-8S Matadors to Thailand. Instead, 9a Escuadrilla was formed on 29 September 1987, to become part of the Alpha Carrier Air Group and operate the EAV-8B.

In March 1993, under the September 1990 Tripartite MoU between the U.S., Italy, and Spain, eight EAV-8B Plus Matadors were ordered, along with a twin-seat TAV-8B. Deliveries of the Plus-standard aircraft started in 1996. On 11 May 2000, Boeing and the NAVAIR finalized a contract to remanufacture Spanish EAV-8Bs to bring them up to Plus standard. Boeing said the deal required it to remanufacture two EAV-8Bs, with an option for another seven aircraft; other sources say the total was 11 aircraft. The remanufacture allowed the aircraft to carry four AIM-120 AMRAAMs, enhanced the pilot's situational awareness through the installation of new radar and avionics, and provided a new engine. Eventually, 5 aircraft were modified, the last having been delivered on 5 December 2003.

One Planet Eating - Hong Kong by One Planet Eating

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

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Capable MAD MAX FURY ROAD by Dark Sci-Fi Roleplayer

Royal Canadian Mint by Daniel Brock

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Tthe Royal Canadian Mint in Winnipeg.

Capable of producing 20 million coins a day the Winnipeg home of the Royal Canadian Mint also produces circulation coins for other countries around the World, upon driving into the mint visitors pass the flags of the countries served lining each side of the road. Over 73 countries have had coins produced at Canadian mints including Australia and Malaysia. For my Australian friends, check your change as the 1981 20c coin was produced in Winnipeg.

The discovered fact I found most surprising was that upon transferring coinage out of the RCM disguised trucks are used. UPS, Canadian Tire and other common delivery vehicles are used to transport the valuable cargo hidden behind the thin screen of the ordinary.

There are things of value hidden behind the thin screen of the ordinary in our everyday, hidden behind the people we see, the decisions to be made and even the untapped potential in us.

Aeroscopia Toulouse France (76) by Marc Hubé