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Die Suchoi Su-22 (russisch Сухой Су-22, NATO-Codename Fitter) ist ein in der Sowjetunion auf Basis der Suchoi Su-17 entwickelter Jagdbomber.
Bei ihr handelt es sich um eine verbesserte Version der Su-17, die erstmals 1966 als Serienmodell in Dienst gestellt wurde. Die Su-22 war als direkter Nachfolger der Su-20 und damit vor allem als Exportflugzeug vorgesehen, fand aber auch Verwendung bei den Luftstreitkräften der Sowjetunion.
de.wikipedia.org/wiki/Suchoi_Su-22
Airfield Museum Cottbus
The Sukhoi Su-17 (NATO reporting name: Fitter) is a Soviet attack aircraft developed from the Sukhoi Su-7 fighter-bomber. It enjoyed a long career in Soviet, later Russian, service and was widely exported to communist and Middle Eastern air forces as the Su-20 and Su-22.
Widerstandsnest 65, Easy Red sector, AKA the Ruquet Valley with Easy-1 exit.
Omaha Beach
Omaha was divided into ten sectors, codenamed (from west to east): Able, Baker, Charlie, Dog Green, Dog White, Dog Red, Easy Green, Easy Red, Fox Green and Fox Red. On june 6, 1944 -D-Day - the initial assault on Omaha was to be made by two Regimental Combat Teams (RCT), supported by two tank battalions, with two battalions of Rangers also attached. The RCT's were part of the veteran 1st Infantry division ("The Big Red One") and the untested 29th ("Blue and Grey") , a National Guard unit.
The plan was to make frontal assaults at the "draws" (valleys) in the bluffs which dominate the coast in Normandy , codenamed west to east they were called D-1, D-3, E-1, E-3 and F-1 . These draws could then be used to move inland with reserves and vehicles.
The Germans were not stupid; they knew the draws were vital and concentrated their limited resources in defending them. To this end they built "Widerstandsneste" with AT guns, mortars, MG's in Tobrul's, trenches and bunkers, manned by soldiers of the German 716th and - more recently - 352nd Infantry Division, a large portion of whom were teenagers, though they were supplemented by veterans who had fought on the Eastern Front. All in all some 1100 German soldiers defended the entire Omaha beach sector of over 5 miles.
Preliminary bombardments were almost totally ineffective and when the initial waves - on this sector units of the 1st American division "The Big Red One" and combat engineers of the 299th - landed on low tide they met with fiece opposition of an enemy well dug in and prepared.
Casualties were heaviest amongst the troops landing at either end of Omaha. At Fox Green and Easy Red, scattered elements of three companies were reduced to half strength by the time they gained the relative safety of the shingle, many of them having crawled the 300 yards (270 m) of beach just ahead of the incoming tide. Casualties on this spot were especially heavy amongst the first waves of soldiers and the demolition teams - at Omaha these were tasked with blasting 16 channels through the beach obstacles, each 70 meters wide. German gunfire from the bluffs above the beach took a heavy toll on these men. The demolition teams managed to blast only six complete gaps and three partial ones; more than half their engineers were killed in the process.
Situation here on Easy Red and at Dog Green on the other end of Omaha by mid morning was so bad with nearly all the troops essentially pinned down on the beach gen. Eisenhower seriously considered to abandon the operation.
As the US first waves assault forces and combat engineers landing directly opposite the "draws" were pinned down it was up to forces landing on the flanks of the strongpoints to penetrate the weaker German defences by climbing the bluffs. Doing this they had to overcome the minefields and barbed wire as well as machinegun fire from German positions but they did and they were able to attack some key strongpoints from the side and the rear, taking them out by early afternoon.
This happened on several spots at Omaha and essentially saved the day: individual acts of initiative by lower ranked officers and courage like that of First Lieutenant Jimmy Monteith, who led a group of men to take one of the key German widerstandsneste and was killed in action, succeeded where a flawed plan failed.
On the photo:
Omaha Beach overlooking Easy Red Sector and the vital Easy-1 Exit, also known as the St. Laurent Draw , from WN-65 (WiderstandsNest 65). The place is also known as "the Ruquet valley".
Note the type H667 casemate on the bottom left which housed some 20 German soldiers and a 50mm gun which caused heavy casualties on the combat engineers landing on Easy Red from 06.25 hour.
Further MG nests, Tobruks with Mortars and a 75mm field gun were situated on the hill behind.
On june 6, 1944 from 06.25 this WN-65 saw heavy action when several Gap Assault Teams and Gap Support Teams from the 299th Combat Engineers landed near here . These Combat Engineers were supposed to create gaps in the German underwater defenses by blowing them up, allowing follow up forces to land safely. In the end they managed to mark one clear passage before the tide forced them off the beach around 07.00 suffering terrible losses in the proces.
After 07.00 hour other forces landed here, infantry as well as tanks and vehicles, and many of them were knocked out. The beach here became clogged with wrecks trying to get to the draw and landings here were ordered to cease somewhwere before 09.00.
The bunker was finally neutralised by a combination of naval guns, rifle grenades and a halftrack around 11.30 and WN 65 was taken around 11.40 . Easy-1 draw was then used as one of the main routes inland by tanks and armoured vehicles.
Note the tracks on the bottom right which were used by tanks and armoured vehicles to advance inland after the WN had been taken.
Photo was Tonemapped using three differently exposed (handheld) shots (august 2010) with a Nikon D70 and Tokina AT-X Pro SD 12-24mm F4 lens.
See my other Omaha beach photo's for more viewpoints, panorama shots and notes on the fighting
For a map of the eastern part of Omaha click here. The German WN's are marked as well as the Draws and beach sections.
Omaha Beach, overlooking Easy Red Sector to the east, Normandy, France. August 2010.
Omaha Beach
Omaha was divided into ten sectors, codenamed (from west to east): Able, Baker, Charlie, Dog Green, Dog White, Dog Red, Easy Green, Easy Red, Fox Green and Fox Red. On june 6, 1944 -D-Day - the initial assault on Omaha was to be made by two Regimental Combat Teams (RCT), supported by two tank battalions, with two battalions of Rangers also attached. The RCT's were part of the veteran 1st Infantry division ("The Big Red One") and the untested 29th ("Blue and Grey") , a National Guard unit.
The plan was to make frontal assaults at the "draws" (valleys) in the bluffs which dominate the coast in Normandy , codenamed west to east they were called D-1, D-3, E-1, E-3 and F-1 . These draws could then be used to move inland with reserves and vehicles.
The Germans were not stupid; they knew the draws were vital and concentrated their limited resources in defending them. To this end they built "Widerstandsneste" with AT guns, mortars, MG's in Tobrul's, trenches and bunkers, manned by soldiers of the German 716th and - more recently - 352nd Infantry Division, a large portion of whom were teenagers, though they were supplemented by veterans who had fought on the Eastern Front. All in all some 1100 German soldiers defended the entire Omaha beach sector of over 5 miles.
Preliminary bombardments were almost totally ineffective and when the initial waves - on this sector units of the 1st American division "The Big Red One" and combat engineers of the 299th - landed on low tide they met with fiece opposition of an enemy well dug in and prepared.
Casualties were heaviest amongst the troops landing at either end of Omaha. At Fox Green and Easy Red, scattered elements of three companies were reduced to half strength by the time they gained the relative safety of the shingle, many of them having crawled the 300 yards (270 m) of beach just ahead of the incoming tide. Casualties on this spot were especially heavy amongst the first waves of soldiers and the demolition teams - at Omaha these were tasked with blasting 16 channels through the beach obstacles, each 70 meters wide. German gunfire from the bluffs above the beach took a heavy toll on these men. The demolition teams managed to blast only six complete gaps and three partial ones; more than half their engineers were killed in the process.
Situation here on Easy Red and at Dog Green on the other end of Omaha by mid morning was so bad with nearly all the troops essentially pinned down on the beach gen. Eisenhower seriously considered to abandon the operation.
As the US first waves assault forces and combat engineers landing directly opposite the "draws" were pinned down it was up to forces landing on the flanks of the strongpoints to penetrate the weaker German defences by climbing the bluffs. Doing this they had to overcome the minefields and barbed wire as well as machinegun fire from German positions but they did and they were able to attack some key strongpoints from the side and the rear, taking them out by early afternoon.
This happened on several spots at Omaha and essentially saved the day: individual acts of initiative by lower ranked officers and courage like that of First Lieutenant Jimmy Monteith, who led a group of men to take one of the key German widerstandsneste and was killed in action, succeeded where a flawed plan failed.
Robert Capa and the battle for Easy Red
Amongst the second wave of infantry and Combat Engineers at Easy Red was the famous war photographer Robert Capa. He arrived around 07.30, and waded ashore towards the beach overlooked by bluffs.
Judging from the photo's Capa made with his Zeiss Ikon Contax II he disembarked on the western end of Easy Red just missing the killzone and in a relatively lighter defended area between two German positions. It's the very same place from where Lt. Spalding and his men are the first to climb the bluff and take out a German position.
Capa is the last man to leave the "Higgins Boat" which probably carries the support team of a Company. His first few shots show him following these men towards the beach. Capa takes some more shots and then embarks on an LCI which takes wounded men towards the bigger ships. He hands over the film which is shipped back to England the very same morning. What we see are blurred, surreal shots, which succinctly conveyed the chaos and confusion of the day.
On the photo:
View towards the east from the "Bruguet valley" entrance aka Easy-1 exit overlooking the whole of Easy Red sector with Fox Green and Fox Red in the far distance.
Shot with a Nikon D70 and Tokina AT-X Pro SD 12-24mm F4 lens. Tonemapped using three differently exposed (handheld) shots.
See my other Omaha beach photo's for more viewpoints, panorama shots and notes on the fighting
For a map of the eastern part of Omaha click here. The German WN's are marked as well as the Draws and beach sections.
Omaha Beach - Easy Red sector looking towards Fox Green with Widerstandsnest 62 to the right and approaching Easy-3 exit.
Omaha Beach
Omaha beach is a stretch of beach roughly 5 miles or 8 km. long between Vierville-sur-Mer and Ste Honorine des pertes on the coast of Normandy. It was one of the five designated landing areas for the biggest invasion ever during WWII in the summer of 1944.
Omaha was divided into ten sectors by the Allies; codenamed (from west to east): Able, Baker, Charlie, Dog Green, Dog White, Dog Red, Easy Green, Easy Red, Fox Green and Fox Red.
On june 6, 1944 -D-Day - the initial assault on Omaha was to be made by two Regimental Combat Teams (RCT), supported by two tank battalions, with two battalions of Rangers also attached. The RCT's were part of the veteran 1st Infantry division ("The Big Red One") and the untested 29th div.("Blue and Grey") , a National Guard unit.
The plan was to make frontal assaults at the "draws" (valleys) in the bluffs which dominate the coast in Normandy. Codenamed west to east they were called D-1, D-3, E-1, E-3 and F-1 . These draws could then be used to move inland with reserves and vehicles.
The German defenders were not stupid; they knew the draws were vital and concentrated their limited resources in defending them. To this end and lead by the famous "Desert Fox" Field-Marshall Erwin Rommel they built "Widerstandsneste" with AT guns, mortars, MG's in Tobruk's, trenches and bunkers. These were manned by soldiers of the German 716th and 352nd Infantry Division, a large portion of whom were teenagers, though they were supplemented by veterans who had fought on the Eastern Front . All in all some 1100 German soldiers defended the entire Omaha beach sector.
Preliminary bombardments were almost totally ineffective and when the initial waves landed at low tide they met with fiece opposition of an enemy well dug in and prepared. Most of the floating tanks (Sherman DD type) never made it to the beach due to the rough seas or were taken out by AT guns. Their role to support the infantry following them was reduced to almost zero before the battle even begun.
Casualties were heaviest amongst the troops landing at either end of Omaha. At Fox Green and Easy Red scattered elements of three companies were reduced to half strength by the time they gained the relative safety of the shingle, many of them having crawled the app. 300 yards (270 m) of beach just ahead of the incoming tide. Casualties were especially heavy amongst the first waves of infantry and the "gap assault teams" made by Combat Engineers - at Omaha these were tasked with blasting channels through the beach obstacles.
Situation at Dog Green and Easy Red by mid morning was so bad with nearly all the troops essentially pinned down on the beach gen. Eisenhower seriously considered to abandon the operation; in "First Wave at OMAHA Beach", S.L.A. Marshall, chief U.S. Army combat historian, called it "an epic human tragedy which in the early hours bordered on total disaster."
As the first waves of infantry, tanks and combat engineers landing directly opposite the "draws" were pinned down it was up to forces landing on the flanks of these strongpoints to penetrate the weaker German defences by climbing the bluffs. Doing this they had to overcome minefields and barbed wire as well as machinegun fire from German positions but they did and they were able to attack some key strongpoints from the side and the rear, taking them out by early afternoon.
This happened on several spots at Omaha and essentially saved the day: individual acts of initiative by lower ranked officers and courage like that of First Lieutenant Jimmy Monteith, who led a group of men to take one of the key German widerstandsneste and was killed in action, succeeded where a flawed plan failed. By the end of the day most of the German strongpoints had been taken and the battle was won - albeit at a terrible cost.
On the photo
The basalt block in the picture (together with a second one) is lying roughly on the border of Fox Green and Easy Red sector. They are mentioned in one d-day eyewitness account (Heinz Severloh, a German machine gunner) as places where soldiers from the first waves hid from the terrible machinegun and small arms fire from WN62 which was responsible for so many casualties in the early hours of d-day. They are the remnants of a "Concasseur a Vendre", a machine used by the Germans to turn the pebbles on the beach into material usable for the blockhauses of the Atlantic Wall. In the background is the site of Widerstandsnest 62.
Three (handheld) shots were used for this tonemapped photo using a Nikon D70 DSLR with a Tokina 12-24mm, Augustus 2011.
See my other Omaha beach photo's for more viewpoints, panorama shots and notes on the fighting
For a map of the eastern part of Omaha click here. The German WN's are marked as well as the Draws and beach sections.
Codenamed Revuelto, Automotive Rhythms witnessed Lamborghini’s plug-in hybrid HPEV in person during a private event at the Lamborghini Lounge in NY. The high-performance electrified bull (maximum rev range of 9500 rpm) combines a naturally-aspirated 6.5-liter V12 mid-engine with an 8-speed, double-clutch gearbox and three electric motors. Additionally, the artisan-crafted carbon fiber supercar offers three new drive modes: Recharge, Hybrid, and Performance, to be combined with the Città (City), Strada, Sport, and Corsa modes, for a total of 13 dynamic settings including electric 4WD.
⁃ 2.5 seconds 0 to 62 mph
⁃ 217 mph top speed
US Submarines highest kills aboard USS Clamagore (SS-343) at Patriots Point Naval & Maritime Museum in Mount Pleasant, SC on May-21st-2019.
These boats Service and Fate's are listed below. Note I listed them from the Top to the Bottom, So Some names may Appear twice.
USS Tautog (SS-199), the second Tambor-class submarine, was one of the most successful submarines of World War II. Tautog was credited with sinking 26 Japanese ships, for a total of 72,606 tons, scoring second by number of ships and eleventh by tonnage, earning her the nickname "The Terrible T." Of the twelve Tambor-class submarines, she was one of five to survive the war.
Following a short training period in Long Island Sound, Tautog departed for the Caribbean Sea on her shakedown cruise which lasted from 6 September 1940 to 11 November 1940. She returned to New London, Connecticut and operated from that base until early February 1941 when she was ordered to the Virgin Islands.
Late in April, she returned to New London, Connecticut, loaded supplies, and sailed with two other submarines for Hawaii on 1 May. After calls at Coco Solo, Canal Zone, and San Diego, California, they arrived at Pearl Harbor on 6 June 1941. Tautog operated in the Hawaiian area until mid-October. On 21 October, she and USS Thresher stood out to sea, under sealed orders, to begin a 45-day, full-time, simulated war patrol in the area around Midway Island. For 38 consecutive days, the two submarines operated submerged for 16 to 18 hours each day. Tautog returned to Pearl Harbor on 5 December 1941.
Two days later, on Sunday, 7 December, Tautog was at the submarine base when the Japanese attacked Pearl Harbor. Shortly after the attack began on Ford Island, Tautog's gun crews, with the help of Narwhal and a destroyer, shot down a Japanese torpedo bomber as it came over Merry Point.
Tautog's first patrol, into the Marshall Islands in late 1941 and early 1942, produced reconnaissance information but no enemy vessels sunk. However, on her second visit to that area, in the spring of 1942, she torpedoed the Japanese submarines Ro-30 and I-28, plus a freighter. Operating out of Australia between July 1942 and May 1943, Tautog went into the waters of the East Indies and Indochina on five patrols during which Tautog sank the Japanese destroyer Isonami and seven merchant ships. She also laid mines off Haiphong and endured a depth charge attack in November 1942.
Following an overhaul at San Francisco, California, Tautog resumed operations from Pearl Harbor in October 1943, sinking the Japanese submarine chaser No. 30 and damaging a tanker and three freighters during this cruise, her eighth of the war. Her next four patrols, from December 1943 to August 1944, took her to the Japanese home islands, including the frigid northern Pacific. This period was a very productive one, with the destroyer Shirakumo and eleven Japanese merchant ships falling victim to Tautog. A stateside overhaul followed, with the submarine's thirteenth war patrol, into the East China Sea, beginning in December 1944. The next month she sank a landing ship and a motor torpedo boat tender to conclude the submarine's combat career.
Assigned to training duty in February 1945, Tautog spent the rest of World War II in that role and supporting developmental work off Hawaii and the West Coast. She transferred to the Atlantic in November 1945, a few months after Japan's surrender, and was decommissioned in December. In 1947 Tautog went to the Great Lakes, where she was employed as a stationary Naval Reserve training submarine at Milwaukee, Wisconsin, for nearly twelve years. Tautog was removed from service in September 1959. Sold some months later, she was scrapped at Manistee, Michigan, during the early 1960s.
First Patrol
Tautog's first war patrol began on 26 December 1941 and took her to the Marshall Islands for reconnaissance work. After 26 days in the area gathering information, particularly of Kwajalein, she reported no enemy activity at Rongelop, Bat, Wotho, or Bikini. On 13 January 1942, she launched three torpedoes at a small minelayer, receiving a depth charging in return. Plagued by a fogging periscope, she returned to Pearl Harbor on 4 February and was routed to Mare Island for upkeep.
Second patrol
On 9 April 1942, Tautog headed westward toward Hawaii and started her next war patrol upon leaving Pearl Harbor 15 days later. Her assigned area was again in the Marshall Islands. Around 10:00 on 26 April near Johnston Island, while en route to her station, Tautog sighted the periscope of an enemy submarine, apparently maneuvering to reach a favorable firing position. Tautog made a sharp turn and fired one stern torpedo, evidently exploding above the target,[9] which sank Ro-30 (1,000 tons).
Shortly after her arrival in the Marshalls, Tautog was ordered to Truk to intercept ships returning from the Battle of the Coral Sea, especially the Japanese aircraft carriers Zuikauku and Shōkaku (the latter codenamed "Wounded Bear");[because Pearl Harbor underestimated Shōkaku's speed, Tautog and two compatriots arrived too late and did not see Shōkaku depart, on 11 or 12 May. South of the harbor, Tautog launched two torpedoes at Goyo Maru, scoring one hit and suffering a circular run (typical of the erratic Mark XIV torpedo), forcing Tautog deep. (Goyo Maru beached herself.) Two days later, Tautog was alerted by ULTRA of four Japanese submarines in the vicinity, also returning from battle. She was caught by surprise by the first, and failed to attack. She detected and fired two torpeodes at the second. Although the Japanese boat was not in sight when Tautog surfaced, she was not officially credited with a sinking. Later in the morning, Tautog sighted another submarine with the designation "I-28" clearly discernible on its conning tower. Just as I-28 fired at Tautog, the American boat launched two torpedoes, then went to 150 feet (46 m) to avoid. One torpedo missed, the second sent the Japanese boat to the bottom, making her the third sunk by Pacific Fleet submarines.
Tautog sighted two ships departing Truk on 22 May and made a submerged sound attack on the larger. The American submarine's crew thought they had sunk the target, but the 5,461-ton cargo ship Sanko Maru had been only damaged. Three days later, Tautog made an attack from periscope depth against a cargo ship. Her spread of torpedoes sent Shoka Maru to the bottom. The patrol ended at Fremantle on 11 June. She was credited with six ships sunk for 19,500 tons; postwar, this was reduced to three for 7,500 tons.
Third patrol
Her third war patrol, conducted from 17 July to 10 September 1942, took Tautog to the coast of Indochina, where (in part due to torpedo shortages) she laid mines. The hunting was poor, and she sank only one ship, Ohio Maru (5,900 tons), on 6 August.
Fourth patrol
Tautog was refitted by Holland (AS-3) at Albany, south of Fremantle. Again loaded with mines, the submarine put to sea 8 October 1942. On 20 October, her lookouts spotted the dim outline of a ship through a rain squall. Quickly submerging, the submarine determined that the ship was a 75-ton fishing schooner. Tautog prepared for battle, surfaced, closed the range, and fired a shot from her deck gun across the schooner's bow; the target hove to. The stranger broke the Japanese colors and hoisted a signal flag. Investigation revealed a Japanese crew and four Filipinos on board. The Filipinos swam over to the submarine and later enlisted in the United States Navy. The Japanese were ordered to take to their boats but refused to do so. Three shells fired in the schooner's stern disabled her rudder and propeller. The Japanese then launched a boat, were given water, and directed to the nearest land. When Tautog opened fire to sink the ship, several more Japanese emerged and scrambled into the boat. Ten more rounds left the schooner a burning hulk.
On 27 October, Tautog tracked a passenger-cargo ship until dark and launched two torpedoes into her. A fire started in the target aft, her bow rose into the air, and the unidentified ship sank within a few minutes (tentatively identified as the Hokuango Maru formerly Chinese vessel Pei An )[18] The next day, a spread of torpedoes fired at another merchantman turned out to be duds; their impacts on the target which could be heard in the sub.[19] However, escort ships had seen their tracks, and the submarine received a thorough depth charging which caused no serious damage. During the night of 2 November, Tautog laid mines off Haiphong, Indochina, with several exploding as they were emplaced. On 11 November, she launched a torpedo at another passenger/cargo ship. It missed and alerted an escort which gave Tautog a severe depth charge attack. Five explosions close aboard caused extensive minor damage. The submarine returned to Fremantle ten days later for repair and refit. She was credited with one ship of 5,100 tons; postwar, it was reduced to 4,000 tons.[20]
Fifth patrol
Her fifth war patrol, from 15 December 1942 to 30 January 1943, took Tautog (now in the hands of William B. "Barney" Sieglaff, on his first war patrol)[21] to the Java Sea, near Ambon Island, Timor Island, and Celebes Island. She contacted a freighter in Ombai Strait on 24 December and tracked her until 03:06 the next morning when she fired three stern tubes. Two hits sent Banshu Alaru Number 2 to the bottom. Tautog went deep and began retiring westward; enemy patrol boats kept her down for ten hours before they withdrew.
That night, Tautog was headed for Alors Strait when she sighted a ship (thought to be a freighter) coming west, accompanied by an escort. The targets suddenly turned toward Tautog and were recognized as an antisubmarine warfare team. The submarine went deep but still received a severe pounding. On 5 January 1943, Tautog sighted a sail off her port bow and promptly closed the ship. It turned out to be a native craft with a dozen Muslim sailors, four women, several babies, some chickens, and a goat on board. After he had examined the ship's papers, Tautog's commanding officer allowed the vessel to resume its voyage. On 9 January at 08:38, Tautog (relying on ULTRA) sighted Natori, a Nagara-class cruiser off Ambon Island, at a range of about 3,000 yards (2,700 m). Three minutes later, the submarine fired her first torpedo. At 09:43, her crew heard a loud explosion, and sonar reported the cruiser's screws had stopped. In the next few minutes, as the cruiser got underway at reduced speed, Tautog scored two more hits, while the cruiser opened fire on her periscope with 5 in (127 mm) guns, preventing her from tracking the target for another attack; the cruiser limped into Ambon.
Later in the patrol, in the Salajar Strait, Tautog spotted a second cruiser (again thanks to ULTRA), and launched four torpedoes in heavy seas; all missed. She sighted a freighter on 22 January in the Banda Sea, and three of the submarine's torpedoes sent her to the bottom. The victim was later identified as Hasshu Maru, a former Dutch passenger-cargo ship which had been taken over by the Japanese. Tautog then headed for Fremantle, where she was greeted warmly for her "extreme aggressiveness; She was credited with two ships sunk for 6,900 tons; postwar, this was limited to two of 2,900.
Sixth patrol
Isonami, sunk by Tautog 9 April 1943.
Tautog's next patrol was conducted in Makassar Strait and around Balikpapan (where she again laid mines)from 24 February 1943 to 19 April. On 17 March, she sighted a grounded tanker with topside damage from an air attack. One torpedo, well placed near the stern, produced a secondary explosion, and the ship settled by the stern. Tautog expended three additional torpedoes on a freighter, but missed.On 9 April in the Celebes Sea off Boston Island, Tautog contacted a convoy of five ships. She sank the 5,214-ton freighter Penang Maru with three torpedoes, then the destroyer Isonami (1,750 tons) as it rescued crew from the Penang Maru with three more and missed with three.During this patrol, in four battle surfaces to test her new gun (only the third 5"/25 cal pirated from an old V-boat,Tautog also sank a schooner, a sailboat, and a motor sampan. Despite five torpedo and four gun attacks, however, she only sank two confirmed ships for 7,000 tons (wartime, 6,800).
Seventh Patrol
Tautog stood out of Fremantle on 11 May 1943 and headed for a patrol area that included the Flores Sea, the Gulf of Boni, the Molucca Sea, the Celebes Sea, and the Moru Gulf. On 20 May, she sank a sampan with her deck guns. On 6 June, the submarine fired a spread of three torpedoes at a cargo ship off the entrance to Basalin Strait. The first torpedo scored a hit 20 seconds after being fired and a yellowish-green flash went up amidships of Shinei Maru as she went down. Tautog sank the 4,474-ton cargo ship Meiten Maru on 20 June, prior to ending her 53-day patrol at Pearl Harbor. This patrol was no more successful; despite six torpedo and three gun attacks, she only sank two confirmed ships for 14,300 tons (reduced to 5,300 tons postwar). The submarine was then routed back to the United States for an overhaul at Hunter's Point Navy Yard. She held refresher training when the yard work was completed and got underway for Hawaii.
Eighth patrol
On 7 October 1943, Tautog departed Pearl Harbor to patrol in waters near the Palau Islands. On 22 October, she surfaced near Fais Island to shell a phosphate plant. She sank Submarine Chaser Number 30 on 4 November.and subsequently damaged a tanker and three cargo ships. With all torpedoes expended, Tautog tracked a convoy for two days while radioing its position back to Pearl Harbor before she returned to Midway Island on 18 November.
Ninth patrol
Tautog's ninth war patrol began on 12 December 1943 and took her to Japanese home waters, southeast of Shikoku Island and along the southern coast of Honshū. On 27 December, she fired a spread of three torpedoes at a freighter and made a similar attack on a passenger ship. However, she never learned the results of these attacks since enemy escorts forced her to go deep and kept her down for four hours while they rained 99 depth charges on her. On 3 January 1944, Tautog tracked a cargo ship off the mouth of the Kumano Kawa River, approximately one-half mile from the seawall. She fired a spread of three torpedoes, turned, and headed for deep water. The submarine ran up her periscope, but an explosion filled the air with debris and obscured Saishu Maru from view as the freighter sank. The sound of approaching high-speed propellers and a closing patrol plane convinced the submarine that it was time to depart.
The next day, Tautog made radar contact with a ship and tracked the target while working toward a good firing position. A profligate spread of six torpedoes produced four hits which broke Usa Maru in half. When last seen, the cargoman's bow and stern were both in the air. On 11 January, Tautog intercepted two freighters and launched three torpedoes at the first and larger, and one at the second. Escorts forced the submarine deep, but timed explosions indicated a hit on each ship. Tautog was later credited with inflicting medium damage to Kogyo Maru. She returned to Pearl Harbor for a refit by Bushnell (AS-15) on 30 January, credited with two ships for 9,700 tons (postwar, 6,000).
Tenth patrol
Tautog's assignment for her tenth war patrol took her to the cold waters of the northern Pacific near the Kuril Islands, from Paramushiro south to the main islands of Japan and the northeast coast of Hokkaidō. The submarine topped off with fuel at Midway and entered her patrol area on 5 March 1944. Her only casualty of the war occurred that day. While several members of her crew were doing emergency work on deck, a giant wave knocked them all off their feet and swept one man, newly assigned Motor Machinist's Mate R. A. Laramee, overboard; a search for him proved fruitless.
On 13 March, Tautog tracked a freighter until she reached a good position for an attack and then launched three torpedoes from 1,500 yards (1,400 m), of which two hit and stopped Ryua Maru. The target refused to sink, even after Tautog fired four more torpedoes into "the rubber ship". To avoid wasting more precious torpedoes, the submarine surfaced and finished the job with her 5" gun. While she was attempting this, another ship came over the horizon to rescue survivors.Leaving the bait sitting, Tautog dived and began a submerged approach, firing a spread of three torpedoes; cargo ship Shojen Maru sank, more quickly than her inexplicably durable sister.As the sub headed homeward on the night of 16 March, Tautog made radar contact on a convoy of seven ships off Hokkaidō. She maneuvered into position off the enemy's starboard flank so that two ships were almost overlapping and launched four torpedoes. After watching the first one explode against the nearer ship, Tautog was forced deep by an escort, but heard two timed explosions and breaking-up noises accompanied by more explosions. The American submarine pursued the remaining ships and attacked again from their starboard flank, firing three torpedoes at a medium-sized freighter and four at another ship. A Japanese destroyer closed the submarine, forced her deep, and subjected her to a depth charge attack for one and one-half hours. Tautog was officially credited with sinking Shirakumo (1,750 tons)and the passenger/cargo ship Nichiren Maru, bringing her total for the patrol to five ships for 17,700 tons (reduced postwar to four for 11,300),one of the most aggressive, and successful, of the war. She returned to Midway on 23 March.
Eleventh patrol
During her next patrol, from 17 April to 21 May 1944, Tautog (handed over to Thomas S. Baskett, formerly of USS S-37 (SS-142)) returned to the Kuril Islands. On 2 May, she sighted a cargo ship in a small harbor between Banjo To and Matsuwa To. The submarine launched four torpedoes from a range of 2,000 yards (1,800 m). One hit obscured the target. An hour later, Tautog fired two more and scored another hit. The 5,973-ton Army cargo ship Ryoyo Maru[33] settled in 24 feet (7.3 m) of water, decks awash. The next morning, Tautog made radar contact in a heavy fog, closing the enemy ship and firing four torpedoes; two hit the target. The submarine circled for a follow-up shot, but this was difficult as the water was covered with gasoline drums, debris, and life rafts. When Tautog last saw Fushimi Maru (5,000 tons)[33] through the fog, her bow was in the air. On 8 May, amid "swarms of ships" the submarine contacted a convoy bound for Esan Saki. She fired torpedoes at the largest ship. One hit slowed the target, and two more torpedoes left Miyazaki Maru (4,000 tons)[33] sinking by the stern. Escorts forced Tautog deep and depth charged her for seven hours without doing any damage. At dawn on 9 May, she fired on another freighter, missing.[33] Three days later, the submarine fired her last three torpedoes[33] at Banei Maru Number 2 (1,100 tons) and watched her disappear in a cloud of smoke. When Tautog returned to Pearl Harbor, she was credited with four ships sunk for 20,500 tons (postwar reduced to 16,100).
Twelfth patrol
On 23 June 1944, Tautog departed Pearl Harbor for Japanese waters to patrol the east coasts of Honshū and Hokkaidō. On 8 July, she stopped a small freighter dead in the water with one spread of torpedoes and followed with another spread that sank the ship. A lone survivor, taken on board the submarine, identified the ship as Matsu Maru which was transporting a load of lumber from Tokyo to Muroran. The next day, Tautog was patrolling on the surface near Simusu Shima, when she sighted a ship coming over the horizon. She submerged, closed the range, identified the ship as a coastal steamer. Surfacing, the sub fired 21 5" shells into the target, starting a fire and causing an explosion that blew off the target's stern. She then rescued six survivors from a swamped lifeboat who identified their ship as the Hokoriu Maru, en route from the Bonin Islands to Tokyo laden with coconut oil.
On 2 August, Tautog sighted several ships off Miki Saki. She launched three torpedoes at a freighter from a range of 800 yards (730 m). The first hit caused a secondary explosion which obscured the target, and the second raised a column of black smoke. When the air cleared, the cargo ship Konei Maru had sunk. The submarine was briefly attacked by escorts but evaded them and set her course for Midway. Tautog arrived there on 10 August, credited with a disappointing two ships for 4,300 tons (postwar reduced to 2,800); she was routed to the United States for overhaul.
Thirteenth patrol
Tautog was back in Pearl Harbor in early December and, on 17 December 1944, began her 13th and last war patrol. She called at Midway and Saipan before taking her patrol station (in company with Silversides)[38] in the East China Sea. On 17 January 1945, Tautog sighted a ship heading toward her. She attained a position and fired a spread of three torpedoes. One hit blew off the enemy's bow. She fired another torpedo from a range of 700 yards (640 m); and the loaded troopship, Transport Number 15, disintegrated. The bright moonlight of 20 January disclosed an enemy ship at a range of 10,000 yards (9,100 m). Tautog maneuvered to silhouette the target against the moon and attacked with two torpedoes and then watched the ship sink. The submarine approached the wreckage and rescued one survivor who identified the ship as the motor torpedo boat tender Shuri Maru (1,800 tons), en route from Tsingtao to Sasebo. The next day, Tautog damaged a tanker but could not evaluate the damage as she had to evade enemy escorts that were approaching. On her way back to Midway Island, the submarine sank a wooden trawler with her deck guns. Her score for the patrol was three ships for 8,500 tons (postwar, two for 3,300).[40]
Tautog completed her patrol at Midway on 1 February 1945 and was assigned to training duty. By 1945 with the Large Number of Modern Balao and Tench Class Submarines in Service, along with the Dwindling number of Japanese Merchant Ships and Navy targets, the Prewar Classes were ordered to Return to the States, Tautog among them.
On 2 March, the submarine shifted her operations to Pearl Harbor to assist aircraft in anti-submarine warfare for one month before heading for the United States. She reached San Diego on 9 April and operated in conjunction with the University of California's Department of War Research in experimenting with new equipment which it had developed to improve submarine safety. On 7 September, she headed for San Francisco to join the Pacific Reserve Fleet. Her orders were subsequently modified, and she got underway on 31 October for the East Coast. Tautog arrived at Portsmouth, New Hampshire, on 18 November and was decommissioned on 8 December 1945.
Plans to use Tautog as a target during atomic bomb tests at Bikini Atoll in 1946 were cancelled, and she was assigned to the Ninth Naval District on 9 May 1947 as a reserve training ship. The submarine was towed to Wisconsin and arrived at Milwaukee on 26 December 1947. She provided immobile service at the Great Lakes Naval Reserve Training Center for the next decade.
Tautog was placed out of service and stricken from the Naval Vessel Register on 11 September 1959. On 15 November 1959, she was sold to the Bultema Dock and Dredge Company of Manistee, Michigan, for scrap. Tautog Received 14 Battle Stars Via the Asiatic Pacific Campaign Metal ,the Navy Unit Commendation (1 award for a combined 7 patrols)and the World War Two Victory Memorial for her World War Two Service.
Her Deck gun 40MM is on Display at Manistee,MI in front of the VFW.
USS Flasher (SS-249) was a Gato-class submarine which served in the Pacific during World War II. She received the Presidential Unit Citation and six battle stars, and sank 21 ships for a total of 100,231 tons of Japanese shipping, making her one of the most successful American submarines of the War.
She was the first ship of the United States Navy to be named for the flasher. Her keel was laid down 30 September 1942 by Electric Boat Co., Groton, Connecticut. She was launched on 20 June 1943 (sponsored by Mrs. Eleanor Saunders, wife of LCDR Willard Saunders, Commanding Officer of USS Muskallunge) and commissioned 25 September 1943, Lieutenant Commander Reuben T. Whitaker (Class of 1934) in command. From 31 Oct 1944 to Mar 1946 she was commanded by Lt.Cdr. George William Grider.
Flasher arrived at Pearl Harbor from New London 15 December 1943 to prepare for her first war patrol, for which she sailed 6 January 1944. Bound for her patrol area off Mindoro, she sank her first target 18 January, sending a 2,900-ton former gunboat Yoshida Maru to the bottom. Adding to what would be the greatest total of enemy tonnage credited to an American submarine in World War II, she sank the freighter Taishin Maru(1,723 tons) off Manila 5 February, and sank two cargo ships of the same convoy on 14 February. Flasher arrived at Fremantle, Australia 29 February to refit. The 2 vessels sunk 14 February 1944 were the Minryo Maru(1,679 tons) and the Hokuan Maru(3,712 tons). See . (The Hokuan Maru probably rammed and sunk the Grayling SS 209 on 9 September 1943.)
Action-bound once more, the submarine departed Fremantle 4 April 1944 for the coast of French Indochina on her second war patrol. On 29 April she contacted the French aviso Tahure guarding a freighter (Song Giang Maru, 1065 grt) off the Hon Doi Islands, and sank both. After sinking a large cargo ship (Teisen Maru) in the Sulu Sea 9 May, Flasher set course for Fremantle, arriving 28 May for refit until 19 June.
Heading the same attack group, Flasher now commanded by Lieutenant Commander G. W. Grider, sailed on her fifth war patrol 15 November 1944, bound for Cam Ranh Bay. On 4 December one of her companions reported a tanker convoy, and Flasher set a converging course. As she made her approach in a heavy downpour, a destroyer suddenly loomed up before her, and Flasher launched her first spread of torpedoes at this escort. The destroyer (Kishinami) was stopped by two hits, and began listing and smoking heavily. Flasher got a spread of torpedoes away at a tanker before she was forced deep by a second destroyer, which dropped 16 depth charges. Rising to periscope depth, Flasher located the tanker burning and covered by yet a third destroyer. Speedily reloading, she prepared to sink the destroyer and finish off the tanker, and though almost blinded by rainsqualls, she did so with a salvo of four torpedoes, two of which hit the destroyer (Iwanami), and two of which passed beneath her, as planned, to hit the tanker (Hakko Maru 10,022 tons). Once more, counter-attack forced Flasher down, and when she surfaced she found no trace of the two damaged destroyers. The tanker, blazing away, was still guarded by three escorts until abandoned at sunset, when Flasher sank her with one torpedo. The two destroyers, both found after the war to have been sunk, were Kishinami and Iwanami.
Flasher contacted another well-guarded tanker convoy on the morning of 21 December 1944, and she began a long chase, getting into position to attack from the unguarded shoreward side. In rapid succession, Flasher attacked and sank three of the tankers (Omurosan Maru 9,204 tons, Otowasan Maru 9,204 tons, and Arita Maru 10,238 tons), receiving no counter-attack since the enemy apparently believed he had stumbled into a minefield. One of these tankers was the largest Flasher sank during the war. The other two tankers had displacements similar to each other, were tied for third largest.
Refitting at Fremantle once more between 2 January and 29 January 1945, Flasher made her sixth war patrol on the coast of Indochina. Contacts were few, but on 21 February she sank a sea truck by surface gunfire,[clarification needed] and 4 days later sank a cargo ship (Koho Maru 850 tons) with torpedoes. She completed her patrol upon her arrival at Pearl Harbor 3 April 1945, and sailed a few days later for a West Coast overhaul.
Bound for Guam on a seventh war patrol at the close of the war, Flasher was ordered back to New London, where she was decommissioned and placed in reserve 16 March 1946, attached to the Atlantic Reserve Fleet. On 1 June 1959 the Flasher was struck from the Naval Vessel Register. She was sold for scrap on 1 June 1963. Her conning tower was removed and placed on display as a memorial at the entrance to Nautilus Park, a Navy housing area in Groton, Connecticut. It was then moved to the intersection of Thames St. and Bridge St. where it is the centerpiece of the World War II memorial that honors the 52 U.S. submarines and their crews lost during the war. Its upkeep was originally the responsibility of the Submarine Veterans of World War II organization and was then transferred into the willing (and usually younger) hands of the U. S. Submarine Veterans, Inc.
Flasher received the Presidential Unit Citation for her brilliantly successful third, fourth, and fifth war patrols. For her six war patrols, each designated "Successful", she received six battle stars via the Asiatic Pacific Campaign Metal and World War Two Victory Memorial.
USS Tang (SS-306) was a Balao-class submarine of World War II, the first ship of the United States Navy to bear the name Tang. She was built and launched in 1943, serving until being sunk by her own torpedo off China in the Taiwan Strait on 24 October 1944.
In her short career in the Pacific War, Tang sank 33 ships totalling 116,454 tons.Commander Richard O'Kane received the Medal of Honor for her last two engagements (23 and 24 October 1944).
Tang was sunk during the last engagement by a circular run of her final torpedo, going down in 180 ft (55 m) of water.78 men were lost, and the nine survivors were picked up by a Japanese frigate and taken prisoner of war. This was the only time that a Momsen lung was used to escape a sunken submarine.
The contract to build USS Tang was awarded to Mare Island Naval Shipyard on 15 December 1941, and her keel was laid down on 15 January 1943. She was launched on 17 August sponsored by Mrs. Alix M. Pitre, wife of Captain Antonio S. Pitre, Director of Research at the Mare Island Naval Shipyard, and commissioned on 15 October 1943 with Lieutenant Commander Richard O'Kane, former executive officer of Wahoo, in command, and delivered to the Navy on 30 November 1943.
Tang completed fitting out at Mare Island and moved south to San Diego for 18 days of training before sailing for Hawaii. She arrived at Pearl Harbor on 8 January 1944 and conducted two more weeks of exercises in preparation for combat.
Tang departed Pearl Harbor on 22 January 1944 to begin her first war patrol, destined for the Caroline Islands-Mariana Islands area. On the morning of 17 February, she sighted a convoy of two freighters, five smaller ships, and their escort. The submarine tracked the convoy, plotted its course, and then prepared to attack. An escort suddenly appeared at a range of 7,000 yd (6,400 m) and closing. Tang went deep and received five depth charges before the escort departed. Unscathed, she returned to periscope depth and resumed the attack. The range on the nearest freighter closed to 1,500 yd (1,400 m), and Tang fired a spread of four torpedoes. Three hit, and Gyoten Maru (6,800 tons)sank by the stern. The submarine cleared the area by running deep and then attempted to get ahead of the convoy for a dawn attack, but the remaining freighter passed out of range, protected by aircraft.
During the night of 22 February, Tang made a surface attack on a convoy of three cargo ships and two escorts.She tracked the Japanese ships, through rain squalls which made radar almost useless,for 30 minutes before attaining a firing position, on the surface,1,500 yd (1,400 m) off the port bow of a freighter. A spread of four torpedoes hit Fukuyama Maru (3,600 tons) from bow to stern, and the enemy ship disintegrated. Early the next morning, Tang made another approach on the convoy. The escort of the lead ship, the 6,800 ton Yamashimo Maru, moved from its covering position on the port bow, and the submarine slipped into it and fired four more torpedoes. The first hit the stern of the merchantman, the second just aft of the stack; and the third just forward of the bridge, producing a terrific secondary explosion. The ship was "twisted, lifted from the water",and began spouting flames as she sank.
On the morning of 24 February, Tang sighted a tanker, a freighter, and a destroyer. Rain squalls hampered her as she attempted to attain a good firing position, so she tracked the ships until after nightfall, then made a surface attack. She launched four torpedoes and scored three hits which sank the Tatutaki Maru-class freighter.The two remaining ships commenced firing in all directions, and Tang submerged to begin evasive action. She shadowed the enemy until morning and then closed the tanker for a submerged attack from extremely close range, just 500 yd (460 m), barely enough to allow her torpedoes to arm.Additional lookouts had been posted on the target's deck and, when the spread of torpedoes from Tang struck her, they were hurled into the air with other debris from the ship. Echizen Maru sank in four minutes as Tang went deep and rigged for the depth charge attack that followed.] During this evasion, a water leak developed in the forward torpedo room, and Tang exceeded her depth gauge maximum reading of 612 feet.Fortunately, the crew was able to get the submarine back under control and eventually return to the surface. (Postwar, JANAC denied credit for the tanker seen to explode.)
Tang contacted a convoy consisting of a freighter, transport, and four escorts on the evening of 26 February. She maneuvered into position to attack the wildly zigzagging transport and fired her last four torpedoes and believed she missed; JANAC credited her with sinking Choko Maru, a 1794-ton cargo ship.Having expended all 24 of her torpedoes and scored 16 hits, the submarine arrived at Midway for refit.
Second war patrol
Tang's second patrol began on 16 March and took her to waters around the Palau Islands, to Davao Gulf, and to the approaches to Truk. She made five surface contacts, but she had no chance to make any attacks. She was then assigned to lifeguard duty near Truk. Tang rescued 22 downed airmen, including some rescued by John Burns' Vought OS2U Kingfisher, and took them to Hawaii at the end of the patrol.
Third war patrol
Tang departed Pearl Harbor on 8 June and stalked enemy shipping in the East China Sea and Yellow Sea areas. On 24 June, southwest of Kagoshima, the submarine contacted a convoy of six large ships guarded by 16 escorts. Tang closed for a surface attack and fired a spread of three torpedoes at one of the ships and then fired a similar spread at a second target. Explosions followed, and Tang reported two ships sunk. However, postwar examination of Japanese records revealed by the Japanese government show that two passenger-cargo ships and two freighters were sunk. The ships must have overlapped, and the torpedo spread must have hit and sunk two victims in addition to their intended targets. Those sunk – Tamahoko Maru, Tainan Maru, Nasusan Maru, and Kennichi Maru – added up to 16,292 tons of enemy shipping.
On 30 June, while she patrolled the lane from Kyūshū to Dairen, Tang sighted another cargo ship steaming without escort. After making an end around run on the surface which produced two torpedo misses, Tang went deep to avoid depth charges, then surfaced and chased the target until she closed the range to 750 yd (690 m). A single torpedo blew Nikkin Maru in half, and the transport ship sank, taking with her some 3,200 Japanese soldiers.
The next morning, Tang sighted a tanker and a freighter. While she sank the freighter Taiun Maru Number Two, the tanker Takatori Maru Number One fled. The submarine trailed the latter until dark, then she launched two torpedoes which sank the tanker. Tang celebrated 4 July at dawn by an end-around, submerged attack on an enemy freighter which was near shore. However, with rapidly shoaling water and her keel about to touch bottom, Tang drew back, fired a spread of three with two hits, and then surfaced as survivors of the 6,886 tons cargo ship Asukazan Maru were being rescued by fishing boats. That afternoon, Tang sighted Yamaoka Maru, another cargo ship of approximately the same size, and sank her with two torpedoes. The submarine surfaced and, with the aid of grapnel hooks and Thompson submachine guns, rescued a survivor who had been clinging to an overturned lifeboat. While prowling the waters off Dairen late the next night, the submarine sighted a cargo ship and, during a submerged attack with her last two torpedoes, sank Dori Maru. Credited with eight ships for 56,000 tons at the time, the score confirmed postwar by JANAC for her third patrol was 10 ships for a total of 39,160 tons.
Fourth war patrol
Her fourth war patrol was conducted from 31 July – 3 September in Japanese home waters off the coast of Honshū. On 10 August, she fired a spread of three torpedoes at a tanker near the beach of Omaezaki but scored no hits. The next day, after locating two freighters and two escorts, she launched three torpedoes at the larger freighter and two at the other. The larger freighter (Roko Maru) disintegrated due, apparently, to a torpedo which exploded in her boilers. As the submarine went deep, her crew heard the fourth and fifth torpedoes hit the second ship. After a jarring depth charge attack which lasted 38 minutes, Tang returned to periscope depth. Only the two escorts were in sight, and one of them was picking up survivors.
On 14 August, Tang attacked a patrol yacht with her deck gun and reduced the Japanese ship's deck house to a shambles with eight hits. Eight days later, she sank a 225 ft (69 m) patrol boat (No. 2 Nansatsu Maru). On 23 August, the submarine closed in on a large ship; Japanese crewmen dressed in white uniforms could be seen lining its superstructure and the bridge. She fired three torpedoes, and two hits caused the 8,135 ton transport Tsukushi Maru to sink. Two days later, Tang attacked a tanker and an escort with her last three torpedoes, sinking the tanker, No. 8 Nanko Maru. Tang then returned to Pearl Harbor.
Fifth war patrol and loss
After a refit, Tang stood out to sea on 24 September for her fifth war patrol. After topping off her fuel at Midway Island, she sailed for the Formosa Strait on 27 September.In order to reach her area, Tang had to pass through narrow waters known to be heavily patrolled by the Japanese. A large area stretching northeast from Formosa was known to have been mined by the enemy, and O'Kane was given the choice of making the passage north of the island alone, or joining a coordinated attack group (Silversides, Trigger, and Salmon, under Commander John S. Coye, Jr. flag in Silversides) which was to patrol off northeast Formosa, and making the passage with them. Tang chose to make the passage alone and these vessels never heard from Tang, nor did any base, after she left Midway.
The story of Tang's fate comes from the report of her surviving commanding officer.
On the night of 10–11 October, Tang sank the cargo ships Joshu Go and Ōita Maru. The submarine continued on patrol until 23 October, when she contacted a large convoy consisting of three tankers, a transport, a freighter, and numerous escorts. Commander O'Kane planned a night surface attack. Tang broke into the middle of the formation, firing torpedoes as she closed on the tankers (later identified as freighters). Two torpedoes struck under the stack and engine room of the nearest, a single burst into the stern of the middle one, and two exploded under the stack and engine space of the farthest. The first torpedoes began exploding before the last was fired, and all hit their targets, which were soon either burning or sinking. As the submarine prepared to fire at the tanker which was crossing her stern, she sighted the transport bearing down on her in an attempt to ram. Tang had no room to dive, so she crossed the transport's bow and with full left rudder saved her stern and got inside the transport's turning circle. The transport was forced to continue her swing to avoid the tanker, which had also been coming in to ram. The tanker struck the transport's starboard quarter shortly after the submarine fired four stern torpedoes along their double length at a range of 400 yd (370 m). The tanker sank bow first and the transport had a 30° up-angle. With escorts approaching on the port bow and beam and a destroyer closing on the port quarter, Tang rang up full speed and headed for open water. When the submarine was 6,000 yd (5,500 m) from the transport, another explosion was observed, and its bow disappeared.
On the morning of 24 October, Tang began patrolling at periscope depth. She surfaced at dark and headed for Turnabout Island (25.431493°N 119.93989°E). On approaching the island, the submarine's surface search radar showed so many blips that it was almost useless. Tang soon[clarification needed] identified a large convoy which contained tankers with planes on their decks and transports with crated planes stacked on their bows and sterns. As the submarine tracked the Japanese ships along the coast, the convoy's escorts became suspicious, and the escort commander began signaling with a large searchlight. This illuminated the convoy, and Tang chose a large three-deck transport as her first target, a smaller transport as the second, and a large tanker as the third. Their ranges varied from 900–1,400 yd (820–1,280 m). After firing two torpedoes at each target, the submarine paralleled the convoy to choose its next victims. She fired stern torpedoes at another transport and tanker aft.
As Tang poured on full speed to escape the gunfire directed at her, a destroyer passed around the stern of the transport and headed for the submarine. The tanker exploded, and a hit was seen on the transport. A few seconds later, the destroyer exploded, either from intercepting Tang's third torpedo or from shell fire of two escorts closing on the beam. Only the transport remained afloat, dead in the water. The submarine cleared to 240 ft (73 m), rechecked the last two torpedoes which had been loaded in the bow tubes, and returned to finish off the transport. The 23rd torpedo was fired at 900 yd (820 m) and was observed running hot, straight, and normal.[DANFS 1] Tang's score for the night would later be confirmed as the freighters Kogen Maru (6600 tons) and Matsumoto Maru (7000 tons).[23]
At 02:30 on the morning of 25 October, the 24th and last torpedo (a Mark 18 electric torpedo) was fired. It broached and curved to the left in a circular run. Tang fishtailed under emergency power to clear the turning circle of the torpedo, but it struck her abreast the aft torpedo room approximately 20 seconds after it was fired.The explosion was violent, and men as far forward as the control room received broken limbs. The ship went down by the stern with the aft three compartments flooded. Of the nine officers and men on the bridge, including O'Kane,[24] three were able to swim through the night until picked up eight hours later. One officer escaped from the flooded conning tower and was rescued with the others.[25][24]
The submarine bottomed at 180 ft (55 m) and the thirty survivors crowded into the forward torpedo room as the aft compartments flooded, intending to use the forward escape trunk. Publications were burned, and all assembled in the forward room to escape. The escape was delayed by a Japanese patrol which dropped depth charges, and started an electrical fire in the forward battery. Beginning at 6:00 AM on 25 October, using the Momsen lung, the only known case where it was used, thirteen men escaped from the forward torpedo room.By the time the last had exited, the heat from the battery fire was so intense, paint on the bulkhead was scorching, melting, and running down. Of the 13 men who escaped from the forward torpedo room, only five were rescued. One sailor who was near the group of five but injured during the ascent was not rescued. Three who were on the bridge were rescued after swimming for 8 hours. Another survivor escaped the conning tower and used his pants as a flotation device. A total of 78 men were lost. Those who escaped the submarine were greeted in the morning by the sight of the bow of the transport they sank the previous night sticking straight out of the water.
Nine survivors, including O'Kane, were picked up the next morning by Japanese frigate CD-34.Survivors of Tang's previous sinkings were on board, and they beat the men from Tang. O'Kane stated, "When we realized that our clubbing and kickings were being administered by the burned, mutilated survivors of our handiwork, we found we could take it with less prejudice." The nine captives were placed in a prison camp at Ōfuna until the end of the war, where they were interrogated by Japanese intelligence.
Tang was stricken from the Naval Vessel Register on 8 February 1945.
Tang received four battle stars and two Presidential Unit Citations for World War II service. Her commanding officer, Richard O'Kane, received the Medal of Honor for Tang's final combat action.
During the war, Tang was credited with sinking 31 ships in her five patrols, totaling 227,800 tons, and damaging two for 4,100 tons. This was unequaled among American submarines. Postwar comparison with Japanese records by the Joint Army–Navy Assessment Committee (JANAC) reduced this to 24 ships, totaling 93,824 tons, placing her second on the list for ships sunk after USS Tautog (with 26) and fourth behind USS Flasher, Rasher, and Barb for total confirmed tonnage.These figures have since been revised to 33 ships totalling 116,454 tons, placing her first in the list of the most successful American submarines in World War II for both number of ships and tonnage. Tang also retains the best patrol by number of ships sunk, her third, with ten for 39,100 tons
SS Rasher (SS/SSR/AGSS/IXSS-269), a Gato-class submarine, was the only ship of the United States Navy named for the rasher, or vermilion rockfish, a fish found along the California coast.
Rasher (SS-269), a fleet-type submarine, was laid down 4 May 1942 by Manitowoc Shipbuilding Co., Manitowoc, Wisc.; launched 20 December 1942; sponsored by Mrs. G. C. Weaver; and commissioned 8 June 1943, Comdr. E. S. Hutchinson in command. Admiral Charles A. Lockwood had earlier relieved Hutchinson of command of Grampus for lacking aggressiveness.
Following builder's trials in Lake Michigan, Rasher was decommissioned and towed down the Mississippi on a floating drydock. After recommissioning and fitting out in New Orleans, the new submarine trained in the Bay of Panama, departed Balboa 8 August 1943, and arrived at Brisbane, Australia, on 11 September.
On her first war patrol, 24 September through 24 November 1943, Rasher operated in the Makassar Strait–Celebes Sea area, and sank the passenger-cargo ship Kogane Maru in a submerged attack at dawn on 9 October. Four days later, off Ambon Harbor, she spotted a convoy of four merchantmen escorted by two destroyers and a "Pete" seaplane. She fired two salvoes of three torpedoes each, then crash dived to avoid the destroyers and bombs from the scout plane. Freighter Kenkoku Maru broke up and sank, while the escorts struck back in a vigorous but vain counterattack.
On the afternoon of 31 October, while patrolling the shipping lanes off the Borneo coast, Rasher commenced trailing tanker Koryo Maru, but because of a patrolling float plane, was unable to attack until night. Rasher then surfaced, attacked and sent the tanker to the bottom after a thunderous explosion of exploding torpedoes and gasoline.
The submarine's next victim was tanker Tango Maru which lost her stern to a spread of three torpedoes on the afternoon of 8 November. Rasher escaped the escorts by diving deep and silently slipping away. A midnight attack on a second convoy in the Makassar Strait off Mangkalihat Peninsula resulted in a hit on a tanker, but vigorous countermeasures by enemy destroyers prevented any assessment of damage. Rasher escaped the enemy surface craft and, her torpedoes expended, headed home and arrived at Fremantle on 24 November.
Hutchinson had cleared his record on Grampus with the sinkings and was promoted to command a submarine division.
Command of Rasher was given to Willard Ross Laughon, former commanding officer of R-1 in the Atlantic. Following refit, Rasher commenced her second war patrol on 19 December 1943 and hunted Japanese shipping in the South China Sea off Borneo. When she attacked a three-tanker convoy on the night of 4 January 1944, her first torpedo exploded prematurely. A melee ensued, with tankers scattering and escorts racing about, firing in all directions. Rasher was pursuing Hakko Maru when the tanker exploded from a torpedo from Bluefish. Rasher fired at a second target while submerged, and heard explosions, but was unable to confirm a sinking. She pursued the third tanker, firing a spread of four torpedoes early on the morning of 5 January 1944. A mushroom-shaped fire rose as the last two torpedoes struck, and Kiyo Maru sank, leaving an oil slick and scattered debris. During the patrol, Rasher planted mines off the approaches to Saigon harbor. Prematurely exploding torpedoes and vigilant escorts frustrated her attacks on convoys on 11 January and 17 January. A week later she returned to Fremantle.
Benjamin Ernest Adams Jr. replaced Munson for the sixth war patrol. Rasher departed San Francisco on 20 December 1944, arriving at Midway via Pearl Harbor in early January 1945. Her sixth patrol, as a unit of a wolfpack with Pilotfish and Finback, commenced on 29 January, and was conducted in the southern sector of the East China Sea. Rasher attacked a pair of ships on 15 February but missed, and approached a convoy the next day but was unable to get in position to attack. A later attack on another convoy also ended in misses. No other suitable targets were found, only small patrol craft, hospital ships, and ubiquitous patrol aircraft. The patrol ended on 16 March 1945 at Guam.
Charles Derick Nace replaced Adams for the seventh and eighth patrols. Rasher's seventh patrol, 17 April to 29 May 1945, was little more rewarding than the sixth. On lifeguard station off Honshū, she riddled two small craft with gunfire. No aircraft came down in her area, and she returned to Midway on 29 May.
Rasher departed Midway 23 June 1945 to take lifeguard station off southern Formosa. No Allied planes were downed in her area before orders arrived to proceed to the Gulf of Siam. While she was en route the war ended, and Rasher returned to the Philippines. She departed Subic Bay on 31 August arriving New York on 6 October, via Pearl Harbor and the Panama Canal. Following deactivation overhaul, she was decommissioned 22 June 1946 and was placed in the Atlantic Reserve Fleet at New London, Connecticut.
Rasher was credited with sinking 99,901 tons of Japanese shipping, the third highest total for US submarines in World War II. However, a Japanese destroyer credited as sunk by sister ship USS Flasher (SS-249) is given a name that never existed and may have been a case of mistaken identity. If the tonnage credited for this ship is removed from the record of Flasher, then Rasher becomes the second highest-scoring US submarine for tonnage.
She was placed in commission in reserve at Philadelphia Naval Shipyard 14 December 1951, Lt. V. D. Ely in command. After being reclassified as a radar picket submarine, SSR-269 she commenced conversion which continued after she decommissioned 28 May 1952. After extensive hull and interior alterations at Philadelphia Navy Yard, she was recommissioned 22 July 1953, Lt. Comdr. R. W. Stecher in command. She departed New London on 12 November, arriving San Diego 17 December via Guantanamo Bay and the Panama Canal.
The following 2 years were spent off the west coast in operations from Washington state to Acapulco. On 4 January 1956, she deployed to the 7th Fleet, where she operated with U.S. and SEATO naval units. She returned to San Diego 3 July 1956. Prior to and following a second WestPac deployment from 4 March to 4 September 1958, SSR-269 served in Fleet exercises as an early warning ship, and in ASW training operations.
On 28 December 1959, Rasher departed the continental United States for the Far East. While attached to the 7th Fleet, she participated in exercise "Blue Star", a large-scale American-Nationalist Chinese amphibious exercise. In May 1960, she took part in the Black Ship Festival at Shimoda, Japan, commemorating Commodore Matthew C. Perry's landing. She returned to San Diego on 20 June 1960.
Rasher was reclassified as an auxiliary submarine, AGSS-269, on 1 July 1960, with conversion being accomplished at Mare Island Naval Shipyard. Involved in maintaining fleet readiness until mid-August 1962 when she deployed to WestPac, Rasher continued to exhibit her usual high standards of performance. She returned to San Diego on 15 February 1963, and was overhauled that summer.
During the next year, AGSS-269 was engaged in strike exercises involving other American and Canadian ships. Her next deployment, beginning on 3 August 1964, involved support of 7th Fleet operations off Vietnam, as well as ASW exercises with SEATO allies.
After returning to San Diego on 5 February 1965, she had ASW and amphibious training. Her next WestPac deployment, from 3 January to 17 July 1966, included amphibious and ASW training support for Republic of Korea, Nationalist Chinese, and Thai units, as well as operations with the 7th Fleet off Vietnam.
Rasher spent the remainder of her commissioned career providing training services off the coast of California to UDT and ASW units. She was decommissioned 27 May 1967, and later was reclassified "unclassified miscellaneous submarine" IXSS-269, was towed to Portland, Oreg., where she served as a training submarine for Naval reservists until struck from the Navy List, 20 December 1971.SS269 was sold for Scrap to an Unknown Company Circa 1974.
Rasher was awarded the Presidential Unit Citation for outstanding performance in combat during World War II patrols 1, 3, 4, and 5. She received seven battle stars in World War II service via the Asiatic Pacific Campaign Metal and the World War two Victory Metal , and two battle stars for service off Vietnam via
Vietnam service medal.
USS Silversides (SS/AGSS-236) is a Gato-class submarine, the first ship of the United States Navy to be named for the silversides.These Fish are found in Tropical Waters Worldwide.
Silversides was one of the most successful submarines in the Pacific Theater of World War II, with 23 confirmed sinkings, totalling more than 90,000 long tons (91,444 t) of shipping. She received a Presidential Unit Citation for cumulative action over four patrols, and twelve battle stars. She presently serves as a museum ship in Muskegon, Michigan, and is a National Historic Landmark.
Her keel was laid down on 4 November 1940, by the Mare Island Navy Yard in Vallejo, California. She was launched on 26 August 1941, sponsored by Mrs. Elizabeth H. Hogan, and commissioned on 15 December 1941,[9] with Lieutenant Commander Creed C. Burlingame (Class of 1927) in command.
First patrol: April – June 1942
After shakedown off the California coast, Silversides set course for Hawaii, arriving at Pearl Harbor on 4 April 1942. Departing Pearl Harbor on 30 April, Silversides headed for the Japanese home islands, in the area of Kii Suido, for the first of her many successful war patrols. On 10 May, just after 8:00 local time, the submarine used her 3-inch (76 mm) gun to heavily damage the Japanese guard boat Ebisu Maru No.5.During this 75-minute action, an enemy machine-gun bullet killed one of her deck gunners, TM3 Mike Harbin, the only man lost in action aboard Silversides during World War II. Harbin was buried at sea later that evening. On 13 May, Silversides fired torpedoes at an enemy submarine; although explosions were heard, a definite sinking could not be confirmed.
On 17 May, while maneuvering through an enemy fishing fleet and approaching her targets, Silversides' periscope became entangled in a fishnet marked by Japanese flags held aloft on bamboo poles. The sub continued her approach, fishnet and all, and fired three torpedoes at the first ship, a 4,000-ton cargo ship. Two hits tore the victim's stern open. While that ship was sinking, the second cargo ship was also hit, but its fate could not be determined. Patrol boats were closing in as the submarine, probably the only American submarine to make an attack while flying the Japanese flag, quickly left the vicinity. After damaging a freighter and tanker in the same area, Silversides terminated her first war patrol at Pearl Harbor on 21 June.
Silversides's second war patrol was also conducted in the area of Kii Suido, from 15 July to 8 September. On 28 July, she sank a 4,000-ton transport, followed by the sinking of the passenger/cargo ship Nikkei Maru on 8 August. She scored damaging hits on a large tanker on the night of 14 August and, on 31 August, sank two enemy trawlers before returning to Pearl Harbor.
Her third war patrol, conducted in the Caroline Islands, did not result in any sinkings. Severe damage was done to a large cargo ship, and there were two observed torpedo hits on a Japanese destroyer or light minelayer, which did an undetermined level of damage. She terminated her third patrol at Brisbane, Australia, on 25 November.
Fourth patrol: December 1942 – January 1943
Silversides departed Brisbane on 17 December 1942 and set course for New Ireland for her fourth war patrol. While far out at sea on the night of 22 December, the submarine's pharmacist's mate, PM1 Thomas Moore, performed a successful emergency appendectomy on FM2 George Platter, using ether as anesthesia and using rudimentary tools primarily fashioned from kitchen utensils. With the operation over at 3:00 on 23 December, the submarine surfaced only to be immediately forced down by a Japanese destroyer and compelled to endure a severe depth charge attack. Thinking herself safe, Silversides surfaced only to find the destroyer still there. Additionally, a Japanese airplane had arrived on the scene and proceeded to drop three bombs on the submarine, severely damaging her bow planes and causing them to lock on full dive. Silversides managed to level off just short of crush depth and eventually evaded the enemy ship before surfacing to recharge her batteries and effect emergency repairs.
While off Truk on 18 January 1943, Silversides torpedoed and sank her largest target of the war, the 10,022 ton oil tanker Toei Maru. Two days later, the submarine had one of her most productive days of the war. After paralleling a convoy throughout the daylight hours, she moved on ahead at sundown and lay in wait (an end around position). As the targets moved into range, Silversides fired torpedoes at overlapping targets and sank three enemy ships—the cargo ships Surabaya Maru, Somedono Maru, and Meiu Maru.The attack had scarcely abated when it was discovered that an armed torpedo was stuck in a forward torpedo tube. Since it was impossible to disarm the torpedo, the commanding officer decided to attempt to refire it, an extremely dangerous maneuver. The submarine moved in reverse at top speed and fired. The torpedo shot safely from the tube, disappearing as it moved toward the horizon.
When a serious oil leak was discovered later that night, the submarine left the patrol area two days ahead of schedule and returned to Pearl Harbor on 31 January for a major overhaul.
Silversides's fifth war patrol commenced on 17 May and was conducted in the Solomon Islands area. Enroute the patrol area on 28 May, one of the more unusual moments of the war occurred. Stated in the 5th war patrol report as follows:
Proceeded on surface toward assigned position. On the 28th a frigate bird made a high level bombing attack, scoring a direct hit on the bare head and beard of the OOD, Lt. Bienia. No indication by radar prior to attack.
Continuing on, the submarine's primary mission for this patrol was to lay a minefield in Steffan Strait, between New Hanover and New Ireland, but she did not neglect enemy shipping. On the night of 10 – 11 June, she sank the 5,256-ton cargo ship Hide Maru; for her efforts, Silversides was forced to endure a severe depth charging. She returned to Brisbane for refit on 16 July.
For her sixth war patrol, under newly assigned Lt. Commander John S. "Jack" Coye, Jr., from 21 July to 4 September, Silversides patrolled between the Solomons and the Carolines. Since she was plagued with malfunctioning torpedoes and a scarcity of targets, she returned to Brisbane empty-handed.
Seventh and eighth patrols: October 1943 – January 1944
Silversides set sail on 5 October for her seventh war patrol, in which she sank four enemy ships in waters ranging from the Solomon Islands to the coast of New Guinea. On 18 October, she torpedoed and sank the cargo ship Tairin Maru, and, on 24 October, made a series of daring attacks to send the cargo ships Tennan Maru and Kazan Maru and the passenger/cargo ship Johore Maru to the bottom. She returned to Pearl Harbor for refit on 8 November.
Silversides patrolled off the Palau Islands for her eighth war patrol, where, on 29 December 1943, she brought havoc to an enemy convoy of cargo ships, sinking Tenposan Maru, Shichisei Maru, and Ryuto Maru. She terminated her eighth patrol at Pearl Harbor on 15 January 1944.
Ninth and tenth patrols: February – June 1944
For her ninth war patrol, Silversides departed Pearl Harbor on 15 February and set course for waters west of the Marianas Islands. On 16 March, she sank the cargo ship Kofuku Maru. The remainder of the patrol was devoid of worthwhile targets, so the submarine returned to Fremantle on 8 April.[clarification needed]
While on her tenth war patrol, again off the Marianas Islands, Silversides destroyed six enemy vessels for a total of over 14,000 tons. On 10 May, she torpedoed and sank the cargo ship Okinawa Maru, followed up with the passenger/cargo ship Mikage Maru; and then sent the converted gunboat Choan Maru Number Two beneath the waves. Ten days later, she added to her score when she sank another converted gunboat, the 998-ton Shosei Maru. On 29 May, the submarine torpedoed and sank the cargo ships Shoken Maru and Horaizan Maru; and then headed for Pearl Harbor, arriving on 11 June. Two days later, she got underway for Mare Island Navy Yard for overhaul, returning to Pearl Harbor on 12 September.
Silversides cleared Pearl Harbor on 24 September for her eleventh war patrol, conducted off Kyūshū, Japan. Although this patrol was unproductive, she aided in the rescue of a stricken sister submarine. Salmon (SS-182) had been badly damaged in a severe depth charging and was forced to surface and try to escape while fighting enemy escorts in a gun battle, a task for which a submarine is badly outmatched. The gunfire flashes brought Silversides to the scene. She deliberately drew the attention of some of the escorts, then quickly dove to escape the gunfire. Soon, submarines Trigger (SS-237) and Sterlet (SS-392) joined in helping Silversides to guard Salmon, and in escorting the stricken submarine back to Saipan, arriving on 3 November. Silversides terminated her eleventh patrol at Midway Island on 23 November.
Silversides' twelfth war patrol commenced on 22 December 1944, and was spent in the East China Sea. Despite aggressive searching, she found few worthwhile targets. However, when an opportunity did come her way, Silversides took full advantage. On 25 January 1945, she torpedoed the 4,556-ton cargo ship Malay Maru. She returned to Midway Island on 12 February.
Thirteenth and fourteenth patrols: March – July 1945
During her thirteenth war patrol, Silversides was a member of a coordinated attack group with submarines Hackleback (SS-295) and Threadfin (SS-410), patrolling off Kyūshū. Although she again found few worthwhile targets, the submarine did manage to damage a large freighter and to sink a trawler before returning to Pearl Harbor on 29 April.
Silversides's fourteenth and final war patrol began with a departure from Pearl Harbor on 30 May. This patrol was spent on lifeguard station in support of airstrikes on Honshū, Japan. On 22 July, she rescued a downed fighter pilot from the light aircraft carrier Independence (CVL-22), and two days later recovered a downed United States Army Air Forces airman. She ended this patrol at Apra Harbor, Guam, on 30 July. The submarine was undergoing refit there when the hostilities with Japan ended on 15 August.
Post-war service: 1945–1969
Silversides transited the Panama Canal on 15 September 1945, arriving at New York City on 21 September. After shifting to New London, Connecticut, she was decommissioned on 17 April 194
Aichi chief engineer, Toshio Ozaki, designed the M6A1 Seiran to fulfill the requirement for a bomber that could operate exclusively from a submarine. Japanese war planners devised the idea as a means for striking directly at the United States mainland and other important strategic targets that lay thousands of kilometers from Japan. To support Seiran operations, the Japanese developed a fleet of submarine aircraft carriers to bring the aircraft within striking distance. No Seiran ever saw combat but the Seiran/submarine weapons system represents an ingenious blend of aviation and marine technology.
Japan was already operating reconnaissance aircraft from submarines before the United States entered World War II. One of these airplanes actually bombed American soil. On September 9, 1942, a Yokosuka E14Y1 GLEN (Allied codename) reconnaissance floatplane launched by catapult from the submarine I-25 and dropped four improvised phosphorus bombs into a forest on the Oregon coast. Five months earlier, the Japanese Navy issued orders to build a new series of submarine aircraft carriers called the I-400 class. Navy planners envisioned a large fleet but eventually only three were completed, I-400 through I-402. The three ships in this class were the largest submarines ever built until the "USS Lafayette" sailed in 1962. An I-400 boat displaced 5,970 metric tons (6,560 tons) submerged and it cruised at 18.7 knots surfaced. These ships could travel 60,000 km (43,000 mi) carrying three Seirans in waterproof compartments. A class of smaller Japanese submarines called the AM class was also modified to carry two Seirans.
Soon after commencing the I-400 program, the Navy directed Aichi to develop the Prototype Special Attack Aircraft M6A1. Chief engineer Ozaki confronted an ambitious challenge: develop an aircraft to haul a 250 kg (400 lb) bomb, or an 800 kg (1,288 lb) bomb or torpedo, and fly at least 474 kph (294 mph) with jettisonable floats in place, or 559 kph (347 mph) without floats. The navy also stipulated that assembling and launching the three M6A1s should require no more than 30 minutes. To fit inside a 3.5 m (11 ft 6 in) diameter, cylinder-shaped hangar, Ozaki designed the main wing spar to rotate 90° once the deck crew removed the two floats. After rotating the wings, the crew folded them back to lie flat against the fuselage. About 2/3 of the each side of the horizontal stabilizer also folded down, likewise the tip of the vertical stabilizer. Deck crews stored the floats and their support pylons in separate compartments.
Aichi completed the first prototype in October 1943 and started flight tests in November. The second prototype joined the test program in February 1944. The Navy was so pleased with the initial results that it ordered production to start even before Aichi delivered the remaining prototypes, and two land-based M6A1-K Nanzan trainers. However, progress virtually stopped after a major earthquake severely disrupted the production line in December 1944. Boeing B-29 bomber raids further disrupted the project. As the war deteriorated in March 1945, the Navy curtailed the submarine program. The first I-400 was finished on December 30, 1944, and the I-401 followed a week later. But I-402 was converted into a submarine fuel tanker and work ended on I-404 and 405. With the submarine fleet now reduced, the Navy required fewer Seirans so this program was also curtailed. Using parts on hand, Aichi eventually built 26 Seirans (including prototypes) and two Nanzan trainers.
Navy leaders organized the 1st Submarine Flotilla and 631st Air Corps and placed Captain Tatsunoke Ariizumi in command of both units. The combined force consisted of the submarine carriers I-400 and I-401, two AM class submarines, the I-13 and I-14, and 10 Seiran bombers. During sea trials, the units practiced hard to reduce the assembly time for the Seiran. Eventually, the crews could launch three aircraft (albeit without floats) in less than 15 minutes! There was a major drawback for without floats, the Seiran pilot could not safely land on the water. His only option was to ditch the bomber near the submarine and await rescue. The aircraft would obviously be lost.
It was perhaps the most ambitious strategic target selected during World War II. Japanese Navy planners chose to strike the locks of the Panama Canal using the 631st Air Corps embarked aboard the 1st Submarine Flotilla. Planners assigned ten Seirans to strike the Gatun Locks with six torpedoes and four bombs. The pilots studied a large-scale model of the lock system and memorized important features of the canal, just as their predecessors did before attacking Pearl Harbor. During these preparations, the Japanese decided to strike first at the U. S. Navy fleet anchored at Ulithi Atoll. On June 25, 1945, Ariizumi received orders for Operation Hikari. This plan required six Seirans and four Nakajima C6N1 MYRT reconnaissance aircraft (see NASM collection). The I-13 and I-14 would carry two MYRTs each and offload them at Truk Island. The MYRT pilots would take off and scout the American fleet at Ulithi, relaying target information to the Seiran crews. The six Seirans would carry out kamikaze attacks on the most important targets-American aircraft carriers and troop transports.
Trouble dogged the entire operation. The I-13, with two MYRTs aboard, was damaged by air attacks then sunk by a U. S. destroyer. The I-400 missed a crucial radio message from Ariizumi's flagship and proceeded to the wrong rendezvous point. On August, 16, 1945, Ariizumi's flotilla received word that the war was over. They were ordered to return to Japan and scuttle the aircraft. The I-400 crew punched holes in floats and pushed the Seirans overboard as sailors aboard I-401 catapulted their M6A1s into the sea.
The National Air and Space Museum M6A1 was the last airframe built (serial number 28) and today it remains the only extant Seiran. Imperial Japanese Navy Lt. Kazuo Akatsuka ferried this Seiran from Fukuyama to Yokosuka where he surrendered it to an American occupation contingent. The aircraft was shipped to United States, then periodically displayed at Naval Air Station Alameda, California, until the U. S. Navy transferred the aircraft to the Paul E. Garber Facility in Silver Hill, Maryland. It arrived in November 1962 but remained in storage outdoors for 12 years until in-door display/storage space became available.
Restoration work began on the floatplane in June 1989 and ended in February 2000, thanks to the outstanding work of a team of staff experts, many volunteers, and several Japanese nationals working at Garber and in Japan. No production drawings survive and the team conducted exhaustive research into how various aircraft systems operated in order accurately reconstruct a number of missing components. They found interesting design features built into the Seiran that ranged in engineering quality from the ingenious to the seemingly absurd. This artifact also bore witness to the difficult working conditions that plagued the Japanese aviation industry at the end of the war. Quality and workmanship were seriously lacking because of extensive damage to equipment and factories and the lack of skilled, professional workers (many were high school students). A metal flap bore damage-probably the result of a bombing raid-hastily covered with fabric patches. They found the interior of fuel tanks contaminated with paper documents. Basic fit and alignment of parts was also poor in many places. Someone, possibly a Japanese student, scratched a complete English alphabet inside one wing panel. Technicians found more graffiti in various areas on the airframe.
Craftsmen were surprised to find no evidence that the pilot could jettison the floats in flight, contrary to claims by the designer. Aichi may have deleted this feature near the end of the M6A1 production run.
*accessing database*
*Insert codename below*
A.R.T.I.S.T
*Codename accepted*
*insert cerial number below*.
35.567.789
*processing*
*File downloading*
Location - Germany - Bonn.
::mission entry 1 ::
//TARGET(S)\\
-Johann Fritsch - TERMINATED
-Mirkan Atmaca - PROCESSING (is hiding like a crybaby)
-Ben Ander - TERMINATED
//OBJECTIVE\\
- Kill the Major of Bonn and set a Bomb in the Friedensgarage - COMPLETE
-Terminate all targets located in a 3 mile radius - COMPLETE
*access audio files*
::Downloading::
AUDIO FILES
*i need new oil, im squeaky.*
-System shutting down.-
Omaha Beach - Widerstandsnest 65 with one of the three plaques dedicated to the Provisional Engineer Special Brigade Group - overlooking Easy Red sector.
Omaha Beach
Omaha was divided into ten sectors, codenamed (from west to east): Able, Baker, Charlie, Dog Green, Dog White, Dog Red, Easy Green, Easy Red, Fox Green and Fox Red. On june 6, 1944 -D-Day - the initial assault on Omaha was to be made by two Regimental Combat Teams (RCT), supported by two tank battalions, with two battalions of Rangers also attached. The RCT's were part of the veteran 1st Infantry division ("The Big Red One") and the untested 29th ("Blue and Grey") , a National Guard unit.
The plan was to make frontal assaults at the "draws" (valleys) in the bluffs which dominate the coast in Normandy , codenamed west to east they were called D-1, D-3, E-1, E-3 and F-1 . These draws could then be used to move inland with reserves and vehicles.
The Germans were not stupid; they knew the draws were vital and concentrated their limited resources in defending them. To this end they built "Widerstandsneste" with AT guns, mortars, MG's in Tobrul's, trenches and bunkers, manned by soldiers of the German 716th and - more recently - 352nd Infantry Division, a large portion of whom were teenagers, though they were supplemented by veterans who had fought on the Eastern Front. All in all some 1100 German soldiers defended the entire Omaha beach sector of over 5 miles.
Preliminary bombardments were almost totally ineffective and when the initial waves landed at low tide they met with fiece opposition of an enemy well dug in and prepared.
Casualties were heaviest amongst the troops landing at either end of Omaha. At Fox Green and Easy Red, scattered elements of three companies were reduced to half strength by the time they gained the relative safety of the shingle, many of them having crawled the 300 yards (270 m) of beach just ahead of the incoming tide. Casualties were especially heavy amongst the first waves of soldiers and the gap assault teams - at Omaha these were tasked with blasting channels through the beach obstacles. German gunfire from the bluffs above the beach took a heavy toll on these men. The demolition teams managed to blast only six complete gaps and three partial ones; more than half their engineers were killed in the process.
Situation at Dog Green and on Easy Red on the other end of Omaha by mid morning was so bad with nearly all the troops essentially pinned down on the beach gen. Eisenhower seriously considered to abandon the operation; in "First Wave at OMAHA Beach", S.L.A. Marshall, chief U.S. Army combat historian, called it "an epic human tragedy which in the early hours bordered on total disaster."
As the US first waves assault forces and combat engineers landing directly opposite the "draws" were pinned down it was up to forces landing on the flanks of the strongpoints to penetrate the weaker German defences by climbing the bluffs. Doing this they had to overcome the minefields and barbed wire as well as machinegun fire from German positions but they did and they were able to attack some key strongpoints from the side and the rear, taking them out by early afternoon.
This happened on several spots at Omaha and essentially saved the day: individual acts of initiative by lower ranked officers and courage like that of First Lieutenant Jimmy Monteith, who led a group of men to take one of the key German widerstandsneste and was killed in action, succeeded where a flawed plan failed.
WN 65
WN 65 on and and after D-Day was the Provisional Engineer Special Brigade Group and Provisional HQ Command Post and 467th Anti-Aircraft Artillery Automatic Weapons Battalion on Omaha Beach
Three plaques honor those units that attacked and seized the German bunker position known as Wiederstandsnest 65 overlooking Omaha Beach. This became the initial exit from the beach for Allied forces led by the 1st Division. The 467th Battalion cleared these German defensive positions and they honor their members who lost their lives here.
On the photo:
WN65, Easy Red sector, Omaha Beach; view from the side towards the plaque listing the units of the Provisional Engineer Special Brigade Group.
WN-65 or "widerstandsnest 65" guarded the Easy-1 (a.k.a. St. Laurent) draw on the Easy Red sector of Omaha. This type H667 casemate was part of it and and had a PAK 37 50mm AT gun.
The Action
On june 6, 1944 from 06.25 this WN-65 saw heavy action when several Gap Assault Teams and Gap Support Teams from the 299th Combat Engineers landed near here and struggled to open gaps in the beach defenses for follow-up waves. In the end they managed to mark one clear passage before the tide forced them off the beach around 07.00 suffering terrible losses in the proces.
After 07.00 hour other forces landed here, infantry as well as tanks and vehicles, and many of them were knocked out. The beach here became clogged with wrecks trying to get to the draw and landings here were ordered to cease somewhwere before 09.00.
The bunker was finally neutralised by a combination of naval guns, rifle grenades and a halftrack around 11.30 and WN 65 was taken around 11.40 . Easy-1 draw was then used as one of the main routes inland by tanks and armoured vehicles. Brushes and houses on the right were not there in june 1944 giving this WN an clear view over the beach.
For a photo of WN-65 in june 1944 click here
See my other Omaha beach photo's for more viewpoints, panorama shots and notes on the fighting
Tonemapped using three (Handheld) shots made with a Nikon D7000, augustus 2012.
Equipment Type: anti-aircraft robot, series 05
Government: U.N. Spacy
Manufacturer: Viggers/Chrauler
Introduction: August 2012
Unofficial codename: Whistler, Lawn Mower
Accommodation: 1 pilot and 1 radar operator
Dimensions: height 10.7 meters (hull only), 12.4 meters (incl. extended surveillance antenna); length 5,6 meters; width 6,8 meters
Mass: 29.8 metric tons
Power Plant: Kranss-Maffai MT830 thermonuclear reactor developing 2750 shp; auxillary fuel generator AOS-895-3 rated at 810 kW.
Propulsion: many x low-thrust vernier thrusters beneath multipurpose hook/handles.
Design Features: 'Nimrod' Mk. III tracking radar with dish antenna, MPDR 'Argus' range setting and surveillance radar, starlight scope; fully enclosed cockpit.
Armament: 4 x 37 mm air-cooled 6-barrel gatling guns, Type Bofors KDF-11B (firing at 2.000 or 4.000 RPM, standard 1.550 rounds each).
Optional Equipment: 2 x large capacity ammunition drums.
Description and History
The Mk. XI series was immediately developed after the ADR-04-Mk. X Defender proved a successful and powerful anti-aircraft weapon at medium to long ranges. Even though earlier ADR-04 marks with gun armament did not advance into service, the lack of a close range support vehicle with a high rate of fire against smaller and highly maneouverable targets like drones, missiles or even small ground vehicles was detected - even though no official Operative Requirement was published.
From the successful joint development of Viggers-Chrauler which would, besides the ADR-04 also yield MBR designs like the Tomahawk, a prototype of the ADR-04-Mk. XI was built as a private initiative. Utilizing the destroid ambulatory system of the proven 04 chassis series, the new design featured a new torso which housed, beyond the main armament and its ammunition load, a crew of two plus a sophisticated radar system, specifically designed to track and fight multiple, quick and small target at lower height. The whole system offered the option to link up with other sources like the long range radar from the Defender, so that the "Manticore", as the prototype was called, inspired by the mythical beast that would shoot iron spikes from its tail at its enemies, could support aerial defense at close range. The design was presented and approved, and a small batch of 10 pre-production Manticores was converted from the still running ADR-04-Mk.X production line and introduced for field tests in late 2012.
The fire power of the Manticore proved to be impressive: its four 37mm six-barrel Gatling guns theoretically allowed a total maximum output of 16.000 rounds per minute, with a velocity of 1.450m/s, and a maximum range of 7.600m horizontally.
Tactically, the Manticore weapon system is able to put up and maintain a 2.000m wide and 1.000m high, 180° aerial barrier. In reality, though, only short, short, controlled bursts would be fired at selected targets. The two pairs of guns and the weapon system would allow the attack of two separate target "clouds" at a time, and the system proved to be very effective against mass attacks with missiles even at close range.
Switching from HE to AP ammunition through separate round feeds allowed the Manticore to work effectively even against lightly armored targets and to switch between air and ground targets within seconds, strafing large areas with deadly fire. As standard, 1.300 HE rounds and 250 AP rounds would be carried per gun - HE ammunition stored in alcoves at the main hull sides, and the AP ammunition stored in boxes on the weapons themselves. This limited internal ammunition capacity could, similar to the ADR-04-Mk. X, be extended through external magazines on the back. For static defense, the four guns could alternatively be fed by external belts, ROF was just limited by the heat generated through constant firing!
After first trials of the 11 Mk.XI pre-production Manticores, the following serial version, with improved radar, more passive sensors and a stronger auxiliary fuel generator, was introduced in January 2013. A second series of another 40 of this 04-Destroid series in the updated version were built at slow pace in parallel to the Defender.
Production of the Manticore already stopped in 2014, though. Being very specialized and limited, and only a supportive unit, the ADR-04-Mk. XI never saw much action in the open field, just as an addendum to the more versatile ADR-04-Mk.X. Like its long range counterpart, the few Manticores were mainly used as point defense unit for selected, vital potential enemy targets. They fulfilled their intended role well, esp. against missiles and Fighter Pods, but had only limited success against Zentraedi Tactical Pods: even a simple Regult was hard to crack. Hence, the Manticores remained in the background. Since the Manticore Destroids proved to be very vulnerable to close range attacks, more than 30 were lost in open field battles before they were retired into pomit defense roles and consequently already taken out of active service in 2021.
The kit and its assembly:
Did you like the story? This mecha was inspired (or better triggered) by a post about an anti aircraft robot project in a German SF forum. I remembered that I once had the plan to convert a Defender into a lighter aerial defense robot with Gatling gun armament. I had a kit for that purpose stashed away years ago, but never the drive to do the conversion job.
But as I thought about the project, I had another weird idea: I also had a leftover "chassis" from a Tomahawk (legs and lower torso), as well as two sets of impressive double Gatling hand guns from Gundam kits (two 1:144 "Serpent Customs", from Endless Waltz, actually part donation kits for other projects). This basis, combined with a new torso and some radar equipment... Looking for a torso option (and a dramatic radar equipment in the correct size), I came across a 1:72 kit of the Russian S6R "Tunguska" anti-aircraft tank, a limited edition kit from Military Wheels, a Polish company, and the rest is glue, putty and free drifting of ideas.
Putting the things together went pretty straightforward. The legs were already complete, but hidden under lots of old paint (I counted four layers...). These old parts consequently needed some cosmetic surgery. The material was already quite brittle, so I did not dare a brake fluid bath and tried my best with sand paper. Results are so so, so that many details were later added with small polystyrene strips. But at least, the spare parts found new and good use!
The Gatling gun stub arms were 100% taken from the Gundam kits, just minor things added. With internal vinyl caps they'd fit onto the original breast part and allow free rotation as well as side movement of about 20° to the left and right - good for a "natural" pose.
Most attention went into the crew compartment and upper torso, which was placed on top of one Serpent Custom's shoulder pieces. It consists mainly of the Tunguska's box-shaped central turret section, with added pieces on the hull's sides/shoulders which are supposed to be ammunition storage containers for a quick change. These parts, which blend very well into the overall design, are actually shortened halves of a camera pod from a 1:72 scale F-14 kit from Italeri!
The radar equipment was taken from the Tunguska tank, too, only the rear antenna had to be modified because the original parts were so crude that I did not want to use them. Finally, flexible hydraulic hoses and ammunition belts were added between mecha hull and arms, as well as small details like the hydraulic telescopes at the hips, searchlights, vents, handles, etc.
The result looks very compact, functional and plausible. I wanted to stay true to the Destroids' design as grungy tank-like vehicles with massive firepower and a menacing look, and that's what I think I achieved pretty well.
Painting and markings:
For the mecha's livery, I also wanted to stay true to the Destroid look: only a single overall ground color (brown or green, even though I have seen dark blue Phalanx') and some white 'decoration stripes'. Additionally, some 'nose art' was to be added, because it is a frequent sight on these mecha.
To set it apart from the Defender in my collection (olive drab), I went for a brown tone. After long search, the Manticore's basic paint became 'Israel Armor Sand/Grey' (Testors 2138), a murky, almost undefineable tone. Some details were painted in a dark brown (Burnt Umber, Testors 2005), the stripes were painted by hand in flat white.
Then, standard weathering was done with a black ink wash and dry painting with lighter tones like Humbrol 83 (Ochre), 140 (Gull Gray), 84 (Mid Stone) and 121 (Pale Stone). Decals came from the scrap box and are only few, the 'nose art' piece is a donation of a friend of mine (many thanks, André!) and actually belongs to a Czech MiG-21(!). Finally, everything was sealed under matte varnish.
All in all, this build-up was rather simple, since I had most components at hand and the paint job did not require much effort. But I like the simple look, and this fictional Manticore Destroids blends well into the line of the official Macross mecha. And finally, the leftover Tomahawk chassis has found a good use after waiting for resurrection for more than 15 years.
Porsche made a long overdue update to the 911 product in 1989, codenamed 964. The 964 retained the external bodywork appearance of the previous 911 series, despite the car being 85% new.
Stylistically, the 964 had integrated aerodynamic bumpers, front and rear.
Mechanically the 964 received a new 3.6L 6-cylinder boxer motor, of the familiar air-cooled layout. This new engine produced 184 kW (250 PS) and 310 Nm (228 lb.ft) in the standard guise.
A new all-wheel-drive system became available for the first time in the 911 product. These were termed 'Carrera 4', while the traditional rear-wheel-drive layout models were termed 'Carrera 2'.
Three body types were available, the coupe (shown), targa-top and a full convertible.
Numerous go-fast versions of the car were produced, including Turbo models, through the 4-year production run, before being superseded by the type-993.
The Ford Focus is a compact car manufactured by the Ford Motor Company since 1998. Ford began sales of the Focus to Europe in July 1998 and in North America during 1999 for the 2000 model year.
In Europe, New Zealand, and South Africa, the Focus replaced the various Ford Escort models sold in those markets. In Asia and Australasia, it replaced the Ford Laser.
Design and engineering
Codenamed CW170 during its development, and briefly known to some Ford contractors as the Ford Fusion,[citation needed] the original Focus took its eventual name from a Ghia concept car which was shown at the Geneva Motor Show in 1991. Certain elements of the design had been seen even earlier in prototypes used by Ford to demonstrate forthcoming safety features, such as the eye-level rear lighting clusters. As a continuation of Ford's New Edge styling philosophy, first seen in the Ford Ka in 1996, and Ford Cougar in 1998, the Focus' styling had been often described as polarising. The styling had been overseen by Jack Telnack and executed by Claude Lobo and Australian designer, John Doughty.
The decision to name the new car the Ford Focus was made in early 1998, as Ford's overheads had been planning to keep the "Escort" nameplate for its new generation of small family cars. A last minute problem arose in July 1998 when a Cologne court, responding to a case brought by the publishers Burda, ordered Ford to avoid the name "Focus" for the German market cars since the name was already taken by the publisher's Focus magazine. This eleventh hour dispute was overcome, however, and the car was launched without a different "German market" name.
Rear suspension
Control Blade suspension
Engineers for the Focus, including Richard Parry-Jones, developed a class-leading, space-saving independent multi-link rear suspension, marketed as Control Blade suspension, combining the packaging of a trailing arm, with the geometry of a double wishbone suspension . The system was developed from that used in the CDW27 Ford Mondeo estate, but with various modifications to make it simpler and cheaper to build and therefore economically viable on a mass-market vehicle.
Where many competitors in the compact class, or small family car (European) class, used the less expensive non-independent twist beam suspension, Control Blade offered enhanced elasto-kinematic performance, i.e., strong body control, sharp and accurate steering regardless of the car's attitude, and an absorbent and quiet ride over bumps.
Unlike conventional multi-link suspension, Control Blade features a wide, simple, uniform thickness, pressed steel trailing arm with hub carrier — taking the place of two longitudinal locating rods, eliminating an expensive cast knuckle, and offering the same level of body control — with a lower center of gravity, reduced road noise, and at lower production cost. The long rear lateral arm controls toe, a pair of shorter front lateral arms, vertically above each other, control the camber, and the Control Blade reacts to brake and traction loads.
In testing the suspension in 2000, Motor Trend writer Jack Keebler noted "The Focus' average speed of 62.6 mph through our slalom makes it faster around the cones than a $62,000 Jaguar XJ8L and a $300,000 Bentley Continental. The impression is of having plenty of wheel travel for gobbling the larger stuff and big-car, full-frame isolation when encountering expansion joints and smaller road imperfections."
Following the 1998 introduction of Control Blade suspension and popularization by the Focus, other manufacturers (e.g., Volkswagen with the Golf V) began offering multi-link design rear suspensions in the compact class, or small family car (European) class.
Manufacturing:
The Mark 1 was also previously produced in factories in Saarlouis, Germany; General Pacheco, Argentina; Valencia, Spain; Santa Rosa, Philippines; Chungli City, Taiwan and Vsevolozhsk, Russia; Valencia, Venezuela.
Overall sales and history:
In Europe, the hatchback is the biggest selling body style. Ford attempted to market the saloon in Europe as a mini-executive car by only offering it in the Ghia trim level, something that it had tried before with the Orion of the 1980s. It has since given up on this strategy, and has started selling lower specified versions of the saloon.
Despite its radical styling (the hatchback version in particular), and some controversial safety recalls in North America, the car has been a runaway success across the globe, even in the United States, where Ford has traditionally failed to successfully sell its European models. In Europe, where the Focus was positioned at the heart of the largest market segment by volume, Ford's overall market share had declined by 25% between 1995 and 2000 as the aging Ford Escort failed to match up in technological terms to the Vauxhall/Opel Astra and Volkswagen Golf without being able to achieve compensating sales volumes in the low price sector where Korean manufacturers, in particular, were becoming increasingly competitive. The Focus stopped the rot for Ford in Europe, selling particularly strongly in the UK. This was the best-selling car in the world in 1999 through 2004. It was elected Car of the Year in 1999, ahead of GM's new Astra model. The Focus won the North American Car of the Year award for 2000.
Both versions of the Focus have been the 1999 and 2005 Semperit Irish Car of the Year In Ireland.
The Focus, unlike the Escort, was never offered in a dedicated panel van body style; however, a commercial Focus based on the 3-door hatch is available in Europe - most commonly in Ireland.
Ford therefore continued the Escort Van until the purpose-designed Transit Connect was introduced in 2002 as its replacement. A convertible version was another notable omission that was rectified with the Mk2 Coupe-Cabriolet.
The European Focus, in 2002, according to German reports and surveys, was claimed to be the most reliable car between one and three years old in the German car market. This was a remarkable feat as the Focus was competing against German prestige manufacturers as well as Japanese manufacturers, all of which have strong reputations for quality and reliability.
[Text from Wikipedia]
en.wikipedia.org/wiki/Ford_Focus_(first_generation)
This miniland-scale Lego Ford Focus Zetec 3-Door Hatch (C170 - MkI) has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.
This model is one of many 'redo' models planned for this month - many of the early Lego models that I have posted on the internet have come from this time period. And they are a bit tired looking.
The Ford Focus is a compact car manufactured by the Ford Motor Company since 1998. Ford began sales of the Focus to Europe in July 1998 and in North America during 1999 for the 2000 model year.
In Europe, New Zealand, and South Africa, the Focus replaced the various Ford Escort models sold in those markets. In Asia and Australasia, it replaced the Ford Laser.
Design and engineering
Codenamed CW170 during its development, and briefly known to some Ford contractors as the Ford Fusion,[citation needed] the original Focus took its eventual name from a Ghia concept car which was shown at the Geneva Motor Show in 1991. Certain elements of the design had been seen even earlier in prototypes used by Ford to demonstrate forthcoming safety features, such as the eye-level rear lighting clusters. As a continuation of Ford's New Edge styling philosophy, first seen in the Ford Ka in 1996, and Ford Cougar in 1998, the Focus' styling had been often described as polarising. The styling had been overseen by Jack Telnack and executed by Claude Lobo and Australian designer, John Doughty.
The decision to name the new car the Ford Focus was made in early 1998, as Ford's overheads had been planning to keep the "Escort" nameplate for its new generation of small family cars. A last minute problem arose in July 1998 when a Cologne court, responding to a case brought by the publishers Burda, ordered Ford to avoid the name "Focus" for the German market cars since the name was already taken by the publisher's Focus magazine. This eleventh hour dispute was overcome, however, and the car was launched without a different "German market" name.
Rear suspension
Control Blade suspension
Engineers for the Focus, including Richard Parry-Jones, developed a class-leading, space-saving independent multi-link rear suspension, marketed as Control Blade suspension, combining the packaging of a trailing arm, with the geometry of a double wishbone suspension . The system was developed from that used in the CDW27 Ford Mondeo estate, but with various modifications to make it simpler and cheaper to build and therefore economically viable on a mass-market vehicle.
Where many competitors in the compact class, or small family car (European) class, used the less expensive non-independent twist beam suspension, Control Blade offered enhanced elasto-kinematic performance, i.e., strong body control, sharp and accurate steering regardless of the car's attitude, and an absorbent and quiet ride over bumps.
Unlike conventional multi-link suspension, Control Blade features a wide, simple, uniform thickness, pressed steel trailing arm with hub carrier — taking the place of two longitudinal locating rods, eliminating an expensive cast knuckle, and offering the same level of body control — with a lower center of gravity, reduced road noise, and at lower production cost. The long rear lateral arm controls toe, a pair of shorter front lateral arms, vertically above each other, control the camber, and the Control Blade reacts to brake and traction loads.
In testing the suspension in 2000, Motor Trend writer Jack Keebler noted "The Focus' average speed of 62.6 mph through our slalom makes it faster around the cones than a $62,000 Jaguar XJ8L and a $300,000 Bentley Continental. The impression is of having plenty of wheel travel for gobbling the larger stuff and big-car, full-frame isolation when encountering expansion joints and smaller road imperfections."
Following the 1998 introduction of Control Blade suspension and popularization by the Focus, other manufacturers (e.g., Volkswagen with the Golf V) began offering multi-link design rear suspensions in the compact class, or small family car (European) class.
Manufacturing:
The Mark 1 was also previously produced in factories in Saarlouis, Germany; General Pacheco, Argentina; Valencia, Spain; Santa Rosa, Philippines; Chungli City, Taiwan and Vsevolozhsk, Russia; Valencia, Venezuela.
Overall sales and history:
In Europe, the hatchback is the biggest selling body style. Ford attempted to market the saloon in Europe as a mini-executive car by only offering it in the Ghia trim level, something that it had tried before with the Orion of the 1980s. It has since given up on this strategy, and has started selling lower specified versions of the saloon.
Despite its radical styling (the hatchback version in particular), and some controversial safety recalls in North America, the car has been a runaway success across the globe, even in the United States, where Ford has traditionally failed to successfully sell its European models. In Europe, where the Focus was positioned at the heart of the largest market segment by volume, Ford's overall market share had declined by 25% between 1995 and 2000 as the aging Ford Escort failed to match up in technological terms to the Vauxhall/Opel Astra and Volkswagen Golf without being able to achieve compensating sales volumes in the low price sector where Korean manufacturers, in particular, were becoming increasingly competitive. The Focus stopped the rot for Ford in Europe, selling particularly strongly in the UK. This was the best-selling car in the world in 1999 through 2004. It was elected Car of the Year in 1999, ahead of GM's new Astra model. The Focus won the North American Car of the Year award for 2000.
Both versions of the Focus have been the 1999 and 2005 Semperit Irish Car of the Year In Ireland.
The Focus, unlike the Escort, was never offered in a dedicated panel van body style; however, a commercial Focus based on the 3-door hatch is available in Europe - most commonly in Ireland.
Ford therefore continued the Escort Van until the purpose-designed Transit Connect was introduced in 2002 as its replacement. A convertible version was another notable omission that was rectified with the Mk2 Coupe-Cabriolet.
The European Focus, in 2002, according to German reports and surveys, was claimed to be the most reliable car between one and three years old in the German car market. This was a remarkable feat as the Focus was competing against German prestige manufacturers as well as Japanese manufacturers, all of which have strong reputations for quality and reliability.
[Text from Wikipedia]
en.wikipedia.org/wiki/Ford_Focus_(first_generation)
This miniland-scale Lego Ford Focus Zetec 3-Door Hatch (C170 - MkI) has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.
This model is one of many 'redo' models planned for this month - many of the early Lego models that I have posted on the internet have come from this time period. And they are a bit tired looking.
+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
In the aftermath of the Second World War, Sweden required a strong air defense, utilizing the newly developed jet propulsion technology. This led to a pair of proposals being issued by the Saab design team, led by Lars Brising. The first of these, codenamed R101, was a cigar-shaped aircraft, which bore a resemblance to the American Lockheed P-80 Shooting Star. The second design, which would later be picked as the winner, was a barrel-shaped design, codenamed R 1001, which proved to be both faster and more agile upon closer study.
The original R 1001 concept had been designed around a mostly straight wing, but after Swedish engineers had obtained German research data on swept-wing designs, the prototype was altered to incorporate a 25° sweep. In order to make the wing as thin as possible, Saab elected to locate the retractable undercarriage in the aircraft's fuselage rather than into the wings.
Extensive wind tunnel testing performed at the Swedish Royal University of Technology and by the National Aeronautical Research Institute had also influenced aspects of the aircraft's aerodynamics, such as stability and trim across the aircraft's speed range. In order to test the design of the swept wing further and avoid any surprises, it was decided to modify a single Saab Safir. It received the designation Saab 201 and a full-scale R 1001 wing for a series of flight tests. The first 'final' sketches of the aircraft, incorporating the new information, was drawn in January 1946.
The originally envisioned powerplant for the new fighter type was the de Havilland Goblin turbojet engine. However, in December 1945, information on the newer and more powerful de Havilland Ghost engine became available. The new engine was deemed to be ideal for Saab's in-development aircraft, as not only did the Ghost engine had provisions for the use of a central circular air intake, the overall diameter of the engine was favorable for the planned fuselage dimensions, too. Thus, following negotiations between de Havilland and Saab, the Ghost engine was selected to power the type instead and built in license as the RM 2.
By February 1946 the main outline of the proposed aircraft had been clearly defined. In Autumn 1946, following the resolution of all major questions of principal and the completion of the project specification, the Swedish Air Force formally ordered the completion of the design and that three prototype aircraft be produced, giving the proposed type the designation J 29.
On 1 September 1948, the first of the Saab 29 prototypes conducted its maiden flight, which lasted for half an hour. Because of the shape of its fuselage, the Saab J 29 quickly received the nickname "Flygande Tunnan" ("The Flying Barrel"), or "Tunnan" ("The Barrel") for short. While the demeaning nickname was not appreciated by Saab, its short form was eventually officially adopted.
A total of four prototypes were built for the aircraft's test program. The first two lacked armament, carrying heavy test equipment instead, while the third prototype was armed with four 20mm automatic guns. Various different aerodynamic arrangements were tested, such as air brakes being installed either upon the fuselage or on the wings aft of the rear spar, along with both combined and conventional aileron/flap arrangements.
The flight test program revealed that the J 29 prototypes were capable of reaching and exceeding the maximum permissible Mach number for which they had been designed, and the flight performance figures gathered were found to be typically in excess of the predicted values.
In 1948 production of the type commenced and in May 1951 the first deliveries of operational production aircraft were received by F 13 Norrköping. The J 29 proved to be very successful and several variants and updates of the Tunnan were produced, including a dedicated reconnaissance variant and an all-weather fighter with an on-board radar.
A trainer variant was deemed to be useful, too, since the transition of young pilots from relatively slow, piston-engine basic trainers to jet-powered aircraft was considered to be a major step in the education program. At that time, the only jet-powered two-seater in Swedish inventory was the DH 115 Vampire. 57 of these, designated J 28C by the Swedish Air Force, had been procured from Great Britain in the late Forties, but an indigenous alternative (and a more capable successor) was politically favored.
In 1952 initial wind tunnel tests with scaled-down models were conducted, since it was not clear which layout would be the best from an aerodynamic, structural and educational point of view. After a thorough inspection of wooden 1:1 mock-ups of alternative tandem and a side-by-side cockpit layouts, as well as much political debate between Saab, the Swedish Air Force and the Swedish government concerning the costs and budget for a dedicated Saab 29 trainer fleet’s development and production, a compromise was settled upon in early 1953: No new trainer airframes would be produced. Instead, only existing airframes would be converted into two seaters, in an attempt to keep as much of the existing structure and internal fuel capacity as possible.
The side-by-side arrangement was adopted, not only because it was considered to be the more effective layout for a trainer aircraft. It also had the benefit that its integration would only mean a limited redesign of the aircraft’s cockpit section above the air intake duct and the front landing gear well, allowing to retain the single-seater’s pressurized cabin’s length and internal structure. A tandem cockpit would have been aerodynamically more efficient, but it would have either considerably reduced the J 29’s internal fuel capacity, or the whole aircraft had had to be lengthened with a fuselage plug, with uncertain outcome concerning airframe and flight stability. It would also have been the more costly option,
However, it would take until 1955 that the first trainer conversions were conducted by Saab, in the wake of the major wing and engine updates for the J 29 A/B fleet that lasted until 1956. The trainer, designated Sk 29 B, was exclusively based on the J 29 B variant and benefited from this version’s extra fuel tanks in the wings and fully wired underwing weapon hardpoints, which included two wet pylons for drop tanks and made the Sk 29 B suitable for weapon training with the J 29’s full ordnance range.
The trainer conversions only covered the new cockpit section, though. The Sk 29 B did not receive the new dogtooth wing which was only introduced to the converted J 29 D, E and F fighters. The upper pair of 20mm cannon in the lower front fuselage was deleted, too, in order to compensate for the two-seater’s additional cockpit equipment weight and drag. Performance suffered only marginally under the enlarged canopy, though, and the Sk 29 B turned out to be a very sound and useful design for the advanced jet trainer role.
However, budgetary restraints and the quick development of aircraft technology in the Fifties limited the number of fighter conversions to only 22 airframes. The aging Vampire two-seaters still turned out to be adequate for the advanced trainer role, and the Sk 29 B did not offer a significant advantage over the older, British aircraft. Another factor that spoke against more Sk 29 Bs was the simple fact that more trainer conversions would have reduced the number of airframes eligible for the running fighter aircraft updates.
All Sk 29 Bs were concentrated at the F 5 Ljungbyhed Kungliga Krigsflygskolan training wing in southern Sweden, where two flights were equipped with it. Unofficially dubbed “Skola Tunnan” (literally “School Barrel”), the Sk 29B performed a solid career, even though the machines were gradually retired from 1966 onwards. A dozen Sk 29 B remained active until 1972 in various supportive roles, including target tugging, air sampling and liaison duties, while the final Vampire trainer was already retired in 1968. But by the early Seventies, the trainer role had been taken over by the brand new Saab 105/Sk 60 trainer, the long-awaited domestic development, and Sk 35 Draken trainers.
General characteristics:
Crew: 2
Length: 10.23 m (33 ft 7 in)
Wingspan: 11.0 m (36 ft 1 in)
Height: 3.75 m (12 ft 4 in)
Wing area: 24.15 m² (260.0 ft²)
Empty weight: 5,120 kg (11,277 lb)
Max. takeoff weight: 8,375 kg (18,465 lb)
Powerplant:
1× Svenska Flygmotor RM2 turbojet, rated at 5,000 lbf (22.2 kN)
Performance:
Maximum speed: 1,010 km/h (627 mph)
Range: 1,060 km (658 mi)
Service ceiling: 15,500 m (50,850 ft)
Rate of climb: 30.5 m/s (6,000 ft/min)
Armament:
2x 20mm Hispano Mark V autocannon in the lower front fuselage
Underwing hardpoints for various unguided missiles and iron bombs, or a pair drop tanks
The kit and its assembly:
Another Saab 29 conversion of a variant that was thought about but never materialized, much like the radar-equipped all-weather fighter. The impulse to tackle this stunt was a leftover D. H. Vampire trainer fuselage pod in my stash (from the ‘Mystery Jet’ conversion a couple of months ago, from an Airfix kit). The canopy’s shape and dimensions appeared like a sound match for the tubby J 29, and so I decided to try this stunt.
The basis is the Heller J 29 kit, which is, despite raised surface details, IMHO the better kit than the rather simple Matchbox offering. However, what makes things more hazardous, though, is the kit’s option to build the S 29 C reconnaissance variant – the lower front fuselage is a separate part, and any surgery around the cockpit weakens the kit’s overall stability considerably. Unlike the J 29D all-weather fighter built recently, I had no visual reference material. The only valid information I was able to dig up was that a side-by-side cockpit had been the preferred layout for this paper project.
Implanting a new cockpit is always hazardous, and I have never tried to integrate a side-by-side arrangement into a single seater. The Vampire cockpit was finished first, and also mounted into the Vampire’s original cockpit pod halves, because I was able to use its side walls and also had the original canopy parts left over – and using the Vampire’s cockpit opening would ensure a good fit and limit PSR work around the clear parts. Once the Vampire cockpit tub was complete, the “implant” was trimmed down as far as possible.
Next step was to prepare the Tunnan to accept the donor cockpit. In order to avoid structural trouble I finished the two fuselage halves first, mounted the air intake with the duct to the front end, but left the fighter version’s gun tray away (while preparing it with a load of lead). The idea was to put the Vampire cockpit into position from below into the Tunnan’s fuselage, until all outer surfaces would more or less match in order to minimize PSR work.
With the Vampire cockpit as benchmark, I carefully tried to draw its outlines onto the upper front fuselage. The following cutting and trimming sessions too several turns. To my surprise, the side-by-side cockpit’s width was the least problem – it fits very well inside of the J 29 fuselage’s confines, even though the front end turned out to be troublesome. Space in length became an issue, too, because the Airfix Vampire cockpit is pretty complete: it comes with all pedals, a front and a rear bulkhead, and its bulged canopy extends pretty far backwards into an aerodynamic fairing. As a result, it’s unfortunately very long… Furthermore, air intake duct reaches deep into the Tunnan’s nose, too, so that width was not the (expected) problem, but rather length!
Eventually, the cockpit lost the front bulkhead and had to trimmed and slimmed down further, because, despite its bulky fuselage, the Tunnan’s nose is rather narrow. As a consequence the Vampire cockpit had to be moved back by about 3mm, relative to the single-seater’s canopy, and the area in front of the cockpit/above the air intake duct had to be completely re-sculpted, which took several PSR stages. Since the Vampire’s canopy shape is very different and its windscreen less steep (and actually a flat glass panel), I think this change is not too obvious, tough, and looks like a natural part of the fictional real-life conversion. However, a fiddly operation, and it took some serious effort to blend the new parts into the Tunnan fuselage, especially the windscreen.
Once the cockpit was in place, the lower front fuselage with the guns (the upper pair had disappeared in the meantime) was mounted, and the wings followed suit. In this case, I modified the flaps into a lowered position, and, as a subtle detail, the Tunnan kit lost its retrofitted dogtooth wings, so that they resemble the initial, simple wing of the J 29 A and B variants. Thanks to the massive construction of the kit’s wings (they consist of two halves, but these are very thin and almost massive), this was a relatively easy task.
The rest of the Tunnan was built mostly OOB; it is a typical Heller kit of the Seventies: simple, with raised surface detail, relatively good fit (despite the need to use putty) and anything you could ask for a J 29 in 1:72 scale. I just replaced the drop tanks with shorter, thicker alternatives – early J 29 frequently carried Vampire drop tanks without fins, and the more stout replacements appeared very suitable for a trainer.
The pitots on the wing tips had to be scratched, since they got lost with the wing modifications - but OOB they are relatively thick and short, anyway. Further additions include a tail bumper and extra dorsal and ventral antennae, plus a fairing for a rotating warning light, inspired by a similar installation on the late J 29 target tugs.
Painting and markings:
As usual, I wanted a relatively plausible livery and kept things simple. Early J 29 fighters were almost exclusively left in bare metal finish, and the Swedish Vampire trainers were either operated in NMF with orange markings (very similar to the RAF trainers), or they carried the Swedish standard dark green/blue grey livery.
I stuck to the Tunnan’s standard NMF livery, but added dark green on wing tips and fin, which were widely added in order to make formation flight and general identification easier. However, some dayglow markings were added on the fuselage and wings, too, so that – together with the tactical markings – a colorful and distinct look was created, yet in line with typical Swedish Air Force markings in the late Fifties/early Sixties.
The NMF livery was created with an overall coat of Revell 99 acrylic paint (Aluminum), on top of which various shades of Metallizer were dry-brushed, panel by panel. Around the exhaust, a darker base tone (Revell 91, Iron Metallic and Steel Metallizer) was used. Around the cockpit, in order to simulate the retrofitted parts, some panels received a lighter base with Humbrol 191.
The raised panel lines were emphasized through a light black in wash and careful rubbing with grinded graphite on a soft cotton cloth – with the benefit that the graphite adds a further, metallic shine to the surface and destroys the uniform, clean NMF look. On the front fuselage, where many details got lost through the PSR work, panel lines were painted with a thin, soft pencil.
The cockpit interior became dark green-grey (Revell 67 comes pretty close to the original color), the landing gear wells medium grey (Revell 57). The dark green markings on fin and wing tips were painted with Humbrol 163 (RAF Dark Green), which comes IMHO close to the Swedish “Mörkgrön”. The orange bands were painted, too, with a base of Humbrol 82 (Orange Lining) on top of which a thin coat of fluorescent orange (Humbrol 209) was later added. Even though the NMF Tunnan did not carry anti-dazzle paint in front of the windscreen, I added a black panel because of the relatively flat area there on the modified kit.
Decals come from different sources: roundels and stencils come from the Heller kit’s sheet, the squadron code number from a Flying Colors sheet with Swedish ciphers in various colors and sizes for the late Fifties time frame, while the tactical code on the fin was taken from a Saab 32 sheet.
Finally the kit was sealed with a “¾ matt”, acrylic varnish, mixed from glossy and matt varnishes.
An effective and subtle conversion, and a bigger stunt than one might think at first sight. The Tunnan two-seater does, hoewever, not look as disturbing as, for instance, the BAC Lightning or Hawker Hunter trainer variants? The rhinoplasty was massive and took some serious PSR, though, and the livery was also more demanding than it might seem. But: this is what IMHO a real Saab 29 trainer could have looked like, if it had left the drawing boards in the early Fifties. And it even looks good! :D
c/n 06175.
Full serial ‘617’.
Anti-Submarine variant. One of four to see Polish Navy service. The type had the NATO codename ‘Hound-C’.
On outside display at the Muzeum Lotnictwa Polskiego.
Krakow, Poland.
23-8-2013.
The following info is taken from the museum website:-
“In 1953, the Mil OKB 329 Experimental and Construction Bureau got engaged in the development on an anti-submarine helicopter. The designation WM-12 was reserved for it, however the aircraft entered service in 1955 as the Mi-4M. The helicopter's desgin was based on the Mi-4 and the Mi-4A variant. The Mi-4M was intended for the defence of naval bases against attack from the sea and to seek and destroy enemy submarines and surface vessels. The crew consisted of two pilots and a navigator-operator.
Several changes, made necessary by the new radio equipment, were introduced into the design. A bomb bay with a bomb cassette was built-in. The ventral gunner station was replaced by a nacelle for navigator, an operating radar, a magnetometer and a bomb sight. The nacelle could be dropped in emergency. A radar station was placed in front under the nose. At the end of the fuselage, a magnetometer aerial, lowered by a small hand operated (later electrical) crank, were placed.
Due to the helicopter's limited payload, two machines were required to conduct a combat mission. One, acting as a submarine spotter, was equipped with hydro acoustic buoys (the "Baku" system). The other was to attack enemy targets and was armed with depth charges.
The Mi-4 anti-submarine searching equipment fared rather poorly. It was caused by the helicopter's high level noise in the crew stations, high construction vibrations and lack of radar equipment appropriate shielding. In 1959 "Klazma" lowered hydroacoustic station was introduced. In 1961–1962 it was delivered to naval aviation units. Its low efficiency, large mass and troublesome maintenance made it reach the stores instead of helicopter boards. Worse still, the Mi-4M offered little for its crew in terms of survival in case of emergency water landing. If it came to this, the helicopter just turned over and sunk rapidly, leaving the crew no time to escape.
In 1964, based on the Mi-4M, an export derivative was developed under a designation Mi-4ME. Poland bought 4 examples, which were operated by No. 28 Navy Rescue Squadron and formed an ASW flight. After they were withdrawn an Mi-4ME number 617 was donated to the Museum.”
Omaha Beach - view from WN60 - Normandy, France
Omaha Beach
Omaha beach is a stretch of beach roughly 5 miles or 8 km. long between Vierville-sur-Mer and Ste Honorine des pertes on the coast of Normandy. It was one of the five designated landing areas for the biggest invasion ever during WWII in the summer of 1944.
Omaha was divided into ten sectors by the Allies; codenamed (from west to east): Able, Baker, Charlie, Dog Green, Dog White, Dog Red, Easy Green, Easy Red, Fox Green and Fox Red.
On june 6, 1944 -D-Day - the initial assault on Omaha was to be made by two Regimental Combat Teams (RCT), supported by two tank battalions, with two battalions of Rangers also attached. The RCT's were part of the veteran 1st Infantry division ("The Big Red One") and the untested 29th div.("Blue and Grey") , a National Guard unit.
The plan was to make frontal assaults at the "draws" (valleys) in the bluffs which dominate the coast in Normandy. Codenamed west to east they were called D-1, D-3, E-1, E-3 and F-1 . These draws could then be used to move inland with reserves and vehicles.
The German defenders were not stupid; they knew the draws were vital and concentrated their limited resources in defending them. To this end and lead by the famous "Desert Fox" Field-Marshall Erwin Rommel they built "Widerstandsneste" with AT guns, mortars, MG's in Tobruk's, trenches and bunkers. These were manned by soldiers of the German 716th and 352nd Infantry Division, a large portion of whom were teenagers, though they were supplemented by veterans who had fought on the Eastern Front . All in all some 1100 German soldiers defended the entire Omaha beach sector.
Preliminary bombardments were almost totally ineffective and when the initial waves landed at low tide they met with fiece opposition of an enemy well dug in and prepared. Most of the floating tanks (Sherman DD type) never made it to the beach due to the rough seas or were taken out by AT guns. Their role to support the infantry following them was reduced to almost zero before the battle even begun.
Casualties were heaviest amongst the troops landing at either end of Omaha. At Fox Green and Easy Red scattered elements of three companies were reduced to half strength by the time they gained the relative safety of the shingle, many of them having crawled the app. 300 yards (270 m) of beach just ahead of the incoming tide. Casualties were especially heavy amongst the first waves of infantry and the "gap assault teams" made by Combat Engineers - at Omaha these were tasked with blasting channels through the beach obstacles.
Situation at Dog Green and Easy Red and Fox Green by mid morning was so bad with nearly all the troops essentially pinned down on the beach gen. Eisenhower seriously considered to abandon the operation; in "First Wave at OMAHA Beach", S.L.A. Marshall, chief U.S. Army combat historian, called it "an epic human tragedy which in the early hours bordered on total disaster."
As the first waves of infantry, tanks and combat engineers landing directly opposite the "draws" were pinned down it was up to forces landing on the flanks of these strongpoints to penetrate the weaker German defences by climbing the bluffs. Doing this they had to overcome minefields and barbed wire as well as machinegun fire from German positions but they did and they were able to attack some key strongpoints from the side and the rear, taking them out by early afternoon.
This happened on several spots at Omaha and essentially saved the day: individual acts of initiative by lower ranked officers and courage like that of First Lieutenant Jimmy Monteith, who led a group of men to take one of the key German widerstandsneste and was killed in action, succeeded where a flawed plan failed. By the end of the day most of the German strongpoints had been taken and the battle was won - albeit at a terrible cost.
Robert Capa and the battle for Easy Red
Amongst the second wave of infantry and Combat Engineers at Easy Red was the famous war photographer Robert Capa. He arrived around 07.30, and waded ashore towards the beach overlooked by bluffs.
Judging from the photo's Capa made with his Zeiss Ikon Contax II he disembarked on the western end of Easy Red just missing the killzone and in a relatively lighter defended area between two German positions. It's the very same place from where Lt. Spalding and his men are the first to climb the bluff and take out a German position.
Capa is the last man to leave the "Higgins Boat" which probably carries the support team of a Company. His first few shots show him following these men towards the beach. Capa takes some more shots and then embarks on an LCI which takes wounded men towards the bigger ships. He hands over the film which is shipped back to England the very same morning. What we see are blurred, surreal shots, which succinctly conveyed the chaos and confusion of the day.
Example; See: www.flickr.com/photos/herbnl/7002443857/in/photostream (one of the first shots; note the men of Easy Company wading towards the DD tanks which arrived minutes before the infantry to support them. Most of them were either sunk before reaching the beach or consequently destroyed by the German AT fire.
On the Photo:
Photo was taken from WN60 (Widerstandsnest 60), the Eastermost of the 14 German Widerstandsneste that guarded Omaha Beach in june 1944. It has a great view over the whole of Omaha. Note the curve in the beach and the high bluffs overlooking it from East to West.
For a map of the eastern part of Omaha click here. The German WN's are marked as well as the Draws and beach sections.
See my other Omaha beach photo's for more viewpoints, panorama shots and notes on the fighting
The Ford Focus is a compact car manufactured by the Ford Motor Company since 1998. Ford began sales of the Focus to Europe in July 1998 and in North America during 1999 for the 2000 model year.
In Europe, New Zealand, and South Africa, the Focus replaced the various Ford Escort models sold in those markets. In Asia and Australasia, it replaced the Ford Laser.
Design and engineering
Codenamed CW170 during its development, and briefly known to some Ford contractors as the Ford Fusion,[citation needed] the original Focus took its eventual name from a Ghia concept car which was shown at the Geneva Motor Show in 1991. Certain elements of the design had been seen even earlier in prototypes used by Ford to demonstrate forthcoming safety features, such as the eye-level rear lighting clusters. As a continuation of Ford's New Edge styling philosophy, first seen in the Ford Ka in 1996, and Ford Cougar in 1998, the Focus' styling had been often described as polarising. The styling had been overseen by Jack Telnack and executed by Claude Lobo and Australian designer, John Doughty.
The decision to name the new car the Ford Focus was made in early 1998, as Ford's overheads had been planning to keep the "Escort" nameplate for its new generation of small family cars. A last minute problem arose in July 1998 when a Cologne court, responding to a case brought by the publishers Burda, ordered Ford to avoid the name "Focus" for the German market cars since the name was already taken by the publisher's Focus magazine. This eleventh hour dispute was overcome, however, and the car was launched without a different "German market" name.
Rear suspension
Control Blade suspension
Engineers for the Focus, including Richard Parry-Jones, developed a class-leading, space-saving independent multi-link rear suspension, marketed as Control Blade suspension, combining the packaging of a trailing arm, with the geometry of a double wishbone suspension . The system was developed from that used in the CDW27 Ford Mondeo estate, but with various modifications to make it simpler and cheaper to build and therefore economically viable on a mass-market vehicle.
Where many competitors in the compact class, or small family car (European) class, used the less expensive non-independent twist beam suspension, Control Blade offered enhanced elasto-kinematic performance, i.e., strong body control, sharp and accurate steering regardless of the car's attitude, and an absorbent and quiet ride over bumps.
Unlike conventional multi-link suspension, Control Blade features a wide, simple, uniform thickness, pressed steel trailing arm with hub carrier — taking the place of two longitudinal locating rods, eliminating an expensive cast knuckle, and offering the same level of body control — with a lower center of gravity, reduced road noise, and at lower production cost. The long rear lateral arm controls toe, a pair of shorter front lateral arms, vertically above each other, control the camber, and the Control Blade reacts to brake and traction loads.
In testing the suspension in 2000, Motor Trend writer Jack Keebler noted "The Focus' average speed of 62.6 mph through our slalom makes it faster around the cones than a $62,000 Jaguar XJ8L and a $300,000 Bentley Continental. The impression is of having plenty of wheel travel for gobbling the larger stuff and big-car, full-frame isolation when encountering expansion joints and smaller road imperfections."
Following the 1998 introduction of Control Blade suspension and popularization by the Focus, other manufacturers (e.g., Volkswagen with the Golf V) began offering multi-link design rear suspensions in the compact class, or small family car (European) class.
Manufacturing:
The Mark 1 was also previously produced in factories in Saarlouis, Germany; General Pacheco, Argentina; Valencia, Spain; Santa Rosa, Philippines; Chungli City, Taiwan and Vsevolozhsk, Russia; Valencia, Venezuela.
Overall sales and history:
In Europe, the hatchback is the biggest selling body style. Ford attempted to market the saloon in Europe as a mini-executive car by only offering it in the Ghia trim level, something that it had tried before with the Orion of the 1980s. It has since given up on this strategy, and has started selling lower specified versions of the saloon.
Despite its radical styling (the hatchback version in particular), and some controversial safety recalls in North America, the car has been a runaway success across the globe, even in the United States, where Ford has traditionally failed to successfully sell its European models. In Europe, where the Focus was positioned at the heart of the largest market segment by volume, Ford's overall market share had declined by 25% between 1995 and 2000 as the aging Ford Escort failed to match up in technological terms to the Vauxhall/Opel Astra and Volkswagen Golf without being able to achieve compensating sales volumes in the low price sector where Korean manufacturers, in particular, were becoming increasingly competitive. The Focus stopped the rot for Ford in Europe, selling particularly strongly in the UK. This was the best-selling car in the world in 1999 through 2004. It was elected Car of the Year in 1999, ahead of GM's new Astra model. The Focus won the North American Car of the Year award for 2000.
Both versions of the Focus have been the 1999 and 2005 Semperit Irish Car of the Year In Ireland.
The Focus, unlike the Escort, was never offered in a dedicated panel van body style; however, a commercial Focus based on the 3-door hatch is available in Europe - most commonly in Ireland.
Ford therefore continued the Escort Van until the purpose-designed Transit Connect was introduced in 2002 as its replacement. A convertible version was another notable omission that was rectified with the Mk2 Coupe-Cabriolet.
The European Focus, in 2002, according to German reports and surveys, was claimed to be the most reliable car between one and three years old in the German car market. This was a remarkable feat as the Focus was competing against German prestige manufacturers as well as Japanese manufacturers, all of which have strong reputations for quality and reliability.
[Text from Wikipedia]
en.wikipedia.org/wiki/Ford_Focus_(first_generation)
This miniland-scale Lego Ford Focus Zetec 3-Door Hatch (C170 - MkI) has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.
This model is one of many 'redo' models planned for this month - many of the early Lego models that I have posted on the internet have come from this time period. And they are a bit tired looking.
The Ford Focus is a compact car manufactured by the Ford Motor Company since 1998. Ford began sales of the Focus to Europe in July 1998 and in North America during 1999 for the 2000 model year.
In Europe, New Zealand, and South Africa, the Focus replaced the various Ford Escort models sold in those markets. In Asia and Australasia, it replaced the Ford Laser.
Design and engineering
Codenamed CW170 during its development, and briefly known to some Ford contractors as the Ford Fusion,[citation needed] the original Focus took its eventual name from a Ghia concept car which was shown at the Geneva Motor Show in 1991. Certain elements of the design had been seen even earlier in prototypes used by Ford to demonstrate forthcoming safety features, such as the eye-level rear lighting clusters. As a continuation of Ford's New Edge styling philosophy, first seen in the Ford Ka in 1996, and Ford Cougar in 1998, the Focus' styling had been often described as polarising. The styling had been overseen by Jack Telnack and executed by Claude Lobo and Australian designer, John Doughty.
The decision to name the new car the Ford Focus was made in early 1998, as Ford's overheads had been planning to keep the "Escort" nameplate for its new generation of small family cars. A last minute problem arose in July 1998 when a Cologne court, responding to a case brought by the publishers Burda, ordered Ford to avoid the name "Focus" for the German market cars since the name was already taken by the publisher's Focus magazine. This eleventh hour dispute was overcome, however, and the car was launched without a different "German market" name.
Rear suspension
Control Blade suspension
Engineers for the Focus, including Richard Parry-Jones, developed a class-leading, space-saving independent multi-link rear suspension, marketed as Control Blade suspension, combining the packaging of a trailing arm, with the geometry of a double wishbone suspension . The system was developed from that used in the CDW27 Ford Mondeo estate, but with various modifications to make it simpler and cheaper to build and therefore economically viable on a mass-market vehicle.
Where many competitors in the compact class, or small family car (European) class, used the less expensive non-independent twist beam suspension, Control Blade offered enhanced elasto-kinematic performance, i.e., strong body control, sharp and accurate steering regardless of the car's attitude, and an absorbent and quiet ride over bumps.
Unlike conventional multi-link suspension, Control Blade features a wide, simple, uniform thickness, pressed steel trailing arm with hub carrier — taking the place of two longitudinal locating rods, eliminating an expensive cast knuckle, and offering the same level of body control — with a lower center of gravity, reduced road noise, and at lower production cost. The long rear lateral arm controls toe, a pair of shorter front lateral arms, vertically above each other, control the camber, and the Control Blade reacts to brake and traction loads.
In testing the suspension in 2000, Motor Trend writer Jack Keebler noted "The Focus' average speed of 62.6 mph through our slalom makes it faster around the cones than a $62,000 Jaguar XJ8L and a $300,000 Bentley Continental. The impression is of having plenty of wheel travel for gobbling the larger stuff and big-car, full-frame isolation when encountering expansion joints and smaller road imperfections."
Following the 1998 introduction of Control Blade suspension and popularization by the Focus, other manufacturers (e.g., Volkswagen with the Golf V) began offering multi-link design rear suspensions in the compact class, or small family car (European) class.
Manufacturing:
The Mark 1 was also previously produced in factories in Saarlouis, Germany; General Pacheco, Argentina; Valencia, Spain; Santa Rosa, Philippines; Chungli City, Taiwan and Vsevolozhsk, Russia; Valencia, Venezuela.
Overall sales and history:
In Europe, the hatchback is the biggest selling body style. Ford attempted to market the saloon in Europe as a mini-executive car by only offering it in the Ghia trim level, something that it had tried before with the Orion of the 1980s. It has since given up on this strategy, and has started selling lower specified versions of the saloon.
Despite its radical styling (the hatchback version in particular), and some controversial safety recalls in North America, the car has been a runaway success across the globe, even in the United States, where Ford has traditionally failed to successfully sell its European models. In Europe, where the Focus was positioned at the heart of the largest market segment by volume, Ford's overall market share had declined by 25% between 1995 and 2000 as the aging Ford Escort failed to match up in technological terms to the Vauxhall/Opel Astra and Volkswagen Golf without being able to achieve compensating sales volumes in the low price sector where Korean manufacturers, in particular, were becoming increasingly competitive. The Focus stopped the rot for Ford in Europe, selling particularly strongly in the UK. This was the best-selling car in the world in 1999 through 2004. It was elected Car of the Year in 1999, ahead of GM's new Astra model. The Focus won the North American Car of the Year award for 2000.
Both versions of the Focus have been the 1999 and 2005 Semperit Irish Car of the Year In Ireland.
The Focus, unlike the Escort, was never offered in a dedicated panel van body style; however, a commercial Focus based on the 3-door hatch is available in Europe - most commonly in Ireland.
Ford therefore continued the Escort Van until the purpose-designed Transit Connect was introduced in 2002 as its replacement. A convertible version was another notable omission that was rectified with the Mk2 Coupe-Cabriolet.
The European Focus, in 2002, according to German reports and surveys, was claimed to be the most reliable car between one and three years old in the German car market. This was a remarkable feat as the Focus was competing against German prestige manufacturers as well as Japanese manufacturers, all of which have strong reputations for quality and reliability.
[Text from Wikipedia]
en.wikipedia.org/wiki/Ford_Focus_(first_generation)
This miniland-scale Lego Ford Focus Zetec 3-Door Hatch (C170 - MkI) has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.
This model is one of many 'redo' models planned for this month - many of the early Lego models that I have posted on the internet have come from this time period. And they are a bit tired looking.
Equipment Type: anti-aircraft robot, series 05
Government: U.N. Spacy
Manufacturer: Viggers/Chrauler
Introduction: August 2012
Unofficial codename: Whistler, Lawn Mower
Accommodation: 1 pilot and 1 radar operator
Dimensions: height 10.7 meters (hull only), 12.4 meters (incl. extended surveillance antenna); length 5,6 meters; width 6,8 meters
Mass: 29.8 metric tons
Power Plant: Kranss-Maffai MT830 thermonuclear reactor developing 2750 shp; auxillary fuel generator AOS-895-3 rated at 810 kW.
Propulsion: many x low-thrust vernier thrusters beneath multipurpose hook/handles.
Design Features: 'Nimrod' Mk. III tracking radar with dish antenna, MPDR 'Argus' range setting and surveillance radar, starlight scope; fully enclosed cockpit.
Armament: 4 x 37 mm air-cooled 6-barrel gatling guns, Type Bofors KDF-11B (firing at 2.000 or 4.000 RPM, standard 1.550 rounds each).
Optional Equipment: 2 x large capacity ammunition drums.
Description and History
The Mk. XI series was immediately developed after the ADR-04-Mk. X Defender proved a successful and powerful anti-aircraft weapon at medium to long ranges. Even though earlier ADR-04 marks with gun armament did not advance into service, the lack of a close range support vehicle with a high rate of fire against smaller and highly maneouverable targets like drones, missiles or even small ground vehicles was detected - even though no official Operative Requirement was published.
From the successful joint development of Viggers-Chrauler which would, besides the ADR-04 also yield MBR designs like the Tomahawk, a prototype of the ADR-04-Mk. XI was built as a private initiative. Utilizing the destroid ambulatory system of the proven 04 chassis series, the new design featured a new torso which housed, beyond the main armament and its ammunition load, a crew of two plus a sophisticated radar system, specifically designed to track and fight multiple, quick and small target at lower height. The whole system offered the option to link up with other sources like the long range radar from the Defender, so that the "Manticore", as the prototype was called, inspired by the mythical beast that would shoot iron spikes from its tail at its enemies, could support aerial defense at close range. The design was presented and approved, and a small batch of 10 pre-production Manticores was converted from the still running ADR-04-Mk.X production line and introduced for field tests in late 2012.
The fire power of the Manticore proved to be impressive: its four 37mm six-barrel Gatling guns theoretically allowed a total maximum output of 16.000 rounds per minute, with a velocity of 1.450m/s, and a maximum range of 7.600m horizontally.
Tactically, the Manticore weapon system is able to put up and maintain a 2.000m wide and 1.000m high, 180° aerial barrier. In reality, though, only short, short, controlled bursts would be fired at selected targets. The two pairs of guns and the weapon system would allow the attack of two separate target "clouds" at a time, and the system proved to be very effective against mass attacks with missiles even at close range.
Switching from HE to AP ammunition through separate round feeds allowed the Manticore to work effectively even against lightly armored targets and to switch between air and ground targets within seconds, strafing large areas with deadly fire. As standard, 1.300 HE rounds and 250 AP rounds would be carried per gun - HE ammunition stored in alcoves at the main hull sides, and the AP ammunition stored in boxes on the weapons themselves. This limited internal ammunition capacity could, similar to the ADR-04-Mk. X, be extended through external magazines on the back. For static defense, the four guns could alternatively be fed by external belts, ROF was just limited by the heat generated through constant firing!
After first trials of the 11 Mk.XI pre-production Manticores, the following serial version, with improved radar, more passive sensors and a stronger auxiliary fuel generator, was introduced in January 2013. A second series of another 40 of this 04-Destroid series in the updated version were built at slow pace in parallel to the Defender.
Production of the Manticore already stopped in 2014, though. Being very specialized and limited, and only a supportive unit, the ADR-04-Mk. XI never saw much action in the open field, just as an addendum to the more versatile ADR-04-Mk.X. Like its long range counterpart, the few Manticores were mainly used as point defense unit for selected, vital potential enemy targets. They fulfilled their intended role well, esp. against missiles and Fighter Pods, but had only limited success against Zentraedi Tactical Pods: even a simple Regult was hard to crack. Hence, the Manticores remained in the background. Since the Manticore Destroids proved to be very vulnerable to close range attacks, more than 30 were lost in open field battles before they were retired into pomit defense roles and consequently already taken out of active service in 2021.
The kit and its assembly:
Did you like the story? This mecha was inspired (or better triggered) by a post about an anti aircraft robot project in a German SF forum. I remembered that I once had the plan to convert a Defender into a lighter aerial defense robot with Gatling gun armament. I had a kit for that purpose stashed away years ago, but never the drive to do the conversion job.
But as I thought about the project, I had another weird idea: I also had a leftover "chassis" from a Tomahawk (legs and lower torso), as well as two sets of impressive double Gatling hand guns from Gundam kits (two 1:144 "Serpent Customs", from Endless Waltz, actually part donation kits for other projects). This basis, combined with a new torso and some radar equipment... Looking for a torso option (and a dramatic radar equipment in the correct size), I came across a 1:72 kit of the Russian S6R "Tunguska" anti-aircraft tank, a limited edition kit from Military Wheels, a Polish company, and the rest is glue, putty and free drifting of ideas.
Putting the things together went pretty straightforward. The legs were already complete, but hidden under lots of old paint (I counted four layers...). These old parts consequently needed some cosmetic surgery. The material was already quite brittle, so I did not dare a brake fluid bath and tried my best with sand paper. Results are so so, so that many details were later added with small polystyrene strips. But at least, the spare parts found new and good use!
The Gatling gun stub arms were 100% taken from the Gundam kits, just minor things added. With internal vinyl caps they'd fit onto the original breast part and allow free rotation as well as side movement of about 20° to the left and right - good for a "natural" pose.
Most attention went into the crew compartment and upper torso, which was placed on top of one Serpent Custom's shoulder pieces. It consists mainly of the Tunguska's box-shaped central turret section, with added pieces on the hull's sides/shoulders which are supposed to be ammunition storage containers for a quick change. These parts, which blend very well into the overall design, are actually shortened halves of a camera pod from a 1:72 scale F-14 kit from Italeri!
The radar equipment was taken from the Tunguska tank, too, only the rear antenna had to be modified because the original parts were so crude that I did not want to use them. Finally, flexible hydraulic hoses and ammunition belts were added between mecha hull and arms, as well as small details like the hydraulic telescopes at the hips, searchlights, vents, handles, etc.
The result looks very compact, functional and plausible. I wanted to stay true to the Destroids' design as grungy tank-like vehicles with massive firepower and a menacing look, and that's what I think I achieved pretty well.
Painting and markings:
For the mecha's livery, I also wanted to stay true to the Destroid look: only a single overall ground color (brown or green, even though I have seen dark blue Phalanx') and some white 'decoration stripes'. Additionally, some 'nose art' was to be added, because it is a frequent sight on these mecha.
To set it apart from the Defender in my collection (olive drab), I went for a brown tone. After long search, the Manticore's basic paint became 'Israel Armor Sand/Grey' (Testors 2138), a murky, almost undefineable tone. Some details were painted in a dark brown (Burnt Umber, Testors 2005), the stripes were painted by hand in flat white.
Then, standard weathering was done with a black ink wash and dry painting with lighter tones like Humbrol 83 (Ochre), 140 (Gull Gray), 84 (Mid Stone) and 121 (Pale Stone). Decals came from the scrap box and are only few, the 'nose art' piece is a donation of a friend of mine (many thanks, André!) and actually belongs to a Czech MiG-21(!). Finally, everything was sealed under matte varnish.
All in all, this build-up was rather simple, since I had most components at hand and the paint job did not require much effort. But I like the simple look, and this fictional Manticore Destroids blends well into the line of the official Macross mecha. And finally, the leftover Tomahawk chassis has found a good use after waiting for resurrection for more than 15 years.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The Heinkel He 162 Volksjäger ("People's Fighter"), the name of a project of the Emergency Fighter Program design competition, was a German single-engine, jet-powered fighter aircraft fielded by the Luftwaffe in World War II. It was designed and built quickly and made primarily of wood as metals were in very short supply and prioritised for other aircraft. Volksjäger was the Reich Air Ministry's official name for the government design program competition won by the He 162 design. Other names given to the plane include Salamander, which was the codename of its construction program, and Spatz ("Sparrow"), which was the official name given to the plane by Heinkel.
The official RLM Volksjäger design competition was issued 10 September 1944 and its parameters specified a single-seat fighter, powered by a single BMW 003, a slightly lower-thrust engine not in demand for either the Me 262 or the Ar 234, already in service. The main structure of the Volksjäger competing airframe designs would use cheap and unsophisticated parts made of wood and other non-strategic materials and, more importantly, could be assembled by semi- and non-skilled labor. Specifications included a weight of no more than 2,000 kg (4,400 lb), with maximum speed specified as 750 km/h (470 mph) at sea level, operational endurance at least a half hour, and the takeoff run no more than 500 m (1,640 ft). Armament was specified as either two 20 mm (0.79 in) MG 151/20 cannons with 100 rounds each, or two 30 mm (1.2 in) MK 108 cannons with 50 rounds each. The Volksjäger needed to be easy to fly. Some suggested even glider or student pilots should be able to fly the jet effectively in combat, and indeed had the Volksjäger gone into full production, and that is precisely what would have happened.
The basic designs had to be returned within 10 days (!!!) and large-scale production was to start by 1 January 1945. Because the winner of the new lightweight fighter design competition would be building huge numbers of the planes, nearly every German aircraft manufacturer expressed interest in the project, such as Blohm & Voss, and Focke-Wulf, whose Focke-Wulf Volksjäger 1 design contender, likewise meant for BMW 003 turbojet power bore a resemblance to their slightly later Ta 183 Huckebein jet fighter design. However, Heinkel had already been working on a series of projects for light single-engine fighters over the last year under the designation P.1073, with most design work being completed by Professor Benz, and had gone so far as to build and test several models and conduct some wind tunnel testing.
Although some of the competing designs were technically superior, with Heinkel's head start the outcome was largely a foregone conclusion. The results of the competition were announced in October 1944, only three weeks after being announced, and to no one's surprise, the Heinkel entry was selected for production. In order to confuse Allied intelligence, the RLM chose to reuse the 8-162 airframe designation (formerly that of a Messerschmitt fast bomber) rather than the other considered designation He 500.
Heinkel had designed a relatively small, 'sporty'-looking aircraft, with a sleek, streamlined fuselage. Overall, the look of the plane was extremely modernistic for its time, appearing quite contemporary in terms of layout and angular arrangement even to today's eyes. The BMW 003 axial-flow turbojet was mounted in a pod nacelle uniquely situated atop the fuselage, just aft of the cockpit and centered directly over the wing's center section. Twin roughly rectangular vertical tailfins were perpendicularly mounted at the ends of highly dihedralled horizontal tailplanes – possessing dihedral of some 14º apiece – to clear the jet exhaust, a high-mounted straight wing (attached to the fuselage with just four bolts) with a forward-swept trailing edge and a noticeably marked degree of dihedral, with an ejection seat provided for the.
The He 162 airframe design featured an uncomplicated tricycle landing gear, that retracted into the fuselage, performed simply with extension springs, mechanical locks, cables and counterweights, and a minimum of any hydraulics employed in its design. Partly due to the late-war period it was designed within, some of the He 162's landing gear components were "recycled" existing landing gear components from a contemporary German military aircraft to save development time: the main landing gear's oleo struts and wheel/brake units came from the Messerschmitt Bf 109K, as well as the double-acting hydraulic cylinders, one per side, used to raise and lower each maingear leg.
The He 162 V1 first prototype flew within an astoundingly short period of time: the design was chosen on 25 September 1944 and first flew on 6 December, less than 90 days later. This was despite the fact that the factory in Wuppertal making Tego film plywood glue — used in a substantial number of late-war German aviation designs whose airframes and/or major airframe components were meant to be constructed mostly from wood — had been bombed by the Royal Air Force and a replacement had to be quickly substituted, without realizing that the replacement adhesive was highly acidic and would disintegrate the wooden parts it was intended to be fastening.
The first flight of the He 162 was fairly successful, but during a high-speed run at 840 km/h (520 mph), the highly acidic replacement glue attaching the nose gear strut door failed and the pilot was forced to land. Other problems were noted as well, notably a pitch instability and problems with sideslip due to the rudder design. None were considered important enough to hold up the production schedule for even a day. On a second flight on 10 December, the glue again caused a structural failure. This allowed the aileron to separate from the wing, causing the plane to roll over and crash, killing the pilot.
An investigation into the failure revealed that the wing structure had to be strengthened and some redesign was needed, as the glue bonding required for the wood parts was in many cases defective. However, the schedule was so tight that testing was forced to continue with the current design. Speeds were limited to 500 km/h (310 mph) when the second prototype flew on 22 December. This time, the stability problems proved to be more serious, and were found to be related to Dutch roll, which could be solved by reducing the dihedral. However, with the plane supposed to enter production within weeks, there was no time to change the design. A number of small changes were made instead, including adding lead ballast to the nose to move the centre of gravity more to the front of the plane, and slightly increasing the size of the tail surfaces.
The third and fourth prototypes, which now used an "M" for "Muster" (model) number instead of "V" for "Versuchs" (experimental) number, as the He 162 M3 and M4, after being fitted with the strengthened wings, flew in mid-January 1945. These versions also included small, anhedraled aluminium "drooped" wingtips, reportedly designed by Alexander Lippisch, in an attempt to cure the stability problems via effectively "decreasing" the main wing panels' marked three degree dihedral angle. Both prototypes were equipped with two 30 mm (1.18 in) MK 108 cannons in the He 162 A-1 anti-bomber variant; in testing, the recoil from these guns proved to be too much for the lightweight fuselage to handle, and plans for production turned to the A-2 fighter with two 20 mm MG 151/20 cannons instead while a redesign for added strength started as the A-3. The shift to 20 mm guns was also undertaken because the smaller-calibre weapons would allow a much greater amount of ammunition to be carried.
Various changes had raised the weight over the original 2,000 kg (4,410 lb) limit, but even at 2,800 kg (6,170 lb), the aircraft was still among the fastest aircraft in the air with a maximum airspeed of 790 km/h (427 kn; 491 mph) at sea level and 839 km/h (453 kn; 521 mph) at 6,000 m (20,000 ft).
While still trying to optimize the basic He 162 A for production and frontline service, Heinkel was already working on improved variants, slated for production in 1946. Among these were the He 162 B, powered by Heinkel's own, more powerful 12 kN (2,700 lb) thrust Heinkel HeS 011A turbojet, with a stretched fuselage to provide more fuel and endurance as well as increased wingspan, with reduced dihedral which allowed the omission of the anhedral wingtip devices. Another, even more radical variant, was the He 162 C. It was based on the B-series longer fuselage and was to carry the stronger Heinkel HeS 011A engine, too, but it had totally different aerodynamic surfaces: swept-back, anhedraled outer wing panels with slats formed a gull wing and a new swept V-tail stabilizing surface assembly replaced the original twin-tail. The armament was also changed and was to consist of upward-aimed twin 30 mm (1.18 in) MK 108s as a Schräge Musik weapons fitment, located right behind the cockpit, with the option to add a 20 mm MG 151/20 cannon in an external fairing under the fuselage.
In order to test the new aerodynamic layout, a He 162 C prototype was converted from airframe 220023, the He 162 A prototype M35, which had been damaged through Allied bombings. The resulting He 162 C-0, how this interim type was called, received the new serial number 390635 and retained the short He 162 A airframe and its forward-firing armament, as well as the weaker BMW 003 engine (the HeS 011A turbojet was still on the horizon, after all).
To carry the new swept "C-wing", the fuselage was structurally altered and the wing attachment points were moved forward. The wings, which were still manufactured mostly from wood, were still held only by four bolts apiece. As a novelty, the new wings featured, thanks to a thicker profile, additional tanks inside of their inner portions which held some 325 litres (86 US gal), feeding by gravity into the main fuselage tank. Slats were also added for better staring and landing handling and to improve agility at lower speeds. The tail cone was also modified in order to carry the new butterfly tail, but the fuselage structure as well as the cockpit and the landing gear were taken over from the He 162 A.
The first He 162 C-0 (registered with the Stammkennzeichen VN+DA and designated "M48") made its successful maiden flight at Heinkel's production facility at Salzburg in Austria on 7th of May 1945. The initial flight tests, which only lasted two weeks, were positive. Esp. the handling and directional stability had improved in comparison with the rather trappy He 162 A, and despite the higher weight due to more fuel and the bigger wings, the He 162 C-0's performance was better than the He 162 A's. Beyond the better handling characteristics, top speed was slightly higher (plus 20 km/h or 15 mph) and the aircraft's endurance was almost doubled. Plans were made to replace the He 162 A soon on the production lines, but with the end of hostilities the He 162 C program was prematurely terminated. Two more prototypes (M49 and 50) were under construction at Salzburg when the Red Army arrived, and all airframes including the project's documentations were destroyed - probably by German engineers who tried to prevent them to fall into Allied hands.
General characteristics:
Crew: 1, pilot
Length (incl. pitot): 10, 73 m (35 ft 1 1/2 in)
Wingspan: 8,17 m (26 ft 9 in)
Height: 2.6 m (8 ft 6 in)
Wing area: 16.4 m2 (177 sq ft)
Empty weight: 1.980 kg (4.361 lb)
Max. takeoff weight: 3.500 kg (7.710 lb)
Fuel capacity of 1,020 litres (270 US gallons)
Powerplant:
1× BMW 003E-1 axial flow turbojet, rated at 7.85 kN (1,760 lbf)
Performance:
Maximum speed: 810 km/h (503 mph) at normal thrust at sea level;
865 km/h (537 mph) at 6000 m; using short burst of extra thrust
Range: 1.800 km (1.110 mi)
Service ceiling: 13.000 m (42.570 400 ft)
Rate of climb: 1.650 m/min (5.400 ft/min)
Armament (as flown):
2× 20 mm MG 151/20 autocannons with 120 RPG
The kit and its assemby:Painting and markings:
As a prototype aircraft I wanted something unusual, but nothing flashy or too exotic. I iamgined that the He 162 C prototype might have been converted from an existing airframe, so I gave some parts of the model (tail cone, upper fuselage, engine pod) standard He 162 A colors, RLM 81, 82 and 76.
However, for the modified cockpit section and the new ing attachment points, I decided to add section in natural metal finish, and as a special detail I added greenish filler that was used on panel seams. The nose cone became RLM 02, for more variety.
The makeshift look was further emphasized through wing panels that were left in bare laminated wood look, with metal tips and camouflaged rudders. The wooden texture was created with a basis of Humbrol 63 (Sand) and some poorly-stirred Humbrol 62 (Leather) added on top with a flat, rather hard brush. Very simple, but the effect - at least at fist glance - is very good, and the unusual color makes the model look much more interesting than camouflaged surfaces.
The markings were puzzled together from various sources, including German crosses from a Special Hobby Fw 189 sheet and from TL Modellbau. The Stammkennzeichen and the "M48" designation were created with single black decals letters, also from TL Modellbau.
Finally, after a black ink washing and some post-shading, the model was sealed with matt acrylic varnish.
A nice and simple what-if/Luft '46 project, done in less than a week. And for the attempt to create a model of a paper project (beyond pure fantasy), I am happy with the result, the model comes pretty close to the drawings, even though noone can tell what a real prototype might have looked like.
A prisoner is escorted to a waiting vehicle.
Fifteen people have been arrested by Greater Manchester Police in raids as part of an operation to target drug dealing in Oldham.
The people were arrested when officers raided 15 addresses just after 6am today, Thursday 21 July 2011.
Officers from Oldham's Neighbourhood Policing Teams launched the operation, codenamed Operation Rescind II, as their response to concerns the community had that drug dealing was a problem and, in turn, increasing crime and antisocial behaviour in the area.
The raids follow on from Operation Rescind, where officers raided 16 addresses in March 2011, which came after months of investigations by officers from the Oldham division and Serious Crime Division into the distribution of heroin and crack cocaine.
In the latest raids this morning, 15 men were arrested on suspicion of drugs offences, including possession with intent to supply class A drugs, after officers executed warrants across the Oldham area. Properties were raided in the Hathershaw, Chadderton, Westwood, Alt, Werneth, Moorside and Ashton-under Lyne areas.
Shotgun ammunition has been recovered from one address and a quantity of cannabis has been recovered from another.
More than 100 officers were involved in the raids and included officers from the Neighbourhood Policing Teams, Serious Crime Division, tactical aid units and dog handlers.
Superintendent Catherine Hankinson, from Greater Manchester Police's Oldham Division, said: "Today shows that the desire to rid our communities of the blight of drugs is continuous and we will go back and keep tackling the issue in the same area as many times as necessary until the problem is dealt with.
"Residents told us that class A drug dealing was a worry to them so we have responded robustly to combat this.
"Drugs wreck lives and the crime associated with them causes misery to the whole community - so we do everything possible to find out who is responsible and put them before the courts.
"These arrests are the culmination of hundreds of hours of work by officers and we have used divisional and force resources to gather the intelligence we needed to take this action. It is not a quick process and we thank the community for their patience while we have been building the strongest case possible."
For more information about Greater Manchester Police please visit our website.
A total of 13 raids have been carried out in two weeks by officers in the City of Manchester division as part of an operation to crackdown on sophisticated cannabis farms.
The operation, codenamed 'Operation Download', was launched at the start of the month after a number of violent disputes believed to be involving criminal groups and cannabis farms in recent months.
Yesterday (24 June 2021), three further warrants were executed in the Strangeways and Moston areas of the city. Last week, on 15 June 2021, the team of officers recovered over 170 plants on Eadington Street in Crumpsall and over 70kilos were found at other addresses on Haversham Road and Huntley Road.
Today's action follows a number of warrants already executed by the team in the Crumpsall, Blackley, Prestwich and Moston. A total of nine suspected cannabis farms have been dismantled and seized.
Seven men have been charged and one has been released under investigation pending further enquiries.
Police are set to continue with the action in the coming weeks and appeal to any members of the public with concerns or information to contact them.
Detective Inspector Paul Crompton, of GMP's City of Manchester North division, said: "This targeted action comes after an increase in violent disputes between rival groups that we believe concerns cannabis farms in north Manchester.
"We are aiming to take out as many of these cannabis farms as we possibly can. Part of our crackdown is about us working with Manchester City Council and relevant local partners to develop an understanding of how these groups are managing to use properties in the city to carry out this alleged activity.
"The local community understandably has strong concerns about such activity and this operation is also to reassure them that we are listening and that we are taking robust action.
"Not only is the production of illegal drugs a criminal offence, but the mechanics of producing such substances pose a really dangerous threat to neighbouring addresses and it is vital we continue this work and seize assets."
Anyone with concerns or information can contact GMP's City of Manchester CID on 0161 856 3548. Details can also be passed to the independent charity Crimestoppers on 0800 555 111.
You should call 101, the national non-emergency number, to report crime and other concerns that do not require an emergency response.
Always call 999 in an emergency, such as when a crime is in progress, violence is being used or threatened or where there is danger to life.
You can access many of our services online at www.gmp.police.uk
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The Focke-Wulf Fw 190 Würger (English: Shrike) was a German single-seat, single-engine fighter aircraft designed by Kurt Tank in the late 1930s and widely used during World War II. Powered by a radial engine, the 190 had ample power and was able to lift larger loads than its well-known counterpart, the Messerschmitt Bf 109. The 190 was used by the Luftwaffe in a wide variety of roles, including day fighter, fighter-bomber, ground-attack aircraft and, to a lesser degree, night fighter. It also served with other Axis forces like Hungary, Romania or Italy, and was even tested in Japan.
The Italian career of the Fw 190 was unique, as only a small number was employed. After the Italians were forced out of Libya by combined Anglo/French action in early 1941 King Umberto lead a coup d’état against the Government of Mussolini. Forewarned however by a spy in the King’s entourage this was quite easily foiled. Anyway, the excuse it presented enabled Mussolini to strengthen his hold on the Italian government and he stamped his own personal mark even farther on the state and on its armed forces. He even went so far as to modify both the national flag and markings used by the nation’s military.
He couldn’t do much to change an industrial setup, though, that was geared more towards war in the 30’s then in the 40’s and even more towards colonial war rather than warfare against other major powers. As a consequence, and as the war progressed, Italy came more and more to rely on equipment provided by their German allies.
In July 1943, after the Allied forces had pushed Italy out of North Africa and subsequently invaded Sicily, the Grand Fascist Council, with the support of King Victor Emmanuel III, had overthrown and arrested Mussolini. The new government began secret peace negotiations with the Allied powers. When an armistice was announced in September, Germany was prepared and quickly intervened. Germany seized control of northern Italy, freed Mussolini and brought him to the German-occupied area to establish a puppet regime.
The result was the Italian Social Republic (Italian: Repubblica Sociale Italiana, RSI), informally known as the Republic of Salò (Italian: Repubblica di Salò). It was a puppet state of Nazi Germany during the later part of World War II (from 1943 until 1945) and the second and last incarnation of the Fascist Italian state, led by Duce Benito Mussolini and his reformed Republican Fascist Party. The state declared Rome as its capital, but was de facto centered around Salò (hence its colloquial name), a small town on Lake Garda, where Mussolini and the Ministry of Foreign Affairs was headquartered. The RSI exercised nominal sovereignty in northern Italy, but was largely dependent on German troops to maintain control.
The Aeronautica Nazionale Repubblicana (ANR) was its official air force. After the 1943 armistice that divided Italy, the ANR received numbers of Italian aircraft, later augmented with their own local production, and further aircraft from Germany. This force was opposed to the Italian Co-Belligerent Air Force (Aviazione Cobelligerante Italiana, or ACI, or Aeronautica Cobelligerante del Sud), the Italian pro-Allied air force, though they never actually met in combat.
ANR combat operations began in December 1943, leading, in the following January, to the attack performed by the 1st Squadriglia "Asso di Bastoni", against a formation of US P-38 Lightnings, three of which were shot down.
By early 1944 Italian forces in the Eastern Mediterranean and on the southern Turkish front were operating more equipment of German than Italian origin. A lot of this was old and second hand but some items, like the Bf 109 G or the Fw 190 A and F, was relatively new and state-of-the-art.
Among those deliveries were about 40 Fw 190 A-5 fighter bombers from the final production batches in 1943. For the ANR a specialized export version, called A-5a (a für ausländisch) was produced. This fighter was armed with two 7,92mm MG 17 above the engine, two 20mm MG 151/20 machine cannons in the wing roots and pair of two 20mm MG FF machine cannons in the outer wings, with provisions for an ETC 501 bomb rack under the fuselage which could also carry a drop tank. The A-5a also featured dust filters and the up-to-date PR 16 radio system with its characteristic ring antenna under the fuselage.
The Fw 190 A-5 was originally developed after it was determined that the Fw 190 could easily carry more ordnance. Its engine was moved forward another 15 cm (6 in) as had been tried out earlier on the service test A-3/U1 aircraft, moving the center of gravity forward to allow more weight to be carried aft. New radio gear, including FuG 25a “Erstling” IFF, and an electric artificial horizon found their way into the A-5. The A-5 retained the same basic armament as the former A-4, even though several Umrüst-Bausätze kits were devised for special tasks like night attack (U2, night “Jabo-Rei”) or reconnaissance (U4, with two RB 12.5 cameras and all armament of the basic A-5 with the exception of the MG FF cannon).
One of the most unique kits was the U14 Umbausatz, tested on a single Fw 190 A-5, called prototype "V14". It was a torpedo bomber modification which was extensively tested by the Luftwaffe, inofficially called "JaTo" (Jagdbomber Torpedo). The aircraft was able to carry a single LTF5a torpedo under its fuselage, even though the large weapon (length: 5.2 m/17‘ 1”, diameter: 450 mm/18”) required a lengthened tail wheel and a special pylon for safe taxiing. A deeper fin (similar to the version used on the later D-9 variant and the Ta 152) was also added in order to improve directional stability when the torpedo was carried. Test results for the JaTo Fw 190 had been positive, but the concept did not convince RLM officials - twin-engined aircraft like the Ju 88/188 or the He 111 were deemed more appropriate for the task.
While initial delivery of the A-5a for the ANR was running in late 1943, ANR officials showed interest in the JaTo conversion kit, as the type’s multi-role potential was seen – being able to carry a torpedo, combined with a small size and the ability to engage in air combat after the ordnance had been dropped, was a promising asset.
Finally, Germany agreed to deliver a dozen U14 conversion sets. Beyond the torpedo carrying capability, the aircraft were further modified in order to optimize them: the heavy and rather ineffective MG FF cannons in the outer wings were deleted, saving weight, and the original 7.92mm MG 15 were replaced by a pair of more powerful 13mm MG 131 - a feature that had just been introduced in the German Fw 190 production with the A-7 variant and recognizable by more bulbous fairings in front of the cockpit.
The respective aircraft were the last production Fw 190s for Italy and modified at the factory. Upon their delivery in March 1944, a newl auxiliary attack group was formed. This 1ª Gruppo Complementare Assaulto was associated with ANR’s 2nd Squadron and based at Lonate Pozzolo Airfield, near Milan. Their main task was to attack battleships, convoys and coastal traffic that were supporting the Allied advance eastward in the Thyrenian, Ligurian and Adriatic Sea, but they were also supposed to escort and protect S.M. 79 torpedo bombers of the Torpedo Group Faggioni, based at the same airfield.
The success of these machines success was limited, though. One limiting factor was a political one: the ANR worked closely with German Luftwaffe in Northern Italy, but the Germans tried – unsuccessfully – to disband the ANR, forcing its pilots to enlist in the German Air Force (Luftwaffe). In 1944, after the withdrawal of all German fighter units in the attempt to stop the increased Allied offensive on the German mainland, ANR fighter groups were finally left alone and heavily outnumbered as they faced the massive Allied air offensive over Northern Italy. As a consequence, all remaining Fw 190s in Italian service were basically bound with air defense and interception tasks against bomber raids, rather than operating in an attack role, esp. against sea targets.
Nevertheless, the Italian torpedo bombers saw action. One campaign where the ANR’s torpedo Fw 190s took part in was the German occupation of Dalmatia in summer 1944, when the Allies undertook a major evacuation of civilian population and moved them to the El Shatt refugee camp in Egypt.
Another occasion, when the torpedo bombers were used in their intended role and with some success, was during the biggest British-led combined operation in the eastern Adriatic codenamed Operation Antagonise in December 1944. This operation was intended to capture the island of Lošinj, where the Germans kept E-boats and (possibly) midget submarines. A group of destroyers and MTBs shelled the German gun positions and South African Air Force Bristol Beaufighters attacked the naval base installations with Rocket Projectiles.
The Fw 190s of ANR’s 1ª Gruppo Complementare Assaulto were immediately sent into the mayhem to drive the forces back, in hope to sink at least one of the destroyers. This did not happen, but as the Allied attacks proved ineffective in stopping German activities in the region they were repeated in the first months of 1945. But by then, all ANR’s torpedo-bearing FW 190 A-5 had already been relegated to the pure fighter role, destroyed or had become unserviceable.
General characteristics:
Crew: 1
Length:10.36 m (33 ft 11 in)
Wingspan: 10.51 m (34 ft 5 in)
Height: 3.25 m (10 ft 8 in)
Wing area: 18.30 m² (196.99 ft²)
Empty weight: 3,200 kg (7,060 lb)
Loaded weight: 4,417 kg (9,735 lb)
Max. takeoff weight: 4,900 kg (10,800 lb)
Powerplant:
1× BMW 801 D-2 radial engine, rated at 1.250 kW (1.700 PS)
Performance:
Maximum speed: 623 km/h (386 mph) at 19,420 ft (5.920 m)
Cruising speed: 465 km/h (288 mph)
Range: 1.200 km (745 mi)
Service ceiling: 8.500 m (27.832 ft)
Rate of climb: 15 m/s (2.953 ft/min)
Wing loading: 241 kg/m² (49.4 lb/ft²)
Power/mass: 0.29-0.33 kW/kg (0.18-0.21 hp/lb)
Armament:
2× 13 mm (.51 in) synchronized MG 131 machine guns with 475 rpg in front of the cockpit
2× 20 mm (.8 in) MG 151/20 E cannons with 250 rpg, synchronized in the wing roots
1× LT F5a aerial torpedo with a 250 kg (550 lb) Hexanite warhead or a single 500 kg (1,102 lb) SC 500 bomb under the fuselage, or a 300 l (66 gal) drop tank.
The kit and its assembly:
This is an OOB build of MPM’s Fw 190 A-5/V14, the test type of the respective torpedo carrier which actually existed in Germans but never went into production or other use. Anyway, it’s a weird combo, and as this model popped up at whatifmodelers.com in Italian markings (according to the builder, NARSES2, a Revell kit). I was so impressed and inspired by the result that I wanted a similar model, too, as it looked so great in Italian markings and in a very simple grey/light blue livery. So, this is a kind of tribute build.
The MPM kit is a bit of a surprise, as it actually is the complete Academy Fw 190 A kit with some extra parts like a new fuselage, the torpedo installation, and some PE and photo film parts. Well, not the worst solution, but I expected a complete, indigenous kit?
Anyway, the model was built right out of the box, with only very few detail changes like an added pilot figure. Fit of the Academy and MPM kits is so-so, typical for a short-run kit. Furthermore I have some doubts of the chosen Fw 190 kit is actually "correct", as the wings show the extra bulges for the late 20 mm cannons - which have IMHO to be sanded away.
Biggest problem turned out to be that the fuselage is too narrow at the wing roots: I had gaps on both sides, 1 mm on one and more than 2(!) mm on the other! Again, putty helped and you cannot tell the mess after painting, but I'd recommend the MPM kit only for experienced modelers. On the other side, the result is convincing. I am not a hig fan of PE parts, but in this case the torpedo details like its fin arrangement or the stabilizer straps at the pylon are worth this extra.
Painting and markings:
I wanted to place the model in late war, mid 1944, and consequently this fell into the era after the Italian Air Force had become divided. Being of German origin, putting the Fw 190 in ANR service was a logical choice and called for respective markings. In order to make the aircraft look “different” from its German roots, but also not to simply copy NARSES2’s simple and elegant grey aircraft, I started digging in the vast pile of Italian cammo options.
The Italian STORMO! Online Color Guide turned up a grey, non-standard paint scheme that would be plausible for an aircraft in maritime service. Upper surfaces are painted in “Grigio Mimetico”, with feathered blotches in “Grigio Azzurro Chiaro 1“ on top of that. The undersurfaces were to be in the same tone, separated by a hard and low waterline, but I went for a third color in order to make the aircraft look less grey-in-grey. This paint scheme was carried by some S.M. 79 bombers, even though illustrations I found of such aircraft differ wildly in the paint scheme’s interpretation! Anything goes, it seems, but that’s even better for such a whif build.
I used stock colors, though, to paint the model. The base tone for the upper sides is FS 36231(Dark Gull Grey), with the lighter blotches in "Light French Aircraft Blue". For the lower surfaces I used “Italian Light Blue” – all colors are Model Master enamels, applied by brush.
A typical Italian feature I incorporated from fighters is that the upper paint scheme has been wrapped around the leading edges and all around the rear lower fuselage. A nice twist, since ANR aircraft of that era would hardly carry any bright ID markings, e. g. a white fuselage band. The only colorful marking I added is the spinner and a fin tip in the same color.
A light wash with black ink emphasized the fine panel lines of the Academy kit, which can also be found on the MPM fuselage - you would not suspect the implantation.
Markings were puzzled together from the scrap box, primarily from a sheet for a Macchi M.C. 205 from Italeri. The two-colored tactical code was allocated by Italian habits, the “1ª Gruppo Complementare Assaulto” never existed, though, even though auxiliary fighter squadrons existed among the ANR. In added the emblems of the 2ª Squadriglia, though, the famous red devil that survives until today on Italian Tornados (which is where I got them from). This emblem ahd already been in use during WWII!
Finally light dry painting with Humbrol 64 and some soot stains around the guns and the exhausts finished the job, before a final coat with acrylic matt varnish was applied.
A rather simple build, yet a very conclusive result. The Fw 190 torpedo carrier version is odd enough, but adding Italian markings just takes the model to a different level. Many thanks to NARSES2 for the inspiring idea!
Today I have become a professional! Thanks to the nice Mrs Tanya, codename
Dragon Weaver who completely surprised me by donating a pro account, how great is that?
I’m not quite sure that I will be as good a professional as Mr Reno is (I think I will stick to chocolate milk and eliminating cookies), but I will do my best.
So three cheers to Mrs Dragon Weaver for making me a Pro :-)
The Ford Capri name was revived in Australia in 1989. The Australian Capri, codenamed the SA30, was an entry-level convertible, based on Mazda 323 engines and mechanicals that Ford Australia had also used in the Laser. It had a body shell designed by Ghia and an interior by ItalDesign. During development of the Capri, Mazda was developing the MX-5, a vehicle that, although considerably more expensive, was commonly considered its direct competitor.
History:
The Australian-built Capri was intended primarily for export to the US. Exports began in 1991, as the Mercury Capri. When the car was new, it had a poor reputation for reliability, although many still exist today perhaps due to the mechanical robustness of the Laser/323 upon which it was based.[6] In particular, the Capri's roof was prone to leaking, due to poor-quality materials being used; although Ford quickly resolved the issue, the car's poor reputation stuck. As a result, the MX-5 was comfortably more popular, particularly as that car was rear-wheel-drive, and enthusiasts were skeptical about the front-wheel-drive arrangement that the Capri used.
Two models were initially offered in the Capri's range: a base model, with a 1.6 L B6-2E SOHC inline-4 engine that produced 61 kW (82 hp; 83 PS),[1] and a turbocharged model, which used the 1.6 L B6T DOHC inline-4, which produced 100 kW (134 hp; 136 PS). The base model was available with a 5-speed manual transmission or a 3-speed automatic transmission, whilst the turbocharged model only had the manual gearbox. In 1990, the naturally-aspirated 1.6 L B6D DOHC unit, which produced 75 kW (101 hp; 102 PS), was added to the range, and this was the only engine available in 1991.
For 1992, the Capri was updated, and given the codename SC; the turbocharged engine was also re-added to the range.[9] An XR2 trim level was also introduced for both engines, whilst the base trim for the naturally-aspirated model was renamed Barchetta, and the base trim for the turbo model renamed to Clubsprint. In 1993, the Capri was updated again, and this time was given the codename SE. Production ended in 1994, after a total of 66,279 Capri convertibles had been built; of which 10,347 were right-hand-drive (RHD) models for the Oceania/South East Asia market. 9,787 Capris were sold in Australia, whilst the remaining RHD Capris went to New Zealand and South East Asia.
[Text from Wikipedia]
en.wikipedia.org/wiki/Ford_Capri_(Australia)
This miniland-scale Lego Mercury Capri Convertible (1991 -nee Ford Capri) has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.
This has been an interesting build, from a historical perspective. Most histories casually mention the concurrent Mazda Miata/MX5 development. The interesting part is many of the Ford Australia engineers with whom I work, did engineering design work for the Capri. The father of one engineer whom I work closely with was actually the program manager, and spent time in Japan, working with the Japanese regarding the Mazda platform and mechanicals that the Capri used. Never once, did the Japanese let on that they were developing a roadster/convertible of their own.
To be honest, it is quite clear which one I would prefer - though in classic Ford-speak, the Capri was a 'better' marketing proposition that the cohort of FWD hatchback-based 'Cabriolets' that were available at the time, or the ancient MGB and FIAT/Bertone X1/9. Lets just say that there were many people at this end of the world who were a bit upset with Mazda.
///////Codename Fire Storm\\\\\
/////Objective: Invade NHE held Germany opening up room for further UAF operations in Europe.\\\\
/////Message: We bring a message that will either spare the lives of thousands or end those lives. An unconditional Surrender can save your people. Surrender now!\\\\\\\\
A total of 13 raids have been carried out in two weeks by officers in the City of Manchester division as part of an operation to crackdown on sophisticated cannabis farms.
The operation, codenamed 'Operation Download', was launched at the start of the month after a number of violent disputes believed to be involving criminal groups and cannabis farms in recent months.
Yesterday (24 June 2021), three further warrants were executed in the Strangeways and Moston areas of the city. Last week, on 15 June 2021, the team of officers recovered over 170 plants on Eadington Street in Crumpsall and over 70kilos were found at other addresses on Haversham Road and Huntley Road.
Today's action follows a number of warrants already executed by the team in the Crumpsall, Blackley, Prestwich and Moston. A total of nine suspected cannabis farms have been dismantled and seized.
Seven men have been charged and one has been released under investigation pending further enquiries.
Police are set to continue with the action in the coming weeks and appeal to any members of the public with concerns or information to contact them.
Detective Inspector Paul Crompton, of GMP's City of Manchester North division, said: "This targeted action comes after an increase in violent disputes between rival groups that we believe concerns cannabis farms in north Manchester.
"We are aiming to take out as many of these cannabis farms as we possibly can. Part of our crackdown is about us working with Manchester City Council and relevant local partners to develop an understanding of how these groups are managing to use properties in the city to carry out this alleged activity.
"The local community understandably has strong concerns about such activity and this operation is also to reassure them that we are listening and that we are taking robust action.
"Not only is the production of illegal drugs a criminal offence, but the mechanics of producing such substances pose a really dangerous threat to neighbouring addresses and it is vital we continue this work and seize assets."
Anyone with concerns or information can contact GMP's City of Manchester CID on 0161 856 3548. Details can also be passed to the independent charity Crimestoppers on 0800 555 111.
You should call 101, the national non-emergency number, to report crime and other concerns that do not require an emergency response.
Always call 999 in an emergency, such as when a crime is in progress, violence is being used or threatened or where there is danger to life.
You can access many of our services online at www.gmp.police.uk
Nine people have been arrested in raids as part of an operation to target drug dealing in Oldham.
They were arrested when officers from Greater Manchester Police raided 9 addresses just after 6am today, Thursday 26 January 2012.
Officers from Oldham's neighbourhood policing teams launched the operation, codenamed Operation Rescind IV, as their response to concerns the community had that drug dealing was a problem and, in turn, increasing crime and antisocial behaviour in the area.
The raids follow on from Operation Rescind I, Operation Rescind II and Operation Rescind III where officers raided 16 addresses in March 2011, 15 addresses in July 2011 and 7 addresses in November 2011, to date 50 people have been arrested for drugs offences.
These arrests came after months of investigations by officers from the Oldham division and Serious Crime Division into the distribution of heroin and crack cocaine.
In the latest raids this morning, 8 men and 1 woman were arrested on suspicion of drugs offences, including possession with intent to supply class A drugs, after officers executed warrants across the Oldham area.
Properties were raided in the, Chadderton, Limeside, St. Marys and Clarksfield areas of Oldham and an address in Blackburn, Lancashire.
More than 100 officers were involved in the raids and included officers from the neighbourhood policing teams, Serious Crime Division, tactical aid units, dog handlers and officers from DWP.
Extra officers from Oldham's Neighbourhood Policing Teams will be patrolling the area for today and the next few days to provide a visible presence and reassurance to the community. Drugs support workers will be involved in the operation to offer support.
Superintendent Catherine Hankinson, from Greater Manchester Police's Oldham Division, said: "Today shows that the desire to rid our communities of the blight of drugs is continuous and we will go back and keep tackling the issue in the same area as many times as necessary until the problem is dealt with.
"Residents told us that class A drug dealing was a worry to them so we have responded robustly to combat this.
"Drugs wreck lives and the crime associated with them causes misery to the whole community - so we do everything possible to find out who is responsible and put them before the courts.
"These arrests are the culmination of hundreds of hours of work by officers and our counterparts at the Crown Prosecution Service. We have used divisional and force resources to gather the intelligence we needed to take this action. It is not a quick process and we thank the community for their patience while we have been building the strongest case possible."
To report a crime call police on 101 the new national non-emergency number.
You can also call anonymously with information about crime to Crimestoppers on 0800 555 111. Crimestoppers is an independent charity who will not want your name, just your information. Your call will not be traced or recorded and you do not have to go to court or give a statement.
For information about Greater Manchester Police please visit our website.
Draggone elite fighter codename "Komodo Dragon". Micro scale fighter of the main enemy in the GAIA universe.
Given the NATO codename 'Bull', the Tu-4 was a direct copy of the Boeing B-29 Superfortress. It first flew in 1947 and was the first Soviet strategic bomber.
A total of 847 were built, some serving until the 1960's.
There are three known survivors, two in China and this sole example in Russia.
c/n 2805103.
Russian Air Force Museum.
Monino, Russia.
13-8-2012
Police will be targeting wanted offenders as part of month-long crackdown on crime.
The initiative codenamed Operation Olympus will see over 250 local officers from across the Force and specialist units including traffic, tactical aid and the ANPR intercept teams target offenders for a range of offences including domestic abuse, sexual offences and general criminality.
The days of action, which will focus on known and wanted criminals are being held across the Force’s 11 divisions from 3 to 20 February.
Greater Manchester Police Superintendent Craig Thompson, operational lead, said: “Operation Olympus sends a clear message to criminals that there will be no hiding place for them and that the safety of our community comes first and will always be our priority. We will leave no stone unturned and will use all of our disruption tactics to make life difficult for them.
“By using all of our resources during the month we will put a stop to their criminal ways and show them that there’s always a place for them in our cells.”
For live updates from the operation follow #OpOlympus from the GMP twitter accounts. You can find your local Twitter account by visiting: www.gmp.police.uk/socialmedia.
To find out more about Greater Manchester Police please visit our website.
You should call 101, the national non-emergency number, to report crime and other concerns that do not require an emergency response.
Always call 999 in an emergency, such as when a crime is in progress, violence is being used or threatened or where there is danger to life.
You can also call anonymously with information about crime to Crimestoppers on 0800 555 111.
Crimestoppers is an independent charity who will not want your name, just your information. Your call will not be traced or recorded and you do not have to go to court or give a statement.
Okay, last one for a bit.
Made with (codename) Flint, a C++ framework being developed by Barbarian Group.
Working on a new sample project. Basically, Andrew is suggesting things for me to try in C++ that are just out of my comfort zone. It is like an evolving quiz.
What you see are 20,000 particles being pulled by a combination of gravitational forces and orbital forces.
All of the fields are placed manually with mouse clicks. Runs in realtime.
This 'swirling' galaxy is MCG-01-24-014. It is located about 275 million light years from Earth within the constellation Hydra. The image potw2351a (codenamed according to the ESA Hubble catalogue), was published on 18 December 2023 at 06:00 UTC. In addition to possessing a crisp, practically perfect spiral shape, MCG-01-244 has an extremely energetic core, known as an active galactic nucleus (AGN), which is why it is called an 'active' galaxy. Specifically, it is classified as a Type 2 Seyfert galaxy. The light emissions of type 2 Seyfert galaxies are particularly associated with specific so-called 'forbidden' emissions.
Forbidden emission lines, therefore, are spectral emission lines that should not exist according to certain rules of quantum physics. But quantum physics is complex and, some of the rules used to predict it, use assumptions that fit the laboratory conditions here on Earth. According to these rules, this emission is 'forbidden', so improbable as to be ignored. But in space, in the midst of an incredibly energetic galactic core, these assumptions no longer hold and the 'forbidden' light has a chance to shine towards us.
This image was reconstructed using our artificial intelligence model. The file is available at 320 millions of pixels for download at a resolution of 16000x20000 pixels.
Credits: original image courtesy ESA/Hubble & NASA, C. Kilpatrick. Full AI processing by PipploIMP.
Our Facebook page: bit.ly/PipploFB
Our YouTube channel: bit.ly/PipploYT
Fox Green sector - view towards the west
Omaha Beach
Omaha was divided into ten sectors, codenamed (from west to east): Able, Baker, Charlie, Dog Green, Dog White, Dog Red, Easy Green, Easy Red, Fox Green and Fox Red. On june 6, 1944 -D-Day - the initial assault on Omaha was to be made by two Regimental Combat Teams (RCT), supported by two tank battalions, with two battalions of Rangers also attached. The RCT's were part of the veteran 1st Infantry division ("The Big Red One") and the untested 29th ("Blue and Grey") , a National Guard unit.
The plan was to make frontal assaults at the "draws" (valleys) in the bluffs which dominate the coast in Normandy , codenamed west to east they were called D-1, D-3, E-1, E-3 and F-1 . These draws could then be used to move inland with reserves and vehicles.
The Germans were not stupid; they knew the draws were vital and concentrated their limited resources in defending them. To this end they built "Widerstandsneste" with AT guns, mortars, MG's in Tobrul's, trenches and bunkers, manned by soldiers of the German 716th and - more recently - 352nd Infantry Division, a large portion of whom were teenagers, though they were supplemented by veterans who had fought on the Eastern Front. All in all some 1100 German soldiers defended the entire Omaha beach sector of over 5 miles.
Preliminary bombardments were almost totally ineffective and when the initial waves - on this sector units of the 1st American division "The Big Red One" and combat engineers of the 299th - landed on low tide they met with fiece opposition of an enemy well dug in and prepared.
Casualties were heaviest amongst the troops landing at either end of Omaha. At Fox Green and Easy Red, scattered elements of three companies were reduced to half strength by the time they gained the relative safety of the shingle, many of them having crawled the 300 yards (270 m) of beach just ahead of the incoming tide. Casualties on this spot were especially heavy amongst the first waves of soldiers and the demolition teams - at Omaha these were tasked with blasting 16 channels through the beach obstacles, each 70 meters wide. German gunfire from the bluffs above the beach took a heavy toll on these men. The demolition teams managed to blast only six complete gaps and three partial ones; more than half their engineers were killed in the process.
Situation here on Easy Red and at Dog Green on the other end of Omaha by mid morning was so bad with nearly all the troops essentially pinned down on the beach gen. Eisenhower seriously considered to abandon the operation.
As the US first waves assault forces and combat engineers landing directly opposite the "draws" were pinned down it was up to forces landing on the flanks of the strongpoints to penetrate the weaker German defences by climbing the bluffs. Doing this they had to overcome the minefields and barbed wire as well as machinegun fire from German positions but they did and they were able to attack some key strongpoints from the side and the rear, taking them out by early afternoon.
This happened on several spots at Omaha and essentially saved the day: individual acts of initiative by lower ranked officers and courage like that of First Lieutenant Jimmy Monteith, who led a group of men to take one of the key German widerstandsneste and was killed in action, succeeded where a flawed plan failed.
On the Photo:
Omaha Beach, view from Easy-3 exit towards the west overlooking Fox Green sector with Easy Red in the distance. One of the stretches of beach with the highest casualty rate during the opening hours of the d-day landings due to the machine gun fire of WN62 to the left of this photo.
See my other Omaha beach photo's for more viewpoints, panorama shots and notes on the fighting
Photo was tonemapped using 3 differently exposed shots (handheld).
For a map of the eastern part of Omaha click here. The German WN's are marked as well as the Draws and beach sections.
Codenamed Revuelto, Automotive Rhythms witnessed Lamborghini’s plug-in hybrid HPEV in person during a private event at the Lamborghini Lounge in NY. The high-performance electrified bull (maximum rev range of 9500 rpm) combines a naturally-aspirated 6.5-liter V12 mid-engine with an 8-speed, double-clutch gearbox and three electric motors. Additionally, the artisan-crafted carbon fiber supercar offers three new drive modes: Recharge, Hybrid, and Performance, to be combined with the Città (City), Strada, Sport, and Corsa modes, for a total of 13 dynamic settings including electric 4WD.
⁃ 2.5 seconds 0 to 62 mph
⁃ 217 mph top speed
In 1989 I left apartheid South Africa and spent much of the next year travelling Europe. In October I found myself in the outback of Turkey, and the word on the street was that the Berlin Wall was about to fall. With it's fascinating history, cold war angst and strong David Bowie connection, Berlin had always been on my "must visit" list and I accelerated my plans to get there. Unfortunately the wall began crumbling on the evening of November 9, 1989 and continued over the following days and weeks. Nevertheless, I skipped through the Greek islands and caught the ferry from the port of Piraeus in Athens to Brindisi in Italy. I decided to bypass Naples and caught a fast train north to Rome. I think it was either on the ferry or on the train that I met fellow traveller, Serge Bowers from Pennsylvania in the USA. He and I made good companions and has a Chianti-fuelled blast through Rome, Florence, Pisa and Venice (but that's another story).
On November 25, Serge and I went our own ways - he headed for Amsterdam, while I spent a couple of days in Milan, visiting the magnificent Il Museo Storico dell’Alfa Romeo in Arese. I then skipped through Switzerland (Lausanne, Bern, Luzern and Lurich) beofre finally making it to Stuttgart in Germany, taking in the Mercedes-Benz Museum and the Porsche Museum. By this time (December 4) I was running low on cash and so resorted to hitch-hiking from Stuttgart to Mannheim, heading for Bonn where I was going to be staying with Prof. Dr. Marcella Rietschel (a Research Fellow at the Institute of Human Genetics, University of Bonn) who I had met in Istanbul in October. It was freezing cold and snowing out on the road, and by the time I reached Mannheim, I had had enough and headed to the Hauptbahnhof. After a cup of steaming coffee, I bought a ticket to Bonn, boarded the milk-train and continued the journey north. As fate would have it, I ended up in Zeppelinheim, close to Frankfurt, and that extraordinary interlude is detailed here.
Being on the bones of my financial arse, and with a severe cold snap making hitch-hiking a really bad idea, I now resorted to using the Mitfahrzentrale - an organised hitch-hiking (or "cap pooling") service where a driver can register how many spare seats they have in their car and where they are travelling from, to, and on what date. Potential passengers are provided with contact details and descriptions of the journey including any proposed stops along the way. As all travellers share costs, the savings can be extensive and it also serves as a good way to meet interesting people and to practice your German!
Our route to the east The so-called "inner German border" (a.k.a. "Zonengrenze") was the frontier between the German Democratic Republic (GDR, East Germany) and the Federal Republic of Germany (FRG, West Germany) from 1949 to 1990. The border was a physical manifestation of Winston Churchill's metaphorical Iron Curtain that separated the Soviet and Western blocs during the Cold War. The border could be crossed legally only through a limited number of routes and foreigners were able to traverse East German territory to or from West Berlin via a limited number of road corridors, the most used of which was at Helmstedt-Marienborn on the Hanover–Berlin A2 autobahn. Codenamed Checkpoint Alpha, this was the first of three Allied checkpoints on the road to Berlin. The others were Checkpoint Bravo, where the autobahn crossed from East Germany into West Berlin, and most famous of all, Checkpoint Charlie, the only place where non-Germans could cross from West to East Berlin. Lengthy inspections caused long delays to traffic at the crossing points, and for some the whole experience was very disturbing: "Travelling from west to east through [the inner German border] was like entering a drab and disturbing dream, peopled by all the ogres of totalitarianism, a half-lit world of shabby resentments, where anything could be done to you, I used to feel, without anybody ever hearing of it, and your every step was dogged by watchful eyes and mechanisms." (Jan Morris) Personally, having spent almost three decades of my life under the oppression of the apartheid regime, it felt all too familiar.
So, after an uncomfortable 6-8 hour road trip, I was finally there - Berlin! One of my German friends from South Africa (P.A.) had been a regular visitor to Berlin during our high school and university years, before relocating to the city in the mid-80's. In those days it made a lot of sense - getting out of South Africa after studying meant escaping two years military service with the South African Defence Force and moving to Berlin meant avoiding conscription into the German military as well. That is, in order to encourage young people to move to West Berlin, they were lured in with exemptions from national service and good study benefits. It was December 8, 1989 and P.A. was unfortunately not in town. But a mutual friend was - L.M. had left Africa at about the same time as Pierre and was an aspirant artist in Berlin. He offered me a place to stay and we spent a brilliant week together, partying, clubbing and taking in all the delights that this city in change had to offer! I don't remember too much, but have some photos that I am sharing for the first time, a quarter of a century later, to the day.
20831-06a-ew - the caption on the back of the photo reads:
"Graffiti on "The Wall". West Berlin, Germany. Monday, December 11, 1989." I didn't shoot too many photos on this day as I was nursing a major hangover in the morning and then in the afternoon was rushing around buying 33 RPM vinyl records and arranging my Mitfahrzentrale car share back to the West. Unfortunately I am not able to share the other photos from December 11 - some things deserve to stay forever locked away in the vault! ;-)