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Having a snack at the beach always attracts seagulls.
I took plenty of photos of them walking around the grass but thought I'd throw a crumb to get an action shot.
This car competed in three races at the Vintage Sports Car Club's Richard Seaman Memorial Trophies meeting at Oulton Park in August 1992. It's the 1934 MG K3 Magnette of Philip Walker. The original K type Magnette, the K1, had a 6-cylinder inline 1,087cc engine and was available as a 4-seat open tourer or a 4-door saloon. The K2 was an open 2-seater with a shorter chassis, and could have the same engine as the K1 or a larger 1,271cc version of that engine. The K3 was a racing variant using the shorter chassis and a supercharged 1,087cc engine. Only 33 of the K3 model were made, many of which have not survived, and a number of replicas have been made using the K1 or K3 cars. Philip Walker's car may be one of those, and the programme of this Oulton Park event shows it to have a 1,408cc supercharged engine.
• Competed in the Mille Miglia in 1951 and 1953.
• 23rd of 25 Touring Barchettas built.
• Very original and matching numbers throughout.
Offered at RM Sotheby's annual Amelia Island sale back in March, the right buyers weren't in the room and it failed to reach its $8,000,000 to $10,000,000 estimate.
Porsches competing in the 2017 Liqui Moly Bathurst 12 Hour endurance race for GT and touring car classes, GT3 and GT4 cars.
(1/4) #50B, Synep Racing - Josh Cranston, Adam Cranston, Aaron Steer & James Winslow - Porsche 991 GT3 Cup.
(2/4) #14B, IKAD Racing - Peter Major, Jordan Love & Nick McBride - Porsche 997 GT3 Cup, lead #4B, Grove Motorsport - Stephen Grove, Ben Barker & Alexandre Imperatori - Porsche 991 GT3 Cup.
(3/4) #21B, Steven Richards Motorsport - Dean Grant, Dylan O’Keeffe, Xavier West & David Wall - Porsche 991 GT3 Cup.
(4/4) #41C, Brookspeed Australia - Coleby Cowham, Lindsay Kearns & Ashley Jarvis - Porsche Cayman GT4 Clubsport.
Mount Panorama, Bathurst, New South Wales, Australia.
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The 15th running of the Bathurst 12 Hour constituted the opening round of the 2017 Intercontinental GT Challenge Series. For the first time, the winners of the race were awarded the Australian Tourist Trophy
every year around this time there is this race in which around 80 traditional sailing boats compete.The weather was rough, hard wind and rain
Can't compete with a queen... no prince for her, no castle and no fairytale... She's been left outside alone
Anastacia - Left outside alone
www.youtube.com/watch?v=HP9UVaPL5SE
All my life I've been waiting
For you to bring a fairytale my way
Been living in a fantasy without meaning
It's not okay, I don't feel safe
I don't feel safe...
Left broken empty in despair
Want to breathe, can't find air
Thought you were sent from up above
But you and me never had love
So much more I have to say
Help me find a way
And I wonder if you know
How it really feels
To be left outside alone
When it's cold out here
Well maybe you should know
Just how it feels
To be left outside alone
To be left outside alone...
I tell ya..
All my life I've been waiting
For you to bring a fairytale my way
Been living in a fantasy without meaning
It's not okay, I don't feel safe
I need to... pray
Why do you play me like a game?
Always someone else to blame
Careless, helpless little man
Someday you might understand
There's not much more to say
But I hope you find a way
...
Viveca Rose Ellington is my model competing in the BNTM competition. Last week Viveca ranked third to last for her Amazon photo challenge (link here:
www.flickr.com/photos/71036671@N05/8413188518/in/set-7215... ) so I hope her ratings go up this week!
This week's photo challenge was "Carnival", well I personally have never been to one of these celebrations, but they look like a lot of fun. I had fun creating different outfits,scenes, and poses for this shoot, it was difficult but I hope you all like the results!
Here are links to view the other carnival inspired outfits I made:
Outfit 1: www.flickr.com/photos/71036671@N05/8443561102/in/set-7215...
Outfit 2: www.flickr.com/photos/71036671@N05/8442471521/in/set-7215...
Outfit 3: www.flickr.com/photos/71036671@N05/8442476341/in/set-7215...
Outfit 4: www.flickr.com/photos/71036671@N05/8443570176/in/set-7215...
This car competed in the 1950s Sports Car Race at the Coys International Historic Festival meeting at Silverstone in July 2000. It's the 1956 HWM Jaguar of Stephen Curtis and is powered by a 6-cylinder inline 3,781cc Jaguar D-Type engine. Originally bought from HWM in 1956 by Phil Scragg who, as a Hillclimb specialist, preferred his cars to have cycle wing mudguards for use on the narrow British hills. He had many class victories in SPC 982 and won the sportscar Hillclimb championship with it in 1959.
In the mid to late 1980s Leyland introduced a mid engine chassis, with support from its Danish associate company DAB. This was to compete with Volvo's Citybus chassis which was launched in 1982.
Thirty-two Lions were built for UK operators, with the Scottish Bus Group taking most (nineteen) and the balance (thirteen) going to Nottingham City Transport. The latter operator gained a further five Lions in 1989. These had been ordered by SBG, and they arrived in Nottingham after use by Chester City Transport.
The six Lion LDTL11/1R / Alexander CH49/37F built for Kelvin in 1987, were not delivered to that operator. Financial difficulties at Kelvin meant all six buses where stored at Alexander’s Coachworks in Falkirk for many months. The batch eventually went to Clydeside, although one was used by Leyland which demonstrated it to other operators.
The following notes (up to the mid 1990s only) give some more information about the "Kelvin" vehicles.
D851 RDS, built as Kelvin 2851 (chassis number 8600462, body number RH47 2586/1). Not used, delivered to Clydeside 160, E160 YGB (then temporarily Western 960), reregistered VLT 166 (12/92), then E889 CDS (5/94). Became Chester 16, then Nottingham as 399 (8/98).
D852 RDS, built as Kelvin 2852 (chassis number 8600463, body number RH47 2586/2). Not used, delivered to Clydeside 165, D865 RDS (then temporarily Western 965), and also used as a Leyland Demonstrator. Reregistered 705 DYE (12/92?), then D160 UGA before withdrawal and disposal to Cottrell, Mitcheldean (7/94).
D853 RDS, built as Kelvin 2853 (chassis number 8600464, body number RH47 2586/3). Not used, delivered to Clydeside 161, E161 YGB, (then temporarily Western 961), reregistered FSU 661 (12/92), then E925 CDS (6/94). Became Chester 17, then Nottingham 397 (8/98).
D854 RDS built as Kelvin 2854 (chassis number 8600465, body number RH47 2586/4). Not used, delivered to Clydeside 162, E162 YGB (then temporarily Western 962), reregistered 32 CLT (12/92), then E941 CDS (6/94). Became Chester 18, then Nottingham as 396 (8/98).
D855 RDS, built as Kelvin 2855 (chassis number 8600466, body number RH47 2586/5). Not used, delivered to Clydeside 163, E163 YGB (then temporarily Western 963), reregistered WLT 364 (12/92), then E938 CDS (6/94). Became Chester 19, then Nottingham as 398 (8/98).
D856 RDS built as Kelvin 2856 (chassis number 8600467, body number RH47 2586/6). Not used, delivered to Clydeside 164, E164 YGB (then temporarily Western 964), reregistered VLT 204 (12/92), then E935 CDS (6/94). Became Chester 20, then Nottingham as 395 (8/98).
ss6910 6911 D85x RDS batch 19870911 axx cpy
My entry for Swebrick's competion Scary Castles and fortresses. Thanks to de Gothia and Derfel Cadarn for inspiration.
All over the capital, the Arirang adverts (« Grand mass gymnastic and artistic performance », « Welcome to Pyongyang » and so on) warn the profane…Between August and October, takes place one of the biggest and most impressive performances in the world. The tone is set : even the Beijing Olympics ceremony can’t compete with the mass games organized by the Democratic People's Republic of Korea (DPRK). The show is held several times a week and welcomes tourists from all over the World, including the US, in one of the most isolated and despised country on earth. The well-called « mass games » are designed to emphasize group dynamics rather than individual performances as the supreme emblem of communism. Prepared by hundred of thousands performers all along the year, after their classes for the youngest of them, they are entirely dedicated to the NK’s leader Kim Jong Il and his deceased father Kim Il Sung, considered as the « Eternal president » and « sun of the 21st century »…
In the surroundings of Pyongyang's May Day giant Stadium, two girls are running to perform for the Arirang show. They are already dressed in their gymnastic outfits, as well as some 100,000 others who participate to the performance. They all come to honour their self-proclaimed « dear leader » Kim Jong Il, after a very hard and gruelling training, since their earliest age. Yet, it has been many years that Kim Jong Il has not shown up, formally for business reasons. But officials now admit the western medias’ assertions of illness. Anyways, Kim Jong Il or not, the mass games are held every year in Pyongyang, as a means for the regime to show to the entire world the country’s strength and good shape. To reach this sole purpose, not less than 100,000 people are involved in a choreographed show of simultaneous dancing and gymnastics. Many symbols are displayed by thousands of trained athlets, whether they are adults or even children. Hand over their heart, the young pupils sing in chorus "We are the happiest children in the world", one of the famous propaganda songs in North Korea. Many dancers make movements either with ribbons or colourful flowers named « kimjonglias » after the leader Kim Jong Il. All along the show, a live band plays a ceremonious music.
On the background, some 20,000 young koreans sit on the terraces, facing the spectators. They flip coloured cards at a high speed to form a fresco of animated and detailed images, changing from one to another. Each time they turn the page to create a new giant picture, they cry out. It creates a awe-inspiring atmosphere, as the shout is mixed with the noise of thousands of pages turned at the same moment. The figures are stunning : to compose these images, 2000 children are needed to make only one soldier, 20,000 for a north korean flag. Hiding a much more grim reality, the panels represent Pyongyang enlightened by night, wheat fields ready for harvest, scientists at work, atoms as symbols of the nuclear bomb and others for the reunification of two Koreas. One of the North Korea’s myths (history according to them) is recounted by the means of a huge image made by thousands of children. It represents the two pistols reportedly used by Kim Il Sung, when he founded the Anti-Japanese People’s Guerrilla Army in 1932. When the pistols appear, the audience applauses loudly. Among them, many soldiers attend the show as the ultimate award after years of good and faithful service.The thousands and thousands of boys and girls involved create a giant mass movement in the stadium which leaves the public stunned. These talented performers are used to that kind of performance: in North Korea they have to dance, sing, jump and spin around as many times as there are celebrations, always in praise of their leaders. There are mainly two sorts of shows. The first one is the classical artistic show, named "Arirang" after the famous korean folk song (whose story sometimes changes, but most often recounts the legend of a disappointed woman who hopes that her lover will return to her –metaphor of the break-up with South Korea). The second one is a more political show, which was untitled in 2008 "Prosper our country" and intended to show the country’s greatest achievements and its struggle against the foreign oppressors.
The show continues in the same way for one hour. Thereafter, the thousands of people present vanish in the dark and silent streets of Pyongyang, which contrast with the flood of lights and music in the stadium. Within the space of a few hours, it gives us a a strange feeling, between the real and unreal, of another universe both terrifying and fantastic.
Dans toute la ville, les publicités d’Arirang (« Grande représentation gymnastique et artistique de masse », « Bienvenue à Pyongyang » etc.) mettent le profane en garde …Entre août et octobre, a lieu l’une des plus grandes et impressionnantes représentations au monde. Le ton est donné : pas même la cérémonie des Jeux de Pékin ne peut rivaliser avec les mass games organisés par la République Démocratique Populaire de Corée (RDPC). Le spectacle se tient plusieurs fois par semaine et accueille des touristes du monde entier, y compris des Etats-Unis, dans l’un des pays les plus isolés et méprisés sur terre. Les biens nommés mass games (« mouvements de masse») sont conçus pour mettre en avant les dynamiques de groupe plutôt que les performances individuelles comme emblème suprême du communisme. Préparés par des centaines de milliers d’artistes tout au long de l’année, après les cours pour les plus jeunes d’entre eux, les jeux sont entièrement dédiés au leader de la Corée du Nord, Kim Jong Il, et feu son père Kim Il Sung, considéré comme l’ « Eternel président » et « soleil du 21ème siècle »…
Aux environs du Stade géant May Day de Pyongyang, deux filles courent pour participer au spectacle de Arirang. Elles sont déjà en costume de gymnastique, tout comme quelque 100 000 autres qui participent à la représentation. Tous viennent pour honorer leur autoproclamé « cher leader » Kim Jong Il, après un très difficile et éprouvant entraînement, depuis leur plus jeune âge. Pourtant, cela fait plusieurs années que Kim Jong Il ne s’est pas montré, formellement pour des raisons professionnelles. Mais des officiels admettent les assertions des médias occidentaux sur sa maladie. Quoi qu’il en soit, Kim Jong Il ou pas, les jeux de masse ont lieu chaque année à Pyongyang, comme moyen pour le régime de montrer au monde entier la puissance et bonne santé du pays. Pour atteindre ce seul but, pas moins de 100 000 personnes sont engagées dans une chorégraphie de danses et gymnastiques synchronisées. De nombreux symboles sont affichés par des milliers d’athlètes entraînés, qu’il s’agisse d’adultes ou même d’enfants. Main sur le cœur, les jeunes élèves chantent en chœur « Nous sommes les enfants les plus heureux du monde », l’une des chansons de propagande les plus connues en Corée du Nord. De nombreux danseurs font des mouvements avec des rubans ou avec des fleurs colorées appelées « kimjonglias », du nom du leader Kim Jong Il. Tout le long du spectacle, un orchestre joue une musique solennelle.
À l’arrière-plan, quelque 20 000 jeunes coréens sont assis sur les gradins, faisant face aux spectateurs. Ils retournent des cartes colorées à une grande vitesse pour former une fresque d’images animées et détaillées, changeant de l’une à l’autre. Chaque fois qu’ils tournent la page pour créer une nouvelle illustration, ils crient. Cela crée une atmosphère impressionnante, le cri étant mêlé avec le bruit de milliers de pages tournées au même moment. Les chiffres sont stupéfiants : pour composer ces images, 2000 enfants sont nécessaires pour faire un seul soldat, 20 000 pour un drapeau de la Corée du Nord. Cachant une réalité bien plus dure, les panneaux représentent Pyongyang éclairée la nuit, des champs de blé prêt à être récolté, des scientifiques au travail, des atomes comme symboles de la bombe nucléaire et d’autres pour la réunification des deux Corées. L’un des mythes de Corée du Nord (ou histoire selon eux) est relaté au moyen d’une image gigantesque faite par des milliers d’enfants. Elle représente les deux pistolets que Kim Il Sung aurait utilisés quand il a fondé l’armée de guérilla populaire anti-japonaise en 1932. Lorsque les deux pistolets apparaissent, le public applaudit bruyamment. Parmi eux, de nombreux soldats assistent au spectacle comme récompense ultime après des années de bons et loyaux services. Les milliers et milliers de garçons et de filles participant créent un mouvement de masse géant dans le stade, qui laisse le public ébahi. Ces artistes talentueux sont coutumiers de ce type de représentation : en Corée du Nord ils doivent danser, chanter, sauter et virevolter autant de fois qu’il y a de célébrations, toujours à la gloire de leurs chefs. Il existe principalement deux sortes de spectacles. Le premier est le spectacle classique artistique, appelé « Arirang » d’après la célèbre chanson folklorique coréenne (dont l’histoire quelques fois change, mais qui raconte le plus souvent la légende d’une femme déçue qui espère que son amant lui reviendra –métaphore de la séparation avec la Corée du Sud). Le second est un spectacle plus politique, qui était intitulé en 2008 « Que prospère notre pays » et qui tentait de montrer les plus grandes réalisations du pays et sa lutte contre les oppresseurs étrangers.
Le spectacle continue de cette façon pendant une heure. Ensuite, les milliers de personnes présentes disparaissent dans les rues sombres et silencieuses de Pyongyang, ce qui contraste avec le déluge de lumières et de musique dans le stade. En l’espace de quelques heures, cela nous donne un étrange sentiment, entre le réel et l’irréel, d’un autre univers à la fois terrifiant et fantastique.
© Eric Lafforgue
14 Aug 2008, BEIJING, China --- epa01445090 Zoltan Fodor of Hungary (bottom) competes with Ma Sanyi of China (top) during the Men's Greco-Roman 84kg wrestling match at the China Agricultural University Gymnasium for the Beijing 2008 Olympic Games, in Beijing, China, 14 August 2008. Fodor won the match. EPA/RUNGROJ YONGRIT --- Image by © RUNGROJ YONGRIT/epa/Corbis
Cowboy competing in the professional bull-riding event during the 67th Annual Homestead Championship Rodeo held January 22, 23, and 24, 2016 at the Doc DeMilly Arena, Harris Field, Homestead, South Florida, USA.
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Mario Houben | Photography - The Website
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All my uploaded images are significantly reduced from the original high-res file, and adjusted for web display.
© Mario Houben. All Rights Reserved.
Unauthorized use or reproduction for any reason is strictly prohibited.
All my shown images are of my exclusive property, and are protected under International Copyright laws. Those images may not be reproduced, copied, transmitted or, in any way manipulated, without my written permission and use license.
If you wish to use or acquire any of my images, please contact me via e-mail or using flickr mail.
File: AR4Y9881
- www.kevin-palmer.com - I hiked up into this valley across from Antelope Butte to shoot the colorful aspen trees with fresh snow.
This car competed in the Bill Phillips Race for Standard & Modified Pre-war Sports Cars at the Vintage Sports Car Club's meeting at Oulton Park in May 2019. It's Mark Butterworth's 1938 Lagonda V12 Le Mans, two of which were built for the 1939 Le Mans 24 Hour race, and afterwards several of the short chassis Lagonda Rapide models were converted to Le Mans Replicas. The cars that competed at Le Mans in 1939 had a 4,479cc V12 engine with 4 SU carburettors and finished in third and fourth places driven by Arthur Dobson/ Charles Brackenbury and Lord Selsdon/ Lord William Walleran respectively.
The Boeing B-17 Flying Fortress is a four-engined heavy bomber developed in the 1930s for the United States Army Air Corps. Competing against Douglas and Martin for a contract to build 200 bombers, the Boeing entry outperformed both competitors and exceeded the air corps' performance specifications.
Sally B / Memphis Belle. B17 bomber - Duxford, ENGLAND 2018
(Wikipedia)
Sally B is the name of an airworthy 1945-built Boeing B-17G Flying Fortress, it is the only airworthy B-17 left in Europe, as well as one of three B-17s in the United Kingdom. The aircraft is based at the Imperial War Museum Duxford, England, Sally B flies at airshows in the UK and across Europe as well as serving as an airborne memorial to the United States Army Air Forces airmen who lost their lives in the European theatre during World War II.
The aircraft was delivered to the United States Army Air Forces (USAAF) on 19 June 1945 as 44-85784, too late to see active service in the war. After being converted to both a TB-17G training variant and then an EB-17G it was struck off charge in 1954. In 1954 the Institut Géographique National in France bought the plane for use as a survey aircraft. In 1975 it moved to England and was registered with the CAA as G-BEDF to be restored to wartime condition.
The Sally B was first fitted with accurate gun turrets and other much needed additions for her role as Ginger Rogers, a B-17 bomber of the fictitious bomber unit featured in the 1981 LWT series We'll Meet Again.
During the winter of 1983–84, Sally B was painted in an olive drab and neutral grey colour scheme, in place of the bare metal scheme she had worn since construction, in order to protect the airframe from the damp UK weather. At the same time, she received the markings of the 447th Bomb Group.
The Sally B was used in the 1990 film Memphis Belle as one of five flying B-17s needed for various film scenes, and it was used to replicate the real Memphis Belle in one scene. Half of the aircraft is still in the Memphis Belle livery, following restoration of the Sally B nose art and the black and yellow checkerboard pattern on the cowling of the starboard inner (no 3) engine, carried as a tribute to Elly Sallingboe's companion Ted White, whose Harvard aircraft had the same pattern on its cowling. Sally B was reworked to B-17F configuration for filming.
Since 1985, Sally B has been operated by Elly Sallingboe's 'B-17 Preservation Ltd and maintained by Chief Engineer Peter Brown and a team of volunteers. The aircraft is flown by volunteer experienced professional pilots. The B17 Charitable Trust exists to raise funds to keep the plane flying. In 2008, Elly Sallingboe was awarded the Transport Trust 'Lifetime Achievement Award' in recognition of over thirty years of dedication to the preservation and operation of Britain's only airworthy Boeing B-17 Flying Fortress as a flying memorial to the tens of thousands of American aircrew who lost their lives in her sister aircraft during the Second World War.
One of the key events in the flying calendar for Sally B is an annual tribute flypast following the Memorial Day service at the American Military Cemetery at Madingley, Cambridge. This takes place over the May Bank Holiday weekend. Flypasts over former Eighth Air Force bases are also carried out whenever possible during the summer months.
Bus Éireann (Cavan) SC29
Expressway service 32 runs mostly 2 hourly throughout the day, with a number of departures operating a relief bus to Monaghan allowing the main Letterkenny bus to operate pick-up only for that portion of the overall 4 hour long journey.
The reliefs were often operated by VG type Sunsundegui Sidereals or occasionally SC type Irizar Centurys. Then new Sunsundegui SC7s arrived in 2016 to replace the VGs, and the 32 reliefs got an upgrade. The SC7s went on the 100X, cascading older SP type Irizar PBs to operate the 32 reliefs - well needed as the journey to Monaghan takes 2 hours.
However, sometimes things still slip through the net - as is notable here by SC29 operating the 1300 32 relief to Monaghan, with SE28 operating the full service to Letterkeny noted just behind. Their first stop will be Dublin Airport where they will fill up before they head for Monaghan via Ardee and Carrickmacross and SE28 then continues to Letterkenny via Aughnacloy, Omagh and Strabane.
Many SCs are now on schools - including SC1-27, along with 15 other newer examples, so SC29 may not have long left as a road passenger coach. SC29 was new to Limerick before later moving to Tralee, becoming a regular on the 13 and 14.
Vehicle Information:
Scania K114
Irizar Century
C53F
04-D-24976
Vehicle History:
New to Bus Éireann in 2004
Vehicle Location:
Beresford Place, Dublin City
Dublin City - 06.07.2016
Copyright © Mark Long 2016
Some finished artwork at Cosanti.
I first visited Cosanti in 1968. There was nothing around it in this part of Paradise Valley and it was still being built. Things sure have changed. Paolo Soleri would probably be appalled by what grew up around his vision that is the compete antithesis of his vision.
I live about 2 miles north of here, but I had never made time to photograph it. I made time.
www.arcosanti.org/cosanti-foundation/
Founded in 1965, The Cosanti Foundation is an Arizona-based 501(c)(3) nonprofit organization.
Our mission is to inspire a reimagined urbanism that builds resilient and equitable communities sustainably integrated with the natural world.
Our vision is a world of equitable communities which improve earth/life balance and do better with less.
We pursue this mission and vision at our two flagship locations, Cosanti (in Paradise Valley near Phoenix) and Arcosanti (near Mayer in central Arizona), as well as with projects, programs, and partnerships that hundreds of thousands of people have participated in over the last 57 years.
The word “cosanti” is a combination of the Italians words “cosa” (meaning “things”) and “anti” (meaning “against” or “before”). It signifies The Cosanti Foundation’s commitment to a way of living, working, and building that is oriented away from consumption and materialism, and is respectful of our planet’s natural rhythms and resources. Through ongoing experimentation with and application of the principles of arcology (a combination of the words architecture and ecology), we seek to demonstrate a kind of construction and community that offers an alternative to sprawl development and a solution to modern social and environmental crises.
The Cosanti Foundation also owns and operates the for-profit Cosanti Originals, where we make our world-famous bronze and ceramic windbells and other artisan items.
en.wikipedia.org/wiki/Paolo_Soleri
Paolo Soleri (21 June 1919 – 9 April 2013)[1] was an Italian-born American architect. He established the educational Cosanti Foundation and Arcosanti. Soleri was a lecturer in the College of Architecture at Arizona State University and a National Design Award recipient in 2006. He coined the concept of 'arcology' – a synthesis of architecture and ecology as the philosophy of democratic society.[2] He died at home of natural causes on 9 April 2013 at the age of 93.[3]
Soleri authored several books, including The Bridge Between Matter & Spirit is Matter Becoming Spirit and Arcology – City In the Image of Man.[4]
Soleri was born in Turin, Italy, Europe. He was awarded his "laurea" (master's degree) in architecture from the Politecnico di Torino in 1946. He visited the United States in December 1946 and spent a year and a half in fellowship with Frank Lloyd Wright at Taliesin West in Arizona, and at Taliesin in Spring Green, Wisconsin. During this time, he gained international recognition for a bridge design that was displayed at the Museum of Modern Art.[5]
Paolo and Colly Soleri made a lifelong commitment to research and experimentation in urban planning. They established the Cosanti Foundation, a not-for-profit 501(c)(3) educational non-profit foundation. Soleri's philosophy and works were strongly influenced by the Jesuit paleontologist and philosopher Pierre Teilhard de Chardin.[citation needed]
DSC04095-HDR acd
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The Lockheed XFV (sometimes erroneously referred to as the "Salmon", even though this was actually the name of one of its test pilots and not an official designation) was an American experimental tailsitter prototype aircraft built by Lockheed in the early 1950s to demonstrate the operation of a vertical takeoff and landing (VTOL) fighter for protecting convoys.
The Lockheed XFV originated as a result of a proposal issued by the U.S. Navy in 1948 for an aircraft capable of vertical takeoff and landing (VTOL) aboard platforms mounted on the afterdecks of conventional ships. Both Convair and Lockheed competed for the contract, but in 1950 the requirement was revised with a call for a research aircraft capable of eventually evolving into a VTOL ship-based convoy escort fighter. On 19 April 1951, two prototypes were ordered from Lockheed under the designation XFO-1 (company designation was Model 081-40-01). Soon after the contract was awarded, the project designation changed to XFV-1 when the Navy's code for Lockheed was changed from O to V.
The XFV was powered by a 5,332 hp (3,976 kW) Allison YT40-A-6 turboprop engine, composed of two Allison T38 power sections driving three-bladed contra-rotating propellers via a common gearbox. The aircraft had no landing gear, just small castoring wheels at the tips of the tail surfaces which were a reflected cruciform v-tail (forming an x) that extended above and below the fuselage. The wings were diamond-shaped and relatively thin, with straight and sharp leading edges – somewhat foretelling the design of Lockheed’s Mach-2-capable F-104 Starfighter.
To begin flight testing, a temporary non-retractable undercarriage with long braced V-legs was attached to the fuselage, and fixed tail wheels attached to the lower pair of fins. In this form, the aircraft was trucked to Edwards AFB in November 1953 for ground testing and taxiing trials. During one of these tests, at a time when the aft section of the large spinner had not yet been fitted, Lockheed chief test pilot Herman "Fish" Salmon managed to taxi the aircraft past the liftoff speed, and the aircraft made a brief hop on 22 December 1953. The official first flight took place on 16 June 1954.
Full VTOL testing at Edwards AFB was delayed pending the availability of the 7,100 shp Allison T54, which was earmarked to replace the T40 and power eventual serial production aircraft. But the T54 faced severe development delays, esp. its gearbox. Another problem that arose with the new engine was that the propeller blade tips would reach supersonic speed and therefore compressibility problems.
After the brief unintentional hop, the prototype aircraft made a total of 32 flights. The XFV-1 was able to make a few transitions in flight from the conventional to the vertical flight mode and back, and had briefly held in hover at altitude, but the T40 output was simply not enough to ensure proper and secure VTOL operations. Performance remained limited by the confines of the flight test regime. Another issue that arose through the advancements of jet engine designs was the realization that the XFV's top speed would be eclipsed by contemporary fighters. Additionally, the purely manual handling of the aircraft esp. during landing was very demanding - the XFV could only be controlled by highly experienced pilots.
Both Navy and the Marines Corps were still interested in the concept, though, so that, in early 1955, the decision was made to build a limited pre-production series of the aircraft, the FV-2, for operational field tests and evaluation. The FV-2 was the proposed production version (Model 181-43-02), primarily conceived and optimized as a night/all-weather interceptor for point defense, and officially baptized “Solstice”. The FV-2 was powered by the T54-A-16 turboprop, which had eventually overcome its teething troubles and offered a combined power output equivalent of 7,500 shp (5,600 kW) from the propellers and the twin-engines’ residual thrust. Outwardly the different engine was recognizable through two separate circular exhausts which were introduced instead of the XFV’s single shallow ventral opening. The gearbox had been beefed up, too, with additional oil coolers in small ventral fairings behind the contraprops and the propeller blades were aerodynamically improved to better cope with the higher power output and rotation speed. Additionally, an automatic pitch control system was introduced to alleviate the pilot from the delicate control burdens during hover and flight mode transition.
Compared with the XFV, the FV-2 incorporated 150 lb (68 kg) of cockpit armor, along with a 1.5 in (38 mm) bullet-proof windscreen. A Sperry Corporation AN/APS-19 type radar was added in the fixed forward part of the nose spinner under an opaque perspex radome. The AN/APS-19 was primarily a target detection radar with only a limited tracking capability, and it had been introduced with the McDonnell F2H-2N. The radar had a theoretical maximum detection range of 60 km, but in real life air targets could only be detected at much shorter distances. At long ranges the radar was mainly used for navigation and to detect land masses or large ships.
Like the older AN/APS-6, the AN/APS-19 operated in a "Spiral Scan" search pattern. In a spiral scan the radar dish spins rapidly, scanning the area in front of the aircraft following a spiral path. As a result, however targets were not updated on every pass as the radar was pointing at a different angle on each pass. This also made the radar prone to ground clutter effects, which created "pulses" on the radar display. The AN/APS-19 was able to lock onto and track targets within a narrow cone, out to a maximum range of about 1 mile (1.5 km), but to do so the radar had to cease scanning.
The FV-2’s standard armament consisted of four Mk. 11 20 mm cannon fitted in pairs in the two detachable wingtip pods, with 250 rounds each, which fired outside of the wide propeller disc. Alternatively, forty-eight 2¾ in (70 mm) folding-fin rockets could be fitted in similar pods, which could be fired in salvoes against both air and ground targets. Instead of offensive armament, 200 US gal. (165 imp. gal./750 l) auxiliary tanks for ferry flights could be mounted onto the wing tips.
Until June 1956 a total of eleven FV-2s were built and delivered. With US Navy Air Development Squadron 8 (also known as VX-8) at NAS Atlantic City, a dedicated evaluation and maintenance unit for the FV-2 and the operations of VTOL aircraft in general was formed. VX-2 operated closely with its sister unit VX-3 (located at the same base) and operated the FV-2s alongside contemporary types like the Grumman F9F-8 Cougar, which at that time went through carrier-qualification aboard the USS Midway. The Cougars were soon joined by the new, supersonic F-8U-1 Crusaders, which arrived in December 1956. The advent of this supersonic navy jet type rendered the FV-2’s archaic technology and its performance more and more questionable, even though the VTOL concept’s potential and the institutions’ interest in it kept the test unit alive.
The FV-2s were in the following years put through a series of thorough field tests and frequently deployed to land bases all across the USA and abroad. Additionally, operational tests were also conducted on board of various ship types, ranging from carriers with wide flight decks to modified merchant ships with improvised landing platforms. The FV-2s also took part in US Navy and USMC maneuvers, and when not deployed elsewhere the training with new pilots at NAS Atlantic City continued.
During these tests, the demanding handling characteristics of the tailsitter concept in general and the FV-2 in specific were frequently confirmed. Once in flight, however, the FV-2 handled well and was a serious and agile dogfighter – but jet aircraft could easily avoid and outrun it.
Other operational problems soon became apparent, too: while the idea of a VTOL aircraft that was independent from runways or flight bases was highly attractive, the FV-2’s tailsitter concept required a complex and bulky maintenance infrastructure, with many ladders, working platforms and cranes. On the ground, the FV-2 could not move on its own and had to be pushed or towed. However, due to the aircraft’s high center of gravity it had to be handled with great care – two FV-2s were seriously damaged after they toppled over, one at NAS Atlantic City on the ground (it could be repaired and brought back into service), the other aboard a ship at heavy sea, where the aircraft totally got out of control on deck and fell into the sea as a total loss.
To make matters even worse, fundamental operational tasks like refueling, re-arming the aircraft between sorties or even just boarding it were a complicated and slow task, so that the aircraft’s theoretical conceptual benefits were countered by its cumbersome handling.
FV-2 operations furthermore revealed, despite the considerably increased power output of the T54 twin engine that more than compensated for the aircraft’s raised weight, only a marginal improvement of the aircraft’s performance; the FV-2 had simply reached the limits of propeller-driven aircraft. Just the rate of climb was markedly improved, and the extra power made the FV-2’s handling safer than the XFV’s, even though this advancement was only relative because the aircraft’s hazardous handling during transition and landing as well as other conceptual problems prevailed and could not be overcome. The FV-2’s range was also very limited, esp. when it did not carry the fuel tanks on the wing tips, so that the aircraft’s potential service spectrum remained very limited.
Six of the eleven FV-2s that were produced were lost in various accidents within only three years, five pilots were killed. The T54 engine remained unreliable, and the propeller control system which used 25 vacuum tubes was far from reliable, too. Due to the many problems, the FV-2s were grounded in 1959, and when VX-8 was disestablished on 1 March 1960, the whole project was cancelled and all remaining aircraft except for one airframe were scrapped. As of today, Bu.No. 53-3537 resides disassembled in storage at the National Museum of the United States Navy in the former Breech Mechanism Shop of the old Naval Gun Factory on the grounds of the Washington Navy Yard in Washington, D.C., United States, where it waits for restoration and eventual public presentation.
As a historic side note, the FV-2’s detachable wing tip gun pods had a longer and more successful service life: they were the basis for the Mk.4 HIPEG (High Performance External Gun) gun pods. This weapon system’s main purpose became strafing ground targets, and it received a different attachment system for underwing hardpoints and a bigger ammunition supply (750 RPG instead of just 250 on the FV-2). Approximately 1.200 Mk. 4 twin gun pods were manufactured by Hughes Tool Company, later Hughes Helicopter, in Culver City, California. While the system was tested and certified for use on the A-4, the A-6, the A-7, the F-4, and the OV-10, it only saw extended use on the A-4, the F-4, and the OV-10, esp. in Vietnam where the Mk. 4 pod was used extensively for close air support missions.
General characteristics:
Crew: 1
Length/Height: 36 ft 10.25 in (11.23 m)
Wingspan: 30 ft 10.1 in (9.4 m)
Wing area: 246 sq ft (22.85 m²)
Empty weight: 12,388 lb (5,624 kg)
Gross weight: 17,533 lb (7,960 kg)
Max. takeoff weight: 18,159 lb (8,244 kg)
Powerplant:
1× Allison T54-A-16 turboprop with 7,500 shp (5,600 kW) output equivalent,
driving a 6 blade contra-rotating propeller
Performance:
Maximum speed: 585 mph (941 km/h, 509 kn
Cruise speed: 410 mph (660 km/h, 360 kn)
Range: 500 mi (800 km, 430 nmi) with internal fuel
800 mi (1,300 km, 700 nmi) with ferry wing tip tanks
Service ceiling: 46,800 ft (14,300 m)
Rate of climb: 12,750 ft/min (75.0 m/s)
Wing loading: 73.7 lb/sq ft (360 kg/m²)
Armament:
4× 20 mm (.79 in) Mk. 11 machine cannon with a total of 1.000 rounds, or
48× 2.75 in (70 mm) rockets in wingtip pods, or
a pair of 200 US gal. (165 imp. gal./750 l) auxiliary tanks on the wing tips
The kit and its assembly:
Another submission to the “Fifties” group build at whatifmodellers-com, and a really nice what-if aircraft that perfectly fits into the time frame. I had this Pegasus kit in The Stash™ for quite a while and the plan to build an operational USN or USMC aircraft from it in the typical all-dark-blue livery from the early Fifties, and the group build was a good occasion to realize it.
The Pegasus kit was released in 1992, the only other option to build the XFV in 1:72 is a Valom kit which, as a bonus, features the aircraft’s fixed landing gear that was used during flight trials. The Pegasus offering is technically simple and robust, but it is nothing for those who are faint at heart. The warning that the kit requires an experienced builder is not to be underestimated, because the IP kit from the UK comes with white metal parts and no visual instructions, just a verbal description of the building steps. The IP parts (including the canopy, which is one piece, quite thick but also clear) and the decals look good, though.
The IP parts feature flash and uneven seam lines, sprue attachment points are quite thick. The grey IP material had on my specimen different grades of hard-/brittleness, the white metal parts (some of the propeller blades) were bent and had to be re-aligned. No IP parts would fit well (there are no locator pins or other physical aids), the cockpit tub was a mess to assemble and fit into the fuselage. PSR on any seam all around the hull. But even though this sound horrible, the kit goes together relatively easy – thanks to its simplicity.
I made some mods and upgrades, though. One of them was an internal axis construction made from styrene tubes that allow the two propeller discs to move separately (OOB, you just stack and glue the discs onto each other into a rigid nose cone), while the propeller tip with its radome remained fixed – just as in real life. However, due to the parts’ size and resistance against each other, the props could not move as freely as originally intended.
Separate parts for the air intakes as well as the wings and tail surfaces could be mounted with less problems than expected, even though - again – PSR was necessary to hide the seams.
Painting and markings:
As already mentioned, the livery would be rather conservative, because I wanted the aircraft to carry the uniform USN scheme in all-over FS 35042 with white markings, which was dropped in 1955, though. The XFV or a potential serial production derivative would just fit into this time frame, and might have carried the classic all-blue livery for a couple of years more, especially when operated by an evaluation unit. Its unit, VX-8, is totally fictional, though.
The cockpit interior was painted in Humbrol 80 (simulating bright zinc chromate primer), and to have some contrasts I added small red highlights on the fin pod tips and the gun pods' anti-flutter winglets. For some more variety the radome became earth brown with some good weathering, simulating an opaque perspex hood, and I added white (actually a very light gray) checkerboard markings on the "propeller rings", a bit inspired by the spinner markings on German WWII fighters. Subtle, but it looks good and breaks the otherwise very simple livery.
Some post-panel-shading with a lighter blue was done all over the hull, the exhaust area and the gun ports were painted with iron (Revell 91) and treated with graphite for a more metallic shine.
Silver decal stripe material was used to create the CoroGuard leading edges and the fine lines at the flaps on wings and fins - much easier than trying to solve this with paint and brush...
The decals were puzzled together from various dark blue USN aircraft, including a F8F, F9F and F4U sheet. The "XH" code was created with single 1cm hwite letters, the different font is not obvious, thanks to the letter combination.
Finally, the model was sealed with semi-gloss acrylic varnish (still shiny, but not too bright), the radome and the exhaust area were painted with matt varnsh, though.
A cool result, despite the rather dubious kit base. The Pegasus kit is seriously something for experienced builders, but the result looks convincing. The blue USN livery suits the XFV/FV-2 very well, it looks much more elegant than in the original NMF - even though it would, in real life, probably have received the new Gull Gray/White scheme (introduced in late 1955, IIRC, my FV-2 might have been one of the last aircraft to be painted blue). However, the blue scheme IMHO points out the aircraft's highly aerodynamic teardrop shape, esp. the flight pics make the aircraft almost look elegant!
In 1975, Northern Counties Motor and Engineering Co (Wigan) collaborated with Foden Ltd (Sandbach), the well-known truck manufacturer, to produce a semi-integral double-deck bus intended to compete with commercial chassis manufacturer Leyland. Leyland had merged with traditional bus making rival Daimler, however, at the time, Leyland were experiencing production and quality problems. It therefore seemed an oppotune moment for Foden to break back into the PSV market with the Foden-NC bus. In the event, only seven Foden-NC's were sold, going to Greater Manchester PTE (x 2), West Midlands PTE, West Yorkshire PTE, Derby City Transport, and Potteries Motor Traction. Although one of these (for South Yorkshire PTE) had an East Lancs body, which strictly speaking made it a Foden-EL! An eigth chassis was also produced, but was only ever used as a test bed, receiving just the lower saloon of its NC double deck body. The test-bed chassis later being sold to R Bullucks of Cheadle, who broke it up. The model never went into series-production, although Derby's 101 was the last built and would have been the nearest to a production type of any of the prototypes. Sadly. the Foden-NCs Achilles’ heel was its unreliable Foden built Step-Down transfer box in the transmission line. However, the thirsty fuel drag of the Allison gearbox didn’t help either. Derby did eventually converted their Foden-NC over to a Voith D851 transmission line, but it didn’t prevent it from being prematurely scrapped in the 1980’s
WVT 900S (pictured), was Potteries Motor Traction’s example (No900), which was purchased in 1978. After its withdrawal in the 1980’s, it was put to one side pending a decision on its future. Enquiries were made by interested parties to acquire the bus for preservation, but PMT’s insistence on a high asking price ruled out any possibility of that happening. Ironically, on the takeover of the Company by First Bus Plc, the Foden-NC was quickly disposed of to a Barnsley scrap dealer and broken up, without prior warning.
The picture shows 900 parked up behind Hanley Garage in its withdrawn condition on a wet and dismal 16th March 1991.
Here's the WMPTE example: www.flickr.com/photos/8050359@N07/2126531859/
And the WYPTE example: www.flickr.com/photos/8050359@N07/1259934449/in/set-72157...
September 2011.
All over the capital, the Arirang adverts (« Grand mass gymnastic and artistic performance », « Welcome to Pyongyang » and so on) warn the profane…Between August and October, takes place one of the biggest and most impressive performances in the world. The tone is set : even the Beijing Olympics ceremony can’t compete with the mass games organized by the Democratic People's Republic of Korea (DPRK). The show is held several times a week and welcomes tourists from all over the World, including the US, in one of the most isolated and despised country on earth. The well-called « mass games » are designed to emphasize group dynamics rather than individual performances as the supreme emblem of communism. Prepared by hundred of thousands performers all along the year, after their classes for the youngest of them, they are entirely dedicated to the NK’s leader Kim Jong Il and his deceased father Kim Il Sung, considered as the « Eternal president » and « sun of the 21st century »…
In the surroundings of Pyongyang's May Day giant Stadium, two girls are running to perform for the Arirang show. They are already dressed in their gymnastic outfits, as well as some 100,000 others who participate to the performance. They all come to honour their self-proclaimed « dear leader » Kim Jong Il, after a very hard and gruelling training, since their earliest age. Yet, it has been many years that Kim Jong Il has not shown up, formally for business reasons. But officials now admit the western medias’ assertions of illness. Anyways, Kim Jong Il or not, the mass games are held every year in Pyongyang, as a means for the regime to show to the entire world the country’s strength and good shape. To reach this sole purpose, not less than 100,000 people are involved in a choreographed show of simultaneous dancing and gymnastics. Many symbols are displayed by thousands of trained athlets, whether they are adults or even children. Hand over their heart, the young pupils sing in chorus "We are the happiest children in the world", one of the famous propaganda songs in North Korea. Many dancers make movements either with ribbons or colourful flowers named « kimjonglias » after the leader Kim Jong Il. All along the show, a live band plays a ceremonious music.
On the background, some 20,000 young koreans sit on the terraces, facing the spectators. They flip coloured cards at a high speed to form a fresco of animated and detailed images, changing from one to another. Each time they turn the page to create a new giant picture, they cry out. It creates a awe-inspiring atmosphere, as the shout is mixed with the noise of thousands of pages turned at the same moment. The figures are stunning : to compose these images, 2000 children are needed to make only one soldier, 20,000 for a north korean flag. Hiding a much more grim reality, the panels represent Pyongyang enlightened by night, wheat fields ready for harvest, scientists at work, atoms as symbols of the nuclear bomb and others for the reunification of two Koreas. One of the North Korea’s myths (history according to them) is recounted by the means of a huge image made by thousands of children. It represents the two pistols reportedly used by Kim Il Sung, when he founded the Anti-Japanese People’s Guerrilla Army in 1932. When the pistols appear, the audience applauses loudly. Among them, many soldiers attend the show as the ultimate award after years of good and faithful service.The thousands and thousands of boys and girls involved create a giant mass movement in the stadium which leaves the public stunned. These talented performers are used to that kind of performance: in North Korea they have to dance, sing, jump and spin around as many times as there are celebrations, always in praise of their leaders.
The show continues in the same way for one hour. Thereafter, the thousands of people present vanish in the dark and silent streets of Pyongyang, which contrast with the flood of lights and music in the stadium. Within the space of a few hours, it gives us a a strange feeling, between the real and unreal, of another universe both terrifying and fantastic.
Dans toute la ville, les publicités d’Arirang (« Grande représentation gymnastique et artistique de masse », « Bienvenue à Pyongyang » etc.) mettent le profane en garde …Entre août et octobre, a lieu l’une des plus grandes et impressionnantes représentations au monde. Le ton est donné : pas même la cérémonie des Jeux de Pékin ne peut rivaliser avec les mass games organisés par la République Démocratique Populaire de Corée (RDPC). Le spectacle se tient plusieurs fois par semaine et accueille des touristes du monde entier, y compris des Etats-Unis, dans l’un des pays les plus isolés et méprisés sur terre. Les biens nommés mass games (« mouvements de masse») sont conçus pour mettre en avant les dynamiques de groupe plutôt que les performances individuelles comme emblème suprême du communisme. Préparés par des centaines de milliers d’artistes tout au long de l’année, après les cours pour les plus jeunes d’entre eux, les jeux sont entièrement dédiés au leader de la Corée du Nord, Kim Jong Il, et feu son père Kim Il Sung, considéré comme l’ « Eternel président » et « soleil du 21ème siècle »…
Aux environs du Stade géant May Day de Pyongyang, deux filles courent pour participer au spectacle de Arirang. Elles sont déjà en costume de gymnastique, tout comme quelque 100 000 autres qui participent à la représentation. Tous viennent pour honorer leur autoproclamé « cher leader » Kim Jong Il, après un très difficile et éprouvant entraînement, depuis leur plus jeune âge. Pourtant, cela fait plusieurs années que Kim Jong Il ne s’est pas montré, formellement pour des raisons professionnelles. Mais des officiels admettent les assertions des médias occidentaux sur sa maladie. Quoi qu’il en soit, Kim Jong Il ou pas, les jeux de masse ont lieu chaque année à Pyongyang, comme moyen pour le régime de montrer au monde entier la puissance et bonne santé du pays. Pour atteindre ce seul but, pas moins de 100 000 personnes sont engagées dans une chorégraphie de danses et gymnastiques synchronisées. De nombreux symboles sont affichés par des milliers d’athlètes entraînés, qu’il s’agisse d’adultes ou même d’enfants. Main sur le cœur, les jeunes élèves chantent en chœur « Nous sommes les enfants les plus heureux du monde », l’une des chansons de propagande les plus connues en Corée du Nord. De nombreux danseurs font des mouvements avec des rubans ou avec des fleurs colorées appelées « kimjonglias », du nom du leader Kim Jong Il. Tout le long du spectacle, un orchestre joue une musique solennelle.
À l’arrière-plan, quelque 20 000 jeunes coréens sont assis sur les gradins, faisant face aux spectateurs. Ils retournent des cartes colorées à une grande vitesse pour former une fresque d’images animées et détaillées, changeant de l’une à l’autre. Chaque fois qu’ils tournent la page pour créer une nouvelle illustration, ils crient. Cela crée une atmosphère impressionnante, le cri étant mêlé avec le bruit de milliers de pages tournées au même moment. Les chiffres sont stupéfiants : pour composer ces images, 2000 enfants sont nécessaires pour faire un seul soldat, 20 000 pour un drapeau de la Corée du Nord. Cachant une réalité bien plus dure, les panneaux représentent Pyongyang éclairée la nuit, des champs de blé prêt à être récolté, des scientifiques au travail, des atomes comme symboles de la bombe nucléaire et d’autres pour la réunification des deux Corées. L’un des mythes de Corée du Nord (ou histoire selon eux) est relaté au moyen d’une image gigantesque faite par des milliers d’enfants. Elle représente les deux pistolets que Kim Il Sung aurait utilisés quand il a fondé l’armée de guérilla populaire anti-japonaise en 1932. Lorsque les deux pistolets apparaissent, le public applaudit bruyamment. Parmi eux, de nombreux soldats assistent au spectacle comme récompense ultime après des années de bons et loyaux services. Les milliers et milliers de garçons et de filles participant créent un mouvement de masse géant dans le stade, qui laisse le public ébahi. Ces artistes talentueux sont coutumiers de ce type de représentation : en Corée du Nord ils doivent danser, chanter, sauter et virevolter autant de fois qu’il y a de célébrations, toujours à la gloire de leurs chefs.
Le spectacle continue de cette façon pendant une heure. Ensuite, les milliers de personnes présentes disparaissent dans les rues sombres et silencieuses de Pyongyang, ce qui contraste avec le déluge de lumières et de musique dans le stade. En l’espace de quelques heures, cela nous donne un étrange sentiment, entre le réel et l’irréel, d’un autre univers à la fois terrifiant et fantastique.
© Eric Lafforgue
still competing....
Bus No: 2907
Year released: 2003
Capacity: 54; 2x3 seating configuration
Route: Cubao/Aurora-San Carlos via Dau/SCTEX-Concepcion/Capas/Tarlac/Paniqui/Moncada/CarmenSto.Tomas/Alca la/Bautista/Bayambang/Malasiqui
Body: Santarosa Motorworks Inc.
Model: 2003 SR-EXFOH ORE FE Series
Chassis: Nissan Diesel SP215NSB
Engine: Nissan Diesel FE6C
Fare: Ordinary Fare
Transmission System: M/T
Plate No.: AVX-942 (Region I- Ilocos Region)
Taken on: September 11, 2013
Location: McArthur Highway, Brgy. San Nicolas, Tarlac City, Tarlac
Wigan Coachways Volvo B10M / Alexander PS N216TDU passes Pennington Park, Leigh whilst operating service 600 back to its home town. The 600 is operated by Stagecoach Wigan with this operator only having a couple of trips a day, no doubt to keep a driver busy in between schools. The bus was new to Stagecoach Midland Red.
what if stagecoach started a rival service in glasgow competing against first with a service from balloch/helensburgh to glasgow this enviro bodied man is operating the glasgow bound 204
This car competed in the HSCC Atlantic Computers 2 Litre GT Championship race at the Historic Sports Car Club's Spring Race meeting at Oulton Park in May 1986. Two brothers, Peter and Clive Radnall came up with the idea of putting a tuned Mini engine in the rear of a lightweight race car and the first of these vehicles was named the Landar R1. A series of cars followed culminating in the Landar R6 and the above car, driven by Alan Dignan at Oulton Park, is the last of ten such cars built by the brothers. According to a previous owner, Graham Nevill, it had a 1,275cc Mini engine with an Arden 8-port crossflow head. When the Radnall brothers ceased production of the cars the moulds were sold in the USA and it is thought that more of the cars were built there.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The Lockheed XFV (sometimes erroneously referred to as the "Salmon", even though this was actually the name of one of its test pilots and not an official designation) was an American experimental tailsitter prototype aircraft built by Lockheed in the early 1950s to demonstrate the operation of a vertical takeoff and landing (VTOL) fighter for protecting convoys.
The Lockheed XFV originated as a result of a proposal issued by the U.S. Navy in 1948 for an aircraft capable of vertical takeoff and landing (VTOL) aboard platforms mounted on the afterdecks of conventional ships. Both Convair and Lockheed competed for the contract, but in 1950 the requirement was revised with a call for a research aircraft capable of eventually evolving into a VTOL ship-based convoy escort fighter. On 19 April 1951, two prototypes were ordered from Lockheed under the designation XFO-1 (company designation was Model 081-40-01). Soon after the contract was awarded, the project designation changed to XFV-1 when the Navy's code for Lockheed was changed from O to V.
The XFV was powered by a 5,332 hp (3,976 kW) Allison YT40-A-6 turboprop engine, composed of two Allison T38 power sections driving three-bladed contra-rotating propellers via a common gearbox. The aircraft had no landing gear, just small castoring wheels at the tips of the tail surfaces which were a reflected cruciform v-tail (forming an x) that extended above and below the fuselage. The wings were diamond-shaped and relatively thin, with straight and sharp leading edges – somewhat foretelling the design of Lockheed’s Mach-2-capable F-104 Starfighter.
To begin flight testing, a temporary non-retractable undercarriage with long braced V-legs was attached to the fuselage, and fixed tail wheels attached to the lower pair of fins. In this form, the aircraft was trucked to Edwards AFB in November 1953 for ground testing and taxiing trials. During one of these tests, at a time when the aft section of the large spinner had not yet been fitted, Lockheed chief test pilot Herman "Fish" Salmon managed to taxi the aircraft past the liftoff speed, and the aircraft made a brief hop on 22 December 1953. The official first flight took place on 16 June 1954.
Full VTOL testing at Edwards AFB was delayed pending the availability of the 7,100 shp Allison T54, which was earmarked to replace the T40 and power eventual serial production aircraft. But the T54 faced severe development delays, esp. its gearbox. Another problem that arose with the new engine was that the propeller blade tips would reach supersonic speed and therefore compressibility problems.
After the brief unintentional hop, the prototype aircraft made a total of 32 flights. The XFV-1 was able to make a few transitions in flight from the conventional to the vertical flight mode and back, and had briefly held in hover at altitude, but the T40 output was simply not enough to ensure proper and secure VTOL operations. Performance remained limited by the confines of the flight test regime. Another issue that arose through the advancements of jet engine designs was the realization that the XFV's top speed would be eclipsed by contemporary fighters. Additionally, the purely manual handling of the aircraft esp. during landing was very demanding - the XFV could only be controlled by highly experienced pilots.
Both Navy and the Marines Corps were still interested in the concept, though, so that, in early 1955, the decision was made to build a limited pre-production series of the aircraft, the FV-2, for operational field tests and evaluation. The FV-2 was the proposed production version (Model 181-43-02), primarily conceived and optimized as a night/all-weather interceptor for point defense, and officially baptized “Solstice”. The FV-2 was powered by the T54-A-16 turboprop, which had eventually overcome its teething troubles and offered a combined power output equivalent of 7,500 shp (5,600 kW) from the propellers and the twin-engines’ residual thrust. Outwardly the different engine was recognizable through two separate circular exhausts which were introduced instead of the XFV’s single shallow ventral opening. The gearbox had been beefed up, too, with additional oil coolers in small ventral fairings behind the contraprops and the propeller blades were aerodynamically improved to better cope with the higher power output and rotation speed. Additionally, an automatic pitch control system was introduced to alleviate the pilot from the delicate control burdens during hover and flight mode transition.
Compared with the XFV, the FV-2 incorporated 150 lb (68 kg) of cockpit armor, along with a 1.5 in (38 mm) bullet-proof windscreen. A Sperry Corporation AN/APS-19 type radar was added in the fixed forward part of the nose spinner under an opaque perspex radome. The AN/APS-19 was primarily a target detection radar with only a limited tracking capability, and it had been introduced with the McDonnell F2H-2N. The radar had a theoretical maximum detection range of 60 km, but in real life air targets could only be detected at much shorter distances. At long ranges the radar was mainly used for navigation and to detect land masses or large ships.
Like the older AN/APS-6, the AN/APS-19 operated in a "Spiral Scan" search pattern. In a spiral scan the radar dish spins rapidly, scanning the area in front of the aircraft following a spiral path. As a result, however targets were not updated on every pass as the radar was pointing at a different angle on each pass. This also made the radar prone to ground clutter effects, which created "pulses" on the radar display. The AN/APS-19 was able to lock onto and track targets within a narrow cone, out to a maximum range of about 1 mile (1.5 km), but to do so the radar had to cease scanning.
The FV-2’s standard armament consisted of four Mk. 11 20 mm cannon fitted in pairs in the two detachable wingtip pods, with 250 rounds each, which fired outside of the wide propeller disc. Alternatively, forty-eight 2¾ in (70 mm) folding-fin rockets could be fitted in similar pods, which could be fired in salvoes against both air and ground targets. Instead of offensive armament, 200 US gal. (165 imp. gal./750 l) auxiliary tanks for ferry flights could be mounted onto the wing tips.
Until June 1956 a total of eleven FV-2s were built and delivered. With US Navy Air Development Squadron 8 (also known as VX-8) at NAS Atlantic City, a dedicated evaluation and maintenance unit for the FV-2 and the operations of VTOL aircraft in general was formed. VX-2 operated closely with its sister unit VX-3 (located at the same base) and operated the FV-2s alongside contemporary types like the Grumman F9F-8 Cougar, which at that time went through carrier-qualification aboard the USS Midway. The Cougars were soon joined by the new, supersonic F-8U-1 Crusaders, which arrived in December 1956. The advent of this supersonic navy jet type rendered the FV-2’s archaic technology and its performance more and more questionable, even though the VTOL concept’s potential and the institutions’ interest in it kept the test unit alive.
The FV-2s were in the following years put through a series of thorough field tests and frequently deployed to land bases all across the USA and abroad. Additionally, operational tests were also conducted on board of various ship types, ranging from carriers with wide flight decks to modified merchant ships with improvised landing platforms. The FV-2s also took part in US Navy and USMC maneuvers, and when not deployed elsewhere the training with new pilots at NAS Atlantic City continued.
During these tests, the demanding handling characteristics of the tailsitter concept in general and the FV-2 in specific were frequently confirmed. Once in flight, however, the FV-2 handled well and was a serious and agile dogfighter – but jet aircraft could easily avoid and outrun it.
Other operational problems soon became apparent, too: while the idea of a VTOL aircraft that was independent from runways or flight bases was highly attractive, the FV-2’s tailsitter concept required a complex and bulky maintenance infrastructure, with many ladders, working platforms and cranes. On the ground, the FV-2 could not move on its own and had to be pushed or towed. However, due to the aircraft’s high center of gravity it had to be handled with great care – two FV-2s were seriously damaged after they toppled over, one at NAS Atlantic City on the ground (it could be repaired and brought back into service), the other aboard a ship at heavy sea, where the aircraft totally got out of control on deck and fell into the sea as a total loss.
To make matters even worse, fundamental operational tasks like refueling, re-arming the aircraft between sorties or even just boarding it were a complicated and slow task, so that the aircraft’s theoretical conceptual benefits were countered by its cumbersome handling.
FV-2 operations furthermore revealed, despite the considerably increased power output of the T54 twin engine that more than compensated for the aircraft’s raised weight, only a marginal improvement of the aircraft’s performance; the FV-2 had simply reached the limits of propeller-driven aircraft. Just the rate of climb was markedly improved, and the extra power made the FV-2’s handling safer than the XFV’s, even though this advancement was only relative because the aircraft’s hazardous handling during transition and landing as well as other conceptual problems prevailed and could not be overcome. The FV-2’s range was also very limited, esp. when it did not carry the fuel tanks on the wing tips, so that the aircraft’s potential service spectrum remained very limited.
Six of the eleven FV-2s that were produced were lost in various accidents within only three years, five pilots were killed. The T54 engine remained unreliable, and the propeller control system which used 25 vacuum tubes was far from reliable, too. Due to the many problems, the FV-2s were grounded in 1959, and when VX-8 was disestablished on 1 March 1960, the whole project was cancelled and all remaining aircraft except for one airframe were scrapped. As of today, Bu.No. 53-3537 resides disassembled in storage at the National Museum of the United States Navy in the former Breech Mechanism Shop of the old Naval Gun Factory on the grounds of the Washington Navy Yard in Washington, D.C., United States, where it waits for restoration and eventual public presentation.
As a historic side note, the FV-2’s detachable wing tip gun pods had a longer and more successful service life: they were the basis for the Mk.4 HIPEG (High Performance External Gun) gun pods. This weapon system’s main purpose became strafing ground targets, and it received a different attachment system for underwing hardpoints and a bigger ammunition supply (750 RPG instead of just 250 on the FV-2). Approximately 1.200 Mk. 4 twin gun pods were manufactured by Hughes Tool Company, later Hughes Helicopter, in Culver City, California. While the system was tested and certified for use on the A-4, the A-6, the A-7, the F-4, and the OV-10, it only saw extended use on the A-4, the F-4, and the OV-10, esp. in Vietnam where the Mk. 4 pod was used extensively for close air support missions.
General characteristics:
Crew: 1
Length/Height: 36 ft 10.25 in (11.23 m)
Wingspan: 30 ft 10.1 in (9.4 m)
Wing area: 246 sq ft (22.85 m²)
Empty weight: 12,388 lb (5,624 kg)
Gross weight: 17,533 lb (7,960 kg)
Max. takeoff weight: 18,159 lb (8,244 kg)
Powerplant:
1× Allison T54-A-16 turboprop with 7,500 shp (5,600 kW) output equivalent,
driving a 6 blade contra-rotating propeller
Performance:
Maximum speed: 585 mph (941 km/h, 509 kn
Cruise speed: 410 mph (660 km/h, 360 kn)
Range: 500 mi (800 km, 430 nmi) with internal fuel
800 mi (1,300 km, 700 nmi) with ferry wing tip tanks
Service ceiling: 46,800 ft (14,300 m)
Rate of climb: 12,750 ft/min (75.0 m/s)
Wing loading: 73.7 lb/sq ft (360 kg/m²)
Armament:
4× 20 mm (.79 in) Mk. 11 machine cannon with a total of 1.000 rounds, or
48× 2.75 in (70 mm) rockets in wingtip pods, or
a pair of 200 US gal. (165 imp. gal./750 l) auxiliary tanks on the wing tips
The kit and its assembly:
Another submission to the “Fifties” group build at whatifmodellers-com, and a really nice what-if aircraft that perfectly fits into the time frame. I had this Pegasus kit in The Stash™ for quite a while and the plan to build an operational USN or USMC aircraft from it in the typical all-dark-blue livery from the early Fifties, and the group build was a good occasion to realize it.
The Pegasus kit was released in 1992, the only other option to build the XFV in 1:72 is a Valom kit which, as a bonus, features the aircraft’s fixed landing gear that was used during flight trials. The Pegasus offering is technically simple and robust, but it is nothing for those who are faint at heart. The warning that the kit requires an experienced builder is not to be underestimated, because the IP kit from the UK comes with white metal parts and no visual instructions, just a verbal description of the building steps. The IP parts (including the canopy, which is one piece, quite thick but also clear) and the decals look good, though.
The IP parts feature flash and uneven seam lines, sprue attachment points are quite thick. The grey IP material had on my specimen different grades of hard-/brittleness, the white metal parts (some of the propeller blades) were bent and had to be re-aligned. No IP parts would fit well (there are no locator pins or other physical aids), the cockpit tub was a mess to assemble and fit into the fuselage. PSR on any seam all around the hull. But even though this sound horrible, the kit goes together relatively easy – thanks to its simplicity.
I made some mods and upgrades, though. One of them was an internal axis construction made from styrene tubes that allow the two propeller discs to move separately (OOB, you just stack and glue the discs onto each other into a rigid nose cone), while the propeller tip with its radome remained fixed – just as in real life. However, due to the parts’ size and resistance against each other, the props could not move as freely as originally intended.
Separate parts for the air intakes as well as the wings and tail surfaces could be mounted with less problems than expected, even though - again – PSR was necessary to hide the seams.
Painting and markings:
As already mentioned, the livery would be rather conservative, because I wanted the aircraft to carry the uniform USN scheme in all-over FS 35042 with white markings, which was dropped in 1955, though. The XFV or a potential serial production derivative would just fit into this time frame, and might have carried the classic all-blue livery for a couple of years more, especially when operated by an evaluation unit. Its unit, VX-8, is totally fictional, though.
The cockpit interior was painted in Humbrol 80 (simulating bright zinc chromate primer), and to have some contrasts I added small red highlights on the fin pod tips and the gun pods' anti-flutter winglets. For some more variety the radome became earth brown with some good weathering, simulating an opaque perspex hood, and I added white (actually a very light gray) checkerboard markings on the "propeller rings", a bit inspired by the spinner markings on German WWII fighters. Subtle, but it looks good and breaks the otherwise very simple livery.
Some post-panel-shading with a lighter blue was done all over the hull, the exhaust area and the gun ports were painted with iron (Revell 91) and treated with graphite for a more metallic shine.
Silver decal stripe material was used to create the CoroGuard leading edges and the fine lines at the flaps on wings and fins - much easier than trying to solve this with paint and brush...
The decals were puzzled together from various dark blue USN aircraft, including a F8F, F9F and F4U sheet. The "XH" code was created with single 1cm hwite letters, the different font is not obvious, thanks to the letter combination.
Finally, the model was sealed with semi-gloss acrylic varnish (still shiny, but not too bright), the radome and the exhaust area were painted with matt varnsh, though.
A cool result, despite the rather dubious kit base. The Pegasus kit is seriously something for experienced builders, but the result looks convincing. The blue USN livery suits the XFV/FV-2 very well, it looks much more elegant than in the original NMF - even though it would, in real life, probably have received the new Gull Gray/White scheme (introduced in late 1955, IIRC, my FV-2 might have been one of the last aircraft to be painted blue). However, the blue scheme IMHO points out the aircraft's highly aerodynamic teardrop shape, esp. the flight pics make the aircraft almost look elegant!
• Competed in the Mille Miglia in 1951 and 1953.
• 23rd of 25 Touring Barchettas built.
• Very original and matching numbers throughout.
Offered at RM Sotheby's annual Amelia Island sale back in March, the right buyers weren't in the room and it failed to reach its $8,000,000 to $10,000,000 estimate.
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