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This beautiful church was incorporated in 1923. Work was started the same year toward a new edifice and was completed in 1924. The rectory was moved north to parallel the construction, facing the lake.
L. Phillips Clarke, of Harvey and Clarke, was the architect for the new church, as he was later for the new parish hall in 1929 and for the new rectory and Sunday School rooms built later. Wilcox Bros. Inc., the contractor, built the church and also did repair work after it suffered hurricane damage in 1928.
The marble and mosaic work was done by craftsmen from Italy, who brought much of the material with them. Louis S. Clarke (whose father, C. J. Clarke, had donated the community building in which the original church group met, and whose son was the architect for the present building) made the chandeliers for the church by hand, together with the chains by which they hang, all of which he forged himself. The marble altar and the original Skinner organ were made possible by generous donations.
On February 24, 1924, the first service was held in the new church. The old church building was then used as a parish hall until it was destroyed in the hurricane of September 1928.
Some features that identify it as the original church building are the arch detail over the entrance, the screen doors, and one of the small front windows.
In May 1929 work was started on the first two units of a new parish hall. The cornerstone was laid on July 14th and work was completed in September. A choir room, kitchen quarters, and a new rectory were added in 1939. Funding for and work on the Sunday school rooms which frame the current courtyard commenced in 1948.
The collapse of the land boom in 1926, the killer hurricane in 1928, and the stock market crash of 1929 brought development to a halt in the region. Holy Trinity, holding a large debt for the new building, endured a very difficult struggle and at one point foreclosure was threatened. However, in 1938 as the depression waned, the debt was restructured and disaster was averted.
The formal consecration of the church was held on April 29, 1945, after the mortgage was retired. The event was hailed in the press as "the high point in the history of the Episcopal congregation in West Palm Beach." The consecration services were conducted by Bishop John D. Wing of the Diocese of South Florida, before a congregation that packed the building. The Rev. William S. Turner was rector at that time.
Memorials and gifts throughout the years, too numerous to detail in this limited space, have enhanced the beauty of the church. A large Skinner organ was added to the original organ in 1939, and other additions were subsequently made. The stained glass windows were installed over a period spanning sixty years, with the first window, the large rose window over the altar, being installed in 1924. The most ambitious window addition program occurred in the 1950s with the Rev. James Stirling as Rector. The most recently installed windows, in the south wall of the Baptistry, were installed in 1984.
Having originally been started with the help of Bethesda-by-the-Sea, Holy Trinity has in turn through the years helped start five other Episcopal churches in the area: St. Andrews Church, Lake Worth, St. Georges, Riviera Beach, St. Marks, Palm Beach Gardens, The Church of the Holy Spirit, West Palm Beach, and Grace Episcopal Church, West Palm Beach.
Credit for the data above is given to the following people and websites:
www.flickr.com/photos/59081381@N03/https://en.wikipedia.o...www.holytrinitywpb.org/our-history
www.flickr.com/photos/59081381@N03/
© All Rights Reserved - you may not use this image in any form without my prior permission.
Date 1977/78 ? The A62 Manchester Road Abnormal Vehicle Park at Longroyd Bridge, Huddersfield. Used to work at my Fathas' garage on a Saturday morning and returning home was this parked up. So I insisted that we returned with the camera, my Fathas' Yashika. Me on the right with blonde hair, my pal Nigel on left, aged 13/14yrs.
I saw a picture of this ex Australian Army Scammell Contractor tank transporter that'd been converted to a tipper here on Flickr around 2011, and when I was on holiday there in 2018 I decided to see if the 1971 built machine was still around.
With not much time or information I managed to track it down even though it'd moved location to a coal mine which was impossible to access without induction training!
Never mind, at least the old girl was parked fairly near the fence!
This is my personal Contractor's M4A1 (as of 2-23-13, no longer)
Credit to Duke for the rails, the SPW team for the workspace, Wiikling for the mag, Worlock and Skye for the writing, Luckystriker for upper reciever(does not include bolt, writing, etc.)
P.S. The GL, the silencer, and the rail system is all shapework (does not include sight attachments or delta ring)
View all sizes please!!!
15/06/2026, Damen ship repair facility, Schiedam, Port of Rotterdam, Netherlands.
A distant shot on a murky day.
Owned by the Belgian marine infrastructure group DEME, the heavy-lift vessel was built to service the offshore wind and oil and gas industries, as well as handle major decommissioning projects.
The nature of the work undertaken, here at Damen Schiedam, involved routine outfitting, maintenance, and the mobilization of specialized foundation installation tools prior to the vessel departing for major offshore wind projects.
The vessel infamously underwent extensive, years-long crane repairs and rebuilds, previously at the Liebherr facilities in Rostock, Germany, and the Remontowa Shiprepair Yard in Gdansk, Poland, after a major crane failure during a load test which was widely publicised, and due to a failure of an externally supplied crane hook during an overload test.
A DP3 offshore heavy-lift and installation vessel operated by the Belgian contractor DEME Group. Primarily used to construct massive offshore wind farms, it features an iconic 5,000-tonne capacity Liebherr HLC 295000 crane and is powered by eco-friendly dual-fuel engines that can run on LNG.
Ship's data:
Keel laid on 30/03/2018, launched on 21/11/2018, &
completed in October 2019 by COSCO Shipping (Qidong) Offshore Co., Ltd., Qidong, China (N829)
58,203 g.t. & 60,575 dwt., as:
'Orion'.
Late 1960s Lumar Contractors "Powerhouse" High Lift Mobile Crane by Louis Marx and Company. Cleaned, re-strung and in full working order once more.
At least one of these is used for runs with the Wayne Highlands School District. The first bus in the like is a spare for them, and was previously numbered 83. The middles bus is blank, and the bus at the end is the WHSD bus 72.
A formation of Lockheed Martin F-35A "Lightning IIs", from the 388th Fighter Wing and 419th FW, refuel over the Utah Test and Training Range, Utah, as part of a combat power exercise Nov. 19, 2018. The exercise aims to confirm their ability to quickly employ a large force of jets against air and ground targets, and demonstrate the readiness and lethality of the F-35. As the first combat-ready F-35 units in the Air Force, the 388th and 419th FWs at Hill Air Force Base, Utah, are ready to deploy anywhere in the world at a moment's notice.
From Wikipedia, the free encyclopedia
The Lockheed Martin F-22 Raptor is a fifth-generation, single-seat, twin-engine, all-weather stealth tactical fighter aircraft developed for the United States Air Force (USAF). The result of the USAF's Advanced Tactical Fighter (ATF) program, the aircraft was designed primarily as an air superiority fighter, but also has ground attack, electronic warfare, and signal intelligence capabilities. The prime contractor, Lockheed Martin, built most of the F-22's airframe and weapons systems and conducted final assembly, while Boeing provided the wings, aft fuselage, avionics integration, and training systems.
The aircraft was variously designated F-22 and F/A-22 before it formally entered service in December 2005 as the F-22A. Despite its protracted development and various operational issues, USAF officials consider the F-22 a critical component of the service's tactical air power. Its combination of stealth, aerodynamic performance, and situational awareness enable unprecedented air combat capabilities.
Service officials had originally planned to buy a total of 750 ATFs. In 2009, the program was cut to 187 operational production aircraft due to high costs, a lack of clear air-to-air missions due to delays in Russian and Chinese fighter programs, a ban on exports, and development of the more versatile F-35. The last F-22 was delivered in 2012.
Development
Origins
In 1981, the U.S. Air Force identified a requirement for an Advanced Tactical Fighter (ATF) to replace the F-15 Eagle and F-16 Fighting Falcon. Code named "Senior Sky", this air-superiority fighter program was influenced by emerging worldwide threats, including new developments in Soviet air defense systems and the proliferation of the Su-27 "Flanker"- and MiG-29 "Fulcrum"-class of fighter aircraft. It would take advantage of the new technologies in fighter design on the horizon, including composite materials, lightweight alloys, advanced flight control systems, more powerful propulsion systems, and most importantly, stealth technology. In 1983, the ATF concept development team became the System Program Office (SPO) and managed the program at Wright-Patterson Air Force Base. The demonstration and validation (Dem/Val) request for proposals (RFP) was issued in September 1985, with requirements placing strong emphasis on stealth and supercruise. Of the seven bidding companies, Lockheed and Northrop were selected on 31 October 1986. Lockheed teamed with Boeing and General Dynamics while Northrop teamed with McDonnell Douglas, and the two contractor teams undertook a 50-month Dem/Val phase, culminating in the flight test of two technology demonstrator prototypes, the YF-22 and the YF-23, respectively.
Dem/Val was focused on risk reduction and technology development plans over specific aircraft designs. Contractors made extensive use of analytical and empirical methods, including computational fluid dynamics, wind-tunnel testing, and radar cross-section calculations and pole testing; the Lockheed team would conduct nearly 18,000 hours of wind-tunnel testing. Avionics development was marked by extensive testing and prototyping and supported by ground and flying laboratories. During Dem/Val, the SPO used the results of performance and cost trade studies conducted by contractor teams to adjust ATF requirements and delete ones that were significant weight and cost drivers while having marginal value. The short takeoff and landing (STOL) requirement was relaxed in order to delete thrust-reversers, saving substantial weight. As avionics was a major cost driver, side-looking radars were deleted, and the dedicated infra-red search and track (IRST) system was downgraded from multi-color to single color and then deleted as well. However, space and cooling provisions were retained to allow for future addition of these components. The ejection seat requirement was downgraded from a fresh design to the existing McDonnell Douglas ACES II. Despite efforts by the contractor teams to rein in weight, the takeoff gross weight estimate was increased from 50,000 lb (22,700 kg) to 60,000 lb (27,200 kg), resulting in engine thrust requirement increasing from 30,000 lbf (133 kN) to 35,000 lbf (156 kN) class.
Each team produced two prototype air vehicles for Dem/Val, one for each of the two engine options. The YF-22 had its maiden flight on 29 September 1990 and in flight tests achieved up to Mach 1.58 in supercruise. After the Dem/Val flight test of the prototypes, on 23 April 1991, Secretary of the USAF Donald Rice announced the Lockheed team as the winner of the ATF competition. The YF-23 design was considered stealthier and faster, while the YF-22, with its thrust vectoring nozzles, was more maneuverable as well as less expensive and risky. The aviation press speculated that the Lockheed team's design was also more adaptable to the U.S. Navy's Navalized Advanced Tactical Fighter (NATF), but by 1992, the Navy had abandoned NATF.
Production and procurement
As the program moved to full-scale development, or the Engineering & Manufacturing Development (EMD) stage, the production version had notable differences from the YF-22, despite having a broadly similar shape. The swept-back angle of the leading edge was decreased from 48° to 42°, while the vertical stabilizers were shifted rearward and decreased in area by 20%. To improve pilot visibility, the canopy was moved forward 7 inches (18 cm), and the engine intakes moved rearward 14 inches (36 cm). The shapes of the wing and stabilator trailing edges were refined to improve aerodynamics, strength, and stealth characteristics. Increasing weight during development caused slight reductions in range and maneuver performance.
Prime contractor Lockheed Martin Aeronautics manufactured the majority of the airframe and performed final assembly at Dobbins Air Reserve Base in Marietta, Georgia; program partner Boeing Defense, Space & Security provided additional airframe components as well as avionics integration and training systems. The first F-22, an EMD aircraft with tail number 4001, was unveiled at Marietta, Georgia, on 9 April 1997, and first flew on 7 September 1997. Production, with the first lot awarded in September 2000, supported over 1,000 subcontractors and suppliers from 46 states and up to 95,000 jobs, and spanned 15 years at a peak rate of roughly two airplanes per month. In 2006, the F-22 development team won the Collier Trophy, American aviation's most prestigious award. Due to the aircraft's advanced nature, contractors have been targeted by cyberattacks and technology theft.
The USAF originally envisioned ordering 750 ATFs at a total program cost of $44.3 billion and procurement cost of $26.2 billion in fiscal year (FY) 1985 dollars, with production beginning in 1994. The 1990 Major Aircraft Review led by Secretary of Defense Dick Cheney reduced this to 648 aircraft beginning in 1996. By 1997, funding instability had further cut the total to 339, which was again reduced to 277 by 2003. In 2004, the Department of Defense (DoD) further reduced this to 183 operational aircraft, despite the USAF's preference for 381. A multi-year procurement plan was implemented in 2006 to save $15 billion, with total program cost projected to be $62 billion for 183 F-22s distributed to seven combat squadrons. In 2008, Congress passed a defense spending bill that raised the total orders for production aircraft to 187.
The first two F-22s built were EMD aircraft in the Block 1.0 configuration for initial flight testing, while the third was a Block 2.0 aircraft built to represent the internal structure of production airframes and enabled it to test full flight loads. Six more EMD aircraft were built in the Block 10 configuration for development and upgrade testing, with the last two considered essentially production quality jets. Production for operational squadrons consisted of 37 Block 20 training aircraft and 149 Block 30/35 combat aircraft; one of the Block 35 aircraft is dedicated to flight sciences at Edwards Air Force Base.
The numerous new technologies in the F-22 resulted in substantial cost overruns and delays. Many capabilities were deferred to post-service upgrades, reducing the initial cost but increasing total program cost. As production wound down in 2011, the total program cost is estimated to be about $67.3 billion, with $32.4 billion spent on Research, Development, Test and Evaluation (RDT&E) and $34.9 billion on procurement and military construction (MILCON) in then year dollars. The incremental cost for an additional F-22 was estimated at about $138 million in 2009.
Ban on exports
The F-22 cannot be exported under US federal law to protect its stealth technology and other high-tech features. Customers for U.S. fighters are acquiring earlier designs such as the F-15 Eagle and F-16 Fighting Falcon or the newer F-35 Lightning II, which contains technology from the F-22 but was designed to be cheaper, more flexible, and available for export. In September 2006, Congress upheld the ban on foreign F-22 sales. Despite the ban, the 2010 defense authorization bill included provisions requiring the DoD to prepare a report on the costs and feasibility for an F-22 export variant, and another report on the effect of F-22 export sales on U.S. aerospace industry.
Some Australian politicians and defense commentators proposed that Australia should attempt to purchase F-22s instead of the planned F-35s, citing the F-22's known capabilities and F-35's delays and developmental uncertainties. However, the Royal Australian Air Force (RAAF) determined that the F-22 was unable to perform the F-35's strike and close air support roles. The Japanese government also showed interest in the F-22 for its Replacement-Fighter program. The Japan Air Self-Defense Force (JASDF) would reportedly require fewer fighters for its mission if it obtained the F-22, thus reducing engineering and staffing costs. However, in 2009 it was reported that acquiring the F-22 would require increases to the Japanese government's defense budget beyond the historical 1 percent of its GDP. With the end of F-22 production, Japan chose the F-35 in December 2011. Israel also expressed interest, but eventually chose the F-35 because of the F-22's price and unavailability.
Production termination
Throughout the 2000s, the need for F-22s was debated, due to rising costs and the lack of relevant adversaries. In 2006, Comptroller General of the United States David Walker found that "the DoD has not demonstrated the need" for more investment in the F-22, and further opposition to the program was expressed by Secretary of Defense Donald Rumsfeld, Deputy Secretary of Defense Gordon R. England, Senator John McCain, and Chairman of U.S. Senate Committee on Armed Services Senator John Warner. The F-22 program lost influential supporters in 2008 after the forced resignations of Secretary of the Air Force Michael Wynne and the Chief of Staff of the Air Force General T. Michael Moseley.
In November 2008, Secretary of Defense Robert Gates stated that the F-22 was not relevant in post-Cold War conflicts such as irregular warfare operations in Iraq and Afghanistan, and in April 2009, under the new Obama Administration, he called for ending production in FY2011, leaving the USAF with 187 production aircraft. In July, General James Cartwright, Vice Chairman of the Joint Chiefs of Staff, stated to the Senate Committee on Armed Services his reasons for supporting termination of F-22 production. They included shifting resources to the multirole F-35 to allow proliferation of fifth-generation fighters for three service branches and preserving the F/A-18 production line to maintain the military's electronic warfare (EW) capabilities in the Boeing EA-18G Growler.[60] Issues with the F-22's reliability and availability also raised concerns. After President Obama threatened to veto further production, the Senate voted in July 2009 in favor of ending production and the House subsequently agreed to abide by the 187 production aircraft cap. Gates stated that the decision was taken in light of the F-35's capabilities, and in 2010, he set the F-22 requirement to 187 aircraft by lowering the number of major regional conflict preparations from two to one.
In 2010, USAF initiated a study to determine the costs of retaining F-22 tooling for a future Service Life Extension Program (SLEP).[66] A RAND Corporation paper from this study estimated that restarting production and building an additional 75 F-22s would cost $17 billion, resulting in $227 million per aircraft, or $54 million higher than the flyaway cost. Lockheed Martin stated that restarting the production line itself would cost about $200 million. Production tooling and associated documentation were subsequently stored at the Sierra Army Depot, allowing the retained tooling to support the fleet life cycle. There were reports that attempts to retrieve this tooling found empty containers, but a subsequent audit found that the tooling was stored as expected.
Russian and Chinese fighter developments have fueled concern, and in 2009, General John Corley, head of Air Combat Command, stated that a fleet of 187 F-22s would be inadequate, but Secretary Gates dismissed General Corley's concern. In 2011, Gates explained that Chinese fifth-generation fighter developments had been accounted for when the number of F-22s was set, and that the U.S. would have a considerable advantage in stealth aircraft in 2025, even with F-35 delays. In December 2011, the 195th and final F-22 was completed out of 8 test EMD and 187 operational aircraft produced; the aircraft was delivered to the USAF on 2 May 2012.
In April 2016, the House Armed Services Committee (HASC) Tactical Air and Land Forces Subcommittee proposed legislation that would direct the Air Force to conduct a cost study and assessment associated with resuming production of the F-22. Since the production halt directed in 2009 by then Defense Secretary Gates, lawmakers and the Pentagon noted that air warfare systems of Russia and China were catching up to those of the U.S. Lockheed Martin has proposed upgrading the Block 20 training aircraft into combat-coded Block 30/35 versions as a way to increase numbers available for deployment. On 9 June 2017, the Air Force submitted their report to Congress stating they had no plans to restart the F-22 production line due to economic and operational issues; it estimated it would cost approximately $50 billion to procure 194 additional F-22s at a cost of $206–$216 million per aircraft, including approximately $9.9 billion for non-recurring start-up costs and $40.4 billion for aircraft procurement costs.
Upgrades
The first aircraft with combat-capable Block 3.0 software flew in 2001. Increment 2, the first upgrade program, was implemented in 2005 for Block 20 aircraft onward and enabled the employment of Joint Direct Attack Munitions (JDAM). Certification of the improved AN/APG-77(V)1 radar was completed in March 2007, and airframes from production Lot 5 onward are fitted with this radar, which incorporates air-to-ground modes. Increment 3.1 for Block 30 aircraft onward provided improved ground-attack capability through synthetic aperture radar mapping and radio emitter direction finding, electronic attack and Small Diameter Bomb (SDB) integration; testing began in 2009 and the first upgraded aircraft was delivered in 2011. To address oxygen deprivation issues, F-22s were fitted with an automatic backup oxygen system (ABOS) and modified life support system starting in 2012.
Increment 3.2 for Block 35 aircraft is a two-part upgrade process; 3.2A focuses on electronic warfare, communications and identification, while 3.2B includes geolocation improvements and a new stores management system to show the correct symbols for the AIM-9X and AIM-120D.[83][84] To enable two-way communication with other platforms, the F-22 can use the Battlefield Airborne Communications Node (BACN) as a gateway. The planned Multifunction Advanced Data Link (MADL) integration was cut due to development delays and lack of proliferation among USAF platforms. The F-22 fleet is planned to start receiving Increment 3.2B as well as a software upgrade for cryptography capabilities and avionics stability in May 2019. A Multifunctional Information Distribution System-Joint (MIDS-J) radio that replaces the current Link-16 receive-only box is expected to be operational by 2020. Subsequent upgrades are also focusing on having an open architecture to enable faster future enhancements.
In 2024, funding is projected to begin for the F-22 mid-life upgrade (MLU), which is expected to include new sensors and antennas, hardware refresh, cockpit improvements, and a helmet mounted display and cuing system. Other enhancements being developed include IRST functionality for the AN/AAR-56 Missile Launch Detector (MLD) and more durable stealth coating based on the F-35's.
The F-22 was designed for a service life of 8,000 flight hours, with a $350 million "structures retrofit program". Investigations are being made for upgrades to extend their useful lives further. In the long term, the F-22 is expected to be superseded by a sixth-generation jet fighter to be fielded in the 2030s.
Design
Overview
The F-22 Raptor is a fifth-generation fighter that is considered fourth generation in stealth aircraft technology by the USAF.[91] It is the first operational aircraft to combine supercruise, supermaneuverability, stealth, and sensor fusion in a single weapons platform. The F-22 has four empennage surfaces, retractable tricycle landing gear, and clipped delta wings with reverse trailing edge sweep and leading edge extensions running to the upper outboard corner of the inlets. Flight control surfaces include leading-edge flaps, flaperons, ailerons, rudders on the canted vertical stabilizers, and all-moving horizontal tails (stabilators); for speed brake function, the ailerons deflect up, flaperons down, and rudders outwards to increase drag.
The aircraft's dual Pratt & Whitney F119-PW-100 augmented turbofan engines are closely spaced and incorporate pitch-axis thrust vectoring nozzles with a range of ±20 degrees; each engine has maximum thrust in the 35,000 lbf (156 kN) class. The F-22's thrust-to-weight ratio at typical combat weight is nearly at unity in maximum military power and 1.25 in full afterburner. Maximum speed without external stores is approximately Mach 1.8 at military power and greater than Mach 2 with afterburners.
The F-22's high cruise speed and operating altitude over prior fighters improve the effectiveness of its sensors and weapon systems, and increase survivability against ground defenses such as surface-to-air missiles. The aircraft is among only a few that can supercruise, or sustain supersonic flight without using fuel-inefficient afterburners; it can intercept targets which subsonic aircraft would lack the speed to pursue and an afterburner-dependent aircraft would lack the fuel to reach. The F-22's thrust and aerodynamics enable regular combat speeds of Mach 1.5 at 50,000 feet (15,000 m). The use of internal weapons bays permits the aircraft to maintain comparatively higher performance over most other combat-configured fighters due to a lack of aerodynamic drag from external stores. The aircraft's structure contains a significant amount of high-strength materials to withstand stress and heat of sustained supersonic flight. Respectively, titanium alloys and composites comprise 39% and 24% of the structural weight.
The F-22's aerodynamics, relaxed stability, and powerful thrust-vectoring engines give it excellent maneuverability and energy potential across its flight envelope. The airplane has excellent high alpha (angle of attack) characteristics, capable of flying at trimmed alpha of over 60° while maintaining roll control and performing maneuvers such as the Herbst maneuver (J-turn) and Pugachev's Cobra. The flight control system and full-authority digital engine control (FADEC) make the aircraft highly departure resistant and controllable, thus giving the pilot carefree handling.
Stealth
The F-22 was designed to be highly difficult to detect and track by radar. Measures to reduce radar cross-section (RCS) include airframe shaping such as alignment of edges, fixed-geometry serpentine inlets and curved vanes that prevent line-of-sight of the engine faces and turbines from any exterior view, use of radar-absorbent material (RAM), and attention to detail such as hinges and pilot helmets that could provide a radar return. The F-22 was also designed to have decreased radio emissions, infrared signature and acoustic signature as well as reduced visibility to the naked eye. The aircraft's flat thrust-vectoring nozzles reduce infrared emissions of the exhaust plume to mitigate the threat of infrared homing ("heat seeking") surface-to-air or air-to-air missiles. Additional measures to reduce the infrared signature include special topcoat and active cooling of leading edges to manage the heat buildup from supersonic flight.
Compared to previous stealth designs like the F-117, the F-22 is less reliant on RAM, which are maintenance-intensive and susceptible to adverse weather conditions. Unlike the B-2, which requires climate-controlled hangars, the F-22 can undergo repairs on the flight line or in a normal hangar. The F-22 has a Signature Assessment System which delivers warnings when the radar signature is degraded and necessitates repair. While the F-22's exact RCS is classified, in 2009 Lockheed Martin released information indicating that from certain angles the aircraft has an RCS of 0.0001 m² or −40 dBsm – equivalent to the radar reflection of a "steel marble". Effectively maintaining the stealth features can decrease the F-22's mission capable rate to 62–70%.
The effectiveness of the stealth characteristics is difficult to gauge. The RCS value is a restrictive measurement of the aircraft's frontal or side area from the perspective of a static radar. When an aircraft maneuvers it exposes a completely different set of angles and surface area, potentially increasing radar observability. Furthermore, the F-22's stealth contouring and radar absorbent materials are chiefly effective against high-frequency radars, usually found on other aircraft. The effects of Rayleigh scattering and resonance mean that low-frequency radars such as weather radars and early-warning radars are more likely to detect the F-22 due to its physical size. However, such radars are also conspicuous, susceptible to clutter, and have low precision. Additionally, while faint or fleeting radar contacts make defenders aware that a stealth aircraft is present, reliably vectoring interception to attack the aircraft is much more challenging. According to the USAF an F-22 surprised an Iranian F-4 Phantom II that was attempting to intercept an American UAV, despite Iran's assertion of having military VHF radar coverage over the Persian Gulf.
ean Village (from dene, meaning 'deep valley') is a former village immediately northwest of the city centre of Edinburgh, Scotland. It was known as the "Water of Leith Village" and was the centre of a successful grain milling area for more than 800 years. At one time there were no fewer than eleven working mills there, driven by the strong currents of the Water of Leith.
The mills of Dene were first mentioned in King David I's founding charter of Holyrood Abbey, usually dated c. 1145, in which he granted one of his mills of Dene to the Abbey. The area remained a separate village until the 19th century. In 1826, John Learmonth, a future Lord Provost of Edinburgh, purchased the Dean Estate from the Nisbets of Dean. A bridge was needed to access from one side of the high valley to the other (the low-lying village was more or less an irrelevance). The Cramond Road Trustees discarded plans by other engineers and insisted upon the use of Thomas Telford. They also insisted that the bridge be toll-free. This was built 1831-2 and opened in 1833.
The four-arched Dean Bridge , spans a width of over 400 feet and is 106 feet above the water level. It carries the Queensferry Road over the Dean Gorge, and was built at the joint expense of John Learmonth and the Cramond Road Trustees. The contractors were John Gibb & Son, from Aberdeen. The bridge transformed access westwards from the city and opened up the potential to develop the Dean estate. The side parapet of the bridge was raised in height in 1912 as a deterrent to suicides, which were very common here in the 19th century, being more or less guaranteed success. The change in stonework is still visible.
In 1847 the Dean Cemetery was created, standing on the site of Dean House. This mansion house was the centre of the Dean Estate which had been bought by Sir William Nisbet in 1609. It was demolished in 1845 to create the cemetery but some sculptured stones are incorporated in the southern retaining wall (visible only from lower level). Seven surviving panels of the painted ceiling (painted between 1605 and 1627) of the great hall of Dean House are now in the National Museum of Scotland.[2] The cemetery which is one of the few in Scotland run as a non-profit making charity trust (to avoid being asset-stripped), is the resting place of many well-known people, including the railway engineer Sir Thomas Bouch and David Octavius Hill.
The area to the south-west is generally termed Belford, being the site of a ford across the river near Bell's Mills.
Due to the development of much larger and more modern flour mills at Leith, Dean Village's trade diminished. For many years, the village became associated with decay and poverty, and it reached a low point by around 1960. From the mid-1970s onwards it became recognised as a tranquil oasis, very close to the city centre, and redevelopment and restoration began, converting workers' cottages, warehouses and mill buildings. This included development on a cleared former industrial site on the north side of the river. The area has now become a desirable residential area. The Water of Leith Walkway running from Balerno to Leith was created through the area in 1983. [Wikipedia]
KJM Contractors Kenworth T909 Double Road-Train heads north of Port Augusta in the final light of day bound for Prominent Hill Mine near Coober Pedy.
via Basketball Court Contractors basketballcourtcontractors.tumblr.com/post/143425569094
Transforming Tarmac Surface to Synthetic Grass Court Yorkshire...
treeps.deviantart.com/art/The-Daedric-Contractor-386389382
I said, I did. The daedric version of the Contractor Mask was done.
Also, I'm using the Wintage version of the Somber ENB now. I loved it!! =D
"ALL MY PMC IS RICH AS FUCK!"
Ah, contractors. You love to hate them and hate to love them, but you've gotta admit that it's the most badass job in the world. Stackin' paper, shootin' motherfuckers, drinkin' booze and fuckin' bitches.
C&C Appreciated.
C-GGDC - Mitsubishi MU-2B-60 - Thunder Airlines
at Toronto Lester B. Pearson Airport (YYZ)
Thunder Airlines is one of the largest Medical Transfer contractors for ORNGE (Ontario Ministry of Health)
This is only surviving Contractor, one of two Scammell Contractor 6x4 tractors that came to NZ. This was owned by Waikato Heavy Haulage,the other by Dales Freightways. 335 Cummins with a 20 speed Spicer box. Sadly I couldn't get a better complete pic due to it being in the shed.
Karamea Nov 2011.
Armed with a tactical MP5 submachine gun, a combat knife, and a holstered automatic P226 pistol, this private contractor is ready for hire and action…
Contractor crews remove the sign bridge that spanned the northbound lanes of the Alaskan Way Viaduct near the Pike Place Market. The sign bridge itself and one of the signs will be saved for historic preservation.
Learn more about the Alaskan Way Viaduct Replacement Program at www.alaskanwayviaduct.org or follow us on Twitter @BerthaDigsSR99.
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thatboystyle: Harry Louis by Leo Castro for Mais JR Follow us:...
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Liked on YouTube: Tennis Court Repair - Rejuevnation Maintenance...
ERF LV Series tractor (1972) Engine Gardner 100
Livery J Rowley - Sons (Haulage Contractor), Ash Banks, Staffordshire
Registration Number ELV 727 L (Liverpool)
ERF SET
www.flickr.com/photos/45676495@N05/sets/72157623665035629
The LV was introduced in 1962, with Fail Safe spring brakes being fitted as standard from 1967. ERF was the first British truck manufacturer to adopt spring brakes, all other manufacturers eventually followed suit. Spring brakes are still fitted as an industry standard to HGV's today. The A-Series was introduced in 1971 but did not replace the LV models The A Series were nearly all tractor units (although a handful of 4 x 2 rigid vehicles were built for drawbar work) and there were never any eight wheeler or 6 wheeler rigid A Series built, except special experiment vehicles of which none are known to have survived. All these six and eight wheelers are LV's as are four-wheel rigid vehicles and all tractor units with underslung rear springs, despite sometimes sharing the 7LV cab with the A Series.
Thanks for a stunning 59,743,000 views
Diolch am 59,743,000 gwych, golygfeydd, mwy na phoblogaeth y Lloegr honno yn y Gorllewin
Shot 28.05.2017 at the Smallwood Vintage Rally, Love Lane Farm, Betchton, Sandbach REF 127-091
treeps.deviantart.com/art/The-Daedric-Contractor-386389382
I said, I did. The daedric version of the Contractor Mask was done.
Also, I'm using the Wintage version of the Somber ENB now. I loved it!! =D
Scammell Contractor I spotted sitting around Wingfield. Looks like it was a prime mover, and it's running a Cummins NTA400 under the hood.
Year 1968 - XUP 999F
Engine 6 Cylinder Cummins
Power 390 HP
Gearbox RV Semi-Auto 8 Forward 2
Pulling Capacity 240 Tonnes Gross
History: XUP 999F was the last big Scammell to be brought by Siddle C.Cook in 1968, in december 1977 XUP 999F helped magna load into the record books by moving a 120ft long 401 tonne moisture seperator-reheater bound for san onofre nuclear power station in Calafornia USA. It was the heaviest load to move on the roads in the UK at the time. Seen at Kettarin Rally.
via Basketball Court Contractors ift.tt/1RSJGZy
MultiSport Compact Athletics Facility School Design Milton...
This magnificent left hand drive Scammell was sold at auction a couple of years ago. Pictured awaiting collection at Donnington race circuit after the sale
East Midlands Ambulance Service (EMAS) can't cope with the load being put upon it. EMAS has faced criticism for missing some response time targets.
Extract from here: www.bbc.co.uk/news/uk-england-23620394
"A surge in the use of private ambulances has been defended by East Midlands Ambulance Service (EMAS). In 2010/11, 12 emergency journeys were handled by private vehicles but this jumped to 246 in 2012/13, with the cost rising from £638,000 to £3.5m. Bosses at EMAS said private firms had to meet high standards and allowed the service to cope with peaks in demand. But Unison said it was vital that money was invested in the NHS rather than given to outside firms."
So enter the contractors... Amvale Medical Services.
This is is regular sight at the "Ibis Budget" (£38 per night). Amvale accommodate out of area crews here over night. The line up normally includes Paramedic cars also.
Other Ambulance contractors have been keeping costs to a minimum by camping... www.bbc.co.uk/news/uk-england-23592852
A whistleblower said staff were camping because the £35 a day to cover food and board when working away from home was not enough to pay for a hotel room.
Meantime at EMAS headquarters, they have lost a disk containing 42,000 records of ambulance patients:
www.bbc.co.uk/news/uk-england-nottinghamshire-28900997
Of course this all a waste of time if there isn't enough capacity at the A&E department isn't it?
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KJM Contractors Kenworth T909 Triple Road-Train makes it's way north of Pt Augusta bound for the Prominent Hill Mine Site near Coober Pedy.
Date 1977/78 ? The A62 Manchester Road Abnormal Vehicle Park at Longroyd Bridge, Huddersfield. Used to work at my Fathas' garage on a Saturday morning and returning home was this parked up. So I insisted that we returned with the camera, my Fathas' Yashika. Me on the right with blonde hair, my pal Nigel on left, aged 13/14yrs.
The Federal Dominion Public Building at 269 Main Street.
Construction was financed under the City of Winnipeg’s unemployment relief program of 1932 and Canada’s Public Works Construction Act of 1934.
Together, this cooperation of federal and municipal funding helped create one of the largest buildings constructed in Canada during the Great Depression era.
The Federal Building is based on the architectural designs of George William Northwood (under the direction of T. W. Fuller, Chief Architect of the Public Works Department), and awarded to the local contractor firm of Carter-Halls-Aldinger at a tendered bid of $1,412,229.
The seven-storey building consisted of a steel frame covered with Tyndall-stone with concrete caissons and concrete floors.
Design of the exterior main floor was Norman influenced, with the upper floors in Gothic styling.
The construction project served as relief work for some 1,300 labourers. The exterior was largely completed by December 1935, with the interior work continuing into 1936.
Upon completion, the facility housed federal government offices that were previously spread around the city. The building was ready for occupancy in June 1936.
The Federal Building was classified Federal Heritage Building 11 October, 1990.