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Vought OS2U-3 Kingfisher
Smithsonian National Air and Space Museum, Udvar-Hazy Center, Chantilly, Va., October 29, 2009.
The Kingfisher was the U.S. Navy's primary ship-based, scout and observation aircraft during World War II. Revolutionary spot welding techniques gave it a smooth, non-buckling fuselage structure. Deflector plate flaps that hung from the wing's trailing edge and spoiler-augmented ailerons functioned like extra flaps to allow slower landing speeds. Most OS2Us operated in the Pacific, where they rescued many downed airmen, including World War I ace Eddie Rickenbacker and the crew of his B-17 Flying Fortress.
In March 1942, this airplane was assigned to the battleship USS Indiana. It later underwent a six-month overhaul in California, returned to Pearl Harbor, and rejoined the Indiana in March 1944. Lt. j.g. Rollin M. Batten Jr. was awarded the Navy Cross for making a daring rescue in this airplane under heavy enemy fire on July 4, 1944.
Transferred from the United States Navy.
The U.S. Navy accepted the museum's Kingfisher, OS2U-3 (Bureau of Aeronautics serial number 5909), on March 15, 1942. In April it left Naval Air Station (NAS), New York and arrived at NAS Norfolk. The following month, it was assigned to the recently commissioned battleship "USS Indiana." After the Indiana arrived in the Pacific, Navy pilots flying this OS2U performed a variety of missions including bombing, utility, and administrative chores at many locations. In December 1942, Navy planners assigned the airplane to the Com F Air scouting squadron VS-5-D-14 (later designated VS-55) at White Poppy, a codename for New Caledonia. Following a six-month stay in the fall of 1943 at NAS Alameda, California, for overhaul, and to receive new combat equipment, the aircraft was shipped to Pearl Harbor and rejoined the "Indiana" in March 1944. This Kingfisher had now flown for 957 hours, 300 of them aboard the "Indiana."
On July 4, 1944, "Indiana" was underway near Rota and Guam to support naval air strikes on those two islands. Lt. jg. Rollin M. Batten, Jr., was flying the NASM OS2U-3 when he was vectored to rescue two U. S. airmen shot down over Guam. Accompanying Batten was Lt. jg. Jensen. Ignoring the fire from nearby Japanese gun batteries, Batten picked both men up and returned them to the "Indiana." This rescue earned Batten the Navy Cross. The award citation reads, in part, "With utter disregard for his own safety, he fearlessly brought his plane down within a mile of many shore batteries, and, in the face of an intense barrage directed at him by the enemy guns, proceeded calmly and deliberately to rescue a downed pilot and his crewman who were swimming in the water and also under enemy gunfire. His intelligent and courageous appraisal of the situation was responsible for the successful rescue, after which he took off cross-wind with the additional load, under extremely difficult circumstances."
By August, this Kingfisher was flying in the Carrier Aircraft Service Unit-34, or CASU-34. This was its last Pacific assignment and the Navy shipped it to NAF Alameda aboard the USS "Bougainville" in December 1944. After six months at Alameda, the Navy shipped the floatplane back to NAS Norfolk. It flew very little and underwent a variety of overhauls and inspections before Navy personnel finally processed the airplane for storage in the spring of 1947. A year later, Kingfisher 5909 was earmarked for the National Air Museum (NAM, now NASM, the National Air and Space Museum). It was prepared for "flyaway to NAS Weeksville (Elizabeth City, North Carolina) for storage until such time as called for by the proposed NAM." However, in January 1949, it returned to NAS Norfolk and remained stored there until the summer of 1960.
In October, the Navy transferred the OS2U to the NAM and it was trucked to what is now the Paul E. Garber Facility in Suitland, Maryland. The Museum lent the aircraft to the USS Massachusetts Memorial at Battleship Cove, Massachusetts, in July 1968 and the Kingfisher returned to the Garber Facility in December 1980. A full-up restoration began in November 1983 and was completed in April 1988. Many components were discovered missing and proved difficult to find during the project. Edward Good of St. Petersburg, Florida, donated the main float and beaching gear and Doan Helicopters Inc., of South Daytona Beach, Florida, provided the wing floats.
Everton FC goalie Tim Howard dives to deflect the ball against Juventus FC during the penalty kicks tie breaker on their International Champions Cup match on Wednesday, July 31, 2013 at AT&T Park in San Francisco, CA. The score ended with a 1-1 tie after regulation and Everton FC won the game with a 6-5 advantage in penalty kicks.
Oklahoma's Sterling Shepard deflects a pass against West Virginia's Terrell Chestnut during an NCAA football game on Saturday, Sept. 20, 2014, in Morgantown, W.Va. Oklahoma won 45-33.
CAPE CANAVERAL, Fla. – Flame deflectors frame what remains of the historic gantry on Launch Pad 34 on Cape Canaveral Air Force Station in Florida.
On this day in 1967, a fire erupted on the pad during a preflight test, taking the lives of the Apollo 1 crew, NASA astronauts Virgil Grissom, Edward White and Roger Chaffee. To learn more about Apollo 1 and the crew, visit www.nasa.gov/mission_pages/apollo/missions/apollo1.html. Photo credit: NASA/Ben Smegelsky
Vought OS2U-3 Kingfisher
Smithsonian National Air and Space Museum, Udvar-Hazy Center, Chantilly, Va., October 29, 2009.
The Kingfisher was the U.S. Navy's primary ship-based, scout and observation aircraft during World War II. Revolutionary spot welding techniques gave it a smooth, non-buckling fuselage structure. Deflector plate flaps that hung from the wing's trailing edge and spoiler-augmented ailerons functioned like extra flaps to allow slower landing speeds. Most OS2Us operated in the Pacific, where they rescued many downed airmen, including World War I ace Eddie Rickenbacker and the crew of his B-17 Flying Fortress.
In March 1942, this airplane was assigned to the battleship USS Indiana. It later underwent a six-month overhaul in California, returned to Pearl Harbor, and rejoined the Indiana in March 1944. Lt. j.g. Rollin M. Batten Jr. was awarded the Navy Cross for making a daring rescue in this airplane under heavy enemy fire on July 4, 1944.
Transferred from the United States Navy.
The U.S. Navy accepted the museum's Kingfisher, OS2U-3 (Bureau of Aeronautics serial number 5909), on March 15, 1942. In April it left Naval Air Station (NAS), New York and arrived at NAS Norfolk. The following month, it was assigned to the recently commissioned battleship "USS Indiana." After the Indiana arrived in the Pacific, Navy pilots flying this OS2U performed a variety of missions including bombing, utility, and administrative chores at many locations. In December 1942, Navy planners assigned the airplane to the Com F Air scouting squadron VS-5-D-14 (later designated VS-55) at White Poppy, a codename for New Caledonia. Following a six-month stay in the fall of 1943 at NAS Alameda, California, for overhaul, and to receive new combat equipment, the aircraft was shipped to Pearl Harbor and rejoined the "Indiana" in March 1944. This Kingfisher had now flown for 957 hours, 300 of them aboard the "Indiana."
On July 4, 1944, "Indiana" was underway near Rota and Guam to support naval air strikes on those two islands. Lt. jg. Rollin M. Batten, Jr., was flying the NASM OS2U-3 when he was vectored to rescue two U. S. airmen shot down over Guam. Accompanying Batten was Lt. jg. Jensen. Ignoring the fire from nearby Japanese gun batteries, Batten picked both men up and returned them to the "Indiana." This rescue earned Batten the Navy Cross. The award citation reads, in part, "With utter disregard for his own safety, he fearlessly brought his plane down within a mile of many shore batteries, and, in the face of an intense barrage directed at him by the enemy guns, proceeded calmly and deliberately to rescue a downed pilot and his crewman who were swimming in the water and also under enemy gunfire. His intelligent and courageous appraisal of the situation was responsible for the successful rescue, after which he took off cross-wind with the additional load, under extremely difficult circumstances."
By August, this Kingfisher was flying in the Carrier Aircraft Service Unit-34, or CASU-34. This was its last Pacific assignment and the Navy shipped it to NAF Alameda aboard the USS "Bougainville" in December 1944. After six months at Alameda, the Navy shipped the floatplane back to NAS Norfolk. It flew very little and underwent a variety of overhauls and inspections before Navy personnel finally processed the airplane for storage in the spring of 1947. A year later, Kingfisher 5909 was earmarked for the National Air Museum (NAM, now NASM, the National Air and Space Museum). It was prepared for "flyaway to NAS Weeksville (Elizabeth City, North Carolina) for storage until such time as called for by the proposed NAM." However, in January 1949, it returned to NAS Norfolk and remained stored there until the summer of 1960.
In October, the Navy transferred the OS2U to the NAM and it was trucked to what is now the Paul E. Garber Facility in Suitland, Maryland. The Museum lent the aircraft to the USS Massachusetts Memorial at Battleship Cove, Massachusetts, in July 1968 and the Kingfisher returned to the Garber Facility in December 1980. A full-up restoration began in November 1983 and was completed in April 1988. Many components were discovered missing and proved difficult to find during the project. Edward Good of St. Petersburg, Florida, donated the main float and beaching gear and Doan Helicopters Inc., of South Daytona Beach, Florida, provided the wing floats.
The blast deflector viewed from an access portal on level 8. The missile exhaust was to be channeled through two exhaust ports on both side of the launch duct, vented to the outside.
The Titan Missile Museum is located in a decommissioned Titan II missile complex just south of Tucson, Arizona. At over 100 feet tall, the Titan II was the largest ICBM ever deployed by the United States. We got the opportunity to take a comprehensive tour of the facility covering all eight levels of the underground silo.
"View of the front of the LM, minus the rendezvous radar and some other gear on the top. Mike Collins has begun a visual inspection of the Lunar Module, and is verifying that the landing gear is down and locked. An evolution in the LM's design is also apparent. The RCS plume deflectors, mounted on the Descent Stage underneath each RCS quad, were added to prevent the thermal damage observed on the Apollo 9 LM."
Above per the ALSJ.
nssdc.gsfc.nasa.gov/imgcat/html/object_page/a11_h_44_6574...
Photos by Garvin St. Villier
The pivotal reason I leaned on RAM was due to the Mopar connection. The fact that they custom manufacture hundreds of accessories for RAMs is priceless. From running boards and bed steps to vinyl decals, lift kits, and tonneau covers, you can't go wrong with Mopar. Of course, the Rebel model is already rugged and features an aggressive front fascia, performance-tuned shock absorbers, skid plates, 1” higher suspension, Goodyear Wrangler all-terrain tires, 18x8” off-road rims, and a bulged performance hood to house the stalwart 5.7-liter V8 HEMI e-Torque engine. However, I tapped into Mopar’s massive inventory to outfit “Soul Rebel 22” with a few essential parts that included:
• Cold Air Intake System
• Cat-Back Exhaust System
• Spray-In Bedliner
• Utility Rails & Hide-a-Hooks
• Deployable Bed-Step
• Cargo Bed Divider
• Matte Black Front Air Deflector
• Mopar Accessory Kit featuring:
1.Stainless Steel License Plate Cover
2.Stainless Steel Keychain
3.Mopar Valve Stem Caps
Shot is deflected and goes wide of the net. Sony a6000, LA-EA1 adapter, Tamron x1.4 Tele-converter and Minolta AF 50mm f/1.4.
Turn around from the Robie House to see Rafael Viñoly's new GSB campus for the university. Some superficial similiarities: deflected entry sequence (turn left into a low vestibule before entering a full-height atrium), heavy horizontal bands, and stacked massing, although in a much cooler palette, without (many of) the heavy overhangs that create a sense of enclosure when viewing Robie, and with intervening vertical lines between windows and precast panels. Also note how the building literally shies away from really engaging Robie (or, on the other corners, CTS and Rockefeller Chapel), stepping up to hide the bulkier parts. Instead, it piles a huge amount of bulk right behind the neglected back side of lost Ida Noyes.
On the other hand, the wintergarden (the clear glass just visible at upper left) is a pretty cool space--and, I imagine, will be a nice, warm space once this (its first winter) rolls around. I always idly dreamed of a wintergarden on campus, and now here's one! Too bad it's reserved for those evil B-school vampires.
The Postcard
A postally unused carte postale which was published by E. Brian, 23 Rue d'Arcole, Paris.
The card bears an early image of the tympanum over the left portal to Notre Dame Cathedral in Paris.
The Notre-Dame Fire
On the 15th. April 2019, fire broke out in the attic beneath the cathedral's roof at 18:18. At 18:20 the fire alarm sounded and guards evacuated the cathedral. A guard was sent to investigate, but to the wrong location – the attic of the adjoining sacristy – where he found no fire. About fifteen minutes later the error was discovered, but by the time guards had climbed the three hundred steps to the cathedral attic the fire was well advanced.
The alarm system was not designed to automatically notify the fire brigade, which was summoned at 18:51 after the guards had returned. Firefighters arrived within ten minutes.
Fighting the Notre-Dame Fire
More than 400 firefighters were engaged. A hundred government employees along with police and municipal workers moved precious artefacts to safety via a human chain.
The fire was primarily fought from inside the structure, which was more dangerous for personnel, but reduced potential damage to the cathedral - applying water from outside risked deflecting flames and hot gases (at temperatures up to 800 °C) inwards. Deluge guns were used at lower-than-usual pressures to minimise damage to the cathedral and its contents. Water was supplied by pump-boat from the Seine.
Aerial firefighting was not used because water dropped from heights could have caused structural damage, and heated stone can crack if suddenly cooled. Helicopters were also not used because of dangerous updrafts, but drones were used for visual and thermal imaging, and robots for visual imaging and directing water streams. Molten lead falling from the roof posed a special hazard for firefighters.
By 18:52, smoke was visible from the outside; flames appeared within the next ten minutes. The spire of the cathedral collapsed at 19:50, creating a draft that slammed all the doors and sent a fireball through the attic. Firefighters then retreated from within the attic.
Shortly before the spire fell, the fire had spread to the wooden framework inside the north tower, which supported eight very large bells. Had the bells fallen, it was thought that the damage done as they fell could have collapsed the towers, and with them the entire cathedral.
At 20:30, firefighters abandoned attempts to extinguish the roof and concentrated on saving the towers, fighting from within and between the towers. By 21:45 the fire was under control.
Adjacent apartment buildings were evacuated due to concern about possible collapse, but on the 19th. April the fire brigade ruled out that risk. One firefighter and two police officers were injured.
Damage to Notre-Dame
Most of the wood/metal roof and the spire of the cathedral was destroyed, with about one third of the roof remaining. The remnants of the roof and spire fell atop the stone vault underneath, which forms the ceiling of the cathedral's interior. Some sections of this vaulting collapsed in turn, allowing debris from the burning roof to fall to the marble floor below, but most sections remained intact due to the use of rib vaulting, greatly reducing damage to the cathedral's interior and objects within.
The cathedral contained a large number of artworks, religious relics, and other irreplaceable treasures, including a crown of thorns said to be the one Jesus wore at his crucifixion. Other items were a purported piece of the cross on which Jesus was crucified, the Tunic of St. Louis, a pipe organ by Aristide Cavaillé-Coll, and the 14th.-century Virgin of Paris statue.
Some artwork had been removed in preparation for the renovations, and most of the cathedral's sacred relics were held in the adjoining sacristy, which the fire did not reach; all the cathedral's relics survived. Many valuables that were not removed also survived.
Lead joints in some of the 19th.-century stained-glass windows melted, but the three major rose windows, dating back to the 13th. century, were undamaged. Several pews were destroyed, and the vaulted arches were blackened by smoke, though the cathedral's main cross and altar survived, along with the statues surrounding it.
Some paintings, apparently only smoke-damaged, are expected to be transported to the Louvre for restoration. The rooster-shaped reliquary atop the spire was found damaged but intact among the debris. The three pipe organs were not significantly damaged. The largest of the cathedral's bells, the bourdon, was also not damaged. The liturgical treasury of the cathedral and the "Grands Mays" paintings were moved to safety.
Environmental Damage
Airparif said that winds rapidly dispersed the smoke, carrying it away aloft along the Seine corridor. It did not find elevated levels of particulate air pollution at monitoring stations nearby. The Paris police stated that there was no danger from breathing the air around the fire.
The burned-down roof had been covered with over 400 metric tons of lead. Settling dust substantially raised surface lead levels in some places nearby, notably the cordoned-off area and places left open during the fire. Wet cleaning for surfaces and blood tests for children and pregnant women were recommended in the immediate area.
People working on the cathedral after the fire did not initially take the lead precautions required for their own protection; materials leaving the site were decontaminated, but some clothing was not, and some precautions were not correctly followed; as a result, the worksite failed some inspections and was temporarily shut down.
There was also more widespread contamination; testing, clean-up, and public health advisories were delayed for months, and the neighbourhood was not decontaminated for four months, prompting widespread criticism.
Reactions to the Notre-Dame Fire
President of France Emmanuel Macron, postponing a speech to address the Yellow Vests Movement planned for that evening, went to Notre-Dame and gave a brief address there. Numerous world religious and government leaders extended condolences.
Through the night of the fire and into the next day, people gathered along the Seine to hold vigils, sing and pray.
White tarpaulins over metal beams were quickly rigged to protect the interior from the elements. Nettings protect the de-stabilised exterior.
The following Sunday at Saint-Eustache Church, the Archbishop of Paris, Michel Aupetit, honoured the firefighters with the presentation of a book of scriptures saved from the fire.
Investigation Into The Notre-Dame Fire
On the 16th. April, the Paris prosecutor said that there was no evidence of a deliberate act.
The fire has been compared to the similar 1992 Windsor Castle fire and the Uppark fire, among others, and has raised old questions about the safety of similar structures and the techniques used to restore them. Renovation works increase the risk of fire, and a police source reported that they are looking into whether such work had caused this incident.
The renovations presented a fire risk from sparks, short-circuits, and heat from welding (roof repairs involved cutting, and welding lead sheets resting on timber). Normally, no electrical installations were allowed in the roof space due to the extreme fire risk.
The roof framing was of very dry timber, often powdery with age. After the fire, the architect responsible for fire safety at the cathedral acknowledged that the rate at which fire might spread had been underestimated, and experts said it was well known that a fire in the roof would be almost impossible to control.
Of the firms working on the restoration, a Europe Echafaudage team was the only one working there on the day of the fire; the company said no soldering or welding was underway before the fire. The scaffolding was receiving electrical supply for temporary elevators and lighting.
The roofers, Le Bras Frères, said it had followed procedure, and that none of its personnel were on site when the fire broke out. Time-lapse images taken by a camera installed by them showed smoke first rising from the base of the spire.
On the 25th. April, the structure was considered safe enough for investigators to enter. They unofficially stated that they were considering theories involving malfunction of electric bell-ringing apparatus, and cigarette ends discovered on the renovation scaffolding.
Le Bras Frères confirmed its workers had smoked cigarettes, contrary to regulations, but denied that a cigarette butt could have started the fire. The Paris prosecutor's office announced on the 26th. June that no evidence had been found to suggest a criminal motive.
The security employee monitoring the alarm system was new on the job, and was on a second eight-hour shift that day because his relief had not arrived. Additionally, the fire security system used confusing terminology in its referencing parts of the cathedral, which contributed to the initial confusion as to the location of the fire.
As of September, five months after the fire, investigators thought the cause of the fire was more likely an electrical fault than a cigarette. Determining the exact place in which the fire started was expected to take a great deal more time and work. By the 15th. April 2020, investigators stated:
"We believe the fire to have been
started by either a cigarette or a
short circuit in the electrical system".
Reconstruction of Notre-Dame Cathedral
On the night of the fire Macron said that the cathedral, which is owned by the state, would be rebuilt, and launched an international fundraising campaign. France's cathedrals have been owned by the state since 1905, and are not privately insured.
The heritage conservation organisation Fondation du Patrimoine estimated the damage in the hundreds of millions of euros, but losses from the fire are not expected to substantially impact the private insurance industry.
European art insurers stated that the cost would be similar to ongoing renovations at the Palace of Westminster in London, which currently is estimated to be around €7 billion.
This cost does not include damage to any of the artwork or artefacts within the cathedral. Any pieces on loan from other museums would have been insured, but the works owned by the cathedral would not have been insurable.
While Macron hoped the cathedral could be restored in time for the 2024 Paris Summer Olympics, architects expect the work could take from twenty to forty years, as any new structure would need to balance restoring the look of the original building, using wood and stone sourced from the same regions used in the original construction, with the structural reinforcement required for preventing a similar disaster in the future.
There is discussion of whether to reconstruct the cathedral in modified form. Rebuilding the roof with titanium sheets and steel trusses has been suggested; other options include rebuilding in the original lead and wood, or rebuilding with modern materials not visible from the outside (like the reinforced concrete trusses at Reims Cathedral).
Another option would be to use a combination of restored old elements and newly designed ones. Chartres Cathedral was rebuilt with wrought iron trusses and copper sheeting after an 1836 fire.
French prime minister Édouard Philippe announced an architectural design competition for a new spire that would be:
"Adapted to the techniques
and the challenges of our era."
The spire replacement project has gathered a variety of designs and some controversy, particularly its legal exemption from environmental and heritage rules. After the design competition was announced, the French senate amended the government's restoration bill to require the roof to be restored to how it was before the fire.
On the 16th. July, 95 days after the fire, the law that will govern the restoration of the cathedral was finally approved by the French parliament. It recognises its UNESCO World Heritage Site status and the need to respect existing international charters and practices, to:
"Preserve the historic, artistic and architectural
history of the monument, and to limit any
derogations to the existing heritage, planning,
environmental and construction codes to a
minimum".
On the 15th. April 2020, Germany offered to restore some of the large clerestory windows located far above eye level with three expert tradesmen who specialize in rebuilding cathedrals. Monika Grütters, Germany's Commissioner for Culture was quoted as saying that her country would shoulder the costs.
As of the 30th. November all of the tangled scaffolding was removed from the spire area, and was therefore no longer a threat to the building.
The world will now have to wait for Notre-Dame de Paris to be restored to its former magnificence.
for the bikes across borders ride. underneath the dress she has a wonder woman costume. come out and ride. 7pm. zilker. wear a jumpsuit.
im putting hokey spokes on the front wheel too.
Photos by Garvin St. Villier
The pivotal reason I leaned on RAM was due to the Mopar connection. The fact that they custom manufacture hundreds of accessories for RAMs is priceless. From running boards and bed steps to vinyl decals, lift kits, and tonneau covers, you can't go wrong with Mopar. Of course, the Rebel model is already rugged and features an aggressive front fascia, performance-tuned shock absorbers, skid plates, 1” higher suspension, Goodyear Wrangler all-terrain tires, 18x8” off-road rims, and a bulged performance hood to house the stalwart 5.7-liter V8 HEMI e-Torque engine. However, I tapped into Mopar’s massive inventory to outfit “Soul Rebel 22” with a few essential parts that included:
• Cold Air Intake System
• Cat-Back Exhaust System
• Spray-In Bedliner
• Utility Rails & Hide-a-Hooks
• Deployable Bed-Step
• Cargo Bed Divider
• Matte Black Front Air Deflector
• Mopar Accessory Kit featuring:
1.Stainless Steel License Plate Cover
2.Stainless Steel Keychain
3.Mopar Valve Stem Caps
Buzz Aldrin is deploying the Solar Wind Collector (SWC), a foil sheet which he is pointing at the Sun. Note the word 'SHADE' printed on the bottom of the back side. [much more legible in the Project Apollo Archive photo] The word 'SUN' is printed on the sun-ward side. At the end of the EVA, after leaving the SWC exposed to the Sun for about 1 hour and 17 minutes, Aldrin will roll up the foil and pack it in a bag for analysis back on Earth. Note the considerable clearance between the bottom of the Descent Engine bell and the surface beneath it. Little West Crater is near the horizon on the left-hand side of the image. Note the pattern of scour-like marks running from the MESA toward the lower left that were created by the TV cable as Armstrong took the camera away from the LM on the tripod. His footprints are generally to the right of the cable marks, as he moved sideways out from the LM. Several potentially foot-grabbing loops remain in the cable. The rendezvous radar and various antennas on the top of the ascent stage are labeled in a detail:
www.hq.nasa.gov/alsj/a11/a11det5872.jpg
Each bootprint is about 33 cm long and has a greatest width of 15 cm.
At the far north end of southern California's Long Beach Airport: Imagine the jet blast deflector on an aircraft carrier, then enlarge it times 10; many powerful aircraft, including B-1 bombers, Hornets, C-5 Galaxy and C-17 Globemaster III transports and more have done engine run-ups here. Definitely not a place you'd want to be parking in at those times.
This is smack dab in the middle of aviation history going back to WWII and beyond. Douglas Aircraft, Boeing, building warplanes, cargo aircraft, airliners for decades. I don't know the history of this pad, but I imagine it has seen many a B-17 Flying Fortress doing engine run-ups. Only a few historic buildings remain, but Boeing Aircraft's C-17 plant is a sprawling complex here..
Spotted on a truck in Genoa, Italy.
From a Michelin press release in November 2003:
The Michelin Anti-Splash Deflector: a Road-Safety Innovation
Michelin, in its continuing concern with improving road safety, is planning an April 2003 world-premiere of an anti-splash deflector for the truck market, to be commercialised as an integrated component of the new 385/55 R 22.5 XFA2 Energy tire. This anti-splash deflector will contribute to improving the visibility of automobilists in rainy weather in situations involving passing or lane-crossovers with trucks.
The anti-splash designed by Michelin reduces up to 4 metres the height of water projections produced by trucks on wet roads. This brutal projection of water, resulting from water evacuation by the front truck tires is called “splash”. Splash is related to the way in which the front tires contact the road (an effect similar to that produced by the nose of a boat). Splash is something all automobilists are quite familiar with; the resulting loss of visibility when encountering trucks on a rainy road is a cause for major concern.
The anti-splash deflector is a patented device originating from Michelin's research centres. It is a circular piece of rubber placed at the junction of the tread and sidewall, on the exterior wall of the tire. By effectively reducing the height of water projections, this anti-splash deflector offers two major advantages: improved visibility for automobilists and the vision out of the rear-view mirror for truck drivers.
Thus, Michelin truck tires systematically take into account the dimension of safety in new product specifications. By incorporating the anti-splash deflector into the new XFA 2 Energy tire, Michelin demonstrates its desire to reconcile road safety with technological leadership.
- - - - - - - -
The character Bibendum is more commonly known as the Michelin Man. He was introduced in 1898. He took on a slightly different appearance as today's Michelin Man, he was made up of thinner tyres and was coloured white. Tyres at that time were thinner and white or grey coloured.
After 1912 tyres contained carbon giving them their black appearance.
In 2004 the chairman of Michelin proposed to drop the mascot, the stockholders didn't agree.
Would Bibendum have lasted so long if he had started out life as a black Michelin man?
Ugarte had slowly, painfully started to gather himself and his bearings. Though the loss of blood, and the ringing in his ears seemed to distort, he knew from all the clamor there where more then just the three originals in the hotel now. As he rose to his knees he caught movement from the corner of his left eye, and what seemed to be a rather slow reaction to him was actually quick enough for him to raise his padded arm to deflect -most- of the tee off from Forge. The force still sent him sprawling backwards. He wasted no time and lunged for the door behind the reception deck, testing the handle first and if it was locked, would attempt to bull his way through.
Kiri Mayako takes her pistol out, and gestures with it, first at Calee, then at Swara and Guin. "You see them? That's Guin - she's from the church. And that's a neko punk with an attitude problem. Both of which are our business. Now be a good girl and hush." She looks at Forge. "He attack Guin?" she asks, pointing at Swara with her pistol.
Darkness Odigaunt jumps as soon as the man was off Guin, she checks her for wounds.
Forgetten Tomorrow watched at the neko bashed the door off its hinges-- he would pause only for a second to look down at Guin. He raised the gun and he would fire again-- the sound of the blast would once again fill the room and Forge stumbled back a few feet likely hitting into the nun behind him. "YOU COME INTO MY FUCKING HOTEL! YOU STUPID SON OF A BITCH" he screamed out-- all he could hear was the ringing in his ears from the two blasts from the now empty rifle. Apparently he didn't hit Darkness but her decision to jump in as he was firing sent him spiraling over her landing hard against the stairs.
Emberen Twine gapes as she frantically assesses the situation...before ducking from the gunfire. She gapes and tries to get a handle on all the action without becoming a victim of it.
Calee Lykin just ignored the larger woman that was now behind her. She would deal with her later, people needed to realise who they were dealing with, with Calee. She glares at Kiri specifically, "Guns is bad!" she hisses at her. "The boss man has it under control, now ya lets him deals with it before ya gets other peoples hurted." She hadn't seen Swara attack Guin, and wasn't really sure what was going on, and figured that there was no way Kiri would have known either. She did know that more guns would mean more trouble, not less, and that her ears were ringing painfully from the shotgun blast. "Now ya should puts those 'way for ya hurts someone."
Iohannes Crispien sighs and mrrs, figuring he ought to draw at least one of his guns, his left, and smirks, covering Kiri, "Come on mister manager, leave the neko to us cats to punish. We'll make sure he gets what's coming to him." He snakes at Calee, "Nekos take care, and punish their own! If you're just gonna hop around, then I'll personally step in and pistolwhip the damn cat, it that's what he has coming."
Emberen Twine gasps unable to imagine what Swara has done for all the punishment.
Guinevere Fouroux gasps as the man's weight suddenly shifts, giving her room to draw air at last. Her breathing comes short and labored out of shock, and she blinks up at the hotel ceiling, barely noticing the swing of Forge's rifle. She nearly sobs in relief as the creature is knocked off of her, but she doesn't move, pain and disbelief washing through her. "What... " she tries to whisper. She remembers the gun is still clutched in her hand and she releases it as if burned. Forge's scream is almost welcome, something she can latch on to, and she tries to turn onto her side--the side that wasn't burning. "Forge?" she tries again. The lobby is full of people, and she spots the hem of familiar black. "Sister Lis?" She doesn't wonder at the illogic of her being here. "Wha--what happened?"
Kiri Mayako looks at Calee. "Girl - *hush*. Nobody cares about you at the moment: Let the grownups work." She looks back to Forge, then the door Swara vanished through. "May we? We'd like to... have a word with him. His conduct is rather appalling, and reflects poorly on all hybrids."
Skis :Move:
Sonic Deflector :Defense:
Precision Rifle :Direct:
Helmet :Spotting:
Exploration satellite :SSR:
Photos by Garvin St. Villier
The pivotal reason I leaned on RAM was due to the Mopar connection. The fact that they custom manufacture hundreds of accessories for RAMs is priceless. From running boards and bed steps to vinyl decals, lift kits, and tonneau covers, you can't go wrong with Mopar. Of course, the Rebel model is already rugged and features an aggressive front fascia, performance-tuned shock absorbers, skid plates, 1” higher suspension, Goodyear Wrangler all-terrain tires, 18x8” off-road rims, and a bulged performance hood to house the stalwart 5.7-liter V8 HEMI e-Torque engine. However, I tapped into Mopar’s massive inventory to outfit “Soul Rebel 22” with a few essential parts that included:
• Cold Air Intake System
• Cat-Back Exhaust System
• Spray-In Bedliner
• Utility Rails & Hide-a-Hooks
• Deployable Bed-Step
• Cargo Bed Divider
• Matte Black Front Air Deflector
• Mopar Accessory Kit featuring:
1.Stainless Steel License Plate Cover
2.Stainless Steel Keychain
3.Mopar Valve Stem Caps
Voici une version **resserrée, plus fluide et plus percutante**, en conservant le fond et le ton critique :
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On a conçu ce pont avec d’importantes cambrures verticales, sachant qu’il s’affaisserait sous son propre poids et celui des charges prévues (deux trains Cooper E-50). En revanche, on n’a pas anticipé son déversement automatique, causé par une instabilité élastique jamais prise en compte. La structure a été dimensionnée avec des facteurs de sécurité transversaux très faibles (environ 1,33), calculés selon des méthodes d’il y a cent ans, sans considération pour l’instabilité élastique des poutres. Le résultat est aujourd’hui visible : le pont déverse vers l’amont.
Les poteaux principaux, les membrures adjacentes, les extrémités des bras en porte-à-faux et celles de la partie suspendue — toutes des composantes hautement critiques — présentent de multiples déformations clairement rendues en phase plastique. L’image est celle d’une vieille voiture (« minoune ») qui se tord sous l’effet combiné de la corrosion et de charges excessives. Or, ce pont est l’équivalent d’un taxi : une infrastructure d’usage public. Il serait irresponsable de refuser de voir cette réalité plus longtemps.
Le véritable débat est donc le suivant : rachète-t-on la « minoune » pour obtenir le permis, c’est-à-dire les emprises permettant d’économiser environ 50 % du coût d’un nouveau pont ? Le projet de maquillage et de consolidation à plus d’un milliard de dollars ne trompe plus personne de sérieux. Comme la conception initiale et les négligences accumulées depuis 50 ans sont largement imputables au gouvernement canadien, c’est à lui d’assumer ses erreurs et de racheter l’ouvrage.
J’estime être à 90 % dans la cible quant à l’état réel de la structure. Or, personne n’a signé, articulé ni publié d’arguments techniques contraires.
Si je me trompe, qu’Ottawa et le CN publient un certificat de sécurité conforme aux normes modernes, signé par les ingénieurs responsables, et qu’ils garantissent surtout une pérennité minimale de 25 ans. À défaut, qu’un décret prévoie son remplacement — pour un coût minimal de 2 milliards de dollars, ou jusqu’à 5 milliards, comme pour le pont Samuel-De Champlain en incluant la démolition de l’ancien. Je mets au défi les ingénieurs et administrateurs responsables de le faire, ou à tout le moins de rendre publics les rapports d’inspection et de travaux pertinents. Leur contenu serait, je le crois, dévastateur.
Une enquête formelle s’imposera tôt ou tard. Compte tenu des jeux politiques actuels, il est inconcevable qu’après deux tragédies majeures — et une troisième qui se profile — élus, ingénieurs et administrateurs ne tirent pas enfin les leçons techniques et professionnelles qui s’imposent.
Je ne peux m’empêcher de constater que les mêmes mécanismes d’orgueil, d’omerta et de cupidité risquent, une fois encore, de mettre en jeu la sécurité des usagers.
Southwold beach front, Suffolk, during the second high surge tide around midday on Friday 6th December. Photos: Sarah Groves
Fitted with the initial steering tail and also a grenade deflector.
en.wikipedia.org/wiki/Mark_I_tank
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Taken at the Bovington Tank Museum in 2007.
Published with permission.
All Rights Reserved (at the request of the Tank Museum)
The Postcard
A postally unused carte postale published by ELD.
Despite initial reports that Notre-Dame's three medieval rose windows had 'exploded' in the disastrous fire of the 15th. April 2019, all three survived intact.
The Notre-Dame Fire
On the 15th. April 2019, fire broke out in the attic beneath the cathedral's roof at 18:18. At 18:20 the fire alarm sounded and guards evacuated the cathedral. A guard was sent to investigate, but to the wrong location – the attic of the adjoining sacristy – where he found no fire. About fifteen minutes later the error was discovered, but by the time guards had climbed the three hundred steps to the cathedral attic the fire was well advanced.
The alarm system was not designed to automatically notify the fire brigade, which was summoned at 18:51 after the guards had returned. Firefighters arrived within ten minutes.
Fighting the Notre-Dame Fire
More than 400 firefighters were engaged. A hundred government employees along with police and municipal workers moved precious artefacts to safety via a human chain.
The fire was primarily fought from inside the structure, which was more dangerous for personnel, but reduced potential damage to the cathedral - applying water from outside risked deflecting flames and hot gases (at temperatures up to 800 °C) inwards. Deluge guns were used at lower-than-usual pressures to minimise damage to the cathedral and its contents. Water was supplied by pump-boat from the Seine.
Aerial firefighting was not used because water dropped from heights could have caused structural damage, and heated stone can crack if suddenly cooled. Helicopters were also not used because of dangerous updrafts, but drones were used for visual and thermal imaging, and robots for visual imaging and directing water streams. Molten lead falling from the roof posed a special hazard for firefighters.
By 18:52, smoke was visible from the outside; flames appeared within the next ten minutes. The spire of the cathedral collapsed at 19:50, creating a draft that slammed all the doors and sent a fireball through the attic. Firefighters then retreated from within the attic.
Shortly before the spire fell, the fire had spread to the wooden framework inside the north tower, which supported eight very large bells. Had the bells fallen, it was thought that the damage done as they fell could have collapsed the towers, and with them the entire cathedral.
At 20:30, firefighters abandoned attempts to extinguish the roof and concentrated on saving the towers, fighting from within and between the towers. By 21:45 the fire was under control.
Adjacent apartment buildings were evacuated due to concern about possible collapse, but on the 19th. April the fire brigade ruled out that risk. One firefighter and two police officers were injured.
Damage to Notre-Dame
Most of the wood/metal roof and the spire of the cathedral was destroyed, with about one third of the roof remaining. The remnants of the roof and spire fell atop the stone vault underneath, which forms the ceiling of the cathedral's interior. Some sections of this vaulting collapsed in turn, allowing debris from the burning roof to fall to the marble floor below, but most sections remained intact due to the use of rib vaulting, greatly reducing damage to the cathedral's interior and objects within.
The cathedral contained a large number of artworks, religious relics, and other irreplaceable treasures, including a crown of thorns said to be the one Jesus wore at his crucifixion. Other items were a purported piece of the cross on which Jesus was crucified, the Tunic of St. Louis, a pipe organ by Aristide Cavaillé-Coll, and the 14th.-century Virgin of Paris statue.
Some artwork had been removed in preparation for the renovations, and most of the cathedral's sacred relics were held in the adjoining sacristy, which the fire did not reach; all the cathedral's relics survived. Many valuables that were not removed also survived.
Lead joints in some of the 19th.-century stained-glass windows melted, but the three major rose windows, dating back to the 13th. century, were undamaged. Several pews were destroyed, and the vaulted arches were blackened by smoke, though the cathedral's main cross and altar survived, along with the statues surrounding it.
Some paintings, apparently only smoke-damaged, are expected to be transported to the Louvre for restoration. The rooster-shaped reliquary atop the spire was found damaged but intact among the debris. The three pipe organs were not significantly damaged. The largest of the cathedral's bells, the bourdon, was also not damaged. The liturgical treasury of the cathedral and the "Grands Mays" paintings were moved to safety.
Environmental Damage
Airparif said that winds rapidly dispersed the smoke, carrying it away aloft along the Seine corridor. It did not find elevated levels of particulate air pollution at monitoring stations nearby. The Paris police stated that there was no danger from breathing the air around the fire.
The burned-down roof had been covered with over 400 metric tons of lead. Settling dust substantially raised surface lead levels in some places nearby, notably the cordoned-off area and places left open during the fire. Wet cleaning for surfaces and blood tests for children and pregnant women were recommended in the immediate area.
People working on the cathedral after the fire did not initially take the lead precautions required for their own protection; materials leaving the site were decontaminated, but some clothing was not, and some precautions were not correctly followed; as a result, the worksite failed some inspections and was temporarily shut down.
There was also more widespread contamination; testing, clean-up, and public health advisories were delayed for months, and the neighbourhood was not decontaminated for four months, prompting widespread criticism.
Reactions to the Notre-Dame Fire
President of France Emmanuel Macron, postponing a speech to address the Yellow Vests Movement planned for that evening, went to Notre-Dame and gave a brief address there. Numerous world religious and government leaders extended condolences.
Through the night of the fire and into the next day, people gathered along the Seine to hold vigils, sing and pray.
White tarpaulins over metal beams were quickly rigged to protect the interior from the elements. Nettings protect the de-stabilised exterior.
The following Sunday at Saint-Eustache Church, the Archbishop of Paris, Michel Aupetit, honoured the firefighters with the presentation of a book of scriptures saved from the fire.
Investigation Into The Notre-Dame Fire
On the 16th. April, the Paris prosecutor said that there was no evidence of a deliberate act.
The fire has been compared to the similar 1992 Windsor Castle fire and the Uppark fire, among others, and has raised old questions about the safety of similar structures and the techniques used to restore them. Renovation works increase the risk of fire, and a police source reported that they are looking into whether such work had caused this incident.
The renovations presented a fire risk from sparks, short-circuits, and heat from welding (roof repairs involved cutting, and welding lead sheets resting on timber). Normally, no electrical installations were allowed in the roof space due to the extreme fire risk.
The roof framing was of very dry timber, often powdery with age. After the fire, the architect responsible for fire safety at the cathedral acknowledged that the rate at which fire might spread had been underestimated, and experts said it was well known that a fire in the roof would be almost impossible to control.
Of the firms working on the restoration, a Europe Echafaudage team was the only one working there on the day of the fire; the company said no soldering or welding was underway before the fire. The scaffolding was receiving electrical supply for temporary elevators and lighting.
The roofers, Le Bras Frères, said it had followed procedure, and that none of its personnel were on site when the fire broke out. Time-lapse images taken by a camera installed by them showed smoke first rising from the base of the spire.
On the 25th. April, the structure was considered safe enough for investigators to enter. They unofficially stated that they were considering theories involving malfunction of electric bell-ringing apparatus, and cigarette ends discovered on the renovation scaffolding.
Le Bras Frères confirmed its workers had smoked cigarettes, contrary to regulations, but denied that a cigarette butt could have started the fire. The Paris prosecutor's office announced on the 26th. June that no evidence had been found to suggest a criminal motive.
The security employee monitoring the alarm system was new on the job, and was on a second eight-hour shift that day because his relief had not arrived. Additionally, the fire security system used confusing terminology in its referencing parts of the cathedral, which contributed to the initial uncertainty as to the location of the fire.
As of September, five months after the fire, investigators thought the cause of the fire was more likely an electrical fault than a cigarette. Determining the exact place in which the fire started was expected to take a great deal more time and work. By the 15th. April 2020, investigators stated:
"We believe the fire to have been
started by either a cigarette or a
short circuit in the electrical system".
Reconstruction of Notre-Dame Cathedral
On the night of the fire Macron said that the cathedral, which is owned by the state, would be rebuilt, and launched an international fundraising campaign. France's cathedrals have been owned by the state since 1905, and are not privately insured.
The heritage conservation organisation Fondation du Patrimoine estimated the damage in the hundreds of millions of euros, but losses from the fire are not expected to substantially impact the private insurance industry.
European art insurers stated that the cost would be similar to ongoing renovations at the Palace of Westminster in London, which currently is estimated to be around €7 billion.
This cost does not include damage to any of the artwork or artefacts within the cathedral. Any pieces on loan from other museums would have been insured, but the works owned by the cathedral would not have been insurable.
While Macron hoped the cathedral could be restored in time for the 2024 Paris Summer Olympics, architects expect the work could take from twenty to forty years, as any new structure would need to balance restoring the look of the original building, using wood and stone sourced from the same regions used in the original construction, with the structural reinforcement required for preventing a similar disaster in the future.
There is discussion of whether to reconstruct the cathedral in modified form. Rebuilding the roof with titanium sheets and steel trusses has been suggested; other options include rebuilding in the original lead and wood, or rebuilding with modern materials not visible from the outside (like the reinforced concrete trusses at Reims Cathedral).
Another option would be to use a combination of restored old elements and newly designed ones. Chartres Cathedral was rebuilt with wrought iron trusses and copper sheeting after an 1836 fire.
French prime minister Édouard Philippe announced an architectural design competition for a new spire that would be:
"Adapted to the techniques
and the challenges of our era."
The spire replacement project has gathered a variety of designs and some controversy, particularly its legal exemption from environmental and heritage rules. After the design competition was announced, the French senate amended the government's restoration bill to require the roof to be restored to how it was before the fire.
On the 16th. July, 95 days after the fire, the law that will govern the restoration of the cathedral was finally approved by the French parliament. It recognises its UNESCO World Heritage Site status and the need to respect existing international charters and practices, to:
"Preserve the historic, artistic and architectural
history of the monument, and to limit any
derogations to the existing heritage, planning,
environmental and construction codes to a
minimum".
On the 15th. April 2020, Germany offered to restore some of the large clerestory windows located far above eye level with three expert tradesmen who specialize in rebuilding cathedrals. Monika Grütters, Germany's Commissioner for Culture was quoted as saying that her country would shoulder the costs.
As of the 30th. November all of the tangled scaffolding was removed from the spire area, and was therefore no longer a threat to the building.
The world will now have to wait for Notre-Dame de Paris to be restored to its former magnificence.
Chelsea's Oscar sees his shot deflect off Sunderland's Matt Kilgallon for the equaliser during the Barclays Premier League match at Stamford Bridge, London. PRESS ASSOCIATION Photo. Picture date: Sunday April 7, 2013. See PA Story SOCCER Chelsea. Photo credit should read: Daniel Hambury/PA Wire. RESTRICTIONS: Editorial use only. Maximum 45 images during a match. No video emulation or promotion as 'live'. No use in games, competitions, merchandise, betting or single club/player services. No use with unofficial audio, video, data, fixtures or club/league logos.
Frank was trying to Lick my face but I kept turning away - it worked for a while (see posted photo), he finally grabbed my nose in his mouth, no pressure, but he was holding it steady, making sure I wasn't going to be able to turn away.
The Large Heath occurs on bogs and mosses in northern Britain. This is subspecies davus, the one with the largest eyespots, and Shropshire butterflies usually have the largest spots of all. This individual has strikingly large eyespots, which serve to deflect the blows of predators, usually pipits. The Hare's Tail Cotton Grass, on which it is perching, is the main larval foodplant and is usually abundant in its bog habitat.
KOREA REP’s goal scorer Kim Chi-woo (#19)
Kim Chi-woo’s deflected free-kick deep into stoppage time earned Korea Republic a 1-1 draw against Lebanon to join Uzbekistan at the top of Group A and remain on course for an eighth consecutive appearance at the FIFA World Cup.
WSG is the exclusive marketing partner of the Asian Football Confederation, and manages the sponsorship and media rights for AFC events including the AFC Asian Qualifiers for the 2014 FIFA World Cup™.
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this shoot was fun..but so cold. so i suddenly had inspiration to get wet while i was spraying gum off of my shoe with water (it doesn't work). i let my little brother spray me while the camera was on a music stand (i don't have a tripod :]) it was windy too...brrrr.
for this shot, i like how you can see the water bouncing off my shoulder area. i could've gotten better shots though :( maybe i'll do this again :]
i was drenched! tried to look like a superhero blocking a magical shot from my opponent? failed.
O. TAGGED! LOL!
10 random facts:
1. i don't use a DSLR
2. i like to hum
3. i can't whistle :(
4. i'm scared of the dark..:[)
5. i love playing with bouncy balls!
6. disturbing: whenever i run, i always have a need to fart... don't run behind me.
7. i hate sleeping during the day. i am not an owl
8. i want to grow something magical on my face..like a trunk or a horn :]
9. my birthday is on November 12
10. i like toe socks
comments,favs,notes,tags,&anythingelse are alwaysss loved :[)
+2 in comments
75th Street Tower used mechanical pipelines to operate trackside switches, derails, locks, and signals. These deflecting bars changed the direction of the pipeline's motion.
This is a shell deflector made for the Steyr AUG by Corvus Defensio in Germany.
Ejected casings have a habit of dinging up the AUG's plastic stock, and this M4-style deflector is designed to prevent that.
This is from about the back edge of the cockpit, looking forward and toward the midline of the car. As opposed to another picture a at the end of this series showing the same tire, wheel, suspension, etc, viewed across the front of the car from ahead of the left front tire.
copy_DSC_0283
The Amulet of Cyzgar can generate a forcefield capable of deflecting powerful blows, physical and psychic alike. It also renders spells cast by Shadow Priests harmless.
3.5 x 5"
Ink on Paper, 2015
Inktober, Day 15 / Drawlloween [Amulet]
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