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Comments with group images, deleted. Sorry about that.
An F-35C Lightning II on USS George Washington (CVN-73) during F-35C Development Test III. Lockheed Martin photo by Dane Wiedmann. Learn more: lmt.co/2byldPY.
The Lavochkin La-5 (Лавочкин Ла-5) was a Soviet fighter aircraft of World War II. It was a development and refinement of the LaGG-3 and was one of the Soviet Air Force's most capable types of warplane.
Development
The La-5's heritage began even before the outbreak of war, with the LaGG-1, a promising yet underpowered aircraft – turning a full circle, for example, took 20 seconds. The LaGG-3 was a modification of that design that attempted to correct this by both lightening the airframe and fitting a more powerful engine. Nevertheless, this was not enough, and the lack of power remained a significant problem.
In early 1942, two of the LaGG-1 and -3's designers, Semyon Lavochkin and Vladimir Gorbunov, attempted to correct this deficiency by experimentally fitting a LaGG-3 with the more powerful Shvetsov ASh-82 radial engine. Since the LaGG-3 was powered by an inline engine, they accomplished this by grafting on the nose section of a Sukhoi Su-2 (which used this engine). By now, the shortcomings of the LaGG-3 had caused Lavochkin to fall out of Joseph Stalin's favour, and factories previously assigned to LaGG-3 construction had been turned over to building the rival Yakovlev Yak-1 and Yak-7. The design work required to adapt the LaGG-3 to the new engine and still maintain the aircraft's balance was undertaken by Lavochkin in a small hut beside an airfield over the winter of 1941-1942, all completely unofficially.
When the prototype took flight in March, the result was extremely pleasing - the fighter finally had a powerplant that allowed it to perform as well in the air as it had been supposed to on paper. After flying, the LaG-5 (the change in name reflecting that one of the original LaGG designers was no longer with the programme), Air Force test pilots declared it superior to the Yak-7, and intensive flight tests began in April. After only a few weeks, the design was modified further, cutting down the rear fuselage to give the pilot better visibility.
By July, Stalin ordered maximum-rate production of the aircraft, now simply known as the La-5 and the conversion of any incomplete LaGG-3 airframes to the new configuration. The prototype was put in mass production almost immediately in factories located in Moscow and in the Yaroslav region. While still inferior to the best German fighters at high altitudes, the La-5 proved to be every bit their match closer to the ground. With most of the air combat over the Eastern Front taking place at altitudes of under 5,000 m (16,404 ft), the La-5 was very much in its element. Its rate of roll was excellent.
Further refinement of the aircraft involved a fuel-injected engine, further lightening of the aircraft, and fixed slats to improve all-round performance. This was designated the La-5FN and would become the definitive version of the aircraft. A full circle turn took 18–19 seconds. Altogether, 9,920 La-5s of all variants were built, including a number of dedicated trainer versions, designated La-5UTI. Several La-5s had three Berezin B-20 cannon installed in the nose capable of a salvo of 3.4 kg/s rounds. Further refinements of the aircraft would lead to the Lavochkin La-7.
A number of La-5s continued in the service of Eastern Bloc nations after the end of the war, including Czechoslovakia.
Flying the La-5
In the summer of 1943, a brand-new La-5 made a forced landing on a German airfield providing the Luftwaffe with an opportunity to test-fly the newest Soviet fighter. Test pilot Hans-Werner Lerche wrote a detailed report of his experience.[1] He particularly noted that the La-5FN excelled at altitudes below 3,000 m (9,843 ft) but suffered from short range and flight time of only 40 minutes at cruise engine power. All of the engine controls (throttle, mixture, propeller pitch, radiator and cowl flaps, and supercharger gearbox) had separate levers which served to distract the pilot during combat to make constant adjustments or risk suboptimal performance. For example, rapid acceleration required moving no less than six levers. In contrast, contemporary German aircraft, especially the BMW 801 radial-engined variants of the Focke-Wulf Fw 190 front line fighter, had largely automatic engine controls with the pilot operating a single lever and electromechanical devices, like the Kommandogerät pioneering engine computer on the radial-engined Fw 190s, making the appropriate adjustments. Due to airflow limitations, the engine boost system (Forsazh) could not be used above 2,000 m (6,562 ft). Stability in all axes was generally good. The authority of the ailerons was deemed exceptional but the rudder was insufficiently powerful at lower speeds. At speeds in excess of 600 km/h (370 mph), the forces on control surfaces became excessive. Horizontal turn time at 1,000 m (3,281 ft) and maximum engine power was 25 seconds.
In comparison with Luftwaffe fighters, the La-5FN was found to have a comparable top speed and acceleration at low altitude. It possessed a higher roll rate and a smaller turn radius than the Bf 109 and a better climb rate than the Fw 190A-8. The Bf 109 utilizing MW 50 had superior performance at all altitudes, and the Fw 190A-8 had better dive performance. Lerche's recommendations were to attempt to draw the La-5FN to higher altitudes, to escape attacks in a dive followed by a high-speed shallow climb, and to avoid prolonged turning engagements.
The La-5 had its defects. Perhaps the most serious being the thermal isolation of the engine, lack of ventilation in the cockpit, and a canopy that was impossible to open at speeds over 350 km/h. To make things worse, exhaust gas often entered in the cockpit due to poor insulation of the engine compartment. Consequently, pilots ignored orders and frequently flew with their canopies open.[2]
In general, Soviet pilots appreciated the La-5 as an effective fighter. "That was an excellent fighter with two cannons and a powerful air-cooled engine", recalled pilot Viktor M. Sinaisky. "The first La-5s from the Tbilisi factory were slightly inferior, while the last ones from the Gorki plant, which came to us from Ivanovo, were perfect. At first we received regular La-5s, but then we got new ones containing the ASh-82FN engine with direct injection of fuel into the cylinders. It was perfect. Everyone was in love with the La-5. it was easy to maintain too."[3] Nevertheless La-5 losses were high, the highest of all fighters in service in USSR, not considering those of the Yak-1. In 1941-45, VVS KA lost 2,591 La-5s, 73 in 1942, 1,460 in 1943, 825 the following year and 233 in 1945.
General characteristics
Crew: one pilot
Length: 8.67 m (28 ft 5.33 in)
Wingspan: 9.80 m (32 ft 1.75 in)
Height: 2.54 m (8 ft 4 in)
Wing area: 17.5 m² (188 ft²)
Empty weight: 2,605 kg (5,743 lb)
Loaded weight: 3,265 kg (7,198 lb)
Max. takeoff weight: 3,402 kg (7,500 lb)
Powerplant: 1 × Shvetsov ASh-82FN radial engine, 1,385 kW (1,850 hp)
Performance
Maximum speed: 648 km/h (403 mph)
Range: 765 km (475 miles)
Service ceiling: 11,000 m (36,089 ft)
Rate of climb: 16.7 m/s (3,280 ft/min)
Wing loading: 186 kg/m² (38 lb/ft²)
Power/mass: 0.42 kW/kg (0.26 hp/lb)
Armament
2 × 20 mm ShVAK cannons, 200 rpg
2 × bombs up to 100 kg (220 lb) each
One of my favorite clips showing a staged gag where Leaonard Nimoy in costume from Spock's Brain is handcuffed at gunpoint while reading the headline of the LA Times from July 11th 1968. On this day Benjamin Spock was sentenced to a two year jail term for supporting draft evaders and declaring the Vietnam war unconsitutional in the famous Boston Five trial. This is the exact same time as the thrid season episode Spock's Brain was filmed, hence the costume. A great reminder of the political climate of 1968 in addition to the production of Star Trek.
The Wild Animal Sanctuary is making a area for the Coyotes I thing they said. The trees are in the area where water will flow. The back section is for the Fox's which 7 are placed. Tree's, water flow, dirt mounds plus concret pip sections covcered with dirt, more than evough room for everyone.
camera → " Firth of Clyde "
6X6 pinhole F136 (Betty 2eyes)
film → Kodak Ektar 100
exposure → 5sec. with Sverdlovsk 4, "the Owl Edvige" soviet lightmeter
development → Tetenal Colortec C41 - 30 °C
scanned → Epson V600
The depressing sight of the small housing development in the village, which is creating a lot of mud, great heaps of the stuff and muddy, clay coloured water streaming down the road.
125 pictures in 2025 (63) muddy
The west side of the island, near to Playa Blanca in Lanzarote. Much development stopped during the 2008 financial crash.
2012
LG Development’s HUGO masterplan includes the construction of mid-rise buildings at 751 N. Hudson Ave. and 411 W. Chicago Av. The two mixed-use structures will each stand 9 stories and will collectively house roughly 19,000 square feet of retail and 227 apartment units. The 751 N Hudson Avenue building will accommodate 134 residences; 411 W Chicago Avenue will house the remaining 93 units. Completion is scheduled for third-quarter 2023.
The two buildings replace parking lots and will be narrowly separated by 415 W. Chicago Ave, a masonry 1930 low-rise building. The seemingly vacant building is reminiscent of the building containing a cleaner (who owns it) and Bella Luna that remains at the south end of the One Chicago development because the woman refused to sell.
~ ny.curbed.com/maps/williamsburg-brooklyn-new-york-develop...
Run Day - 2/21/2019, Hunters Point South Park, LIC, NY.
Apple iPhone 7 Plus
iPhone 7 Plus back dual camera 3.99mm f/1.8
ƒ/1.8 4.0 mm 1/5300 25
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After initially operating the 501 with a standard Solo, Lakeside Coaches are currently using this Solo SR, which was latterly with Pulham's Coaches.
YJ14BWH is seen in Little Harlescott on the outskirts of Shrewsbury whilst heading to Ellesmere.
06/08/16
Now it has been a few years since rewatching, but this was the film I was the most excited to revisit in my “Road to Infinity War” watchathon! But out of all the solo films in the first phase of the Marvel Cinematic Universe, I’ve probably seen Captain America: The First Avenger the most! I remember wanting to see this movie so bad, but for some odd circumstances, I remember watching this movie for the first time weeks after its release, but I loved it the first time. I was a fan of Captain America before the film, but the tone was just perfect for me as a 12 year old. Anyways, I just finished watching the film so let’s check out if Captain America: The First Avenger still holds up for me after this incredible journey we’ve seen Cap go through after his first outing!
Good: I think the biggest thing I’ve picked up after this rewatch is how much I love and respect on how the filmmakers handled the mythology of Captain America in this movie. It’s so interesting to watch Steve Rogers start out as propaganda through comics and shows, it was a genius idea of the filmmaker’s! This movie perfectly captures the tone of the original comics, yet still grounds itself through the great character development. The introduction to Steve Rogers into this cinematic universe was absolutely perfect in this film, Marvel Studios casted the perfect man for the job in Chris Evans and I can’t quite possibly see anyone else as the character now! This film is one of the few Marvel films that actually gets better after seeing the films that followed it. Now after watching everything that’s gone down with the relationship between Cap and Bucky in Winter Soldier and Civil War, it’s really cool to watch them as pure friends in this movie. I also believe that this film also has a very underrated villain in the Red Skull. Hugo Weaving does a great performance as Red Skull and I really wish we could see more of him in the future, I mean he’s one of the biggest villains of the Marvel universe, having this great character in one movie seems a bit odd. The last thing I’ll say about this film is I really like how different this feels from the rest of the MCU. Some of the best MCU films are some of the most original in terms of its tone and technical aspects, and the way The First Avenger looks and sounds makes it stand out from the rest of the films. Alan Silvestri created an amazing theme for the character, and I would be upset that it hasn’t returned in the other Captain America films, but I really like the soundtracks for Winter Soldier and Civil War so I don’t mind.
Bad: My biggest complaint with this film is the pacing. This film feels very rushed in terms of the plot and character development. I wish the filmmakers made Steve Rogers Captain America longer in the 40s, it feels like he became Captain America then was frozen in ice in a matter of weeks. It would’ve been cool if there was a time jump so maybe we could return to Steve in the 40s doing stuff as flashback in other films *cough*BlackPanther*cough*. I also wasn’t a fan of how fast Bucky was “killed off,” I really liked their relationship but I wanted to see more of it!
Overall, Captain America: The First Avenger is an amazing first film for an amazing character that ultimately gets dragged down with its rapid pacing. This film is only two hours and I feel like they could’ve added 30 more minutes of development to truly make us feel Cap’s loss when he ultimately gets woken up in the present. That being said, this film is still a solid entry into the Marvel Cinematic Universe, but merely a stepping stone to greater and more memorable films. For these reasons, I’m going to give Captain America: The First Avenger a 7.75/10. Let me know your thoughts on the First Avenger are in the comments below and look forward to my review of the film that brought all these heroes together next week!
This is a massive development in Saanich, which is home to the Home Depot. This is the old Save on Foods grocery store that's been now torn down.
Fenix II development transforms old warehouse by stacking new apartments on top of the 100yr old building.
trying some macro...
old beroflex AF 35-70mm lens from an old minolta dynax 3ix cam. as i don't have any adapter on my e-mount, i used some piece of toilette paper roll :).
proceed in darktable
heuer microsplit LED / LCD 1/100-stopwatch development (from left): ref. HL 820 (1973) - ref. 520 (1974, this one is a ref. 530) - ref. 320 (1975) - ref. 370 (1976).
the development can see as a revolution. the size is always getting smaller, also the batterys (from 4 x AAA to 2 x LR1130 - some specials-models with accus)
> the first microsplit was designed inhouse, the other ones by richard sapper.
> the first two models are with split- and taylor-function, the following models only with split-function.
from the ref. 820 you get ref. 802 with 1/10 s. from the ref. 520 there are also models with 1/100 min. or 1/100 h. the ref. 320 has a following model in plastic (also without split-function), who endet up as a solar-model (also to TAGheuer) in diverse colours. the ref. 370 you can have with silver body und black strap.
Eddington - The North West Cambridge Development being built for the University of Cambridge aerial image