View allAll Photos Tagged GPS-System
A workmates " HMF - U580" is a big bird .
This has a GPS system altitude hold . along with a FPV (first person View) camera .
Spec's are 580 mm diagonal size motor to motor and it is equipped with 15 inch Carbon fibre Props .
As seen in the video this also has retracting undercarriage so the landing legs do not show on the onboard recording camera .
this video recorded on my EOS 70D DSLR camera .
Agriculture - Industry - Marine Survey & Inspection Group (AIM Control) in Viet Nam and Worldwide. AIM Control is an independent inspection company acting globally and providing a complete range of inspection, quality goods control and consulting service to trade and industry as well as governmental buying organizations.
ACTIVITIES:
Certification
Inspection & Survey, Superintendence
Quality Goods Control Inspection & Adjuster
Third Party Inspection & Laboratory Services
Technical Consultancy & Engineering Control
Diving and Underwater Works
BUSINESS LINES:
Agriculture - Industry – Marine Operations
Consumer - Manufacture Testing
Governments and Institutions
Minerals
Oil gas - Chemical - Offshore
Systems and Service Certification
Outsourcing
Risk Management
It would be very happy for AIM Control to be nominated as independent Agency & Inspection, Survey Company and/ or Representative on behalf of your company in Vietnam and worldwide. We would like to take the opportunity to sign in co-operation with your company with an Agent Agreement Contract.
It is pleasure to introduce ourselves to you, our Group: Agriculture - Industry - Marine Survey & Inspection Group (AIM Control), Vietnam and Worldwide
1. Background
1.1. Agriculture – Industry – Marine Inspection and Survey Group (AIM Control), Our Group was founded with 30% share capital from the Multinational Group holdings and its business operated under Business Register Certificate No. 4103003457 to meet the requirements of our clients and comply with the requirements of the Vietnam Government and International Rules for Survey, Inspection, and Consultant & Superintendence.
1.2. As from its foundation, AIM Control has provided a full range of survey, inspection and superintendence services to domestic and foreign clients since 1993 via its prompt and accurate for commodities, non-commodities, others and as well consultant, property appraisal in Industry, Marine and Agriculture fields. Most important of all, we offer a high level of attention to the needs of our customers.
1.3. Our experienced surveyors/inspectors are committed to understanding each client's particular situation and survey/inspection objectives. We do our best to provide the kind of information, analysis and advice that will assist our clients in making informed and comfortable decisions.
1.3. AIM Control has established and applied Quality Management System in conformity with ISO 9001: 2000 by BVQI London. The scope of services offered and the techniques and procedures applied are constantly adapted to the demands of the market place. The company is member of IFIA, GAFTA, FOSFA, THE SUGAR ASSOCIATION and corresponding associations and has been certified for ISO 45001, 45004, 45012 ( ISO 17020, 17025 ).
1.4. The Logo of AIM Control was registered at National Office of Industrial Property belonging directly to Ministry of Science, Industry and Environment.
1.5. Our Mission promotes improvements in quality, health, safety, and environmental and technical standards through the publication of guidance and information notes, codes of practice, and by other appropriate means to our staff and the Vietnamese community.
1.6. AIM Control provides inspection & survey services by National & International Inspector, Surveyor who meet the qualifications of the Inspector, Surveyors. The term Inspector, Surveyor refers to a National & International Commissioned Inspector, Surveyor as defined in this document.
1.7. Administrative Criteria of AIM Control demonstrates exclusive administrative and technical supervision of the surveyor, inspector's activities.
1.8. Independence, Impartiality and Integrity
General: The personnel of AIM Control shall be free from any financial and other pressures which might affect their judgment. Procedures shall be implemented to ensure that persons or organizations external to AIM Control; cannot influence the results of inspections carried out.
Independence: AIM Control shall be independent to the extent that is required with regard to the conditions under which it performs its services. It shall meet the criteria described: shall be independent of the parties involved; its staff responsible for carrying out the inspection, survey shall not be the designer, manufacturer or supplier of the items which they inspect, nor the authorized representative of any of these parties; shall not engage in any activities that may conflict with their independence of judgment and integrity in relation to their inspection, survey activities.
1.9. Organization and Management
AIM Control has the capability to perform its technical functions satisfactorily, as described in Paragraph 1.10.
AIM Control defines and document the responsibilities and reporting structure of the organization.
In some case of the inspection, survey, AIM Control shall employ one or more high-technology supervisor(s)/technical manager(s) and equipment(s)/device(s) however named, who have the overall responsibility for carrying out inspection activities in accordance with this document, and to monitor the performance of the inspector, surveyor. The supervisor/technical manager shall provide instructions to Inspectors, Surveyors specifying their respective duties and responsibilities, including the duty to perform inspections in accordance with department requirements.
1.10. Technical Management
Management controls to ensure development and implementation of a quality process.
Verify its technical capability with respect to inspection, examination, repair, alteration or other core competencies.
Provide for initial and ongoing training to maintain the competence of its personnel.
1.11. Evaluation for Membership Certificate of AIM Control
Membership required a survey at a location or locations where the applicant's inspection activities are controlled. The applicant shall specify the location(s) at which the quality program will be fully demonstrated. The applicant must provide the formal name of the agency and under what department it was formed. It is not necessary to survey each regional office or location covered by the same program provided documentation is made available to the survey team. The purpose of the survey is to evaluate the applicant's quality program including its implementation.
1.12. Issuance of Certificate and/or Report
The Certificate and/or Report will be promptly completed to the client upon request.
2. Members
2.1 Membership of AIM Control is available to companies and organizations active in the survey, inspection, consultant profession. The company's service organization is present in all major countries of all continents either with own Branch Offices or through Team Offices and is co-ordinated by the Head Offices in Ho Chi Minh City, Vietnam:
Toa Consultant Co., Ltd. in Marine Consultants & Ship Designs and of Panama Marine Survey & Certificate Services Inc, (PMSCS) – Malta Flag in Japan
Cesmec WSS S.A. Group in Chile
Overseas Associate Surveyors Brazil Ltd.
BASE SPA in Italy
Henderson International Iran Ltd
International Goods Inspection Company
Asian Divers & Equipment Sdn. Bhd.
VDL Marine Services (Pty) Ltd in Seychelles
Carsurin Co., Ltd, and PT. Andisha Sompa Co. in Indonesia
Global Surveyors & Inspectors Ltd. in Korea
Triumph Marine S.A. in Bulgaria
M/s J.C Gupta & Co., Pvt. Ltd. in India
Asian Divers & Equipment SDN BHD. in Malaysia
Hyopsung Surveyors & Adjusters Group in Korea
International Register of Shipping in USA
Eurogal Surveys Co., Ltd. (ESC) in Cambodia
MACOSNAR GROUP in Panama
BroadPulsee Group in North America
European Operations Group (“GMG”) in U.K
P & F S.r.l. (STCR) in Italy
BULCARGO Ltd.,7, VasilDrumev Str., BG-9002 Varna, Bulgaria
2.2 Our Clients are Ship Owners, Cargo, Shippers, Consignees, Chatterers, P&I, H&M & Cargo Underwriters, Banks, Lawyers, Shipyards, Enterprises, Group, Group, Shippers, Consignees, and some Government and Official bodies and the International Associations and any of its clients.
3. Personnel
3.1 Staff of the office is variously Members or Fellows of the Institute of Marine Engineers, The Royal Institution of Naval Architects, The Nautical Institute and The Society of Consulting Marine Engineers & Ship Surveyors, in The Marine Technical Consultants’ Association, having the Professional Qualifications Marine, Diver, Construction & Architecture, Environment, Design, and Industrial & Electrical Engineers.
3.2 Key of our personnel, CEO. Nguyen Te Nhan, Master Ha Van Truong and Marine Pilot, Eng. Tran Duc Nhat, Capt. Nguyen An Thanh, Marine Chief Electrical Eng. Le Quang Dat, Electrical Industry Eng. Nguyen Hai Phong, Marine Dive Master Nguyen Hoang Hung, Master of Architecture Pham Ngoc Thao, Construction Eng. Nguyen Van Khoa, Construction Eng. Tran Duy An, Business Accountant Management Dang Viet Ha, Business Economical Management Nguyen Sy Huy, Master-Engineer Officer Nguyen Ngoc Phu, Chief Engineer Nguyen Dinh Hung.
4. Equipment
4.1 In Marine, Industry Fields, We carry equipment for shipping casualty investigations such as the normal still & motion picture photography including digital photography for transferring photographs of casualties to Clients direct over the Internet. Ultrasonic steel plate thickness gauging tools, refrigeration spear thermometers, grain temperature, moisture & humidity meters, Dynamometers, Pyrometers, Binoculars, The Ocean Imaging System Digital, GPS System, Corrosion Testing Equipment, In-Plan Quality Control Thin Film, Coating Thickness Meters, Electronic Spray Gun Testing, Temperature Dew point, Hydrometer, Amperemeters, Electrodynamometer, Mega-Ohm Meters and measurement Devices, are also carried. An ultra-sonic cargo hatch cover tightness instrument which permits testing of hatch covers with cargo on board and a digital fan-wheel anemometer for measuring air flows through cargo holds prior to loading perishable products are some more of our equipment, NTD. Furthermore a chromium steel tank contents’ sampling device suitable to obtain samples from any level is available for use.
4.2 In Diving & Offshore Field, survey and working : Chamber, Diver Gas Recovery System, Diver Gas Reclaim Helmet, Membrane Gas Separation System, Bell Gas Management Panel, High Flow Big Mask, Cuttings Rods, Cutting/Welding Torch, Battery Operated Sets, Ultra weld, Cox Submarine Gun, Underwater Video System, Pins, Hand lamps, wetsuits, hot water suits and accessories, Marker Lights, Diver Communication, Pressure Testing Gause, Decompression Chambers, Container Diving System, Built-in Compressor and Gas Storage, Bell Survival Suit, Underwater Digital Photography, Video Camera, Underwater Radio Communication.
4.4 Our Laboratory: Testing products & Material Lab Analysis.
Pursuant to the mottos:
Accurate
Unprejudiced
Prompt
We dedicate ourselves to continually improving the quality of our services by focusing on skills of the specialized staff and technique to and hope to obtain close cooperation with you all soon in the spirit of equality and bilateral benefit.
Thanks your help and your attention would be highly appreciated,
Thanks & Best regards,
Dr Capt Nguyen
Tel: +848-3832-7204; Fax: +848-3832-8393
Cell: +8490-3615-612
Skype: aimcontrol
E-mail: aimcontrol@vnn.vn; aimcontrol@hotmail.com
The Mobile Laboratory is designed to withstand some of the harshest frontier conditions and can be placed in some of the roughest terrain by way of towing, airdrop, or even under its own self driving GPS system. The driving system is not not the fastest, but it can move between 2-5 miles a day under its own power.
The power for the scientific equipment and engines are collected by two solar panels that are on a 360* swivel and are able to fold up or down almost 180* atop the roof. The power is collected and stored into batteries throughout the Lab to be used for different purposes. Some of the power is directed to external batteries that can be used to charge the Expeditionary Rover and other devices.
There is a range of transmission equipment on the Lab for quick connection to colonies and their main labs.
The crew does not live inside the lab, but rather usually sets up temporary living quarters with a Forward Living Pod.
So this was built in addition to my Expeditionary Rover for FebRovery 2015, but I just never got around to posting it. But here it is, 2 months late.
Enjoy.
This big John Deere 8360R tractor is rated at 265 kW.
In one go the farmer prepares the field and plants the potatoes. The tractor is equiped with a GPS-system with the data of the field. The field is located west of the city Liège in Belgium.
I00258
Agriculture - Industry - Marine Survey & Inspection Group (AIM Control) in Viet Nam and Worldwide. AIM Control is an independent inspection company acting globally and providing a complete range of inspection, quality goods control and consulting service to trade and industry as well as governmental buying organizations.
ACTIVITIES:
Certification
Inspection & Survey, Superintendence
Quality Goods Control Inspection & Adjuster
Third Party Inspection & Laboratory Services
Technical Consultancy & Engineering Control
Diving and Underwater Works
BUSINESS LINES:
Agriculture - Industry – Marine Operations
Consumer - Manufacture Testing
Governments and Institutions
Minerals
Oil gas - Chemical - Offshore
Systems and Service Certification
Outsourcing
Risk Management
It would be very happy for AIM Control to be nominated as independent Agency & Inspection, Survey Company and/ or Representative on behalf of your company in Vietnam and worldwide. We would like to take the opportunity to sign in co-operation with your company with an Agent Agreement Contract.
It is pleasure to introduce ourselves to you, our Group: Agriculture - Industry - Marine Survey & Inspection Group (AIM Control), Vietnam and Worldwide
1. Background
1.1. Agriculture – Industry – Marine Inspection and Survey Group (AIM Control), Our Group was founded with 30% share capital from the Multinational Group holdings and its business operated under Business Register Certificate No. 4103003457 to meet the requirements of our clients and comply with the requirements of the Vietnam Government and International Rules for Survey, Inspection, and Consultant & Superintendence.
1.2. As from its foundation, AIM Control has provided a full range of survey, inspection and superintendence services to domestic and foreign clients since 1993 via its prompt and accurate for commodities, non-commodities, others and as well consultant, property appraisal in Industry, Marine and Agriculture fields. Most important of all, we offer a high level of attention to the needs of our customers.
1.3. Our experienced surveyors/inspectors are committed to understanding each client's particular situation and survey/inspection objectives. We do our best to provide the kind of information, analysis and advice that will assist our clients in making informed and comfortable decisions.
1.3. AIM Control has established and applied Quality Management System in conformity with ISO 9001: 2000 by BVQI London. The scope of services offered and the techniques and procedures applied are constantly adapted to the demands of the market place. The company is member of IFIA, GAFTA, FOSFA, THE SUGAR ASSOCIATION and corresponding associations and has been certified for ISO 45001, 45004, 45012 ( ISO 17020, 17025 ).
1.4. The Logo of AIM Control was registered at National Office of Industrial Property belonging directly to Ministry of Science, Industry and Environment.
1.5. Our Mission promotes improvements in quality, health, safety, and environmental and technical standards through the publication of guidance and information notes, codes of practice, and by other appropriate means to our staff and the Vietnamese community.
1.6. AIM Control provides inspection & survey services by National & International Inspector, Surveyor who meet the qualifications of the Inspector, Surveyors. The term Inspector, Surveyor refers to a National & International Commissioned Inspector, Surveyor as defined in this document.
1.7. Administrative Criteria of AIM Control demonstrates exclusive administrative and technical supervision of the surveyor, inspector's activities.
1.8. Independence, Impartiality and Integrity
General: The personnel of AIM Control shall be free from any financial and other pressures which might affect their judgment. Procedures shall be implemented to ensure that persons or organizations external to AIM Control; cannot influence the results of inspections carried out.
Independence: AIM Control shall be independent to the extent that is required with regard to the conditions under which it performs its services. It shall meet the criteria described: shall be independent of the parties involved; its staff responsible for carrying out the inspection, survey shall not be the designer, manufacturer or supplier of the items which they inspect, nor the authorized representative of any of these parties; shall not engage in any activities that may conflict with their independence of judgment and integrity in relation to their inspection, survey activities.
1.9. Organization and Management
AIM Control has the capability to perform its technical functions satisfactorily, as described in Paragraph 1.10.
AIM Control defines and document the responsibilities and reporting structure of the organization.
In some case of the inspection, survey, AIM Control shall employ one or more high-technology supervisor(s)/technical manager(s) and equipment(s)/device(s) however named, who have the overall responsibility for carrying out inspection activities in accordance with this document, and to monitor the performance of the inspector, surveyor. The supervisor/technical manager shall provide instructions to Inspectors, Surveyors specifying their respective duties and responsibilities, including the duty to perform inspections in accordance with department requirements.
1.10. Technical Management
Management controls to ensure development and implementation of a quality process.
Verify its technical capability with respect to inspection, examination, repair, alteration or other core competencies.
Provide for initial and ongoing training to maintain the competence of its personnel.
1.11. Evaluation for Membership Certificate of AIM Control
Membership required a survey at a location or locations where the applicant's inspection activities are controlled. The applicant shall specify the location(s) at which the quality program will be fully demonstrated. The applicant must provide the formal name of the agency and under what department it was formed. It is not necessary to survey each regional office or location covered by the same program provided documentation is made available to the survey team. The purpose of the survey is to evaluate the applicant's quality program including its implementation.
1.12. Issuance of Certificate and/or Report
The Certificate and/or Report will be promptly completed to the client upon request.
2. Members
2.1 Membership of AIM Control is available to companies and organizations active in the survey, inspection, consultant profession. The company's service organization is present in all major countries of all continents either with own Branch Offices or through Team Offices and is co-ordinated by the Head Offices in Ho Chi Minh City, Vietnam:
Toa Consultant Co., Ltd. in Marine Consultants & Ship Designs and of Panama Marine Survey & Certificate Services Inc, (PMSCS) – Malta Flag in Japan
Cesmec WSS S.A. Group in Chile
Overseas Associate Surveyors Brazil Ltd.
BASE SPA in Italy
Henderson International Iran Ltd
International Goods Inspection Company
Asian Divers & Equipment Sdn. Bhd.
VDL Marine Services (Pty) Ltd in Seychelles
Carsurin Co., Ltd, and PT. Andisha Sompa Co. in Indonesia
Global Surveyors & Inspectors Ltd. in Korea
Triumph Marine S.A. in Bulgaria
M/s J.C Gupta & Co., Pvt. Ltd. in India
Asian Divers & Equipment SDN BHD. in Malaysia
Hyopsung Surveyors & Adjusters Group in Korea
International Register of Shipping in USA
Eurogal Surveys Co., Ltd. (ESC) in Cambodia
MACOSNAR GROUP in Panama
BroadPulsee Group in North America
European Operations Group (“GMG”) in U.K
P & F S.r.l. (STCR) in Italy
BULCARGO Ltd.,7, VasilDrumev Str., BG-9002 Varna, Bulgaria
2.2 Our Clients are Ship Owners, Cargo, Shippers, Consignees, Chatterers, P&I, H&M & Cargo Underwriters, Banks, Lawyers, Shipyards, Enterprises, Group, Group, Shippers, Consignees, and some Government and Official bodies and the International Associations and any of its clients.
3. Personnel
3.1 Staff of the office is variously Members or Fellows of the Institute of Marine Engineers, The Royal Institution of Naval Architects, The Nautical Institute and The Society of Consulting Marine Engineers & Ship Surveyors, in The Marine Technical Consultants’ Association, having the Professional Qualifications Marine, Diver, Construction & Architecture, Environment, Design, and Industrial & Electrical Engineers.
3.2 Key of our personnel, CEO. Nguyen Te Nhan, Master Ha Van Truong and Marine Pilot, Eng. Tran Duc Nhat, Capt. Nguyen An Thanh, Marine Chief Electrical Eng. Le Quang Dat, Electrical Industry Eng. Nguyen Hai Phong, Marine Dive Master Nguyen Hoang Hung, Master of Architecture Pham Ngoc Thao, Construction Eng. Nguyen Van Khoa, Construction Eng. Tran Duy An, Business Accountant Management Dang Viet Ha, Business Economical Management Nguyen Sy Huy, Master-Engineer Officer Nguyen Ngoc Phu, Chief Engineer Nguyen Dinh Hung.
4. Equipment
4.1 In Marine, Industry Fields, We carry equipment for shipping casualty investigations such as the normal still & motion picture photography including digital photography for transferring photographs of casualties to Clients direct over the Internet. Ultrasonic steel plate thickness gauging tools, refrigeration spear thermometers, grain temperature, moisture & humidity meters, Dynamometers, Pyrometers, Binoculars, The Ocean Imaging System Digital, GPS System, Corrosion Testing Equipment, In-Plan Quality Control Thin Film, Coating Thickness Meters, Electronic Spray Gun Testing, Temperature Dew point, Hydrometer, Amperemeters, Electrodynamometer, Mega-Ohm Meters and measurement Devices, are also carried. An ultra-sonic cargo hatch cover tightness instrument which permits testing of hatch covers with cargo on board and a digital fan-wheel anemometer for measuring air flows through cargo holds prior to loading perishable products are some more of our equipment, NTD. Furthermore a chromium steel tank contents’ sampling device suitable to obtain samples from any level is available for use.
4.2 In Diving & Offshore Field, survey and working : Chamber, Diver Gas Recovery System, Diver Gas Reclaim Helmet, Membrane Gas Separation System, Bell Gas Management Panel, High Flow Big Mask, Cuttings Rods, Cutting/Welding Torch, Battery Operated Sets, Ultra weld, Cox Submarine Gun, Underwater Video System, Pins, Hand lamps, wetsuits, hot water suits and accessories, Marker Lights, Diver Communication, Pressure Testing Gause, Decompression Chambers, Container Diving System, Built-in Compressor and Gas Storage, Bell Survival Suit, Underwater Digital Photography, Video Camera, Underwater Radio Communication.
4.4 Our Laboratory: Testing products & Material Lab Analysis.
Pursuant to the mottos:
Accurate
Unprejudiced
Prompt
We dedicate ourselves to continually improving the quality of our services by focusing on skills of the specialized staff and technique to and hope to obtain close cooperation with you all soon in the spirit of equality and bilateral benefit.
Thanks your help and your attention would be highly appreciated,
Thanks & Best regards,
Dr Capt Nguyen
Tel: +848-3832-7204; Fax: +848-3832-8393
Cell: +8490-3615-612
Skype: aimcontrol
E-mail: aimcontrol@vnn.vn; aimcontrol@hotmail.com
Vulcano DMUs are narrow gauge diesel multiple units manufactured to operate on the route around Etna volcano in Sicily. These are modern, two-unit trains on which special ‘PowerPack’ power-transmission systems were mounted together with a specially designed electric transmission. Advanced technological solutions implemented in the ving and gear systems and in the support of the train body have resulted in enhanced sound insulation of the passenger’s compartment in accordance with strict requirements of the Contracting Authority.
Vulcano trains offer enhanced travel comfort to both passengers and train drivers. They are fully air-conditioned and adapted to transporting passengers with reduced mobility. One section is fitted with a retention-tank toilet adapted to the needs of the disabled and the external door area is fitted with special movable ramps for wheelchairs. Driver’s cabs equipped with ergonomic control panels and modern equipment have enhanced driver’s working conditions.
Vulcano DMUs guarantee the highest safety standards because they were designed in accordance with standards concerning collision safety and crashworthiness. The train interior is made with materials satisfying fire resistance standards and the vehicle itself is equipped with an active fire detection and fire-fighting system.
Thanks to the configuration of the passenger compartment, the train can be operating on both urban and suburban lines. Easily-modified seat layout allows for optimizing passenger capacity. The seating capacity is 106 including 7 fold-up seats, and it may be changed depending on the carrier’s needs.
To ensure passenger safety, the DMUs have been equipped with a monitoring system. Other features include a passenger counting system, the GPS system, a modern passenger information system as well as an intercom enabling communication between the drivers and passengers.
Vulcano DMUs travel with a speed of 100 km/h and are adjusted to operate in multiple traction.
Under the executive contract, signed in December 2013, NEWAG S.A. is going to supply four DMUs for a net price of EUR 14.760.000. Under the framework agreement, FCE may order additional six trains in the future.
Vulcano DMUs are not the only Newag-manufactured trains which will be operating in Italy. In December this year, NEWAG S.A. signed a framework agreement and an executive contract with FERROVIE DEL SUD EST E SERVIZI AUTOMOBILISTICI s.r.l.- “FSE”, with registered office in Bari, Italy, to deliver five (with an additional option for 20) three unit electric multiple units (EMUs) from IMPULS II family. These will be the first ever EMUs produced by a Polish rail vehicle manufacturer which will be operating in Western Europe.
The Ciudad Mitad del Mundo (Middle of the World City) is a tract of land owned by the prefecture of the province of Pichincha, Ecuador. It is located at San Antonio parish of the canton of Quito, 26 km (16 mi) north of the center of Quito. The grounds contain the Monument to the Equator, which highlights the exact location of the Equator (from which the country takes its name) and commemorates the eighteenth-century Franco-Spanish Geodesic Mission which fixed its approximate location; they also contain the Museo Etnográfico Mitad del Mundo, Ethnographic Museum Middle of the Earth, a museum about the indigenous people ethnography of Ecuador.
The 30-metre-tall (98 ft) monument was constructed between 1979 and 1982 by Architect and Contractor Alfredo Fabián Páez with Carlos Mancheno President of Pichincha's Province Council to replace an older, smaller monument built by the Government of Ecuador under the direction of the geographer Luis Tufiño in 1936. It is made of iron and concrete and covered with cut and polished andesite stone. The monument was built to commemorate the first Geodesic Mission of the French Academy of Sciences, led by Louis Godin, Pierre Bouguer and Charles Marie de La Condamine, who, in the year 1736, conducted experiments to test the flattening at the poles of the characteristic shape of the Earth, by comparing the distance between a degree meridian in the equatorial zone to another level measured in Sweden. The older monument was moved 7 km (4.3 mi) to a small town near there called Calacalí.
Based on data obtained by Tufiño, it was believed that the equator passed through those two sites. However, according to readings based on the World Geodetic System WGS84, used in modern GPS systems and GIS products, the equator actually lies about 240 metres (790 ft) north of the marked line.
Everyone's got a story, and so does James.
I was ducking into a Starbucks in Fullerton, CA to get a venti black iced tea with one pump of sweetener and saw James. He asked for some spare change and I told him I'd be right back with some.
I told James about the $2 Portrait Series and asked whether he'd tell me why he was where he was. His whole demeanor changed and we chatted for about 5 minutes.
Here's what I learned...
He's 54 years-old. Originally from San Diego, he was adopted by a loving mother and father. His dad was Special Forces 82nd Airborne.
He's educated, worked for a golf course for years, helping to sell golf clubs, and got interested in marketing.
In the 90s he got an opportunity to work for IBM as a field tech engineer to help retro-fit the Los Angeles County MTA buses with GPS systems.
In 1995 James was shot by a .45 caliber pistol. James said it was a police officer who shot him, James said the officer planted narcotics on him after he was shot and on his way to the hospital. James barely survived, but was also charged with possession of narcotics.
Somehow he held onto his job until he was laid off in 2001.
That's when he started suffering more medical problems, started running out of money, and started drinking more. Yes, that's when his life got extra tough.
Fast forward 9 years, and James is on the street. He's hating life, is in pain, and doesn't think anyone would hire him in the state he's in.
His goal is to clean up, get into better shape and get back out to the golf course. He used to be a good golfer, and loves to help sell golf clubs.
I hope he makes it.
After our 5 minutes were up he concluded with, "Well, I won't lie to you. I have to go get a drink now. Thanks for talking to me."
UPDATE...
Today (September 14, 2011) I received a phone call from James' aunt Judith who lives in Tennessee. It seems James' family has been looking for "Jimmy" since the 1950s. James' half sister, Irene, found this photo doing a search on Yahoo! James' aunt Judith went on to explain that James' biological mother, Jean, was forced to release James for adoption in 1956 shortly after Jimmy's birth.
Jimmy's birth mother, Jean, is now 80 years-old and lives in Lancaster, Calif. Not too awfully far from where her Jimmy roams the streets.
Jean, Judith, and James' half sister Irene all have this photo in their homes. It's the first any of them have seen of Jimmy in more than 50 years! Too bad Jimmy's not doing so well. But that's what life on the street will do to a fella'.
I am trying to follow up and see if there's more we can do to round out the story.
ANOTHER UPDATE...
Late this afternoon (October 17, 2011) I received a call from James' 80 year-old biological mother. She had recently gotten out the hospital. Feeling that her days were numbered she decided to give me a call. She got my phone number from her sister who called me last month. James' biological mother, Jean, said she was hopeful that James was still alive and was eager to know.
By chance I was in Southern California today and was able to go out the very place I saw James more than a year ago now. I went back in to the same Starbucks and asked if anyone had seen James. Rodney said he knew James. But, unfortunately, he had to report that James had died some time ago. I don't know the details of James' passing. But I can tell you that James was not in good shape when I saw him last, more than a year ago.
Sgt. Joshua Voigt, Camp Grafton Training Center, uses a GPS system during a simulated exercise, August 19, 2022, Camp Grafton Training Center, Devils Lake, North Dakota. The competition tests soldier skills, tasks, and abilities. Winners will go on to compete in the 2023 Region VI Best Warrior Competition in the Spring. (U.S. Army National Guard photo by Staff Sgt. Brandi Schmidt, 116th Public Affairs Detachment/Released)
When exploring old buildings in Doulas County Wa I seen this Yellow Bird
The grain field are so huge aired spraying is the only way to go
It’s not called “crop dusting” anymore.
Planes are equipped with state-of-the-art equipment.
Recent technology developments such as GPS swath guidance, aerial imagine, and prescription mapping and dispersal systems have revolutionized the aerial application industry. Planes are equipped with GPS systems that provide guidance accuracy within three feed and guide the pilot using a light bar and electronic mapping system
What we have here is a failure to communicate. This pole is a future highway direction sign to direct drivers to a correct rout on this new highway. The directions will be written in American English. How long will it take for your GPS system to catch up with any changes to what the right direction is now compared to what it was 4 months ago? It would be safer if the direction sign could be GPS oriented so communications to smart cars (and smart drivers) would be quickly available to GPS networks. While our vehicles get smart enough to drive the driver, we still have dumb roads.
This image shows distinct neural connections in a cross section of a mouse’s hippocampus, a region of the brain involved in the memory of facts and events. The large, crescent-shaped area in green is hippocampal zone CA1. Its highly specialized neurons, called place cells, serve as the brain’s GPS system to track location. In red is hippocampal zone CA2. It’s important for forming memories of social interactions. The blue area shows the transmission sites of nerve signals between neurons in the neighboring CA3 zone and dentate gyrus, part of the hippocampus involved in episodic memories.
More information: directorsblog.nih.gov/2017/09/21/snapshots-of-life-color-...
Credit: Raunak Basu, University of Utah, Salt Lake City
NIH funding from: National Institute of Mental Health
From an Amtrak Keystone train traveling from Philadelphia to NYC. My GPS system failed so I'm guessing by the writing on the water tank that this is near the New Brunswick Technology Center in New Brunswick, New Jersey.
[ZS100-1000632 PScc]
PhotoTracker is perfect for people interested in tourism, traveling, and photography! It conveniently presents geo-tagged photos on a map: both photos that were taken by you, and ones that we compiled from popular photo-sites such as Flickr and Panaramio. Besides being a photo-viewer, this app allows for geo-tagging photos taken from an ordinary camera without a GPS navigator!
Main features:
•Viewing geo-tagged photos on the world map from your own device, or from Flickr and Panoramio.
•Explore the most photographed places in the world and around you on Radar Map.
•Ability to filter displayed photos by tags.
•Locations of 150000 interesting places on the map taken from Wikimapia, that dream of being photographed!
•Navigation to the chosen photos or places using your phones GPS-system.
•A list for your favorite photos, and convenient export of their links for your blog or website.
•Compiling of your geo-coordinates in a database for attachment to photos taken by a regular camera.
•Export of the geo-coordinates in the GPX format.
Users who decide to connect to their account through PhotoTracker will enjoy extra features:
•Ability to display exclusively one’s own photos on the map.
•Automatic attachment of photos uploaded to the map (just for Flickr’ users).
Программа PhotoTracker предназначена для людей, увлекающихся туризмом, путешествиями и любящих фотографировать. Она позволяет просматривать в удобной форме фотографии, привязанные к карте, снятые Вами и сохраненных на телефоне, а также фотографии с популярных интернет фото-сайтов. Помимо просмотра фотографий программа обеспечивает автоматическую привязку к карте Ваших фоток, снятых обычным фотоаппаратом, не имеющим GPS навигатора.
Основные возможности программы:
-Просмотр на карте мира фоток, имеющих географические координаты, расположенных на телефоне, на сайтах flickr и panoramio с возможностью выбора только фоток, содержащих определенные таги.
-Радар-карта для исследования наиболее фотографируемых мест в мире.
-Отображение на карте около 150000 интересных мест c сайта wikimapia, которые просто мечтают быть сфотографированными.
-Осуществление навигации на выбранные фотки или интересные места, используя стандартную навигационную программу Вашего телефона.
-Ведение списка понравившихся фоток и выгрузку ссылок на них в удобной форме для размещения в Вашем блоге или на сайте.
-Протоколирование Ваших географических координат в базе данных для привязки к карте фоток, снятых обычным фотоаппаратом.
-Выгрузка географических координат в формате GPX для дальнейшего использования в других программах.
Пользователям, пожелавшим подключиться к своему аккаунту через PhotoTracker, предоставляется ряд дополнительных возможностей:
-Отображение только Ваших фоток на карте.
-Автоматическая привязка к карте загруженных фоток (доступно только пользователям flickr).
ODC & ODT ~ April 13 ~ Technology (Bonus photo)
This has saved me many times on trips. However, there are a few shortcuts on the way to Florida this system does not know about. I have been scolded many times to turn around. Never once have I gotten an apology when I arrived safely.
+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
Operated by the Islamic Revolutionary Guards Corps, Iran's small Bell AH-1J fleet has seen a fair share of indigenous modernization in recent years. In 1971, Iran purchased 202 examples of an improved AH-1J, named "AH-1J International", from the United States. This improved Cobra featured an uprated P&WC T400-WV-402 engine and a stronger drivetrain, so that it would have a better performance under “hot & high” conditions. Recoil damping gear was fitted to the 20 mm M197 gun turret, and the gunner was given a stabilized sight and a stabilized seat, too. Of the AH-1Js delivered to the Shah's Imperial Iranian Army Aviation, 62 were TOW-capable.
Iranian AH-1Js participated in the Iran–Iraq War—which saw the most intensive use of helicopters in any conventional war. Iranian AH-1Js (particularly the TOW-capable ones) were "exceptionally effective" in anti-armor warfare, inflicting heavy losses on Iraqi armored and vehicle formations. In operations over the barren terrain in Khuzestan and later in southern Iraq, beside the standard tactics, Iranian pilots developed special, effective tactics, often in the same manner as the Soviets did with their Mi-24s. Due to the post-Revolution weapons sanctions, Iranians had to make do with what was at hand: lacking other guided ordnance they equipped the AH-1Js with AGM-65 Maverick missiles and used them with some success in several operations. About half of the AH-1Js were lost during the conflict to combat, accidents, and simple wear and tear –the rest of the fleet was kept operational and busy during the following years.
However, time and use took their toll on the Iranian Cobras, for which no replacement could be found. In 2001, Brigadier General Ahmad Kazemi, the then-commander in chief of the IRGC Air Force (from 2009, it became known as the IRGC Aerospace Force, or IRGCASF), requested Ali Khamenei, leader of the Islamic Republic, to permit the IRGC to procure two former army AH-1J Cobra helicopters that had been restored by the Iranian Helicopters Support and Renewal Company (IHSRC, called ‘Panha’ in Iran). They belonged to the Iranian Army Aviation Force (IRIAA, as it was then known), which lacked the funds to pay for the necessary restoration and renewal of parts and fuselage sections.
The first of these refurbished AH-1Js was a TOW Cobra capable of using the Iranian-made clone of the BGM-71A TOW anti-tank missile, the “Towfan”, while the second helicopter was a Non-TOW version capable of using only the 2¾-inch Hydra unguided rockets. They entered IRGCAF service at Fat'h helicopter base, Karaj, to the west of Tehran, in 2001. This marked the start of an ongoing but slow modernization program for the remaining Iranian Cobra fleet.
IHSRC also worked on the restoration of two more battle-damaged AH-1J TOW Cobras, in a project known as “Panha-2091”. The front sections of their fuselages had been destroyed by cannon rounds from Iraqi tanks during the Iran-Iraq war and the extensive restoration work required manufacture of new fuselage panels and structural parts. Panha engineers also co-operated with their colleagues from IAMI (Iranian Aircraft Manufacturing Industries, also known as HESA in Iran) and designed a new canopy for the helicopters equipped with a flat, bulletproof windshield instead of the former oval, non-bulletproof version. Under a project named HESA-2091, both helicopters were thoroughly modernized and equipped with multifunction displays and a new weapon control system with a head-up display for the pilot. Internal avionics were revamped with the addition of a GPS system in the nose, and a warning radar with four antennae providing 360 degrees coverage was integrated, too. Design and production of the new digital systems and their components was carried out by the Iranian Electronics Industries Company (IEI) with the assistance of Isfahan University of Technology and a Chinese-connected company, Safa Electronic Component Industries. Installation was performed by IAMI in Shahin-Shahr.
These two helicopters were ultimately named ‘Tiztak-2091’ and became prototypes for a larger modernization project for 102 remaining AH-1J Cobra attack helicopters for the Iranian Army Aviation Force. However, in total, the cost of this bold conversion projects exceeded the whole IRIAA budget for 2001, and this resulted in the cancellation of the wider modernization program just a year later. Step forward the IRGC which procured the two Tiztak-2091 prototypes alongside four more former IRIAA AH-1J Non-TOW Cobra helicopters from the Iranian Defence Ministry. These were revamped and delivered to frontline units between 2003 and 2005. However, further conversions have only be done sparingly since then, due to the lack of funds and material.
Despite these limitations, the IAAF immediately began working on upgrade projects to further increase combat capability of the small but busy fleet of Cobra helicopters. The Tiztak helicopters had been equipped with new targeting/surveillance turrets instead of their M-65 Telescopic Sight Units under a IAMI project named Towfan-2 back in 2012. The first helicopters were equipped with the Oqab EO/IR targeting turret produced by IOI (Iranian Optics Industries) in 2012, while others received an RU-290 thermal camera, a product of Rayan Roshd-Afzar.
After the formation of the Army Aviation Force of the Islamic Revolutionary Guard Corps (IRGCAA) on February 23, 2016, the IRGCASF helicopter base at Fat’h was transferred to the IRGCGF (IRGC Ground Force), of which the IRGCAA was now a part. IRGCAA today operates more than 80 helicopters including nine Bell AH-1J International Cobras, with three examples modernized by Iranian Aircraft Manufacturing Industries (IAMI). IRGCAA had also been trying to equip its small fleet of AH-1Js with a new air-to-surface missile and an anti-tank missile, the Qaem-114 (outwardly almost identical to the American AGM-119 Hellfire), but this did not proceed beyond prototype stage.
Despite the active Iranian AH-1J fleet’s relatively small size after 2001, the Cobras were extremely active during counter-terrorism and counter-insurgency operations in the southeast and northwest of Iran. Both the IAAF and now the IRGCAA had always had two fire support teams, each formed with two to three AH-1Js in Orumiyeh and Zahedan, to be used against the PKK/PJAK and Jaish ul-Adl terrorist groups. The fire-support team at the IRGCGF Hamzeh Garrison in the northwest of Iran had two Bell 214A utility helicopters for SAR operations to accompany the Cobras while the team in Zahedan International Airport had two to three Mi-171Sh helicopters; usually, one armed with B8M1 rocket pods as a heavy fire support gunship.
The most notable use of the AH-1Js in combat by the IRGC took place in spring and summer 2008 when two AH-1Js stationed in Zahedan were extensively used in close-air-support missions during a counter-terrorism operation by IRGC Ground Forces against the Jondollah group (later to be rebranded as Jaish ul-Adl after being listed as a terrorist organization by the US State Department). After the arrest and execution of its leader, Abdolmalek Reigi by Iran, the group stopped its activities in 2009. It resumed again a few years later resulting in the launch of new anti-terror operations involving the AH-1Js in 2013, which continued periodically until 2020.
General characteristics:
Crew: 2
Length: 53 ft 5 in (16.28 m) with both rotors turning
45 ft 9 in (14 m) for fuselage only
Width: 10 ft 9 in (3.28 m) for stub wings only
Height: 13 ft 5 in (4.09 m)
Main rotor diameter: 43 ft 11 in (13.39 m)
Main rotor area: 1,514.97 sq ft (140.745 m²)
Empty weight: 2,802 kg (6,177 lb)
Max takeoff weight: 4,530 kg (9,987 lb)
Powerplant:
2× P&W Canada T400-CP-400 (PT6T-3 Twin-Pac) turboshaft engines, coupled to produce 1,530 shp
(1,140 kW; de-rated from 1,800 shp (1,342 kW) for drivetrain limitations)
Performance:
Maximum speed: 236 km/h (147 mph, 127 kn)
Range: 600 km (370 mi, 320 nmi)
Service ceiling: 10,500 ft (3,200 m)
Rate of climb: 1,090 ft/min (5.5 m/s)
Armament:
1× 20 mm (0.787 in) M197 3-barreled Gatling cannon in M97 chin turret with 750 rounds
4× hardpoints under the sub wings for 2.75” (70 mm) Mk 40 or Hydra 70 rockets in 7 or 19 rounds
pods; up to 16 5” (127 mm) Zuni rockets in 4-round LAU-10D/A launchers, up to eight Toophan
ATGM in a dual or quad launcher on each wing, AIM-9 Sidewinder or Misagh-2 anti-aircraft
missiles (1 mounted on each hardpoint)
The kit and its assembly:
This is the counterpart to another modified Fujimi AH-1 model, actually a kit bashing of the AH-1S and the AH-1J model to produce something that comes close to the real IAMI HESA-2091 helicopter, an upgraded/re-built AH-1J International of the Iranian Army Air Force. The “leftover” parts were used to create an (Indonesian) AH-1G – even though the HESA-2091 was the “core project”.
To create this Iranian variant, the AH-1J was taken as the basis and the nose as well as the flat-window canopy from the AH-1S were transplanted. While the nose with the TOW sensor turret was just an optional part that fits naturally on the fuselage (even though not without some PSR), the clear parts was more challenging, because the flat canopy is shorter than the original. In this case I had to fill some triangular gaps between the hood and the engine section, and this was done with 1.5 mm styrene sheet wedges and some more PSR to blend the parts that were not meant to be combined into each other.
The cockpit was taken OOB, together with the pilot figures that come with the kit. I also retained the original all-metal main rotor because the Iranian Cobras AFAIK were never upgraded with composite material blades?
To set the HESA-2091 further apart from the original AH-1J I changed the sensor turret in the nose and scratched a ball-shaped fairing that resembles the indigenous RU-290 thermal camera – it’s actually the ball joint from a classic clear Matchbox kit display, with a base scratched from 0.5mm styrene sheet. The “ball” turned out to be a bit too large, but the overall look is O.K., since I wanted a non-TOW AH-1J. For a “different-than-a-stock-AH-1J” look A small radome for a missile guidance antenna was added to the nose above the sensor turret, too. Another personal addition are the small end plates on the stabilizers – inspired by similar installations on Bell’s early twin-engine AH-1s, even though these later disappeared and were technically replaced by a ventral fin extension and a longer fuselage; the Iranian AH-1Js retained the short, original fuselage of the single-engine Cobra variants, though. The end plates were cut from leftover rotor blades from the scrap box, IIRC they belong to a Matchbox Dauphin 2.
Being part of the historical Zahedan fire support team I gave the Cobra an armament consisting of a nineteen round 70mm Hydra unguided missile pods (OOB), a pair of AGM-65 Maverick missiles (an ordnance actually deployed by Iranian Cobras), together with their respective launch rails, and I added launch tubes for indigenous Misagh-2 anti-aircraft missiles (which are actually MANPADS) to the stub wings’ tips as a self-defense measure. These were scratched from 2mm styrene rods.
Painting and markings:
Finding a suitable paint scheme was not easy. A conservative choice would have been an early mid-stone/earth scheme or a tri-color scheme consisting of sand, earth and dark green. However, while doing WWW research I came across some more exotic and contemporary specimen, carrying a kind of leopard-esque mottle scheme or even a “high resolution” fractal/digital cammo consisting of three shades of beige/brown/grey – even though I am not certain if the latter was a “real” camouflage for operational helicopters or just a “show and shine” propaganda livery?
Re-creating the latter from scratch would have been prohibitively complex, because the pixelized mottles were really fine, maybe just 2” wide each in real life. But I used this scheme as an inspiration for a simplified variant, also kept in three shades of brown, even though the result was a kind of compromise due to the limited material options to create it.
The base became an overall coat with Tamiya XF-57 (Buff), plus very light grey (RAL 7035; Humbrol 196) undersides. A light black ink washing was applied, and panels were post-shaded to create a more vivid surface.
Then came the pixelized mottles in two contrast colors: first came a layer in RAL 1015 (Hellelfenbein/Light Ivory) and then a second in RAL 8011 (Nussbraun/Nut Brown) in a 1:1 ratio, slightly overlapping and letting the Buff base shine through. These mottles were not painted but rather created with square bits from generic decal stripe material in various widths from TL Modellbau. While not as sophisticated as the original camouflage, effect and look are quite similar, and add to the unique look of this HESA-2091(-ish) model. And even though I was sceptical, esp. because of the reddish Nussbraun, the blurring effect of the scheme is surprisingly good – esp. when you put the model in front of a dry mountain background! I’ll keep the concept in the back of my head for further what-if models. All those single pixels were a lot of work, but the result looks really good.
Another detail from many real late Iranian Cobras was taken over, too: a black tail rotor drive shaft cover that extends up onto the fin’s leading edge – probably a measure to hide exhaust soot stains on the tail boom? A black anti-glare panel was added in front of the windscreen, too, and the rotor blades became medium grey (Humbrol 165, Medium Sea Grey) except for the main rotor blades’ undersides, which became black. The cockpit interior was uniformly painted in a very dark grey (Revell 06, Anthracite) and the pilots received khaki jumpsuits and modern grey and olive drab “bone domes”.
The decals were puzzled together from various sources. The Iranian roundels came from a Begemot MiG-29 sheet, registration numbers and fin flashes from an Iranian F-5. The IAAF abbreviation was created with single black 4 mm letters.
Graphite was used to weather the model, esp. the area on top of the tail boom, and the model was finally sealed with matt acrylic varnish overall.
An exotic model – the Iranian home-brew HESA-2091 looks familiar, but it’s a unique combination of classic Cobra elements. More spectacular is the pixelated paint scheme, and the attempt to generate it with the help of square decal bits worked (and looks) better than expected! This might also work well in grey as a winter camouflage? Hmmm….
Flying high in the skies is America's favorite Avenger, Agent Phil Coulson, in his beloved Lola. She looks like an average candy apple red 1962 Chevrolet Corvette convertible, but thanks to Stark Industries, she's got a few tricks up her sleeve like flamethrowers and the world's first GPS system (And he gave it a girl's name).
Here's to another season this coming fall of Lola, Coulson and the gang. #CoulsonLives
----
Lola uses the chassis of Nick Fury's hovercar from 76004 Spider-Cycle Chase, with some slight tweaks and modifications. Coulson would look better with some of the minifig elements from the forthcoming Ultra Agents series, particularly Agent Max Burns' torso.
**NOW ON LEGO IDEAS**
Abarth 500C S-A (2008-on) Engine 1368cc
Registration Number OUI 3988
FIAT SET
www.flickr.com/photos/45676495@N05/sets/72157623665060711...
The Abarth 500 is a performance model of the Fiat 500 launched at the 2008 Geneva Motor Show a year after the rebirth of Abarth brand and company.[
Powered by a 1.4 litre engine with IHI RHF3-P turbocharger is rated at 133bhp It includes a five-speed C510 transmission, low ride suspension, dualdrive electric power steering with SPORT setting, 6.5 x 16” aluminium alloy rim with 195/45 R16 tyres, four-wheel disc brakes (front ventilated). Interior includes turbo pressure gauge, gear shift Indicator, aluminum foot pedals, Blue&Me MAP with Telemetry monitoring and GPS system. The car costs £13,600 in the UK.
Shot at Cars in the Park, Lichfield 01:07:2012 Ref: 86-044.
Fairchild Republic A-10 Thunderbolt II A-10C (nickname ‘Warthog’) 81-0956 / DM (cn A10-0651), United States Air Force, 354th Fighter Squadron (‘Bulldogs’) arriving at Fairford UK (FFD) on the Thursday before RIAT 2015 (photo 4470-1).
Two YA-10 prototypes were built in the Republic factory in Farmingdale, New York and first flew on 10 May 1972 by pilot Howard "Sam" Nelson. Production A-10's were built at Fairchild in Hagerstown, Maryland. After trials and a fly-off against the YA-9 (the Northrop build contender), on 18 January 1973, the USAF announced the YA-10's selection for production. The first production A-10 flew in October 1975, and deliveries commenced in March 1976. In total, 715 airplanes were produced, the last delivered in 1984.
The A-10 has received many upgrades over the years such as the addition of a laser receiver pod, inertial navigation system, ground-collision warning system, night vision goggle compatibility, GPS system and a multi-function display. In 2005, the entire A-10 fleet began receiving the Precision Engagement upgrades that include an improved fire control system (FCS), electronic countermeasures (ECM), and smart bomb targeting. Aircraft which received this upgrade are redesignated A-10C. In 2007, the A-10 was subject to a service life extension program (SLEP) containing a re-winging program. In November the first two A-10s flew with new wings fitted. The program has survived the recurring A-10 retirement plans.
The A-10's official name comes from the Republic P-47 Thunderbolt of World War II, a fighter that was particularly effective at close air support. The A-10 is more commonly known by its nicknames "Warthog" or "Hog". Its secondary mission is to provide forward air controller - airborne (FAC-A) support, by directing other aircraft in attacks on ground targets. Aircraft used primarily in this role are designated OA-10.
Sources: www.scramble.nl en.wikipedia.org/wiki/Fairchild_Republic_A-10_Thunderbolt_II
...I decided to hunt for a spot to shoot this bridge that takes cars (on two levels - lots of lanes) from Staten Island to Brooklyn. I've discovered a couple new tricks with my GPS system.
1. I can you the map to move around and try to find interesting parks, bridges or roads. Then you point with your finger and the arrow moves. A small info box indicates that you selected the right thing (i.e. Wall Avenue) and you press 'Go'...and it leads you right to it. Excellent.
2. If you find a interesting location and want to come back to it just save it. The GPS will save lots of favorite locations and you can easily find them again. If I see something interesting I pull over, save the location and call it something to identify it.
...so I used trick #1 to find a park close to the bridge and went. Fortunately this park was not only free, but had excellent views of the bridge and Brooklyn. You can also see all the way to Jersey City and of course Manhattan (right of the picture).
Overall, it was pleasant and I felt safe despite the place emptying at dusk. However, it all became unpleasant when the 'War on Terror' showed up...read more on the next picture when I post it...
for obvious reasons I doubt I'll shoot this bridge again, but I should have shoot this at higher aperture or put a star filter on. I would have had to have used Bulb and I didn't have time.
Jynx the Explorer! Join Jynx on his adventures to different parts of the world!
Scavenge Challenge - 4. Show us how you navigate with any map, compass, chart or GPS system.
Don't use this image on websites, blogs or other media without explicit permission.
© All rights reserved
Abarth 500C S-A (2008-on) Engine 1368cc
Registration Number DKO 729 K (Portsmouth)
FIAT SET
www.flickr.com/photos/45676495@N05/sets/72157623665060711...
The Abarth 500 is a performance model of the Fiat 500 launched at the 2008 Geneva Motor Show a year after the rebirth of Abarth brand and company.[
Powered by a 1.4 litre engine with IHI RHF3-P turbocharger is rated at 133bhp It includes a five-speed C510 transmission, low ride suspension, dualdrive electric power steering with SPORT setting, 6.5 x 16” aluminium alloy rim with 195/45 R16 tyres, four-wheel disc brakes (front ventilated). Interior includes turbo pressure gauge, gear shift Indicator, aluminum foot pedals, Blue&Me MAP with Telemetry monitoring and GPS system. The car costs £13,600 in the UK.
Many thanks for a fantabulous 33,709,800 views
Shot at the VSCC Spring Start, Silverstone 18:04:2015 Ref 105-234
This very high quality plotter has a movable compass rose grid aligned on the chart parallels, and automatically sets the drawing edges on the course bearing required. Variation can be pre-set on the movable rose for ease in plotting compass bearings. The base has a fixed grid making it easy to plot lat. and long from your GPS system.
www.youtube.com/watch?v=YGd90oVF6bE
"7 Days of Shooting" "Week #27 - Weights and Measures" "Macro Monday"
I'm pleased to have my 101 New York Attractions map for Circle Line Sightseeing Cruises included in the new book A Map of the World, published by Gestalten.
View the original illustration here
www.flickr.com/photos/rodhunt/6850716384/in/set-721576082...
This beautiful new book includes the work of many leading illustrators including eBoy, ilovedust, Katherine Baxter, Oliver Jeffers, Peter Gundy, Jenni Sparks, Serge Seidlitz & many more.
A Map of the World
The World According to Illustrators and Storytellers
View Rod's map illustration portfolio
About the book
shop.gestalten.com/a-map-of-the-world.html
Contemporary maps in line with the zeitgeist by today’s most original and sought-after designers, illustrators, and mapmakers.
About This Book
Maps help us understand and navigate the world. For centuries, maps have become better, more refined, and more precise—there are no blind spots anymore. While Google Maps and GPS systems have become our tools of choice for navigation, contemporary maps have evolved into platforms for cutting-edge illustration, experimental data visualization, and personal visual storytelling.
A Map of the World is a compelling collection of work by a new generation of original and sought-after designers, illustrators, and mapmakers. This work showcases specific regions, characterizes local scenes, generates moods, and tells stories beyond sheer navigation. From accurate and surprisingly detailed representations to personal, naïve, and modernistic interpretations, the featured projects from around the world range from maps and atlases inspired by classic forms to cartographic experiments and editorial illustrations.
© Rod Hunt 2013
View Rod's Full Portfolio here
+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
Operated by the Islamic Revolutionary Guards Corps, Iran's small Bell AH-1J fleet has seen a fair share of indigenous modernization in recent years. In 1971, Iran purchased 202 examples of an improved AH-1J, named "AH-1J International", from the United States. This improved Cobra featured an uprated P&WC T400-WV-402 engine and a stronger drivetrain, so that it would have a better performance under “hot & high” conditions. Recoil damping gear was fitted to the 20 mm M197 gun turret, and the gunner was given a stabilized sight and a stabilized seat, too. Of the AH-1Js delivered to the Shah's Imperial Iranian Army Aviation, 62 were TOW-capable.
Iranian AH-1Js participated in the Iran–Iraq War—which saw the most intensive use of helicopters in any conventional war. Iranian AH-1Js (particularly the TOW-capable ones) were "exceptionally effective" in anti-armor warfare, inflicting heavy losses on Iraqi armored and vehicle formations. In operations over the barren terrain in Khuzestan and later in southern Iraq, beside the standard tactics, Iranian pilots developed special, effective tactics, often in the same manner as the Soviets did with their Mi-24s. Due to the post-Revolution weapons sanctions, Iranians had to make do with what was at hand: lacking other guided ordnance they equipped the AH-1Js with AGM-65 Maverick missiles and used them with some success in several operations. About half of the AH-1Js were lost during the conflict to combat, accidents, and simple wear and tear –the rest of the fleet was kept operational and busy during the following years.
However, time and use took their toll on the Iranian Cobras, for which no replacement could be found. In 2001, Brigadier General Ahmad Kazemi, the then-commander in chief of the IRGC Air Force (from 2009, it became known as the IRGC Aerospace Force, or IRGCASF), requested Ali Khamenei, leader of the Islamic Republic, to permit the IRGC to procure two former army AH-1J Cobra helicopters that had been restored by the Iranian Helicopters Support and Renewal Company (IHSRC, called ‘Panha’ in Iran). They belonged to the Iranian Army Aviation Force (IRIAA, as it was then known), which lacked the funds to pay for the necessary restoration and renewal of parts and fuselage sections.
The first of these refurbished AH-1Js was a TOW Cobra capable of using the Iranian-made clone of the BGM-71A TOW anti-tank missile, the “Towfan”, while the second helicopter was a Non-TOW version capable of using only the 2¾-inch Hydra unguided rockets. They entered IRGCAF service at Fat'h helicopter base, Karaj, to the west of Tehran, in 2001. This marked the start of an ongoing but slow modernization program for the remaining Iranian Cobra fleet.
IHSRC also worked on the restoration of two more battle-damaged AH-1J TOW Cobras, in a project known as “Panha-2091”. The front sections of their fuselages had been destroyed by cannon rounds from Iraqi tanks during the Iran-Iraq war and the extensive restoration work required manufacture of new fuselage panels and structural parts. Panha engineers also co-operated with their colleagues from IAMI (Iranian Aircraft Manufacturing Industries, also known as HESA in Iran) and designed a new canopy for the helicopters equipped with a flat, bulletproof windshield instead of the former oval, non-bulletproof version. Under a project named HESA-2091, both helicopters were thoroughly modernized and equipped with multifunction displays and a new weapon control system with a head-up display for the pilot. Internal avionics were revamped with the addition of a GPS system in the nose, and a warning radar with four antennae providing 360 degrees coverage was integrated, too. Design and production of the new digital systems and their components was carried out by the Iranian Electronics Industries Company (IEI) with the assistance of Isfahan University of Technology and a Chinese-connected company, Safa Electronic Component Industries. Installation was performed by IAMI in Shahin-Shahr.
These two helicopters were ultimately named ‘Tiztak-2091’ and became prototypes for a larger modernization project for 102 remaining AH-1J Cobra attack helicopters for the Iranian Army Aviation Force. However, in total, the cost of this bold conversion projects exceeded the whole IRIAA budget for 2001, and this resulted in the cancellation of the wider modernization program just a year later. Step forward the IRGC which procured the two Tiztak-2091 prototypes alongside four more former IRIAA AH-1J Non-TOW Cobra helicopters from the Iranian Defence Ministry. These were revamped and delivered to frontline units between 2003 and 2005. However, further conversions have only be done sparingly since then, due to the lack of funds and material.
Despite these limitations, the IAAF immediately began working on upgrade projects to further increase combat capability of the small but busy fleet of Cobra helicopters. The Tiztak helicopters had been equipped with new targeting/surveillance turrets instead of their M-65 Telescopic Sight Units under a IAMI project named Towfan-2 back in 2012. The first helicopters were equipped with the Oqab EO/IR targeting turret produced by IOI (Iranian Optics Industries) in 2012, while others received an RU-290 thermal camera, a product of Rayan Roshd-Afzar.
After the formation of the Army Aviation Force of the Islamic Revolutionary Guard Corps (IRGCAA) on February 23, 2016, the IRGCASF helicopter base at Fat’h was transferred to the IRGCGF (IRGC Ground Force), of which the IRGCAA was now a part. IRGCAA today operates more than 80 helicopters including nine Bell AH-1J International Cobras, with three examples modernized by Iranian Aircraft Manufacturing Industries (IAMI). IRGCAA had also been trying to equip its small fleet of AH-1Js with a new air-to-surface missile and an anti-tank missile, the Qaem-114 (outwardly almost identical to the American AGM-119 Hellfire), but this did not proceed beyond prototype stage.
Despite the active Iranian AH-1J fleet’s relatively small size after 2001, the Cobras were extremely active during counter-terrorism and counter-insurgency operations in the southeast and northwest of Iran. Both the IAAF and now the IRGCAA had always had two fire support teams, each formed with two to three AH-1Js in Orumiyeh and Zahedan, to be used against the PKK/PJAK and Jaish ul-Adl terrorist groups. The fire-support team at the IRGCGF Hamzeh Garrison in the northwest of Iran had two Bell 214A utility helicopters for SAR operations to accompany the Cobras while the team in Zahedan International Airport had two to three Mi-171Sh helicopters; usually, one armed with B8M1 rocket pods as a heavy fire support gunship.
The most notable use of the AH-1Js in combat by the IRGC took place in spring and summer 2008 when two AH-1Js stationed in Zahedan were extensively used in close-air-support missions during a counter-terrorism operation by IRGC Ground Forces against the Jondollah group (later to be rebranded as Jaish ul-Adl after being listed as a terrorist organization by the US State Department). After the arrest and execution of its leader, Abdolmalek Reigi by Iran, the group stopped its activities in 2009. It resumed again a few years later resulting in the launch of new anti-terror operations involving the AH-1Js in 2013, which continued periodically until 2020.
General characteristics:
Crew: 2
Length: 53 ft 5 in (16.28 m) with both rotors turning
45 ft 9 in (14 m) for fuselage only
Width: 10 ft 9 in (3.28 m) for stub wings only
Height: 13 ft 5 in (4.09 m)
Main rotor diameter: 43 ft 11 in (13.39 m)
Main rotor area: 1,514.97 sq ft (140.745 m²)
Empty weight: 2,802 kg (6,177 lb)
Max takeoff weight: 4,530 kg (9,987 lb)
Powerplant:
2× P&W Canada T400-CP-400 (PT6T-3 Twin-Pac) turboshaft engines, coupled to produce 1,530 shp
(1,140 kW; de-rated from 1,800 shp (1,342 kW) for drivetrain limitations)
Performance:
Maximum speed: 236 km/h (147 mph, 127 kn)
Range: 600 km (370 mi, 320 nmi)
Service ceiling: 10,500 ft (3,200 m)
Rate of climb: 1,090 ft/min (5.5 m/s)
Armament:
1× 20 mm (0.787 in) M197 3-barreled Gatling cannon in M97 chin turret with 750 rounds
4× hardpoints under the sub wings for 2.75” (70 mm) Mk 40 or Hydra 70 rockets in 7 or 19 rounds
pods; up to 16 5” (127 mm) Zuni rockets in 4-round LAU-10D/A launchers, up to eight Toophan
ATGM in a dual or quad launcher on each wing, AIM-9 Sidewinder or Misagh-2 anti-aircraft
missiles (1 mounted on each hardpoint)
The kit and its assembly:
This is the counterpart to another modified Fujimi AH-1 model, actually a kit bashing of the AH-1S and the AH-1J model to produce something that comes close to the real IAMI HESA-2091 helicopter, an upgraded/re-built AH-1J International of the Iranian Army Air Force. The “leftover” parts were used to create an (Indonesian) AH-1G – even though the HESA-2091 was the “core project”.
To create this Iranian variant, the AH-1J was taken as the basis and the nose as well as the flat-window canopy from the AH-1S were transplanted. While the nose with the TOW sensor turret was just an optional part that fits naturally on the fuselage (even though not without some PSR), the clear parts was more challenging, because the flat canopy is shorter than the original. In this case I had to fill some triangular gaps between the hood and the engine section, and this was done with 1.5 mm styrene sheet wedges and some more PSR to blend the parts that were not meant to be combined into each other.
The cockpit was taken OOB, together with the pilot figures that come with the kit. I also retained the original all-metal main rotor because the Iranian Cobras AFAIK were never upgraded with composite material blades?
To set the HESA-2091 further apart from the original AH-1J I changed the sensor turret in the nose and scratched a ball-shaped fairing that resembles the indigenous RU-290 thermal camera – it’s actually the ball joint from a classic clear Matchbox kit display, with a base scratched from 0.5mm styrene sheet. The “ball” turned out to be a bit too large, but the overall look is O.K., since I wanted a non-TOW AH-1J. For a “different-than-a-stock-AH-1J” look A small radome for a missile guidance antenna was added to the nose above the sensor turret, too. Another personal addition are the small end plates on the stabilizers – inspired by similar installations on Bell’s early twin-engine AH-1s, even though these later disappeared and were technically replaced by a ventral fin extension and a longer fuselage; the Iranian AH-1Js retained the short, original fuselage of the single-engine Cobra variants, though. The end plates were cut from leftover rotor blades from the scrap box, IIRC they belong to a Matchbox Dauphin 2.
Being part of the historical Zahedan fire support team I gave the Cobra an armament consisting of a nineteen round 70mm Hydra unguided missile pods (OOB), a pair of AGM-65 Maverick missiles (an ordnance actually deployed by Iranian Cobras), together with their respective launch rails, and I added launch tubes for indigenous Misagh-2 anti-aircraft missiles (which are actually MANPADS) to the stub wings’ tips as a self-defense measure. These were scratched from 2mm styrene rods.
Painting and markings:
Finding a suitable paint scheme was not easy. A conservative choice would have been an early mid-stone/earth scheme or a tri-color scheme consisting of sand, earth and dark green. However, while doing WWW research I came across some more exotic and contemporary specimen, carrying a kind of leopard-esque mottle scheme or even a “high resolution” fractal/digital cammo consisting of three shades of beige/brown/grey – even though I am not certain if the latter was a “real” camouflage for operational helicopters or just a “show and shine” propaganda livery?
Re-creating the latter from scratch would have been prohibitively complex, because the pixelized mottles were really fine, maybe just 2” wide each in real life. But I used this scheme as an inspiration for a simplified variant, also kept in three shades of brown, even though the result was a kind of compromise due to the limited material options to create it.
The base became an overall coat with Tamiya XF-57 (Buff), plus very light grey (RAL 7035; Humbrol 196) undersides. A light black ink washing was applied, and panels were post-shaded to create a more vivid surface.
Then came the pixelized mottles in two contrast colors: first came a layer in RAL 1015 (Hellelfenbein/Light Ivory) and then a second in RAL 8011 (Nussbraun/Nut Brown) in a 1:1 ratio, slightly overlapping and letting the Buff base shine through. These mottles were not painted but rather created with square bits from generic decal stripe material in various widths from TL Modellbau. While not as sophisticated as the original camouflage, effect and look are quite similar, and add to the unique look of this HESA-2091(-ish) model. And even though I was sceptical, esp. because of the reddish Nussbraun, the blurring effect of the scheme is surprisingly good – esp. when you put the model in front of a dry mountain background! I’ll keep the concept in the back of my head for further what-if models. All those single pixels were a lot of work, but the result looks really good.
Another detail from many real late Iranian Cobras was taken over, too: a black tail rotor drive shaft cover that extends up onto the fin’s leading edge – probably a measure to hide exhaust soot stains on the tail boom? A black anti-glare panel was added in front of the windscreen, too, and the rotor blades became medium grey (Humbrol 165, Medium Sea Grey) except for the main rotor blades’ undersides, which became black. The cockpit interior was uniformly painted in a very dark grey (Revell 06, Anthracite) and the pilots received khaki jumpsuits and modern grey and olive drab “bone domes”.
The decals were puzzled together from various sources. The Iranian roundels came from a Begemot MiG-29 sheet, registration numbers and fin flashes from an Iranian F-5. The IAAF abbreviation was created with single black 4 mm letters.
Graphite was used to weather the model, esp. the area on top of the tail boom, and the model was finally sealed with matt acrylic varnish overall.
An exotic model – the Iranian home-brew HESA-2091 looks familiar, but it’s a unique combination of classic Cobra elements. More spectacular is the pixelated paint scheme, and the attempt to generate it with the help of square decal bits worked (and looks) better than expected! This might also work well in grey as a winter camouflage? Hmmm….
+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
Operated by the Islamic Revolutionary Guards Corps, Iran's small Bell AH-1J fleet has seen a fair share of indigenous modernization in recent years. In 1971, Iran purchased 202 examples of an improved AH-1J, named "AH-1J International", from the United States. This improved Cobra featured an uprated P&WC T400-WV-402 engine and a stronger drivetrain, so that it would have a better performance under “hot & high” conditions. Recoil damping gear was fitted to the 20 mm M197 gun turret, and the gunner was given a stabilized sight and a stabilized seat, too. Of the AH-1Js delivered to the Shah's Imperial Iranian Army Aviation, 62 were TOW-capable.
Iranian AH-1Js participated in the Iran–Iraq War—which saw the most intensive use of helicopters in any conventional war. Iranian AH-1Js (particularly the TOW-capable ones) were "exceptionally effective" in anti-armor warfare, inflicting heavy losses on Iraqi armored and vehicle formations. In operations over the barren terrain in Khuzestan and later in southern Iraq, beside the standard tactics, Iranian pilots developed special, effective tactics, often in the same manner as the Soviets did with their Mi-24s. Due to the post-Revolution weapons sanctions, Iranians had to make do with what was at hand: lacking other guided ordnance they equipped the AH-1Js with AGM-65 Maverick missiles and used them with some success in several operations. About half of the AH-1Js were lost during the conflict to combat, accidents, and simple wear and tear –the rest of the fleet was kept operational and busy during the following years.
However, time and use took their toll on the Iranian Cobras, for which no replacement could be found. In 2001, Brigadier General Ahmad Kazemi, the then-commander in chief of the IRGC Air Force (from 2009, it became known as the IRGC Aerospace Force, or IRGCASF), requested Ali Khamenei, leader of the Islamic Republic, to permit the IRGC to procure two former army AH-1J Cobra helicopters that had been restored by the Iranian Helicopters Support and Renewal Company (IHSRC, called ‘Panha’ in Iran). They belonged to the Iranian Army Aviation Force (IRIAA, as it was then known), which lacked the funds to pay for the necessary restoration and renewal of parts and fuselage sections.
The first of these refurbished AH-1Js was a TOW Cobra capable of using the Iranian-made clone of the BGM-71A TOW anti-tank missile, the “Towfan”, while the second helicopter was a Non-TOW version capable of using only the 2¾-inch Hydra unguided rockets. They entered IRGCAF service at Fat'h helicopter base, Karaj, to the west of Tehran, in 2001. This marked the start of an ongoing but slow modernization program for the remaining Iranian Cobra fleet.
IHSRC also worked on the restoration of two more battle-damaged AH-1J TOW Cobras, in a project known as “Panha-2091”. The front sections of their fuselages had been destroyed by cannon rounds from Iraqi tanks during the Iran-Iraq war and the extensive restoration work required manufacture of new fuselage panels and structural parts. Panha engineers also co-operated with their colleagues from IAMI (Iranian Aircraft Manufacturing Industries, also known as HESA in Iran) and designed a new canopy for the helicopters equipped with a flat, bulletproof windshield instead of the former oval, non-bulletproof version. Under a project named HESA-2091, both helicopters were thoroughly modernized and equipped with multifunction displays and a new weapon control system with a head-up display for the pilot. Internal avionics were revamped with the addition of a GPS system in the nose, and a warning radar with four antennae providing 360 degrees coverage was integrated, too. Design and production of the new digital systems and their components was carried out by the Iranian Electronics Industries Company (IEI) with the assistance of Isfahan University of Technology and a Chinese-connected company, Safa Electronic Component Industries. Installation was performed by IAMI in Shahin-Shahr.
These two helicopters were ultimately named ‘Tiztak-2091’ and became prototypes for a larger modernization project for 102 remaining AH-1J Cobra attack helicopters for the Iranian Army Aviation Force. However, in total, the cost of this bold conversion projects exceeded the whole IRIAA budget for 2001, and this resulted in the cancellation of the wider modernization program just a year later. Step forward the IRGC which procured the two Tiztak-2091 prototypes alongside four more former IRIAA AH-1J Non-TOW Cobra helicopters from the Iranian Defence Ministry. These were revamped and delivered to frontline units between 2003 and 2005. However, further conversions have only be done sparingly since then, due to the lack of funds and material.
Despite these limitations, the IAAF immediately began working on upgrade projects to further increase combat capability of the small but busy fleet of Cobra helicopters. The Tiztak helicopters had been equipped with new targeting/surveillance turrets instead of their M-65 Telescopic Sight Units under a IAMI project named Towfan-2 back in 2012. The first helicopters were equipped with the Oqab EO/IR targeting turret produced by IOI (Iranian Optics Industries) in 2012, while others received an RU-290 thermal camera, a product of Rayan Roshd-Afzar.
After the formation of the Army Aviation Force of the Islamic Revolutionary Guard Corps (IRGCAA) on February 23, 2016, the IRGCASF helicopter base at Fat’h was transferred to the IRGCGF (IRGC Ground Force), of which the IRGCAA was now a part. IRGCAA today operates more than 80 helicopters including nine Bell AH-1J International Cobras, with three examples modernized by Iranian Aircraft Manufacturing Industries (IAMI). IRGCAA had also been trying to equip its small fleet of AH-1Js with a new air-to-surface missile and an anti-tank missile, the Qaem-114 (outwardly almost identical to the American AGM-119 Hellfire), but this did not proceed beyond prototype stage.
Despite the active Iranian AH-1J fleet’s relatively small size after 2001, the Cobras were extremely active during counter-terrorism and counter-insurgency operations in the southeast and northwest of Iran. Both the IAAF and now the IRGCAA had always had two fire support teams, each formed with two to three AH-1Js in Orumiyeh and Zahedan, to be used against the PKK/PJAK and Jaish ul-Adl terrorist groups. The fire-support team at the IRGCGF Hamzeh Garrison in the northwest of Iran had two Bell 214A utility helicopters for SAR operations to accompany the Cobras while the team in Zahedan International Airport had two to three Mi-171Sh helicopters; usually, one armed with B8M1 rocket pods as a heavy fire support gunship.
The most notable use of the AH-1Js in combat by the IRGC took place in spring and summer 2008 when two AH-1Js stationed in Zahedan were extensively used in close-air-support missions during a counter-terrorism operation by IRGC Ground Forces against the Jondollah group (later to be rebranded as Jaish ul-Adl after being listed as a terrorist organization by the US State Department). After the arrest and execution of its leader, Abdolmalek Reigi by Iran, the group stopped its activities in 2009. It resumed again a few years later resulting in the launch of new anti-terror operations involving the AH-1Js in 2013, which continued periodically until 2020.
General characteristics:
Crew: 2
Length: 53 ft 5 in (16.28 m) with both rotors turning
45 ft 9 in (14 m) for fuselage only
Width: 10 ft 9 in (3.28 m) for stub wings only
Height: 13 ft 5 in (4.09 m)
Main rotor diameter: 43 ft 11 in (13.39 m)
Main rotor area: 1,514.97 sq ft (140.745 m²)
Empty weight: 2,802 kg (6,177 lb)
Max takeoff weight: 4,530 kg (9,987 lb)
Powerplant:
2× P&W Canada T400-CP-400 (PT6T-3 Twin-Pac) turboshaft engines, coupled to produce 1,530 shp
(1,140 kW; de-rated from 1,800 shp (1,342 kW) for drivetrain limitations)
Performance:
Maximum speed: 236 km/h (147 mph, 127 kn)
Range: 600 km (370 mi, 320 nmi)
Service ceiling: 10,500 ft (3,200 m)
Rate of climb: 1,090 ft/min (5.5 m/s)
Armament:
1× 20 mm (0.787 in) M197 3-barreled Gatling cannon in M97 chin turret with 750 rounds
4× hardpoints under the sub wings for 2.75” (70 mm) Mk 40 or Hydra 70 rockets in 7 or 19 rounds
pods; up to 16 5” (127 mm) Zuni rockets in 4-round LAU-10D/A launchers, up to eight Toophan
ATGM in a dual or quad launcher on each wing, AIM-9 Sidewinder or Misagh-2 anti-aircraft
missiles (1 mounted on each hardpoint)
The kit and its assembly:
This is the counterpart to another modified Fujimi AH-1 model, actually a kit bashing of the AH-1S and the AH-1J model to produce something that comes close to the real IAMI HESA-2091 helicopter, an upgraded/re-built AH-1J International of the Iranian Army Air Force. The “leftover” parts were used to create an (Indonesian) AH-1G – even though the HESA-2091 was the “core project”.
To create this Iranian variant, the AH-1J was taken as the basis and the nose as well as the flat-window canopy from the AH-1S were transplanted. While the nose with the TOW sensor turret was just an optional part that fits naturally on the fuselage (even though not without some PSR), the clear parts was more challenging, because the flat canopy is shorter than the original. In this case I had to fill some triangular gaps between the hood and the engine section, and this was done with 1.5 mm styrene sheet wedges and some more PSR to blend the parts that were not meant to be combined into each other.
The cockpit was taken OOB, together with the pilot figures that come with the kit. I also retained the original all-metal main rotor because the Iranian Cobras AFAIK were never upgraded with composite material blades?
To set the HESA-2091 further apart from the original AH-1J I changed the sensor turret in the nose and scratched a ball-shaped fairing that resembles the indigenous RU-290 thermal camera – it’s actually the ball joint from a classic clear Matchbox kit display, with a base scratched from 0.5mm styrene sheet. The “ball” turned out to be a bit too large, but the overall look is O.K., since I wanted a non-TOW AH-1J. For a “different-than-a-stock-AH-1J” look A small radome for a missile guidance antenna was added to the nose above the sensor turret, too. Another personal addition are the small end plates on the stabilizers – inspired by similar installations on Bell’s early twin-engine AH-1s, even though these later disappeared and were technically replaced by a ventral fin extension and a longer fuselage; the Iranian AH-1Js retained the short, original fuselage of the single-engine Cobra variants, though. The end plates were cut from leftover rotor blades from the scrap box, IIRC they belong to a Matchbox Dauphin 2.
Being part of the historical Zahedan fire support team I gave the Cobra an armament consisting of a nineteen round 70mm Hydra unguided missile pods (OOB), a pair of AGM-65 Maverick missiles (an ordnance actually deployed by Iranian Cobras), together with their respective launch rails, and I added launch tubes for indigenous Misagh-2 anti-aircraft missiles (which are actually MANPADS) to the stub wings’ tips as a self-defense measure. These were scratched from 2mm styrene rods.
Painting and markings:
Finding a suitable paint scheme was not easy. A conservative choice would have been an early mid-stone/earth scheme or a tri-color scheme consisting of sand, earth and dark green. However, while doing WWW research I came across some more exotic and contemporary specimen, carrying a kind of leopard-esque mottle scheme or even a “high resolution” fractal/digital cammo consisting of three shades of beige/brown/grey – even though I am not certain if the latter was a “real” camouflage for operational helicopters or just a “show and shine” propaganda livery?
Re-creating the latter from scratch would have been prohibitively complex, because the pixelized mottles were really fine, maybe just 2” wide each in real life. But I used this scheme as an inspiration for a simplified variant, also kept in three shades of brown, even though the result was a kind of compromise due to the limited material options to create it.
The base became an overall coat with Tamiya XF-57 (Buff), plus very light grey (RAL 7035; Humbrol 196) undersides. A light black ink washing was applied, and panels were post-shaded to create a more vivid surface.
Then came the pixelized mottles in two contrast colors: first came a layer in RAL 1015 (Hellelfenbein/Light Ivory) and then a second in RAL 8011 (Nussbraun/Nut Brown) in a 1:1 ratio, slightly overlapping and letting the Buff base shine through. These mottles were not painted but rather created with square bits from generic decal stripe material in various widths from TL Modellbau. While not as sophisticated as the original camouflage, effect and look are quite similar, and add to the unique look of this HESA-2091(-ish) model. And even though I was sceptical, esp. because of the reddish Nussbraun, the blurring effect of the scheme is surprisingly good – esp. when you put the model in front of a dry mountain background! I’ll keep the concept in the back of my head for further what-if models. All those single pixels were a lot of work, but the result looks really good.
Another detail from many real late Iranian Cobras was taken over, too: a black tail rotor drive shaft cover that extends up onto the fin’s leading edge – probably a measure to hide exhaust soot stains on the tail boom? A black anti-glare panel was added in front of the windscreen, too, and the rotor blades became medium grey (Humbrol 165, Medium Sea Grey) except for the main rotor blades’ undersides, which became black. The cockpit interior was uniformly painted in a very dark grey (Revell 06, Anthracite) and the pilots received khaki jumpsuits and modern grey and olive drab “bone domes”.
The decals were puzzled together from various sources. The Iranian roundels came from a Begemot MiG-29 sheet, registration numbers and fin flashes from an Iranian F-5. The IAAF abbreviation was created with single black 4 mm letters.
Graphite was used to weather the model, esp. the area on top of the tail boom, and the model was finally sealed with matt acrylic varnish overall.
An exotic model – the Iranian home-brew HESA-2091 looks familiar, but it’s a unique combination of classic Cobra elements. More spectacular is the pixelated paint scheme, and the attempt to generate it with the help of square decal bits worked (and looks) better than expected! This might also work well in grey as a winter camouflage? Hmmm….
+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
Operated by the Islamic Revolutionary Guards Corps, Iran's small Bell AH-1J fleet has seen a fair share of indigenous modernization in recent years. In 1971, Iran purchased 202 examples of an improved AH-1J, named "AH-1J International", from the United States. This improved Cobra featured an uprated P&WC T400-WV-402 engine and a stronger drivetrain, so that it would have a better performance under “hot & high” conditions. Recoil damping gear was fitted to the 20 mm M197 gun turret, and the gunner was given a stabilized sight and a stabilized seat, too. Of the AH-1Js delivered to the Shah's Imperial Iranian Army Aviation, 62 were TOW-capable.
Iranian AH-1Js participated in the Iran–Iraq War—which saw the most intensive use of helicopters in any conventional war. Iranian AH-1Js (particularly the TOW-capable ones) were "exceptionally effective" in anti-armor warfare, inflicting heavy losses on Iraqi armored and vehicle formations. In operations over the barren terrain in Khuzestan and later in southern Iraq, beside the standard tactics, Iranian pilots developed special, effective tactics, often in the same manner as the Soviets did with their Mi-24s. Due to the post-Revolution weapons sanctions, Iranians had to make do with what was at hand: lacking other guided ordnance they equipped the AH-1Js with AGM-65 Maverick missiles and used them with some success in several operations. About half of the AH-1Js were lost during the conflict to combat, accidents, and simple wear and tear –the rest of the fleet was kept operational and busy during the following years.
However, time and use took their toll on the Iranian Cobras, for which no replacement could be found. In 2001, Brigadier General Ahmad Kazemi, the then-commander in chief of the IRGC Air Force (from 2009, it became known as the IRGC Aerospace Force, or IRGCASF), requested Ali Khamenei, leader of the Islamic Republic, to permit the IRGC to procure two former army AH-1J Cobra helicopters that had been restored by the Iranian Helicopters Support and Renewal Company (IHSRC, called ‘Panha’ in Iran). They belonged to the Iranian Army Aviation Force (IRIAA, as it was then known), which lacked the funds to pay for the necessary restoration and renewal of parts and fuselage sections.
The first of these refurbished AH-1Js was a TOW Cobra capable of using the Iranian-made clone of the BGM-71A TOW anti-tank missile, the “Towfan”, while the second helicopter was a Non-TOW version capable of using only the 2¾-inch Hydra unguided rockets. They entered IRGCAF service at Fat'h helicopter base, Karaj, to the west of Tehran, in 2001. This marked the start of an ongoing but slow modernization program for the remaining Iranian Cobra fleet.
IHSRC also worked on the restoration of two more battle-damaged AH-1J TOW Cobras, in a project known as “Panha-2091”. The front sections of their fuselages had been destroyed by cannon rounds from Iraqi tanks during the Iran-Iraq war and the extensive restoration work required manufacture of new fuselage panels and structural parts. Panha engineers also co-operated with their colleagues from IAMI (Iranian Aircraft Manufacturing Industries, also known as HESA in Iran) and designed a new canopy for the helicopters equipped with a flat, bulletproof windshield instead of the former oval, non-bulletproof version. Under a project named HESA-2091, both helicopters were thoroughly modernized and equipped with multifunction displays and a new weapon control system with a head-up display for the pilot. Internal avionics were revamped with the addition of a GPS system in the nose, and a warning radar with four antennae providing 360 degrees coverage was integrated, too. Design and production of the new digital systems and their components was carried out by the Iranian Electronics Industries Company (IEI) with the assistance of Isfahan University of Technology and a Chinese-connected company, Safa Electronic Component Industries. Installation was performed by IAMI in Shahin-Shahr.
These two helicopters were ultimately named ‘Tiztak-2091’ and became prototypes for a larger modernization project for 102 remaining AH-1J Cobra attack helicopters for the Iranian Army Aviation Force. However, in total, the cost of this bold conversion projects exceeded the whole IRIAA budget for 2001, and this resulted in the cancellation of the wider modernization program just a year later. Step forward the IRGC which procured the two Tiztak-2091 prototypes alongside four more former IRIAA AH-1J Non-TOW Cobra helicopters from the Iranian Defence Ministry. These were revamped and delivered to frontline units between 2003 and 2005. However, further conversions have only be done sparingly since then, due to the lack of funds and material.
Despite these limitations, the IAAF immediately began working on upgrade projects to further increase combat capability of the small but busy fleet of Cobra helicopters. The Tiztak helicopters had been equipped with new targeting/surveillance turrets instead of their M-65 Telescopic Sight Units under a IAMI project named Towfan-2 back in 2012. The first helicopters were equipped with the Oqab EO/IR targeting turret produced by IOI (Iranian Optics Industries) in 2012, while others received an RU-290 thermal camera, a product of Rayan Roshd-Afzar.
After the formation of the Army Aviation Force of the Islamic Revolutionary Guard Corps (IRGCAA) on February 23, 2016, the IRGCASF helicopter base at Fat’h was transferred to the IRGCGF (IRGC Ground Force), of which the IRGCAA was now a part. IRGCAA today operates more than 80 helicopters including nine Bell AH-1J International Cobras, with three examples modernized by Iranian Aircraft Manufacturing Industries (IAMI). IRGCAA had also been trying to equip its small fleet of AH-1Js with a new air-to-surface missile and an anti-tank missile, the Qaem-114 (outwardly almost identical to the American AGM-119 Hellfire), but this did not proceed beyond prototype stage.
Despite the active Iranian AH-1J fleet’s relatively small size after 2001, the Cobras were extremely active during counter-terrorism and counter-insurgency operations in the southeast and northwest of Iran. Both the IAAF and now the IRGCAA had always had two fire support teams, each formed with two to three AH-1Js in Orumiyeh and Zahedan, to be used against the PKK/PJAK and Jaish ul-Adl terrorist groups. The fire-support team at the IRGCGF Hamzeh Garrison in the northwest of Iran had two Bell 214A utility helicopters for SAR operations to accompany the Cobras while the team in Zahedan International Airport had two to three Mi-171Sh helicopters; usually, one armed with B8M1 rocket pods as a heavy fire support gunship.
The most notable use of the AH-1Js in combat by the IRGC took place in spring and summer 2008 when two AH-1Js stationed in Zahedan were extensively used in close-air-support missions during a counter-terrorism operation by IRGC Ground Forces against the Jondollah group (later to be rebranded as Jaish ul-Adl after being listed as a terrorist organization by the US State Department). After the arrest and execution of its leader, Abdolmalek Reigi by Iran, the group stopped its activities in 2009. It resumed again a few years later resulting in the launch of new anti-terror operations involving the AH-1Js in 2013, which continued periodically until 2020.
General characteristics:
Crew: 2
Length: 53 ft 5 in (16.28 m) with both rotors turning
45 ft 9 in (14 m) for fuselage only
Width: 10 ft 9 in (3.28 m) for stub wings only
Height: 13 ft 5 in (4.09 m)
Main rotor diameter: 43 ft 11 in (13.39 m)
Main rotor area: 1,514.97 sq ft (140.745 m²)
Empty weight: 2,802 kg (6,177 lb)
Max takeoff weight: 4,530 kg (9,987 lb)
Powerplant:
2× P&W Canada T400-CP-400 (PT6T-3 Twin-Pac) turboshaft engines, coupled to produce 1,530 shp
(1,140 kW; de-rated from 1,800 shp (1,342 kW) for drivetrain limitations)
Performance:
Maximum speed: 236 km/h (147 mph, 127 kn)
Range: 600 km (370 mi, 320 nmi)
Service ceiling: 10,500 ft (3,200 m)
Rate of climb: 1,090 ft/min (5.5 m/s)
Armament:
1× 20 mm (0.787 in) M197 3-barreled Gatling cannon in M97 chin turret with 750 rounds
4× hardpoints under the sub wings for 2.75” (70 mm) Mk 40 or Hydra 70 rockets in 7 or 19 rounds
pods; up to 16 5” (127 mm) Zuni rockets in 4-round LAU-10D/A launchers, up to eight Toophan
ATGM in a dual or quad launcher on each wing, AIM-9 Sidewinder or Misagh-2 anti-aircraft
missiles (1 mounted on each hardpoint)
The kit and its assembly:
This is the counterpart to another modified Fujimi AH-1 model, actually a kit bashing of the AH-1S and the AH-1J model to produce something that comes close to the real IAMI HESA-2091 helicopter, an upgraded/re-built AH-1J International of the Iranian Army Air Force. The “leftover” parts were used to create an (Indonesian) AH-1G – even though the HESA-2091 was the “core project”.
To create this Iranian variant, the AH-1J was taken as the basis and the nose as well as the flat-window canopy from the AH-1S were transplanted. While the nose with the TOW sensor turret was just an optional part that fits naturally on the fuselage (even though not without some PSR), the clear parts was more challenging, because the flat canopy is shorter than the original. In this case I had to fill some triangular gaps between the hood and the engine section, and this was done with 1.5 mm styrene sheet wedges and some more PSR to blend the parts that were not meant to be combined into each other.
The cockpit was taken OOB, together with the pilot figures that come with the kit. I also retained the original all-metal main rotor because the Iranian Cobras AFAIK were never upgraded with composite material blades?
To set the HESA-2091 further apart from the original AH-1J I changed the sensor turret in the nose and scratched a ball-shaped fairing that resembles the indigenous RU-290 thermal camera – it’s actually the ball joint from a classic clear Matchbox kit display, with a base scratched from 0.5mm styrene sheet. The “ball” turned out to be a bit too large, but the overall look is O.K., since I wanted a non-TOW AH-1J. For a “different-than-a-stock-AH-1J” look A small radome for a missile guidance antenna was added to the nose above the sensor turret, too. Another personal addition are the small end plates on the stabilizers – inspired by similar installations on Bell’s early twin-engine AH-1s, even though these later disappeared and were technically replaced by a ventral fin extension and a longer fuselage; the Iranian AH-1Js retained the short, original fuselage of the single-engine Cobra variants, though. The end plates were cut from leftover rotor blades from the scrap box, IIRC they belong to a Matchbox Dauphin 2.
Being part of the historical Zahedan fire support team I gave the Cobra an armament consisting of a nineteen round 70mm Hydra unguided missile pods (OOB), a pair of AGM-65 Maverick missiles (an ordnance actually deployed by Iranian Cobras), together with their respective launch rails, and I added launch tubes for indigenous Misagh-2 anti-aircraft missiles (which are actually MANPADS) to the stub wings’ tips as a self-defense measure. These were scratched from 2mm styrene rods.
Painting and markings:
Finding a suitable paint scheme was not easy. A conservative choice would have been an early mid-stone/earth scheme or a tri-color scheme consisting of sand, earth and dark green. However, while doing WWW research I came across some more exotic and contemporary specimen, carrying a kind of leopard-esque mottle scheme or even a “high resolution” fractal/digital cammo consisting of three shades of beige/brown/grey – even though I am not certain if the latter was a “real” camouflage for operational helicopters or just a “show and shine” propaganda livery?
Re-creating the latter from scratch would have been prohibitively complex, because the pixelized mottles were really fine, maybe just 2” wide each in real life. But I used this scheme as an inspiration for a simplified variant, also kept in three shades of brown, even though the result was a kind of compromise due to the limited material options to create it.
The base became an overall coat with Tamiya XF-57 (Buff), plus very light grey (RAL 7035; Humbrol 196) undersides. A light black ink washing was applied, and panels were post-shaded to create a more vivid surface.
Then came the pixelized mottles in two contrast colors: first came a layer in RAL 1015 (Hellelfenbein/Light Ivory) and then a second in RAL 8011 (Nussbraun/Nut Brown) in a 1:1 ratio, slightly overlapping and letting the Buff base shine through. These mottles were not painted but rather created with square bits from generic decal stripe material in various widths from TL Modellbau. While not as sophisticated as the original camouflage, effect and look are quite similar, and add to the unique look of this HESA-2091(-ish) model. And even though I was sceptical, esp. because of the reddish Nussbraun, the blurring effect of the scheme is surprisingly good – esp. when you put the model in front of a dry mountain background! I’ll keep the concept in the back of my head for further what-if models. All those single pixels were a lot of work, but the result looks really good.
Another detail from many real late Iranian Cobras was taken over, too: a black tail rotor drive shaft cover that extends up onto the fin’s leading edge – probably a measure to hide exhaust soot stains on the tail boom? A black anti-glare panel was added in front of the windscreen, too, and the rotor blades became medium grey (Humbrol 165, Medium Sea Grey) except for the main rotor blades’ undersides, which became black. The cockpit interior was uniformly painted in a very dark grey (Revell 06, Anthracite) and the pilots received khaki jumpsuits and modern grey and olive drab “bone domes”.
The decals were puzzled together from various sources. The Iranian roundels came from a Begemot MiG-29 sheet, registration numbers and fin flashes from an Iranian F-5. The IAAF abbreviation was created with single black 4 mm letters.
Graphite was used to weather the model, esp. the area on top of the tail boom, and the model was finally sealed with matt acrylic varnish overall.
An exotic model – the Iranian home-brew HESA-2091 looks familiar, but it’s a unique combination of classic Cobra elements. More spectacular is the pixelated paint scheme, and the attempt to generate it with the help of square decal bits worked (and looks) better than expected! This might also work well in grey as a winter camouflage? Hmmm….
Edited NICER image of x-rays seen by the instrument on the International Space Station.
Image source: www.nasa.gov/feature/goddard/2019/nicer-s-night-moves-tra...
Original caption: In this image, numerous sweeping arcs seem to congregate at various bright regions. You may wonder: What is being shown? Air traffic routes? Information moving around the global internet? Magnetic fields looping across active areas on the Sun?
In fact, this is a map of the entire sky in X-rays recorded by NASA’s Neutron star Interior Composition Explorer (NICER), a payload on the International Space Station. NICER’s primary science goals require that it target and track cosmic sources as the station orbits Earth every 93 minutes. But when the Sun sets and night falls on the orbital outpost, the NICER team keeps its detectors active while the payload slews from one target to another, which can occur up to eight times each orbit.
The map includes data from the first 22 months of NICER’s science operations. Each arc traces X-rays, as well as occasional strikes from energetic particles, captured during NICER’s night moves. The brightness of each point in the image is a result of these contributions as well as the time NICER has spent looking in that direction. A diffuse glow permeates the X-ray sky even far from bright sources.
The prominent arcs form because NICER often follows the same paths between targets. The arcs converge on bright spots representing NICER’s most popular destinations — the locations of important X-ray sources the mission regularly monitors.
“Even with minimal processing, this image reveals the Cygnus Loop, a supernova remnant about 90 light-years across and thought to be 5,000 to 8,000 years old,” said Keith Gendreau, the mission’s principal investigator at NASA’s Goddard Space Flight Center in Greenbelt, Maryland. “We’re gradually building up a new X-ray image of the whole sky, and it’s possible NICER’s nighttime sweeps will uncover previously unknown sources.”
NICER’s primary mission is to determine the size of dense remains of dead stars called neutron stars — some of which we see as pulsars — to a precision of 5%. These measurements will finally allow physicists to solve the mystery of what form of matter exists in their incredibly compressed cores. Pulsars, rapidly spinning neutron stars that appear to “pulse” bright light, are ideally suited to this “mass-radius” research and are some of NICER’s regular targets.
Other frequently visited pulsars are studied as part of NICER's Station Explorer for X-ray Timing and Navigation Technology (SEXTANT) experiment, which uses the precise timing of pulsar X-ray pulses to autonomously determine NICER’s position and speed in space. It’s essentially a galactic GPS system. When mature, this technology will enable spacecraft to navigate themselves throughout the solar system — and beyond.
By Francis Reddy
NASA's Goddard Space Flight Center, Greenbelt, Md.
Media contact: Claire Andreoli
NASA's Goddard Space Flight Center, Greenbelt, Md.
Last Updated: May 31, 2019
Editor: Rob Garner
+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
Operated by the Islamic Revolutionary Guards Corps, Iran's small Bell AH-1J fleet has seen a fair share of indigenous modernization in recent years. In 1971, Iran purchased 202 examples of an improved AH-1J, named "AH-1J International", from the United States. This improved Cobra featured an uprated P&WC T400-WV-402 engine and a stronger drivetrain, so that it would have a better performance under “hot & high” conditions. Recoil damping gear was fitted to the 20 mm M197 gun turret, and the gunner was given a stabilized sight and a stabilized seat, too. Of the AH-1Js delivered to the Shah's Imperial Iranian Army Aviation, 62 were TOW-capable.
Iranian AH-1Js participated in the Iran–Iraq War—which saw the most intensive use of helicopters in any conventional war. Iranian AH-1Js (particularly the TOW-capable ones) were "exceptionally effective" in anti-armor warfare, inflicting heavy losses on Iraqi armored and vehicle formations. In operations over the barren terrain in Khuzestan and later in southern Iraq, beside the standard tactics, Iranian pilots developed special, effective tactics, often in the same manner as the Soviets did with their Mi-24s. Due to the post-Revolution weapons sanctions, Iranians had to make do with what was at hand: lacking other guided ordnance they equipped the AH-1Js with AGM-65 Maverick missiles and used them with some success in several operations. About half of the AH-1Js were lost during the conflict to combat, accidents, and simple wear and tear –the rest of the fleet was kept operational and busy during the following years.
However, time and use took their toll on the Iranian Cobras, for which no replacement could be found. In 2001, Brigadier General Ahmad Kazemi, the then-commander in chief of the IRGC Air Force (from 2009, it became known as the IRGC Aerospace Force, or IRGCASF), requested Ali Khamenei, leader of the Islamic Republic, to permit the IRGC to procure two former army AH-1J Cobra helicopters that had been restored by the Iranian Helicopters Support and Renewal Company (IHSRC, called ‘Panha’ in Iran). They belonged to the Iranian Army Aviation Force (IRIAA, as it was then known), which lacked the funds to pay for the necessary restoration and renewal of parts and fuselage sections.
The first of these refurbished AH-1Js was a TOW Cobra capable of using the Iranian-made clone of the BGM-71A TOW anti-tank missile, the “Towfan”, while the second helicopter was a Non-TOW version capable of using only the 2¾-inch Hydra unguided rockets. They entered IRGCAF service at Fat'h helicopter base, Karaj, to the west of Tehran, in 2001. This marked the start of an ongoing but slow modernization program for the remaining Iranian Cobra fleet.
IHSRC also worked on the restoration of two more battle-damaged AH-1J TOW Cobras, in a project known as “Panha-2091”. The front sections of their fuselages had been destroyed by cannon rounds from Iraqi tanks during the Iran-Iraq war and the extensive restoration work required manufacture of new fuselage panels and structural parts. Panha engineers also co-operated with their colleagues from IAMI (Iranian Aircraft Manufacturing Industries, also known as HESA in Iran) and designed a new canopy for the helicopters equipped with a flat, bulletproof windshield instead of the former oval, non-bulletproof version. Under a project named HESA-2091, both helicopters were thoroughly modernized and equipped with multifunction displays and a new weapon control system with a head-up display for the pilot. Internal avionics were revamped with the addition of a GPS system in the nose, and a warning radar with four antennae providing 360 degrees coverage was integrated, too. Design and production of the new digital systems and their components was carried out by the Iranian Electronics Industries Company (IEI) with the assistance of Isfahan University of Technology and a Chinese-connected company, Safa Electronic Component Industries. Installation was performed by IAMI in Shahin-Shahr.
These two helicopters were ultimately named ‘Tiztak-2091’ and became prototypes for a larger modernization project for 102 remaining AH-1J Cobra attack helicopters for the Iranian Army Aviation Force. However, in total, the cost of this bold conversion projects exceeded the whole IRIAA budget for 2001, and this resulted in the cancellation of the wider modernization program just a year later. Step forward the IRGC which procured the two Tiztak-2091 prototypes alongside four more former IRIAA AH-1J Non-TOW Cobra helicopters from the Iranian Defence Ministry. These were revamped and delivered to frontline units between 2003 and 2005. However, further conversions have only be done sparingly since then, due to the lack of funds and material.
Despite these limitations, the IAAF immediately began working on upgrade projects to further increase combat capability of the small but busy fleet of Cobra helicopters. The Tiztak helicopters had been equipped with new targeting/surveillance turrets instead of their M-65 Telescopic Sight Units under a IAMI project named Towfan-2 back in 2012. The first helicopters were equipped with the Oqab EO/IR targeting turret produced by IOI (Iranian Optics Industries) in 2012, while others received an RU-290 thermal camera, a product of Rayan Roshd-Afzar.
After the formation of the Army Aviation Force of the Islamic Revolutionary Guard Corps (IRGCAA) on February 23, 2016, the IRGCASF helicopter base at Fat’h was transferred to the IRGCGF (IRGC Ground Force), of which the IRGCAA was now a part. IRGCAA today operates more than 80 helicopters including nine Bell AH-1J International Cobras, with three examples modernized by Iranian Aircraft Manufacturing Industries (IAMI). IRGCAA had also been trying to equip its small fleet of AH-1Js with a new air-to-surface missile and an anti-tank missile, the Qaem-114 (outwardly almost identical to the American AGM-119 Hellfire), but this did not proceed beyond prototype stage.
Despite the active Iranian AH-1J fleet’s relatively small size after 2001, the Cobras were extremely active during counter-terrorism and counter-insurgency operations in the southeast and northwest of Iran. Both the IAAF and now the IRGCAA had always had two fire support teams, each formed with two to three AH-1Js in Orumiyeh and Zahedan, to be used against the PKK/PJAK and Jaish ul-Adl terrorist groups. The fire-support team at the IRGCGF Hamzeh Garrison in the northwest of Iran had two Bell 214A utility helicopters for SAR operations to accompany the Cobras while the team in Zahedan International Airport had two to three Mi-171Sh helicopters; usually, one armed with B8M1 rocket pods as a heavy fire support gunship.
The most notable use of the AH-1Js in combat by the IRGC took place in spring and summer 2008 when two AH-1Js stationed in Zahedan were extensively used in close-air-support missions during a counter-terrorism operation by IRGC Ground Forces against the Jondollah group (later to be rebranded as Jaish ul-Adl after being listed as a terrorist organization by the US State Department). After the arrest and execution of its leader, Abdolmalek Reigi by Iran, the group stopped its activities in 2009. It resumed again a few years later resulting in the launch of new anti-terror operations involving the AH-1Js in 2013, which continued periodically until 2020.
General characteristics:
Crew: 2
Length: 53 ft 5 in (16.28 m) with both rotors turning
45 ft 9 in (14 m) for fuselage only
Width: 10 ft 9 in (3.28 m) for stub wings only
Height: 13 ft 5 in (4.09 m)
Main rotor diameter: 43 ft 11 in (13.39 m)
Main rotor area: 1,514.97 sq ft (140.745 m²)
Empty weight: 2,802 kg (6,177 lb)
Max takeoff weight: 4,530 kg (9,987 lb)
Powerplant:
2× P&W Canada T400-CP-400 (PT6T-3 Twin-Pac) turboshaft engines, coupled to produce 1,530 shp
(1,140 kW; de-rated from 1,800 shp (1,342 kW) for drivetrain limitations)
Performance:
Maximum speed: 236 km/h (147 mph, 127 kn)
Range: 600 km (370 mi, 320 nmi)
Service ceiling: 10,500 ft (3,200 m)
Rate of climb: 1,090 ft/min (5.5 m/s)
Armament:
1× 20 mm (0.787 in) M197 3-barreled Gatling cannon in M97 chin turret with 750 rounds
4× hardpoints under the sub wings for 2.75” (70 mm) Mk 40 or Hydra 70 rockets in 7 or 19 rounds
pods; up to 16 5” (127 mm) Zuni rockets in 4-round LAU-10D/A launchers, up to eight Toophan
ATGM in a dual or quad launcher on each wing, AIM-9 Sidewinder or Misagh-2 anti-aircraft
missiles (1 mounted on each hardpoint)
The kit and its assembly:
This is the counterpart to another modified Fujimi AH-1 model, actually a kit bashing of the AH-1S and the AH-1J model to produce something that comes close to the real IAMI HESA-2091 helicopter, an upgraded/re-built AH-1J International of the Iranian Army Air Force. The “leftover” parts were used to create an (Indonesian) AH-1G – even though the HESA-2091 was the “core project”.
To create this Iranian variant, the AH-1J was taken as the basis and the nose as well as the flat-window canopy from the AH-1S were transplanted. While the nose with the TOW sensor turret was just an optional part that fits naturally on the fuselage (even though not without some PSR), the clear parts was more challenging, because the flat canopy is shorter than the original. In this case I had to fill some triangular gaps between the hood and the engine section, and this was done with 1.5 mm styrene sheet wedges and some more PSR to blend the parts that were not meant to be combined into each other.
The cockpit was taken OOB, together with the pilot figures that come with the kit. I also retained the original all-metal main rotor because the Iranian Cobras AFAIK were never upgraded with composite material blades?
To set the HESA-2091 further apart from the original AH-1J I changed the sensor turret in the nose and scratched a ball-shaped fairing that resembles the indigenous RU-290 thermal camera – it’s actually the ball joint from a classic clear Matchbox kit display, with a base scratched from 0.5mm styrene sheet. The “ball” turned out to be a bit too large, but the overall look is O.K., since I wanted a non-TOW AH-1J. For a “different-than-a-stock-AH-1J” look A small radome for a missile guidance antenna was added to the nose above the sensor turret, too. Another personal addition are the small end plates on the stabilizers – inspired by similar installations on Bell’s early twin-engine AH-1s, even though these later disappeared and were technically replaced by a ventral fin extension and a longer fuselage; the Iranian AH-1Js retained the short, original fuselage of the single-engine Cobra variants, though. The end plates were cut from leftover rotor blades from the scrap box, IIRC they belong to a Matchbox Dauphin 2.
Being part of the historical Zahedan fire support team I gave the Cobra an armament consisting of a nineteen round 70mm Hydra unguided missile pods (OOB), a pair of AGM-65 Maverick missiles (an ordnance actually deployed by Iranian Cobras), together with their respective launch rails, and I added launch tubes for indigenous Misagh-2 anti-aircraft missiles (which are actually MANPADS) to the stub wings’ tips as a self-defense measure. These were scratched from 2mm styrene rods.
Painting and markings:
Finding a suitable paint scheme was not easy. A conservative choice would have been an early mid-stone/earth scheme or a tri-color scheme consisting of sand, earth and dark green. However, while doing WWW research I came across some more exotic and contemporary specimen, carrying a kind of leopard-esque mottle scheme or even a “high resolution” fractal/digital cammo consisting of three shades of beige/brown/grey – even though I am not certain if the latter was a “real” camouflage for operational helicopters or just a “show and shine” propaganda livery?
Re-creating the latter from scratch would have been prohibitively complex, because the pixelized mottles were really fine, maybe just 2” wide each in real life. But I used this scheme as an inspiration for a simplified variant, also kept in three shades of brown, even though the result was a kind of compromise due to the limited material options to create it.
The base became an overall coat with Tamiya XF-57 (Buff), plus very light grey (RAL 7035; Humbrol 196) undersides. A light black ink washing was applied, and panels were post-shaded to create a more vivid surface.
Then came the pixelized mottles in two contrast colors: first came a layer in RAL 1015 (Hellelfenbein/Light Ivory) and then a second in RAL 8011 (Nussbraun/Nut Brown) in a 1:1 ratio, slightly overlapping and letting the Buff base shine through. These mottles were not painted but rather created with square bits from generic decal stripe material in various widths from TL Modellbau. While not as sophisticated as the original camouflage, effect and look are quite similar, and add to the unique look of this HESA-2091(-ish) model. And even though I was sceptical, esp. because of the reddish Nussbraun, the blurring effect of the scheme is surprisingly good – esp. when you put the model in front of a dry mountain background! I’ll keep the concept in the back of my head for further what-if models. All those single pixels were a lot of work, but the result looks really good.
Another detail from many real late Iranian Cobras was taken over, too: a black tail rotor drive shaft cover that extends up onto the fin’s leading edge – probably a measure to hide exhaust soot stains on the tail boom? A black anti-glare panel was added in front of the windscreen, too, and the rotor blades became medium grey (Humbrol 165, Medium Sea Grey) except for the main rotor blades’ undersides, which became black. The cockpit interior was uniformly painted in a very dark grey (Revell 06, Anthracite) and the pilots received khaki jumpsuits and modern grey and olive drab “bone domes”.
The decals were puzzled together from various sources. The Iranian roundels came from a Begemot MiG-29 sheet, registration numbers and fin flashes from an Iranian F-5. The IAAF abbreviation was created with single black 4 mm letters.
Graphite was used to weather the model, esp. the area on top of the tail boom, and the model was finally sealed with matt acrylic varnish overall.
An exotic model – the Iranian home-brew HESA-2091 looks familiar, but it’s a unique combination of classic Cobra elements. More spectacular is the pixelated paint scheme, and the attempt to generate it with the help of square decal bits worked (and looks) better than expected! This might also work well in grey as a winter camouflage? Hmmm….
+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
Operated by the Islamic Revolutionary Guards Corps, Iran's small Bell AH-1J fleet has seen a fair share of indigenous modernization in recent years. In 1971, Iran purchased 202 examples of an improved AH-1J, named "AH-1J International", from the United States. This improved Cobra featured an uprated P&WC T400-WV-402 engine and a stronger drivetrain, so that it would have a better performance under “hot & high” conditions. Recoil damping gear was fitted to the 20 mm M197 gun turret, and the gunner was given a stabilized sight and a stabilized seat, too. Of the AH-1Js delivered to the Shah's Imperial Iranian Army Aviation, 62 were TOW-capable.
Iranian AH-1Js participated in the Iran–Iraq War—which saw the most intensive use of helicopters in any conventional war. Iranian AH-1Js (particularly the TOW-capable ones) were "exceptionally effective" in anti-armor warfare, inflicting heavy losses on Iraqi armored and vehicle formations. In operations over the barren terrain in Khuzestan and later in southern Iraq, beside the standard tactics, Iranian pilots developed special, effective tactics, often in the same manner as the Soviets did with their Mi-24s. Due to the post-Revolution weapons sanctions, Iranians had to make do with what was at hand: lacking other guided ordnance they equipped the AH-1Js with AGM-65 Maverick missiles and used them with some success in several operations. About half of the AH-1Js were lost during the conflict to combat, accidents, and simple wear and tear –the rest of the fleet was kept operational and busy during the following years.
However, time and use took their toll on the Iranian Cobras, for which no replacement could be found. In 2001, Brigadier General Ahmad Kazemi, the then-commander in chief of the IRGC Air Force (from 2009, it became known as the IRGC Aerospace Force, or IRGCASF), requested Ali Khamenei, leader of the Islamic Republic, to permit the IRGC to procure two former army AH-1J Cobra helicopters that had been restored by the Iranian Helicopters Support and Renewal Company (IHSRC, called ‘Panha’ in Iran). They belonged to the Iranian Army Aviation Force (IRIAA, as it was then known), which lacked the funds to pay for the necessary restoration and renewal of parts and fuselage sections.
The first of these refurbished AH-1Js was a TOW Cobra capable of using the Iranian-made clone of the BGM-71A TOW anti-tank missile, the “Towfan”, while the second helicopter was a Non-TOW version capable of using only the 2¾-inch Hydra unguided rockets. They entered IRGCAF service at Fat'h helicopter base, Karaj, to the west of Tehran, in 2001. This marked the start of an ongoing but slow modernization program for the remaining Iranian Cobra fleet.
IHSRC also worked on the restoration of two more battle-damaged AH-1J TOW Cobras, in a project known as “Panha-2091”. The front sections of their fuselages had been destroyed by cannon rounds from Iraqi tanks during the Iran-Iraq war and the extensive restoration work required manufacture of new fuselage panels and structural parts. Panha engineers also co-operated with their colleagues from IAMI (Iranian Aircraft Manufacturing Industries, also known as HESA in Iran) and designed a new canopy for the helicopters equipped with a flat, bulletproof windshield instead of the former oval, non-bulletproof version. Under a project named HESA-2091, both helicopters were thoroughly modernized and equipped with multifunction displays and a new weapon control system with a head-up display for the pilot. Internal avionics were revamped with the addition of a GPS system in the nose, and a warning radar with four antennae providing 360 degrees coverage was integrated, too. Design and production of the new digital systems and their components was carried out by the Iranian Electronics Industries Company (IEI) with the assistance of Isfahan University of Technology and a Chinese-connected company, Safa Electronic Component Industries. Installation was performed by IAMI in Shahin-Shahr.
These two helicopters were ultimately named ‘Tiztak-2091’ and became prototypes for a larger modernization project for 102 remaining AH-1J Cobra attack helicopters for the Iranian Army Aviation Force. However, in total, the cost of this bold conversion projects exceeded the whole IRIAA budget for 2001, and this resulted in the cancellation of the wider modernization program just a year later. Step forward the IRGC which procured the two Tiztak-2091 prototypes alongside four more former IRIAA AH-1J Non-TOW Cobra helicopters from the Iranian Defence Ministry. These were revamped and delivered to frontline units between 2003 and 2005. However, further conversions have only be done sparingly since then, due to the lack of funds and material.
Despite these limitations, the IAAF immediately began working on upgrade projects to further increase combat capability of the small but busy fleet of Cobra helicopters. The Tiztak helicopters had been equipped with new targeting/surveillance turrets instead of their M-65 Telescopic Sight Units under a IAMI project named Towfan-2 back in 2012. The first helicopters were equipped with the Oqab EO/IR targeting turret produced by IOI (Iranian Optics Industries) in 2012, while others received an RU-290 thermal camera, a product of Rayan Roshd-Afzar.
After the formation of the Army Aviation Force of the Islamic Revolutionary Guard Corps (IRGCAA) on February 23, 2016, the IRGCASF helicopter base at Fat’h was transferred to the IRGCGF (IRGC Ground Force), of which the IRGCAA was now a part. IRGCAA today operates more than 80 helicopters including nine Bell AH-1J International Cobras, with three examples modernized by Iranian Aircraft Manufacturing Industries (IAMI). IRGCAA had also been trying to equip its small fleet of AH-1Js with a new air-to-surface missile and an anti-tank missile, the Qaem-114 (outwardly almost identical to the American AGM-119 Hellfire), but this did not proceed beyond prototype stage.
Despite the active Iranian AH-1J fleet’s relatively small size after 2001, the Cobras were extremely active during counter-terrorism and counter-insurgency operations in the southeast and northwest of Iran. Both the IAAF and now the IRGCAA had always had two fire support teams, each formed with two to three AH-1Js in Orumiyeh and Zahedan, to be used against the PKK/PJAK and Jaish ul-Adl terrorist groups. The fire-support team at the IRGCGF Hamzeh Garrison in the northwest of Iran had two Bell 214A utility helicopters for SAR operations to accompany the Cobras while the team in Zahedan International Airport had two to three Mi-171Sh helicopters; usually, one armed with B8M1 rocket pods as a heavy fire support gunship.
The most notable use of the AH-1Js in combat by the IRGC took place in spring and summer 2008 when two AH-1Js stationed in Zahedan were extensively used in close-air-support missions during a counter-terrorism operation by IRGC Ground Forces against the Jondollah group (later to be rebranded as Jaish ul-Adl after being listed as a terrorist organization by the US State Department). After the arrest and execution of its leader, Abdolmalek Reigi by Iran, the group stopped its activities in 2009. It resumed again a few years later resulting in the launch of new anti-terror operations involving the AH-1Js in 2013, which continued periodically until 2020.
General characteristics:
Crew: 2
Length: 53 ft 5 in (16.28 m) with both rotors turning
45 ft 9 in (14 m) for fuselage only
Width: 10 ft 9 in (3.28 m) for stub wings only
Height: 13 ft 5 in (4.09 m)
Main rotor diameter: 43 ft 11 in (13.39 m)
Main rotor area: 1,514.97 sq ft (140.745 m²)
Empty weight: 2,802 kg (6,177 lb)
Max takeoff weight: 4,530 kg (9,987 lb)
Powerplant:
2× P&W Canada T400-CP-400 (PT6T-3 Twin-Pac) turboshaft engines, coupled to produce 1,530 shp
(1,140 kW; de-rated from 1,800 shp (1,342 kW) for drivetrain limitations)
Performance:
Maximum speed: 236 km/h (147 mph, 127 kn)
Range: 600 km (370 mi, 320 nmi)
Service ceiling: 10,500 ft (3,200 m)
Rate of climb: 1,090 ft/min (5.5 m/s)
Armament:
1× 20 mm (0.787 in) M197 3-barreled Gatling cannon in M97 chin turret with 750 rounds
4× hardpoints under the sub wings for 2.75” (70 mm) Mk 40 or Hydra 70 rockets in 7 or 19 rounds
pods; up to 16 5” (127 mm) Zuni rockets in 4-round LAU-10D/A launchers, up to eight Toophan
ATGM in a dual or quad launcher on each wing, AIM-9 Sidewinder or Misagh-2 anti-aircraft
missiles (1 mounted on each hardpoint)
The kit and its assembly:
This is the counterpart to another modified Fujimi AH-1 model, actually a kit bashing of the AH-1S and the AH-1J model to produce something that comes close to the real IAMI HESA-2091 helicopter, an upgraded/re-built AH-1J International of the Iranian Army Air Force. The “leftover” parts were used to create an (Indonesian) AH-1G – even though the HESA-2091 was the “core project”.
To create this Iranian variant, the AH-1J was taken as the basis and the nose as well as the flat-window canopy from the AH-1S were transplanted. While the nose with the TOW sensor turret was just an optional part that fits naturally on the fuselage (even though not without some PSR), the clear parts was more challenging, because the flat canopy is shorter than the original. In this case I had to fill some triangular gaps between the hood and the engine section, and this was done with 1.5 mm styrene sheet wedges and some more PSR to blend the parts that were not meant to be combined into each other.
The cockpit was taken OOB, together with the pilot figures that come with the kit. I also retained the original all-metal main rotor because the Iranian Cobras AFAIK were never upgraded with composite material blades?
To set the HESA-2091 further apart from the original AH-1J I changed the sensor turret in the nose and scratched a ball-shaped fairing that resembles the indigenous RU-290 thermal camera – it’s actually the ball joint from a classic clear Matchbox kit display, with a base scratched from 0.5mm styrene sheet. The “ball” turned out to be a bit too large, but the overall look is O.K., since I wanted a non-TOW AH-1J. For a “different-than-a-stock-AH-1J” look A small radome for a missile guidance antenna was added to the nose above the sensor turret, too. Another personal addition are the small end plates on the stabilizers – inspired by similar installations on Bell’s early twin-engine AH-1s, even though these later disappeared and were technically replaced by a ventral fin extension and a longer fuselage; the Iranian AH-1Js retained the short, original fuselage of the single-engine Cobra variants, though. The end plates were cut from leftover rotor blades from the scrap box, IIRC they belong to a Matchbox Dauphin 2.
Being part of the historical Zahedan fire support team I gave the Cobra an armament consisting of a nineteen round 70mm Hydra unguided missile pods (OOB), a pair of AGM-65 Maverick missiles (an ordnance actually deployed by Iranian Cobras), together with their respective launch rails, and I added launch tubes for indigenous Misagh-2 anti-aircraft missiles (which are actually MANPADS) to the stub wings’ tips as a self-defense measure. These were scratched from 2mm styrene rods.
Painting and markings:
Finding a suitable paint scheme was not easy. A conservative choice would have been an early mid-stone/earth scheme or a tri-color scheme consisting of sand, earth and dark green. However, while doing WWW research I came across some more exotic and contemporary specimen, carrying a kind of leopard-esque mottle scheme or even a “high resolution” fractal/digital cammo consisting of three shades of beige/brown/grey – even though I am not certain if the latter was a “real” camouflage for operational helicopters or just a “show and shine” propaganda livery?
Re-creating the latter from scratch would have been prohibitively complex, because the pixelized mottles were really fine, maybe just 2” wide each in real life. But I used this scheme as an inspiration for a simplified variant, also kept in three shades of brown, even though the result was a kind of compromise due to the limited material options to create it.
The base became an overall coat with Tamiya XF-57 (Buff), plus very light grey (RAL 7035; Humbrol 196) undersides. A light black ink washing was applied, and panels were post-shaded to create a more vivid surface.
Then came the pixelized mottles in two contrast colors: first came a layer in RAL 1015 (Hellelfenbein/Light Ivory) and then a second in RAL 8011 (Nussbraun/Nut Brown) in a 1:1 ratio, slightly overlapping and letting the Buff base shine through. These mottles were not painted but rather created with square bits from generic decal stripe material in various widths from TL Modellbau. While not as sophisticated as the original camouflage, effect and look are quite similar, and add to the unique look of this HESA-2091(-ish) model. And even though I was sceptical, esp. because of the reddish Nussbraun, the blurring effect of the scheme is surprisingly good – esp. when you put the model in front of a dry mountain background! I’ll keep the concept in the back of my head for further what-if models. All those single pixels were a lot of work, but the result looks really good.
Another detail from many real late Iranian Cobras was taken over, too: a black tail rotor drive shaft cover that extends up onto the fin’s leading edge – probably a measure to hide exhaust soot stains on the tail boom? A black anti-glare panel was added in front of the windscreen, too, and the rotor blades became medium grey (Humbrol 165, Medium Sea Grey) except for the main rotor blades’ undersides, which became black. The cockpit interior was uniformly painted in a very dark grey (Revell 06, Anthracite) and the pilots received khaki jumpsuits and modern grey and olive drab “bone domes”.
The decals were puzzled together from various sources. The Iranian roundels came from a Begemot MiG-29 sheet, registration numbers and fin flashes from an Iranian F-5. The IAAF abbreviation was created with single black 4 mm letters.
Graphite was used to weather the model, esp. the area on top of the tail boom, and the model was finally sealed with matt acrylic varnish overall.
An exotic model – the Iranian home-brew HESA-2091 looks familiar, but it’s a unique combination of classic Cobra elements. More spectacular is the pixelated paint scheme, and the attempt to generate it with the help of square decal bits worked (and looks) better than expected! This might also work well in grey as a winter camouflage? Hmmm….
+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
Operated by the Islamic Revolutionary Guards Corps, Iran's small Bell AH-1J fleet has seen a fair share of indigenous modernization in recent years. In 1971, Iran purchased 202 examples of an improved AH-1J, named "AH-1J International", from the United States. This improved Cobra featured an uprated P&WC T400-WV-402 engine and a stronger drivetrain, so that it would have a better performance under “hot & high” conditions. Recoil damping gear was fitted to the 20 mm M197 gun turret, and the gunner was given a stabilized sight and a stabilized seat, too. Of the AH-1Js delivered to the Shah's Imperial Iranian Army Aviation, 62 were TOW-capable.
Iranian AH-1Js participated in the Iran–Iraq War—which saw the most intensive use of helicopters in any conventional war. Iranian AH-1Js (particularly the TOW-capable ones) were "exceptionally effective" in anti-armor warfare, inflicting heavy losses on Iraqi armored and vehicle formations. In operations over the barren terrain in Khuzestan and later in southern Iraq, beside the standard tactics, Iranian pilots developed special, effective tactics, often in the same manner as the Soviets did with their Mi-24s. Due to the post-Revolution weapons sanctions, Iranians had to make do with what was at hand: lacking other guided ordnance they equipped the AH-1Js with AGM-65 Maverick missiles and used them with some success in several operations. About half of the AH-1Js were lost during the conflict to combat, accidents, and simple wear and tear –the rest of the fleet was kept operational and busy during the following years.
However, time and use took their toll on the Iranian Cobras, for which no replacement could be found. In 2001, Brigadier General Ahmad Kazemi, the then-commander in chief of the IRGC Air Force (from 2009, it became known as the IRGC Aerospace Force, or IRGCASF), requested Ali Khamenei, leader of the Islamic Republic, to permit the IRGC to procure two former army AH-1J Cobra helicopters that had been restored by the Iranian Helicopters Support and Renewal Company (IHSRC, called ‘Panha’ in Iran). They belonged to the Iranian Army Aviation Force (IRIAA, as it was then known), which lacked the funds to pay for the necessary restoration and renewal of parts and fuselage sections.
The first of these refurbished AH-1Js was a TOW Cobra capable of using the Iranian-made clone of the BGM-71A TOW anti-tank missile, the “Towfan”, while the second helicopter was a Non-TOW version capable of using only the 2¾-inch Hydra unguided rockets. They entered IRGCAF service at Fat'h helicopter base, Karaj, to the west of Tehran, in 2001. This marked the start of an ongoing but slow modernization program for the remaining Iranian Cobra fleet.
IHSRC also worked on the restoration of two more battle-damaged AH-1J TOW Cobras, in a project known as “Panha-2091”. The front sections of their fuselages had been destroyed by cannon rounds from Iraqi tanks during the Iran-Iraq war and the extensive restoration work required manufacture of new fuselage panels and structural parts. Panha engineers also co-operated with their colleagues from IAMI (Iranian Aircraft Manufacturing Industries, also known as HESA in Iran) and designed a new canopy for the helicopters equipped with a flat, bulletproof windshield instead of the former oval, non-bulletproof version. Under a project named HESA-2091, both helicopters were thoroughly modernized and equipped with multifunction displays and a new weapon control system with a head-up display for the pilot. Internal avionics were revamped with the addition of a GPS system in the nose, and a warning radar with four antennae providing 360 degrees coverage was integrated, too. Design and production of the new digital systems and their components was carried out by the Iranian Electronics Industries Company (IEI) with the assistance of Isfahan University of Technology and a Chinese-connected company, Safa Electronic Component Industries. Installation was performed by IAMI in Shahin-Shahr.
These two helicopters were ultimately named ‘Tiztak-2091’ and became prototypes for a larger modernization project for 102 remaining AH-1J Cobra attack helicopters for the Iranian Army Aviation Force. However, in total, the cost of this bold conversion projects exceeded the whole IRIAA budget for 2001, and this resulted in the cancellation of the wider modernization program just a year later. Step forward the IRGC which procured the two Tiztak-2091 prototypes alongside four more former IRIAA AH-1J Non-TOW Cobra helicopters from the Iranian Defence Ministry. These were revamped and delivered to frontline units between 2003 and 2005. However, further conversions have only be done sparingly since then, due to the lack of funds and material.
Despite these limitations, the IAAF immediately began working on upgrade projects to further increase combat capability of the small but busy fleet of Cobra helicopters. The Tiztak helicopters had been equipped with new targeting/surveillance turrets instead of their M-65 Telescopic Sight Units under a IAMI project named Towfan-2 back in 2012. The first helicopters were equipped with the Oqab EO/IR targeting turret produced by IOI (Iranian Optics Industries) in 2012, while others received an RU-290 thermal camera, a product of Rayan Roshd-Afzar.
After the formation of the Army Aviation Force of the Islamic Revolutionary Guard Corps (IRGCAA) on February 23, 2016, the IRGCASF helicopter base at Fat’h was transferred to the IRGCGF (IRGC Ground Force), of which the IRGCAA was now a part. IRGCAA today operates more than 80 helicopters including nine Bell AH-1J International Cobras, with three examples modernized by Iranian Aircraft Manufacturing Industries (IAMI). IRGCAA had also been trying to equip its small fleet of AH-1Js with a new air-to-surface missile and an anti-tank missile, the Qaem-114 (outwardly almost identical to the American AGM-119 Hellfire), but this did not proceed beyond prototype stage.
Despite the active Iranian AH-1J fleet’s relatively small size after 2001, the Cobras were extremely active during counter-terrorism and counter-insurgency operations in the southeast and northwest of Iran. Both the IAAF and now the IRGCAA had always had two fire support teams, each formed with two to three AH-1Js in Orumiyeh and Zahedan, to be used against the PKK/PJAK and Jaish ul-Adl terrorist groups. The fire-support team at the IRGCGF Hamzeh Garrison in the northwest of Iran had two Bell 214A utility helicopters for SAR operations to accompany the Cobras while the team in Zahedan International Airport had two to three Mi-171Sh helicopters; usually, one armed with B8M1 rocket pods as a heavy fire support gunship.
The most notable use of the AH-1Js in combat by the IRGC took place in spring and summer 2008 when two AH-1Js stationed in Zahedan were extensively used in close-air-support missions during a counter-terrorism operation by IRGC Ground Forces against the Jondollah group (later to be rebranded as Jaish ul-Adl after being listed as a terrorist organization by the US State Department). After the arrest and execution of its leader, Abdolmalek Reigi by Iran, the group stopped its activities in 2009. It resumed again a few years later resulting in the launch of new anti-terror operations involving the AH-1Js in 2013, which continued periodically until 2020.
General characteristics:
Crew: 2
Length: 53 ft 5 in (16.28 m) with both rotors turning
45 ft 9 in (14 m) for fuselage only
Width: 10 ft 9 in (3.28 m) for stub wings only
Height: 13 ft 5 in (4.09 m)
Main rotor diameter: 43 ft 11 in (13.39 m)
Main rotor area: 1,514.97 sq ft (140.745 m²)
Empty weight: 2,802 kg (6,177 lb)
Max takeoff weight: 4,530 kg (9,987 lb)
Powerplant:
2× P&W Canada T400-CP-400 (PT6T-3 Twin-Pac) turboshaft engines, coupled to produce 1,530 shp
(1,140 kW; de-rated from 1,800 shp (1,342 kW) for drivetrain limitations)
Performance:
Maximum speed: 236 km/h (147 mph, 127 kn)
Range: 600 km (370 mi, 320 nmi)
Service ceiling: 10,500 ft (3,200 m)
Rate of climb: 1,090 ft/min (5.5 m/s)
Armament:
1× 20 mm (0.787 in) M197 3-barreled Gatling cannon in M97 chin turret with 750 rounds
4× hardpoints under the sub wings for 2.75” (70 mm) Mk 40 or Hydra 70 rockets in 7 or 19 rounds
pods; up to 16 5” (127 mm) Zuni rockets in 4-round LAU-10D/A launchers, up to eight Toophan
ATGM in a dual or quad launcher on each wing, AIM-9 Sidewinder or Misagh-2 anti-aircraft
missiles (1 mounted on each hardpoint)
The kit and its assembly:
This is the counterpart to another modified Fujimi AH-1 model, actually a kit bashing of the AH-1S and the AH-1J model to produce something that comes close to the real IAMI HESA-2091 helicopter, an upgraded/re-built AH-1J International of the Iranian Army Air Force. The “leftover” parts were used to create an (Indonesian) AH-1G – even though the HESA-2091 was the “core project”.
To create this Iranian variant, the AH-1J was taken as the basis and the nose as well as the flat-window canopy from the AH-1S were transplanted. While the nose with the TOW sensor turret was just an optional part that fits naturally on the fuselage (even though not without some PSR), the clear parts was more challenging, because the flat canopy is shorter than the original. In this case I had to fill some triangular gaps between the hood and the engine section, and this was done with 1.5 mm styrene sheet wedges and some more PSR to blend the parts that were not meant to be combined into each other.
The cockpit was taken OOB, together with the pilot figures that come with the kit. I also retained the original all-metal main rotor because the Iranian Cobras AFAIK were never upgraded with composite material blades?
To set the HESA-2091 further apart from the original AH-1J I changed the sensor turret in the nose and scratched a ball-shaped fairing that resembles the indigenous RU-290 thermal camera – it’s actually the ball joint from a classic clear Matchbox kit display, with a base scratched from 0.5mm styrene sheet. The “ball” turned out to be a bit too large, but the overall look is O.K., since I wanted a non-TOW AH-1J. For a “different-than-a-stock-AH-1J” look A small radome for a missile guidance antenna was added to the nose above the sensor turret, too. Another personal addition are the small end plates on the stabilizers – inspired by similar installations on Bell’s early twin-engine AH-1s, even though these later disappeared and were technically replaced by a ventral fin extension and a longer fuselage; the Iranian AH-1Js retained the short, original fuselage of the single-engine Cobra variants, though. The end plates were cut from leftover rotor blades from the scrap box, IIRC they belong to a Matchbox Dauphin 2.
Being part of the historical Zahedan fire support team I gave the Cobra an armament consisting of a nineteen round 70mm Hydra unguided missile pods (OOB), a pair of AGM-65 Maverick missiles (an ordnance actually deployed by Iranian Cobras), together with their respective launch rails, and I added launch tubes for indigenous Misagh-2 anti-aircraft missiles (which are actually MANPADS) to the stub wings’ tips as a self-defense measure. These were scratched from 2mm styrene rods.
Painting and markings:
Finding a suitable paint scheme was not easy. A conservative choice would have been an early mid-stone/earth scheme or a tri-color scheme consisting of sand, earth and dark green. However, while doing WWW research I came across some more exotic and contemporary specimen, carrying a kind of leopard-esque mottle scheme or even a “high resolution” fractal/digital cammo consisting of three shades of beige/brown/grey – even though I am not certain if the latter was a “real” camouflage for operational helicopters or just a “show and shine” propaganda livery?
Re-creating the latter from scratch would have been prohibitively complex, because the pixelized mottles were really fine, maybe just 2” wide each in real life. But I used this scheme as an inspiration for a simplified variant, also kept in three shades of brown, even though the result was a kind of compromise due to the limited material options to create it.
The base became an overall coat with Tamiya XF-57 (Buff), plus very light grey (RAL 7035; Humbrol 196) undersides. A light black ink washing was applied, and panels were post-shaded to create a more vivid surface.
Then came the pixelized mottles in two contrast colors: first came a layer in RAL 1015 (Hellelfenbein/Light Ivory) and then a second in RAL 8011 (Nussbraun/Nut Brown) in a 1:1 ratio, slightly overlapping and letting the Buff base shine through. These mottles were not painted but rather created with square bits from generic decal stripe material in various widths from TL Modellbau. While not as sophisticated as the original camouflage, effect and look are quite similar, and add to the unique look of this HESA-2091(-ish) model. And even though I was sceptical, esp. because of the reddish Nussbraun, the blurring effect of the scheme is surprisingly good – esp. when you put the model in front of a dry mountain background! I’ll keep the concept in the back of my head for further what-if models. All those single pixels were a lot of work, but the result looks really good.
Another detail from many real late Iranian Cobras was taken over, too: a black tail rotor drive shaft cover that extends up onto the fin’s leading edge – probably a measure to hide exhaust soot stains on the tail boom? A black anti-glare panel was added in front of the windscreen, too, and the rotor blades became medium grey (Humbrol 165, Medium Sea Grey) except for the main rotor blades’ undersides, which became black. The cockpit interior was uniformly painted in a very dark grey (Revell 06, Anthracite) and the pilots received khaki jumpsuits and modern grey and olive drab “bone domes”.
The decals were puzzled together from various sources. The Iranian roundels came from a Begemot MiG-29 sheet, registration numbers and fin flashes from an Iranian F-5. The IAAF abbreviation was created with single black 4 mm letters.
Graphite was used to weather the model, esp. the area on top of the tail boom, and the model was finally sealed with matt acrylic varnish overall.
An exotic model – the Iranian home-brew HESA-2091 looks familiar, but it’s a unique combination of classic Cobra elements. More spectacular is the pixelated paint scheme, and the attempt to generate it with the help of square decal bits worked (and looks) better than expected! This might also work well in grey as a winter camouflage? Hmmm….
I have come into the world as a light, so that no one who believes in me should stay in darkness - John 12:26
Be A Lighthouse
One of the strongest images of standing strong in a storm is the lighthouse. In the era before radar, satellite navigation and GPS systems, lighthouses were vital to protect ships from crashing onto rocks, shoals and shores. Building lighthouses can be considered one of man’s most noble endeavors. Since the beginning of seafaring, families and friends have lit bonfires at night to guide sailors home.
George Bernard Shaw said, “I can think of no other edifice constructed by man as altruistic as a lighthouse. They were built only to serve.”
And evangelist D.L. Moody commented, “Lighthouses don’t fire cannons to call attention to their shining—they just shine.”
Jesus used this imagery of light to describe our role in His kingdom. We are the light of the world, He said, after claiming Himself to be the true light. Therefore we function much like a lighthouse, both internally and externally.
The first design for a lighthouse is the internal function of generating light. Early lighthouses used a literal fire that had to be constantly fed and watched. Later electric lights were utilized and ultimately laser lights. But this light still has to be internally projected.
So we too as followers of Jesus project internal light, the outer expression of the inner life under the control of the Holy Spirit.
The other aspect of a modern lighthouse is that it also is an external reflector. Over the years of improvements, revolving lenses have been developed to reflect that internally generated light further into the darkness.
As the moon reflects the light of the sun, so we reflect the light of the Son in a world of darkness.
And finally, lighthouses remind us of God’s love. Like the bright shining beam of a lighthouse, His love reaches out…piercing through the darkness of any storm.
With our newly-acquired GPS system in the car to guide us, we headed onward to our family in Nova Scotia. However, I forgot the cardinal rule for all computer-based technology: It does what you tell it , not necessarily what you really intended. By telling it to avoid tolls earlier in the route set-up, it did exactly that, dragging us off the Trans Canada Highway into Amherst, Nova Scotia, otherwise an all-together lovely town filled with charming turn-of-the-1900s era houses, but just not where we wanted to be, all to avoid a rather trivial toll as it turned out. While sorting out how to get to what we actually intended our route to be, we wound up next to the old train station on, wait for it, Station Street. The saving grace was a large old factory building converted to self storage under the name 'Easy Storage'. What attracted my eye was the paint scheme, seen here. Snapped a few shots. Sorted ourselves out. Onward. - JW
Tech Details:
Taken using a hand-held Nikon D7100 fitted with a Nikkor 18-105mm VR lense set to 85mm, ISO100, Aperture priority mode, f/8.0, 1/800 sec, exposure bias EV-0.67. PP in GIMP: slight saturation boost to clean up the colours, sharpen, add fine black and white frame, add bar and text on left, scale to 1800 wide for posting.
=========================
D7A_4502_nsamherststoragebldgadjbarsigx1800
+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
Operated by the Islamic Revolutionary Guards Corps, Iran's small Bell AH-1J fleet has seen a fair share of indigenous modernization in recent years. In 1971, Iran purchased 202 examples of an improved AH-1J, named "AH-1J International", from the United States. This improved Cobra featured an uprated P&WC T400-WV-402 engine and a stronger drivetrain, so that it would have a better performance under “hot & high” conditions. Recoil damping gear was fitted to the 20 mm M197 gun turret, and the gunner was given a stabilized sight and a stabilized seat, too. Of the AH-1Js delivered to the Shah's Imperial Iranian Army Aviation, 62 were TOW-capable.
Iranian AH-1Js participated in the Iran–Iraq War—which saw the most intensive use of helicopters in any conventional war. Iranian AH-1Js (particularly the TOW-capable ones) were "exceptionally effective" in anti-armor warfare, inflicting heavy losses on Iraqi armored and vehicle formations. In operations over the barren terrain in Khuzestan and later in southern Iraq, beside the standard tactics, Iranian pilots developed special, effective tactics, often in the same manner as the Soviets did with their Mi-24s. Due to the post-Revolution weapons sanctions, Iranians had to make do with what was at hand: lacking other guided ordnance they equipped the AH-1Js with AGM-65 Maverick missiles and used them with some success in several operations. About half of the AH-1Js were lost during the conflict to combat, accidents, and simple wear and tear –the rest of the fleet was kept operational and busy during the following years.
However, time and use took their toll on the Iranian Cobras, for which no replacement could be found. In 2001, Brigadier General Ahmad Kazemi, the then-commander in chief of the IRGC Air Force (from 2009, it became known as the IRGC Aerospace Force, or IRGCASF), requested Ali Khamenei, leader of the Islamic Republic, to permit the IRGC to procure two former army AH-1J Cobra helicopters that had been restored by the Iranian Helicopters Support and Renewal Company (IHSRC, called ‘Panha’ in Iran). They belonged to the Iranian Army Aviation Force (IRIAA, as it was then known), which lacked the funds to pay for the necessary restoration and renewal of parts and fuselage sections.
The first of these refurbished AH-1Js was a TOW Cobra capable of using the Iranian-made clone of the BGM-71A TOW anti-tank missile, the “Towfan”, while the second helicopter was a Non-TOW version capable of using only the 2¾-inch Hydra unguided rockets. They entered IRGCAF service at Fat'h helicopter base, Karaj, to the west of Tehran, in 2001. This marked the start of an ongoing but slow modernization program for the remaining Iranian Cobra fleet.
IHSRC also worked on the restoration of two more battle-damaged AH-1J TOW Cobras, in a project known as “Panha-2091”. The front sections of their fuselages had been destroyed by cannon rounds from Iraqi tanks during the Iran-Iraq war and the extensive restoration work required manufacture of new fuselage panels and structural parts. Panha engineers also co-operated with their colleagues from IAMI (Iranian Aircraft Manufacturing Industries, also known as HESA in Iran) and designed a new canopy for the helicopters equipped with a flat, bulletproof windshield instead of the former oval, non-bulletproof version. Under a project named HESA-2091, both helicopters were thoroughly modernized and equipped with multifunction displays and a new weapon control system with a head-up display for the pilot. Internal avionics were revamped with the addition of a GPS system in the nose, and a warning radar with four antennae providing 360 degrees coverage was integrated, too. Design and production of the new digital systems and their components was carried out by the Iranian Electronics Industries Company (IEI) with the assistance of Isfahan University of Technology and a Chinese-connected company, Safa Electronic Component Industries. Installation was performed by IAMI in Shahin-Shahr.
These two helicopters were ultimately named ‘Tiztak-2091’ and became prototypes for a larger modernization project for 102 remaining AH-1J Cobra attack helicopters for the Iranian Army Aviation Force. However, in total, the cost of this bold conversion projects exceeded the whole IRIAA budget for 2001, and this resulted in the cancellation of the wider modernization program just a year later. Step forward the IRGC which procured the two Tiztak-2091 prototypes alongside four more former IRIAA AH-1J Non-TOW Cobra helicopters from the Iranian Defence Ministry. These were revamped and delivered to frontline units between 2003 and 2005. However, further conversions have only be done sparingly since then, due to the lack of funds and material.
Despite these limitations, the IAAF immediately began working on upgrade projects to further increase combat capability of the small but busy fleet of Cobra helicopters. The Tiztak helicopters had been equipped with new targeting/surveillance turrets instead of their M-65 Telescopic Sight Units under a IAMI project named Towfan-2 back in 2012. The first helicopters were equipped with the Oqab EO/IR targeting turret produced by IOI (Iranian Optics Industries) in 2012, while others received an RU-290 thermal camera, a product of Rayan Roshd-Afzar.
After the formation of the Army Aviation Force of the Islamic Revolutionary Guard Corps (IRGCAA) on February 23, 2016, the IRGCASF helicopter base at Fat’h was transferred to the IRGCGF (IRGC Ground Force), of which the IRGCAA was now a part. IRGCAA today operates more than 80 helicopters including nine Bell AH-1J International Cobras, with three examples modernized by Iranian Aircraft Manufacturing Industries (IAMI). IRGCAA had also been trying to equip its small fleet of AH-1Js with a new air-to-surface missile and an anti-tank missile, the Qaem-114 (outwardly almost identical to the American AGM-119 Hellfire), but this did not proceed beyond prototype stage.
Despite the active Iranian AH-1J fleet’s relatively small size after 2001, the Cobras were extremely active during counter-terrorism and counter-insurgency operations in the southeast and northwest of Iran. Both the IAAF and now the IRGCAA had always had two fire support teams, each formed with two to three AH-1Js in Orumiyeh and Zahedan, to be used against the PKK/PJAK and Jaish ul-Adl terrorist groups. The fire-support team at the IRGCGF Hamzeh Garrison in the northwest of Iran had two Bell 214A utility helicopters for SAR operations to accompany the Cobras while the team in Zahedan International Airport had two to three Mi-171Sh helicopters; usually, one armed with B8M1 rocket pods as a heavy fire support gunship.
The most notable use of the AH-1Js in combat by the IRGC took place in spring and summer 2008 when two AH-1Js stationed in Zahedan were extensively used in close-air-support missions during a counter-terrorism operation by IRGC Ground Forces against the Jondollah group (later to be rebranded as Jaish ul-Adl after being listed as a terrorist organization by the US State Department). After the arrest and execution of its leader, Abdolmalek Reigi by Iran, the group stopped its activities in 2009. It resumed again a few years later resulting in the launch of new anti-terror operations involving the AH-1Js in 2013, which continued periodically until 2020.
General characteristics:
Crew: 2
Length: 53 ft 5 in (16.28 m) with both rotors turning
45 ft 9 in (14 m) for fuselage only
Width: 10 ft 9 in (3.28 m) for stub wings only
Height: 13 ft 5 in (4.09 m)
Main rotor diameter: 43 ft 11 in (13.39 m)
Main rotor area: 1,514.97 sq ft (140.745 m²)
Empty weight: 2,802 kg (6,177 lb)
Max takeoff weight: 4,530 kg (9,987 lb)
Powerplant:
2× P&W Canada T400-CP-400 (PT6T-3 Twin-Pac) turboshaft engines, coupled to produce 1,530 shp
(1,140 kW; de-rated from 1,800 shp (1,342 kW) for drivetrain limitations)
Performance:
Maximum speed: 236 km/h (147 mph, 127 kn)
Range: 600 km (370 mi, 320 nmi)
Service ceiling: 10,500 ft (3,200 m)
Rate of climb: 1,090 ft/min (5.5 m/s)
Armament:
1× 20 mm (0.787 in) M197 3-barreled Gatling cannon in M97 chin turret with 750 rounds
4× hardpoints under the sub wings for 2.75” (70 mm) Mk 40 or Hydra 70 rockets in 7 or 19 rounds
pods; up to 16 5” (127 mm) Zuni rockets in 4-round LAU-10D/A launchers, up to eight Toophan
ATGM in a dual or quad launcher on each wing, AIM-9 Sidewinder or Misagh-2 anti-aircraft
missiles (1 mounted on each hardpoint)
The kit and its assembly:
This is the counterpart to another modified Fujimi AH-1 model, actually a kit bashing of the AH-1S and the AH-1J model to produce something that comes close to the real IAMI HESA-2091 helicopter, an upgraded/re-built AH-1J International of the Iranian Army Air Force. The “leftover” parts were used to create an (Indonesian) AH-1G – even though the HESA-2091 was the “core project”.
To create this Iranian variant, the AH-1J was taken as the basis and the nose as well as the flat-window canopy from the AH-1S were transplanted. While the nose with the TOW sensor turret was just an optional part that fits naturally on the fuselage (even though not without some PSR), the clear parts was more challenging, because the flat canopy is shorter than the original. In this case I had to fill some triangular gaps between the hood and the engine section, and this was done with 1.5 mm styrene sheet wedges and some more PSR to blend the parts that were not meant to be combined into each other.
The cockpit was taken OOB, together with the pilot figures that come with the kit. I also retained the original all-metal main rotor because the Iranian Cobras AFAIK were never upgraded with composite material blades?
To set the HESA-2091 further apart from the original AH-1J I changed the sensor turret in the nose and scratched a ball-shaped fairing that resembles the indigenous RU-290 thermal camera – it’s actually the ball joint from a classic clear Matchbox kit display, with a base scratched from 0.5mm styrene sheet. The “ball” turned out to be a bit too large, but the overall look is O.K., since I wanted a non-TOW AH-1J. For a “different-than-a-stock-AH-1J” look A small radome for a missile guidance antenna was added to the nose above the sensor turret, too. Another personal addition are the small end plates on the stabilizers – inspired by similar installations on Bell’s early twin-engine AH-1s, even though these later disappeared and were technically replaced by a ventral fin extension and a longer fuselage; the Iranian AH-1Js retained the short, original fuselage of the single-engine Cobra variants, though. The end plates were cut from leftover rotor blades from the scrap box, IIRC they belong to a Matchbox Dauphin 2.
Being part of the historical Zahedan fire support team I gave the Cobra an armament consisting of a nineteen round 70mm Hydra unguided missile pods (OOB), a pair of AGM-65 Maverick missiles (an ordnance actually deployed by Iranian Cobras), together with their respective launch rails, and I added launch tubes for indigenous Misagh-2 anti-aircraft missiles (which are actually MANPADS) to the stub wings’ tips as a self-defense measure. These were scratched from 2mm styrene rods.
Painting and markings:
Finding a suitable paint scheme was not easy. A conservative choice would have been an early mid-stone/earth scheme or a tri-color scheme consisting of sand, earth and dark green. However, while doing WWW research I came across some more exotic and contemporary specimen, carrying a kind of leopard-esque mottle scheme or even a “high resolution” fractal/digital cammo consisting of three shades of beige/brown/grey – even though I am not certain if the latter was a “real” camouflage for operational helicopters or just a “show and shine” propaganda livery?
Re-creating the latter from scratch would have been prohibitively complex, because the pixelized mottles were really fine, maybe just 2” wide each in real life. But I used this scheme as an inspiration for a simplified variant, also kept in three shades of brown, even though the result was a kind of compromise due to the limited material options to create it.
The base became an overall coat with Tamiya XF-57 (Buff), plus very light grey (RAL 7035; Humbrol 196) undersides. A light black ink washing was applied, and panels were post-shaded to create a more vivid surface.
Then came the pixelized mottles in two contrast colors: first came a layer in RAL 1015 (Hellelfenbein/Light Ivory) and then a second in RAL 8011 (Nussbraun/Nut Brown) in a 1:1 ratio, slightly overlapping and letting the Buff base shine through. These mottles were not painted but rather created with square bits from generic decal stripe material in various widths from TL Modellbau. While not as sophisticated as the original camouflage, effect and look are quite similar, and add to the unique look of this HESA-2091(-ish) model. And even though I was sceptical, esp. because of the reddish Nussbraun, the blurring effect of the scheme is surprisingly good – esp. when you put the model in front of a dry mountain background! I’ll keep the concept in the back of my head for further what-if models. All those single pixels were a lot of work, but the result looks really good.
Another detail from many real late Iranian Cobras was taken over, too: a black tail rotor drive shaft cover that extends up onto the fin’s leading edge – probably a measure to hide exhaust soot stains on the tail boom? A black anti-glare panel was added in front of the windscreen, too, and the rotor blades became medium grey (Humbrol 165, Medium Sea Grey) except for the main rotor blades’ undersides, which became black. The cockpit interior was uniformly painted in a very dark grey (Revell 06, Anthracite) and the pilots received khaki jumpsuits and modern grey and olive drab “bone domes”.
The decals were puzzled together from various sources. The Iranian roundels came from a Begemot MiG-29 sheet, registration numbers and fin flashes from an Iranian F-5. The IAAF abbreviation was created with single black 4 mm letters.
Graphite was used to weather the model, esp. the area on top of the tail boom, and the model was finally sealed with matt acrylic varnish overall.
An exotic model – the Iranian home-brew HESA-2091 looks familiar, but it’s a unique combination of classic Cobra elements. More spectacular is the pixelated paint scheme, and the attempt to generate it with the help of square decal bits worked (and looks) better than expected! This might also work well in grey as a winter camouflage? Hmmm….
I’d never been past Montreal before, so naturally going to New Brunswick was a monumental experience. Still twenty I was too young in most provinces to buy a drink. The law was the same in NB as Ontario, 21 years of age to purchase alcohol in the staid government stores that also sold the beer. Not that there was much time to drink in St George NB while we were there. We got put up in a tiny motel beside a big old farm style home. The main floor of the farm house acted as the dining room for Pierre, myself and a few other lodgers. One was a graduate student from an American University doing his thesis on the life of an endangered mollusk or aquatic species. The other lodger was a young twenty something Finnish chap who ran a sardine and mackerel export business down the road. He sent his goods home to Finland where there was a great market for freshly caught and canned fish. Just a few miles away lay Black’s Harbour, where Canada’s largest sardine fleet sailed from.
The mood around the eating table was always upbeat; one of us had a story or two to tell about the previous day’s events. The student spent his day collecting samples washed up on the rocky coastline. Our work was taking place five or so miles behind town in the big hills the locals called mountains. It was June, and as usual the work was brutal. We climbed hills all day long, fighting off the hordes of mosquitoes and black flies. Our helpers were a father and son. The fathers name was Carl and at lunch he and his son Carl Jr. sat on their own, drinking cold tea from a green wine bottle. They were similar in circumstance to the helpers at Calabogie. That is to say they were not wealthy, probably not landowners or successful farmers or businessman, just labourers. I wonder today what was their fate. Also I wonder how they got to be where they were in New Brunswick. Was their family tree circumstance at all like my grandfathers who had been put on a ship and sent to work as one of the Barnardo Children?
As time wore on, and we got friendlier, the two Carl’s would tell us stories about Sasquatches. They had been seen in these parts by both the father and the son. Now remember father and son were like persons in a Shelby Lee Adams photography book, black and white shots, with suspenders on, an aura of poverty surrounding them, strong men, stronger than their wits.
At the dining room table, this talk of sasquatches brought rounds of laughter. The portly pink faced operator of the guest house/motel would mutter out loud that the two Carl’s had been into the white lightning a few to many times. Regardless, these sightings of legendary creatures made for excitement and the element of intrigue. Surprise always makes a day more interesting. There was not a lot to do in St George in early June. East Coast Tourism was just catching on, the region had not developed to the degree it is today. Main Street in the town consisted of a general store, which was off the main drag a bit, across from which was a small groceteria. On main, there was a hardware store, a mens and ladies clothing store a drugstore, and a small take out place with a few stools for eating your chips and fresh battered shrimp. The liquor store was set back behind a nice lawn with parking for about six cars. Inside the liquor store a grouchy attendant in a uniform of grey slacks, black shoes and a green shirt would ask for ID, and refused to serve me one time. In those days, you had to fill out a form with the code number of the type of product you wanted to purchase. If it was whiskey or another bottle of spirit it was handed to you in a plain brown bag.
On Thursday nights some of the local country folk would come into town, and suddenly there would be many people, maybe thirty in all, shopping, craning their necks looking in the shop windows, hanging around the few street corners, smoking freshly bought tobacco or having a chew and spitting the tobacco stained saliva onto the roadside, the men stretching their suspenders, the ladies looking at the hats in the millinery store window, the village had came alive. Later on I figured out it was pay day at Connor Brothers the local sardine factory located down a twisty road a few miles away at Black’s Harbour.
A small movie theatre was open only on Thursday, Friday, and Saturday evenings and this opportunity for entertainment also drew folk into the quiet town. Below the town, a road turned toward the ocean and there was a fish ladder which I took a picture of. Prior to this I had only heard of fish ladders, never seen one as in my minds eye I had erroneously placed visions of fish climbing a wooden human ladder which is not the case. This scene remains quite idyllic for me, the day was overcast, there was a mist in the air which creates a different colouring it was as if it could be a scene in old Europe. The red plaster on the building was stained a darker hue from the years of wear and tear and the moisture from the pool at its base. A lone light bulb shines from one of the windows, a worker looks out from another window, his arms resting on the sill, I was unaware of his presence. Grand well nourished mature trees shadowed the scene, creating a post card like effect. That day, there were no fish running the concrete ladder. As the tides came and went the photo would change from one of calmness to that of a torrent.
My work partner the project supervisor Pierre would pee his pants whenever he saw a sign that said covered bridge, he would drive long distances then get off of any road to see one of these structures. New Brunswick has many of these fabled bridges. The province was keen on marketing this feature as there were signs on the roads letting travelers know of the presence of a covered bridge. The work was quite grueling, there was little time to go out on car rides, at days end. After a meal, we would retreat to our tiny motel rooms, invariably I would pick up a novel to read, Pierre chastised me, he was a graduate of DeVry Institute, a school that taught, technical things, he’d say things like, “why don’t you read a book on science or mathematics” which did not go over well with me. I would tolerate his critique of my choice of reading material with a shrug and close the book then go for a walk in town which was a stones throw away. Some nights I would pick up a box of deep fried shrimp at the Take Out and have a walk about, looking in the windows, the same windows I’d looked in the week before, peering at the Marquee Poster at the Theatre promoting a pair of western movies, wondering if I would bother to go one evening.
Work progressed as work tends to do. Geophysical survey is very strenuous, it involves a team of men, four in our case heading to a remote forest site that had been pre staked and marked in a linear fashion by another team who worked with instruments the forerunners of today’s GPS systems. A grid was created that had to be surveyed using a method developed by McPhar geophysics initially to be used in war time to detect mines, or something that would benefit our side. I’d been with the company for six months, my job was to carry a large box called a Transmitter on my back, the weight of this piece of equipment was substantial, well over fifty pounds. I suppose my physical strength was a factor in my receiving the position in the first place, as well as my athleticism, involvement in sports, those things made an impression on the company manager Ash Mullan, a nice fellow. Pierre, as the manager knew the business he’d been at it for a few years. He was called the Operator, which is to say his equipment, a Receiver which was fit into a foot long padded interior square metal box with a carrying strap could be seen as the brains of the operation. That Receiver was hooked up to my Transmitter by coated wire cables with butterfly clips, the two pieces of equipment had to be twenty feet apart to work correctly. Another piece of equipment, a gas generator, also a heavy piece was set up a good fifty feet from our set up, and corresponding coated cables with butterfly clips ran from it to my box and then to Pierre’s receiver. The men, Carl and Carl hammered six foot steel inch thick poles into the ground, pounding them in at intervals of a hundred feet, four stations in all, these poles were located at both the front and back of the new station, these were also connected via cables with butterfly clips to the Transmitter. Theoretically, the generator send ‘current’ to each location, the current came back to the Transmitter that I was taught to operate (though I had no idea what the device was doing) the box had numerous dials on it, at a command I would turn the dial prompted by Pierre who in turn would get readings on his Receiver. He would record the readings in a black surveryors journal. At days end, we would plot the readings on graph paper using a slide ruler to create the readings. These readings would help the mining industry determine if there were adequate minerals in the ground to warrant core drilling samples be taken. I suppose in essence we were looking for gold and other valuable resources. There was no mention of harming the earth or stealing the resources, it was work, man had not yet developed a social conscience, profit equaled jobs for residents, that seemed to be what mattered.
The days were long, filled with sweat and monotony, the only relief was the magnificent sloped forest we worked in. There was joking between Pierre, myself and the two Carls. They sat aside from us at lunch time, guzzling their cold tea from a wine bottle.
Meals at the lodge were not to my liking and I found myself at the snack shack supplementing dinner numerous times, which came from my pocket. Little other expense was required, as McPhar covered even the medication I purchased for mosquito sprays and deterrents. One day, the lodge served a large ham for dinner which was quite nice. The next morning: boiled ham for breakfast, ham sandwiches for lunch, and for dinner, ham again! I asked for peanut butter sandwiches and this caused quite a stir. The idea of being polite was lost on me as I had grown accustomed to a variety of dishes, and I did not care that the lodge operator was being thrifty. Pierre asked them to change the menu to accommodate us as we were paying a good penny for room and board. Years later I drove by the house and motel and it had closed for business, I wonder if they had died of ham poisoning?
We had dates one Saturday evening with Carl’s daughter and her friend a close cousin, neither of whose names I recall. These girls were shy and sat a long way away from us in Pierre’s GTO. For a laugh, we drove to Calais, Maine and had a beer and a burger, then drove back the thirty or so miles to St George. We parked a bit, as it was getting dark. Both Pierre and I were trying to do some necking however that was not in the cards. The girls both had bad teeth, and I’m not making this up, they had points on their two front teeth so I thought they must have been related. We dropped them off at their humble homes in the countryside as it got dark. Carl came out and said hello. He had a twinkle in his eye, he set us up with the dates.
One Saturday, we drove to the Roosevelt family summer home, a place called Campobello Island somewhere not too far off the coast of New Brunswick. A short ferry ride took us to the island that seemed to belong exclusively to the Roosevelt family. It was much more like a rustic mansion than a cottage. Inside the home were many artifacts of Roosevelt’s life, canes and rifles and men’s stuff, lots of brass objects, binoculars, things he had been given while he was president. I wonder if he knew who had given him the expensive nik naks. Pierre and I had different tastes as I found this excursion boring except for the ferry ride. At one time we were in the USA, and then the ferry took us into Canada, a rare example of both countries co-operating.
The M6 is a magazine fed, semi-automatic missile launcher. Having a similar firing mechanism to the Gyrojet, the M6 can fire four guided missiles at several targets in under ten seconds. Flipping a switch before firing locks rounds on to said targets. And the battery pack is built into a second magazine for convenience. The missiles themselves use GPS to lock onto targets. The M6 uses a laser to mark a target's position on the GPS system built into the launcher itself. The computer then guides the missile until detonation, which basically makes this weapon system a Fire-and-Forget type deal.
The little Canon has no GPS, so have to yank out the track data from the avionics GPS system to match the camera clock time. Questions - how do you set a camera clock for seconds? How many seconds (minutes?) does a camera clock lose over time? This tag looks pretty close to the photo position...camera clock may be off a few seconds. RP is UTC + 8.
The Postcard
A postally unused postcard that was published by J. D. Ewart Ltd. of Glasgow. The image is a glossy real photograph, and the card has a divided back.
The Skelmorlie Hydro Hotel
Alas, the hotel in Ayrshire is no more.
The largsandmillportnews.com ran the following story about it in March 2021:
Skelmorlie Couple's Magic Memories
of Much Loved Hydro Hotel.
By Calum Corral, Senior Reporter.
A former receptionist has shared her 'magical memories' of a long lost hotel in Skelmorlie which boasted a sprung dance floor, grand swimming pool and stunning panoramic views of the Clyde.
Mary Margaret Law, 70, says that her 'heart was broken' when the Skelmorlie Hydro was knocked down in the 1990's.
It was an innovation for its time when it was built by Dr Ronald Currie in the Victorian era, with Turkish and salt water baths and an elevator which shuttled people from Shore Road to the hotel up the cliff face.
Mary has even kept original paperwork from the hotel in 1971 - the year of decimalisation - which shows the hotel prices of the period with a double room costing the princely sum of £3.10 per night during the peak period in summer.
Margaret, who still lives in the village, loved the hotel so much that she and well-known Burns performer Jimmy held their wedding reception there.
She said:
"It had a lovely sprung dance floor in the conservatory
area which was fantastic to perform up on, and was
very popular with all the local groups.
I worked the summer season there - I loved the place.
It was a fantastic place, and it was irreplaceable really.
When the hotel came down, it had been running for a
few years as an old folks' facility.
The elevator which provided access from the Shore
Road was quite an innovation when it was launched
decades before, but it was on its last legs, and kept
getting stuck.
It was another of these places which should never
have been knocked down, it was magnificent to look
at and admire. It had three levels and was very popular
with coach parties - it could take two full busloads at
a time."
Mary believes that the building itself should have been preserved and converted into flats for generations to come to enjoy. She added:
"There should have been a campaign to save it.
I remember the large bay windows which fully
capitalised on the spectacular views of the bay
looking over to the Isles of Bute and Cumbrae
and Arran.
It was also used as a place for people to recuperate
after illness, and for health reasons and it had its own
resident doctor - it was quite a place. It broke my heart
when it was demolished."
In recent weeks, Ron Muir, a Largs tourism champion, bemoaned the loss of many local hotels in the area - and Mary agrees:
"The ironic thing is that with the pandemic we
could go full circle and people won't be going
abroad as much any longer. Instead they will be
looking to go on 'staycations,' but sadly hotels
like the Skelmorlie Hydro and others are long
gone."
The business was owned and run by the Scottish Highlands Hotel Group, whose portfolio included the lavish Marine Hotel in Troon.
Dr. Ronald Currie, who was responsible for building the Hydro, was a member of the great professor Joseph Lister's first surgical class in Glasgow in 1860. He lived in Skelmorlie until his death in 1923.
Built in 1868, the Hydropathic Hotel as it was first called was an immediate tourist draw, and created a major stir in 1875 when Turkish and salt water baths were installed. The pumping of salt water at that time was considered a ground-breaking innovation.
The Skelmorlie Measured Mile
Before the introduction of GPS systems, measured nautical miles were used to measure the speed of new ships under sea trials before being handed over by the shipyard to the owner.
In the early part of the 20th. century, the Royal Navy used a measured nautical mile in the Firth of Clyde off Skelmorlie, known as the 'Skelmorlie Mile', as the range for speed trials of new warships.
The mile was also used for merchant shipping trials well into the 1980's.
A nautical measured mile is marked by two pairs of posts on the shore. The ship, already at top speed and on the requisite bearing, sails from one pair of posts to the next. A stopwatch is started when the first two posts are aligned, and then stopped when the next two posts are aligned.
Each post has a 'V' or inverted 'V' shaped marker on it which forms an 'X' with its partner post when they are exactly aligned. In order to accurately measure performance, ships had to make several runs in both directions to compensate for variations in wind and tide.
The 'Skelmorlie Mile' is a Category B Listed Structure. It was established in 1866 by the Clyde shipbuilding firm of Robert Napier & Sons. It was surveyed by two different land surveyors, and was checked by Admiralty staff.
It consists of two pairs of tall, white painted poles, each pair set 1 nautical mile (1,852 metres) from each other. The poles are set on concrete bases, with iron stays, and have sight markers at the upper level.
One northern post is by the bus shelter at the foot of the Hydro Steps, near the turning point on Shore Road. The other northern post is mounted halfway up a cliff behind the bus shelter, and has fallen into severe disrepair, the top half having snapped and fallen to the side.
The southern pair of posts are at the south end of Skelmorlie, immediately south of Skelmorlie Castle. One of these is on the rocky shore, near the A78 road, and the other is in a field between the A78 and Meigle.
12th Annual Charity Golf Tournament
presented by
SNC LAVALIN Pacific Liaicon and Associates
Benefitting the Eureka Camp Society/Apex Secondary School
Hosted at the beautiful Westwood Plateau Golf & Country Club and Golf Academy
photos by Ron Sombilon Gallery
About Westwood Plateau
WESTWOOD PLATEAU…Experiences Above & Beyond
When award-winning golf architect Michael Hurdzan, Golf World Magazine’s 1997 Architect of the Year, sets out to design a course he says that he wants to “create a ‘Wow’ effect for golfers.” At his Westwood Plateau Golf & Country Club, named ‘Best New Course in Canada in 1996’ by SCOREGolf Magazine, Hurdzan created his patented “Wow” effect on virtually every hole.
As a result, there is no ‘signature’ hole at the spectacular layout on Eagle Mountain because each hole stands alone. Yet each hole bears Hurdzan’s distinctive signature. “This is a magical piece of ground,” said Hurdzan. “When we built the course, the whole intent was to keep the great views, keep the special ethereal feeling and still create as wide a course as we could so that the average golfer could enjoy it.” Hurdzan not only achieved his lofty goal, he exceeded it. On this magical Coquitlam plateau 30 minutes east and 1,300 feet above Vancouver, the golf values are as pure as the snow on the distant mountain peaks. Little wonder that in 1999, Golf Digest called Westwood Plateau: “The best game in town.”
Whether playing from the back tees at 6,770 yards or from any of the other three tee boxes that gradually shorten the course to 5,514 yards, players are confronted by a singular challenge on each hole – deciding whether the view is more striking from the tee or from the green. The ProShot GPS system on each power cart takes the pressure off club selection by displaying precise yardages on easy-to-read screens. It also provides yardages to the hazards; individual tips on playing the hole; updates on your tournament; and ProShot can quickly relay messages in case of emergencies. In addition to the on-cart GPS, you’ll also receive range balls, day locker, bottled water, tee gift, and continental breakfast included in your fees. Other available extras range from transportation via helicopter from downtown Vancouver to fully-stocked personal mini bars on your cart. These above and beyond services helped earn Westwood Plateau ‘5th Best Customer Service in North America’, as ranked by 6500 Golf Digest readers, and Golf Digest’s 4 1/2 - star rating in their Best Places to Play edition.
A fully public facility, Westwood Plateau offers 27 holes of outstanding golf, two distinct restaurants, a nationally recognized teaching academy and a 35,000 square foot clubhouse perfect for corporate entertaining and weddings.
Westwood Plateau’s mission statement is simple – To deliver Above & Beyond experiences through superior service and product quality! We look forward to serving you!
.
Gold Bar Park, Edmonton, AB, Canada.
7D2 | 300/2.8L + 2x | 1/2000 sec., f/7.1, ISO ?; handheld.
Rather than posting ISO comparisons of indoor photos, I decided to post photos of real world shooting. All of these photos were shot in various ISOs in crappy lighting. Feel free to take a guess at each of them! Please see images in the first comment box below, and each can be viewed in large at 1024 px long. Hint: I used either 1600, 3200, 6400, 10000, 12800, or 16000.
Overall, the 7D2 is quite an improvement from the previous 7D. Here's what I observe so far:
Likes:
- Responsive and fast autofocus.
- Focus system tracks the subject well (depends on how you customize the AI Servo Cases and Priorities, and whether or not the EOS iTR AF is activated), but then I never had issues with tracking actions in the old 7D's system.
- 65 focus points and wide AF areas. I actually use all 65 points, not 20 and not 9.
- Shutter lag is less than the 7D...again, very responsive!
- 10 fps to capture very fast action. However, many redundant frames for fast to moderate action.
- ISO improves by 1 stop.
- Very customizable: menu, buttons, autofocus, etc.
- Can lock the mode dial to prevent accidentally shooting in other modes such as Bulb mode, for example.
- AF selection lever to switch to other AF areas (i.e., spot, center, expansion, zone, all 65 pts, etc).
- Ability to focus when the widest aperture is f/8 (i.e., 7D2 with 400//5.6L + 1.4x TC)
- Silent shooting.
- Intervalometer (to allow me to diverse into other areas of photography).
- Decent focusing speed in Live View.
- Supports both CF and SD cards.
Dislikes:
- A battery hog (even when GPS is disabled).
- AF selection lever can only go one direction.
- Exposure indicator on the side rather than at the bottom in Manual mode.
- Previewing photos require pressing the Playback button, then Magnify button, then use the main dial to zoom in/out. I prefer the old system better!
- In low light indoor setting, AF drives the focus motor on my 300/2.8L with 1.4x TC II very slowly. In contrast, 7D with the same setup was fast. Without the 1.4x TC II, the 300/2.8L on the 7D2 is fast.
- Lack of touch screen for live view and video usage.
- Lack of built-in Wi-Fi. They could have added the module where the GPS system is sitting.
Future improvements:
- More buffer. Currently, it's about 20 RAW frames, but with 10 fps burst, you could use up the buffer in about 2-4 secs (depending on the speed of the memory card).
- 10 fps is nice but can produce many redundant frames, and you could only select other burst options giving you 3 or 4 fps. I wish there is a way to customize it (i.e., 10, 8, 6, 4 fps). [Update: You can customize the High Speed FPS, Low Speed FPS, and Silent Shooting FPS.]
- There is room for improvement in noise. The noise is coarse compare to what I see from a full frame sensor. Even other camera brands' APS-C sensors produce files with very good noise level.
I took a little road trip in the very early morning hours yesterday to revisit a spot I've tried to shoot once before. The first time I had a really hard time finding the location (it's not on a paved road) and by the time I did is was 9am and the sun was high in the sky. To save that from happening again I marked the location on my car's GPS system.
Yesterday, I thought I had left enough time to arrive about 30 minutes prior to sunrise. The combination of it taking longer than expected and being pulled over by Highway Patrol for speeding delayed me just enough to arrive the minute the sun broke the horizon. Oh well... At least the officer didn't cite me. :)
This shot is not a traditional view from this point. The sun rises over the most dramatic portion of the Badlands and it is just to the left of this frame.
Definitely check this out LARGE
Do you like complicated watches? This is one of the most complicated watch on planet. But, it's worth it! Because, this watch has two beautiful things. (1). You won't need battery change forever! You will only need light (Any light). (2). You will get SUPERIOR ACCURACY by atomic radio controlled wave.
CITIZEN JY0005-50E Commercial ....
www.youtube.com/watch?v=8yPyG_XuZZo
Japan Only Version:....
www.vagsg.com/forums/showthread.php?t=34130
This is CITIZEN SKYHAWK A-T "BLACK EAGLE" 3RD Generation Watch for men. Designed for Pilots. Bezel has slide rule. Eco-Drive Power with Atomic Radio Controlled feature. Also has orange color LED light for digital displays. Battery status dial feature. Luminous hands & hour markers can glowing longtime in the dark and easy to read the time.
SPECIFICATIONS:
Model: JY0005-50E
Movement Caliber/ Module: U600
Case Caliber: S053030
Model Name: SKYHAWK A-T "BLACK EAGLE"
Case Diameter: 46mm
Lug Size: 22mm
Lug to Lug: 49mm
Thickness: 12mm
Case Material: Solid Stainless Steel
Band Material: Solid Stainless Steel
Plating: YES, Black Ion Plated
Crystal: Mineral Domed Crystal
Crystal Scratch Resistant: NO
Water Resistant: YES (200Meter/ 20Bars)
Light/ Illuminate: YES (Orange Color LED Light)
Features:
(1 ). Atomic Timekeeping with radio-controlled superior accuracy
(2). Light-Powered Eco-Drive Japanese Quartz movement charges in natural or indoor light.
This is a multi-functionals Eco-Drive watch, which is equipped with a solar power function for powering the watch by converting light energy into electric energy.
Never needs battery change!
(3). Power reserve Indicator dial/ Charge Level display function.
This function displays the charge level in four grades, to give an approximate indication of how much the rechargeable cell is charged.
(4). Atomic Radio Reception source meter
Automatic Reception:
The watch will automatically receive the radio wave up to three times a day, at 2:00AM, 3:00AM, and 4:00AM., and adjust the time and date accordingly. However, note that if the watch successfully receives the radio wave at 2:00AM., it will not perform automatic reception again at the later times.
On demand reception:
The radio wave can be received at anytime of the day to adjust the time and date. In the event that a radio signal cannot be received, the watch can be manually set and will operate keeping time within +/-15 seconds per month.
(5). Low-Charge warning/ Insufficient Charge Warning Function.
(6). Overcharging Prevention Function.
When the rechargeable cell becomes fully charged by exposing the watch face to light, the overcharging prevention function is automatically activated to prevent the battery from being charged further.
No matter how much the watch is charged, it will not affect the rechargeable cell, timekeeping, functions or performance of the watch.
(7). Perpetual calendar which automatically adjusts between odd and even months, until the year 2100.
(8). World Time (43 cities)
UTC (Coordinated Universal Time), the time and date of 43 cities [or regions] from around the world and one city [any can be set] can be displayed and easily called up. It is convenient when traveling overseas on business or vacation. Daylight saving time can also be set.
(9). 99-minutes countdown timer
Setting Range:
From 1 minute up to 99 minutes, in 1-minute units. Fly back function, auto return function.
(10). 1/100 second Chronograph/ Stop Watch up to 24 Hours
(11). Back lid for all digital sections. (Orange color LED Lights)
(12). 2 Alarms for local & world time
(13). Slide Rule bezel
There are two types of calculation can make with slide rule bezel.
(A). Navigation Calculation.
Such as: Calculation of the Time Required.
: Speed (Ground Speed) Calculation.
: Flying Distance Calculation.
: FUEL Consumption rate Calculation.
: FUEL Consumption Calculation
: Maximum Flying Hours.
: Conversion.
(B). General Calculation Functions
Such as: Multiplication
: Division
: Reading Ratios
: Determining Square Root
(14). Non-Reflective Crystal
(15). Black color plated on solid stainless steel case and band.
CITIZEN U600 Movement and Case made in Japan. Bracelet made in China.
(16). Water Resistant 200m/20Bars
(17). Automatic Power Saving Feature
The watch is equipped with two power saving functions. If the watch face is not exposed to light for 30 minutes or longer, all the LCD display sections turn OFF [Power Saving 1 ].
If the watch face is not exposed to light for one week or longer, some of the watch functions stop working in order to minimize the watch's power consumption.
Canceling the power saving function:
The power saving function will be automatically canceled when the watch face is exposed to light.
(18). WARRANTY:
Limited Five Years Warranty by CITIZEN watch Company of America, Inc.
1000 West 190th Street Torrance, California 90502.. United States.
Truly reliable and can provide SUPER accurate time everyday. 100% Highly Recommended.
Rating: **** (4.5Stars)
Bad things/ Weakness for this CITIZEN SKYHAWK-A-T Models:
(1). Snap-On back cover (Not a screw down back cover)
(2). Crystal is made of mineral glass (Not Sapphire Crystal) and slightly domed.
(3). One other annoying thing is that to access the various functions of the watch (calendar, countdown, chronograph etc), you have to pull out the crown and rotate it. A bit annoying if you use the functions a lot.
(4). There is no hourly beeper/ chime feature.
(5). It's really is annoying not being able to display the date in your current time zone.
(6). Stainless steel band quality is cheap because of it was made in China.
(7). This is not a Japanese Domestic Model like U680. It's meant the watch overall quality is little bit lower than domestic models. Available in Europe, United States and Asia.
Same Caliber with Different Design Models:
* JY0010-50E All Titanium Case & Band
* JY0050-55L All Titanium Case & Band Blue Angel Series
* JY0000-53E All Stainless Steel Case & Band
* JY0000-02E Stainless Steel Case & Rubber Band
* JY0040-59L All Stainless Steel Case & Band Blue Angel Series.
Questions & Answers:
Q: Will the Skyhawk A – T automatically change time zones and adjust time accordingly?
A:
As the Skyhawk A – T does not know where you are located (no GPS system), you must manually adjust the radio control time zone shown on the left digital display (digital display 2). As the analog time is run from the radio control time, this will update as well.
Q: How do I know if my Skyhawk AT updated via radio signal?
A:
Normal radio updating on the Skyhawk A – T will adjust the time by a second or fraction thereof. As such, there is no visible cue to see the hands change.
You may however check to see results of the last update attempt. While in the time, calendar or reception set modes, press and release the lower right button. The second/signal strength hand will move to indicate either a high, medium or low signal. It may indicate that no signal was received.
If no signal was received, rest assured your watch is keeping accurate time to specification of 15-20 seconds per month (note: many users find the Skyhawk A – T keeps time to 1 to 5 seconds per month, even without radio signal updating)
Geocaching in Charleswood with my homebuilt GPS receiver.
More information and source code: www.seancarney.ca/projects/arduino-gps-receiver/arduino-g...
Agriculture - Industry - Marine Survey & Inspection Group (AIM Control) in Viet Nam and Worldwide. AIM Control is an independent inspection company acting globally and providing a complete range of inspection, quality goods control and consulting service to trade and industry as well as governmental buying organizations.
ACTIVITIES:
Certification
Inspection & Survey, Superintendence
Quality Goods Control Inspection & Adjuster
Third Party Inspection & Laboratory Services
Technical Consultancy & Engineering Control
Diving and Underwater Works
BUSINESS LINES:
Agriculture - Industry – Marine Operations
Consumer - Manufacture Testing
Governments and Institutions
Minerals
Oil gas - Chemical - Offshore
Systems and Service Certification
Outsourcing
Risk Management
It would be very happy for AIM Control to be nominated as independent Agency & Inspection, Survey Company and/ or Representative on behalf of your company in Vietnam and worldwide. We would like to take the opportunity to sign in co-operation with your company with an Agent Agreement Contract.
It is pleasure to introduce ourselves to you, our Group: Agriculture - Industry - Marine Survey & Inspection Group (AIM Control), Vietnam and Worldwide
1. Background
1.1. Agriculture – Industry – Marine Inspection and Survey Group (AIM Control), Our Group was founded with 30% share capital from the Multinational Group holdings and its business operated under Business Register Certificate No. 4103003457 to meet the requirements of our clients and comply with the requirements of the Vietnam Government and International Rules for Survey, Inspection, and Consultant & Superintendence.
1.2. As from its foundation, AIM Control has provided a full range of survey, inspection and superintendence services to domestic and foreign clients since 1993 via its prompt and accurate for commodities, non-commodities, others and as well consultant, property appraisal in Industry, Marine and Agriculture fields. Most important of all, we offer a high level of attention to the needs of our customers.
1.3. Our experienced surveyors/inspectors are committed to understanding each client's particular situation and survey/inspection objectives. We do our best to provide the kind of information, analysis and advice that will assist our clients in making informed and comfortable decisions.
1.3. AIM Control has established and applied Quality Management System in conformity with ISO 9001: 2000 by BVQI London. The scope of services offered and the techniques and procedures applied are constantly adapted to the demands of the market place. The company is member of IFIA, GAFTA, FOSFA, THE SUGAR ASSOCIATION and corresponding associations and has been certified for ISO 45001, 45004, 45012 ( ISO 17020, 17025 ).
1.4. The Logo of AIM Control was registered at National Office of Industrial Property belonging directly to Ministry of Science, Industry and Environment.
1.5. Our Mission promotes improvements in quality, health, safety, and environmental and technical standards through the publication of guidance and information notes, codes of practice, and by other appropriate means to our staff and the Vietnamese community.
1.6. AIM Control provides inspection & survey services by National & International Inspector, Surveyor who meet the qualifications of the Inspector, Surveyors. The term Inspector, Surveyor refers to a National & International Commissioned Inspector, Surveyor as defined in this document.
1.7. Administrative Criteria of AIM Control demonstrates exclusive administrative and technical supervision of the surveyor, inspector's activities.
1.8. Independence, Impartiality and Integrity
General: The personnel of AIM Control shall be free from any financial and other pressures which might affect their judgment. Procedures shall be implemented to ensure that persons or organizations external to AIM Control; cannot influence the results of inspections carried out.
Independence: AIM Control shall be independent to the extent that is required with regard to the conditions under which it performs its services. It shall meet the criteria described: shall be independent of the parties involved; its staff responsible for carrying out the inspection, survey shall not be the designer, manufacturer or supplier of the items which they inspect, nor the authorized representative of any of these parties; shall not engage in any activities that may conflict with their independence of judgment and integrity in relation to their inspection, survey activities.
1.9. Organization and Management
AIM Control has the capability to perform its technical functions satisfactorily, as described in Paragraph 1.10.
AIM Control defines and document the responsibilities and reporting structure of the organization.
In some case of the inspection, survey, AIM Control shall employ one or more high-technology supervisor(s)/technical manager(s) and equipment(s)/device(s) however named, who have the overall responsibility for carrying out inspection activities in accordance with this document, and to monitor the performance of the inspector, surveyor. The supervisor/technical manager shall provide instructions to Inspectors, Surveyors specifying their respective duties and responsibilities, including the duty to perform inspections in accordance with department requirements.
1.10. Technical Management
Management controls to ensure development and implementation of a quality process.
Verify its technical capability with respect to inspection, examination, repair, alteration or other core competencies.
Provide for initial and ongoing training to maintain the competence of its personnel.
1.11. Evaluation for Membership Certificate of AIM Control
Membership required a survey at a location or locations where the applicant's inspection activities are controlled. The applicant shall specify the location(s) at which the quality program will be fully demonstrated. The applicant must provide the formal name of the agency and under what department it was formed. It is not necessary to survey each regional office or location covered by the same program provided documentation is made available to the survey team. The purpose of the survey is to evaluate the applicant's quality program including its implementation.
1.12. Issuance of Certificate and/or Report
The Certificate and/or Report will be promptly completed to the client upon request.
2. Members
2.1 Membership of AIM Control is available to companies and organizations active in the survey, inspection, consultant profession. The company's service organization is present in all major countries of all continents either with own Branch Offices or through Team Offices and is co-ordinated by the Head Offices in Ho Chi Minh City, Vietnam:
Toa Consultant Co., Ltd. in Marine Consultants & Ship Designs and of Panama Marine Survey & Certificate Services Inc, (PMSCS) – Malta Flag in Japan
Cesmec WSS S.A. Group in Chile
Overseas Associate Surveyors Brazil Ltd.
BASE SPA in Italy
Henderson International Iran Ltd
International Goods Inspection Company
Asian Divers & Equipment Sdn. Bhd.
VDL Marine Services (Pty) Ltd in Seychelles
Carsurin Co., Ltd, and PT. Andisha Sompa Co. in Indonesia
Global Surveyors & Inspectors Ltd. in Korea
Triumph Marine S.A. in Bulgaria
M/s J.C Gupta & Co., Pvt. Ltd. in India
Asian Divers & Equipment SDN BHD. in Malaysia
Hyopsung Surveyors & Adjusters Group in Korea
International Register of Shipping in USA
Eurogal Surveys Co., Ltd. (ESC) in Cambodia
MACOSNAR GROUP in Panama
BroadPulsee Group in North America
European Operations Group (“GMG”) in U.K
P & F S.r.l. (STCR) in Italy
BULCARGO Ltd.,7, VasilDrumev Str., BG-9002 Varna, Bulgaria
2.2 Our Clients are Ship Owners, Cargo, Shippers, Consignees, Chatterers, P&I, H&M & Cargo Underwriters, Banks, Lawyers, Shipyards, Enterprises, Group, Group, Shippers, Consignees, and some Government and Official bodies and the International Associations and any of its clients.
3. Personnel
3.1 Staff of the office is variously Members or Fellows of the Institute of Marine Engineers, The Royal Institution of Naval Architects, The Nautical Institute and The Society of Consulting Marine Engineers & Ship Surveyors, in The Marine Technical Consultants’ Association, having the Professional Qualifications Marine, Diver, Construction & Architecture, Environment, Design, and Industrial & Electrical Engineers.
3.2 Key of our personnel, CEO. Nguyen Te Nhan, Master Ha Van Truong and Marine Pilot, Eng. Tran Duc Nhat, Capt. Nguyen An Thanh, Marine Chief Electrical Eng. Le Quang Dat, Electrical Industry Eng. Nguyen Hai Phong, Marine Dive Master Nguyen Hoang Hung, Master of Architecture Pham Ngoc Thao, Construction Eng. Nguyen Van Khoa, Construction Eng. Tran Duy An, Business Accountant Management Dang Viet Ha, Business Economical Management Nguyen Sy Huy, Master-Engineer Officer Nguyen Ngoc Phu, Chief Engineer Nguyen Dinh Hung.
4. Equipment
4.1 In Marine, Industry Fields, We carry equipment for shipping casualty investigations such as the normal still & motion picture photography including digital photography for transferring photographs of casualties to Clients direct over the Internet. Ultrasonic steel plate thickness gauging tools, refrigeration spear thermometers, grain temperature, moisture & humidity meters, Dynamometers, Pyrometers, Binoculars, The Ocean Imaging System Digital, GPS System, Corrosion Testing Equipment, In-Plan Quality Control Thin Film, Coating Thickness Meters, Electronic Spray Gun Testing, Temperature Dew point, Hydrometer, Amperemeters, Electrodynamometer, Mega-Ohm Meters and measurement Devices, are also carried. An ultra-sonic cargo hatch cover tightness instrument which permits testing of hatch covers with cargo on board and a digital fan-wheel anemometer for measuring air flows through cargo holds prior to loading perishable products are some more of our equipment, NTD. Furthermore a chromium steel tank contents’ sampling device suitable to obtain samples from any level is available for use.
4.2 In Diving & Offshore Field, survey and working : Chamber, Diver Gas Recovery System, Diver Gas Reclaim Helmet, Membrane Gas Separation System, Bell Gas Management Panel, High Flow Big Mask, Cuttings Rods, Cutting/Welding Torch, Battery Operated Sets, Ultra weld, Cox Submarine Gun, Underwater Video System, Pins, Hand lamps, wetsuits, hot water suits and accessories, Marker Lights, Diver Communication, Pressure Testing Gause, Decompression Chambers, Container Diving System, Built-in Compressor and Gas Storage, Bell Survival Suit, Underwater Digital Photography, Video Camera, Underwater Radio Communication.
4.4 Our Laboratory: Testing products & Material Lab Analysis.
Pursuant to the mottos:
Accurate
Unprejudiced
Prompt
We dedicate ourselves to continually improving the quality of our services by focusing on skills of the specialized staff and technique to and hope to obtain close cooperation with you all soon in the spirit of equality and bilateral benefit.
Thanks your help and your attention would be highly appreciated,
Thanks & Best regards,
Dr Capt Nguyen
Tel: +848-3832-7204; Fax: +848-3832-8393
Cell: +8490-3615-612
Skype: aimcontrol
E-mail: aimcontrol@vnn.vn; aimcontrol@hotmail.com
JOE DUFF LEADS THE MIGRATION OF THE WHOOPING CRANES...USA: Whooping Cranes following a Operation Migration microlight.
Led by Operation Migration co-founder, Joe Duff, this human led migration annually leads a new generation of Whooping cranes on their 1200+ mile migration from the Necedah National Wildlife Refuge in central Wisconsin to the Chassahowitzka National Wildlife Refuge in Florida.
Using a specially constructed ultralight, complete with cameras, GPS system and an amplifier system to broadcast calling sounds, Joe and his four man team can cover any where from 50-100 miles per day at a speed of 38 mph.
PHOTOGRAPHY BY OPERATION MIGRATION / BARCROFT MEDIA LTD
UK Office, London.
T +44 845 370 2233
Australasian & Pacific Rim Office, Melbourne.
E info@barcroftpacific.com
T +613 9510 3188 or +613 9510 0688
Indian Office, Delhi.
T +91 997 1133 889
I am fascinated by the details in the data. Red is acceleration, Green is velocity, Blue is altitude. Plotted over time; x-axis is seconds. I cropped the long tail of the fall back to Earth.
My Dizzy Bee rocket accelerated from 0 to Mach 1 in 2 seconds flat.
It took 37 seconds to coast to apogee, and then 5 minutes to tumble back to earth, with parachute deployment at 1000 ft. That was a nail-biter as it passed overhead at an average downward clip of 65 MPH and landed near our camp in the desert.
The HCX computer in the prototype avionics bay recorded 500 samples/second from the accelerometer and barometric pressure sensor. I’ll mark some interesting details in note overlays on the graph.
Independent of that flight computer was a GPS system in the same payload bay, which broadcast down at 1.5 second intervals. It is probably the most accurate, and it recorded the max altitude as 33,701 ft. MSL.
Big thanks to Rob Briody for lending me this developmental avionics package. I am totally hooked, and can't wait to buy one. Gone is the wiring nest routing wires through bulkheads and to various computer connections, and unreliable screw switches, and the need to replace and secure the Duracells when they drop below 9.2V, and wondering about the jumper settings, and wondering if the GPS locked, and standing on a ladder next to a fueled rocket, futzing with screwdrivers (breaking screw switches, which I have done twice) and putting an ear on the rocket to listen for the beep sequence, and wondering where the rocket went, and what wind effects it saw while airborne. The rocket arming and feedback and telemetry feed all comes over the same radio with a 40 mile range. Now if it could also arm and control a videocamera and send sample frames down between GPS reads, I would be on cloud F9. =)
I took this at night in the Medina in Fès, Morocco. This is the kind of "Pile it high...sell anything" shop that used to exist in dear old Blighty in what is now a bygone age. Everything from spices to bleach...who could ask for more?
Navigating the Medina in Fès is an adventure in itself. You should have one of the following:
a) A very good sense of direction
b) A reliable local guide
c) A GPS system
d) A very big ball of string to unravel behind you
You could easily get lost and wander for weeks if you're not careful. It's vast in scale and a veritable labyrinth.
It's shots like this which remind me why I love my Canon EOS-5D. Its performance in low light conditions is astounding. This was taken at 1600 ISO, but I get very little noise even when I go to 3200 ISO. :-)