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Copyright © John Powell, 2012
All Rights Reserved.
Nikon F2S/MD-2/MB-1/DS-1/MF-3/50mm f1.4
This black beauty came up for sale last week so I thought I’d treat myself for my birthday.
Amongst many camera fans the F2 was the best and quite possibly, the most beautiful Nikon SLR ever made! Nikon introduced the F2 in September 1971; the last of the hand-made Nikons, totally mechanical. Although the body of the F2 never changed, the camera evolved by updates to the prism/finder, which lead to six variant F2’s.
1971-1980 .. F2, came with a DE-1 finder with no built-in exposure metering, just like the original Nikon F before it.
1971-1977 .. F2 Photomic, came with a DP-1 finder that offered Cds Cell, Centre Weighted Metering (needle indicated).
1973-1977 .. F2S, came with a DP-2 finder offering TTL metering with increased low light sensitivity and a duel LED display to indicate under/over exposure.
1976-1977 .. F2SB, came with a DP-3 finder, Silicon Cell TTl Metering, which provided faster and more accurate metering via a five stage LED display.
1977-1980 .. F2A, came with a DP-11 finder, this was the same finder as the DP-1, but with Automatic Indexing (AI).
1977-1980 .. F2AS, the most advanced, came with a DP-12 finder, which was the same finder fitted to the F2SB, but with Automatic Indexing (AI).
The Nikon F2-S Photomic offers the serious photographer the ultimate in quality performance, convenience and versatility. At the same time, it is engineered to take the guesswork out of photography.
Nikon DS-1 EE Aperture Control Attachment
Designed for use in combination with the F2S Photomic Finder, the EE Aperture Control Attachment DS-1 provides the Nikon F2 camera with automatic exposure-metering control.
Once the shutter speed is selected, the meter in the F2S Photomic Finder reads the scene brightness and commands the attachment to drive the lens aperture diaphragm to the correct aperture corresponding to the selected shutter speed. The automatic exposure metering control is coupled with all shutter speeds on the shutter-speed dial of the F2S Photomic Finder and accepts, without factory modification, all lenses with a meter coupling prong.
Nikon MF-3 Rewind Stop Film Back
The most common special purpose film back among all film backs designed for Nikon F2 is MF-3. It is also called "MF-3 Rewind Stop Back". It attaches to the camera and used in conjunction with Nikon MD-2 Motor Drive. The MF-3 camera back is very easy to recognise as it has a unique moulded finger grip for positive camera holding. However, MF-3 is not compatible with the MD-1 nor can be used with Nikon MD-3 to provide this function. Why? Because among all the drives designed for F2, only MD-2 has the electrical contacts at the rear of the drive that will mate with the protruding section of the film back to provide auto film rewind stop function during power film rewind. On the other hand, MF-3 does not have power film rewind and thus, MF-3 is more like a specific dedicated film back for MD-2.
Nikon MD-2 Motor Drive, with MB-1 Battery Pack
The motor drive MD-2 is designed for use with the Nikon F2-series cameras. It winds the film and cocks the shutter automatically each time you press the shutter release. You can also set it for completely automatic sequence shooting at speeds of up to five frames per second. And you can also operate it by remote control with the use of cables, timers or radio. The MD-2 rewinds a 36 exposures roll of film in about seven seconds. In combination with Nikon's camera back MF-3, it provides for automatic film rewind stop- with a LED indicator lighting up to indicate completion of rewind.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
In 1948, a swept wing version of the F-84 was created with the hope of bringing performance to the level of the F-86. The last production F-84E was fitted with a swept tail, a new wing with 38.5 degrees of leading-edge sweep and 3.5 degrees of anhedral, and a J35-A-25 engine producing 5,300 pound-force (23.58 kN) of thrust. The aircraft was designated XF-96A and flew on 3 June 1950. Although the airplane was capable of 602 knots (693 mph, 1,115 km/h), the performance gain over the F-84E was considered minor. Nonetheless, it was ordered into production in July 1950 as the F-84F Thunderstreak. The F-84 designation was eventually retained because the fighter was expected to be a low-cost improvement of the straight-wing Thunderjet with over 55 percent commonality in tooling.
In the meantime, the USAF, hoping for improved high-altitude performance from a more powerful engine, arranged for the British Armstrong Siddeley Sapphire turbojet engine to be built in the United States as the Wright J65. To accommodate the larger engine, YF-84Fs with a British-built Sapphire as well as production F-84Fs with the J65 had a vertically stretched fuselage, with the air intake attaining an oval cross-section. Production quickly ran into problems, though. Although tooling commonality with the Thunderjet was supposed to be 55 %, but just 15 % of the tools could actually be re-used. To make matters worse, the F-84F utilized press-forged wing spars and ribs. At the time, only three presses in the United States could manufacture these, and priority was given to the Boeing B-47 Stratojet bomber over the F-84. The YJ65-W-1 engine was considered obsolete, too, and the improved J65-W-3 did not become available until 1954. When the first production F-84F flew on 22 November 1952, it was considered not ready for operational deployment due to control and stability problems. The first 275 aircraft, equipped with conventional stabilizer-elevator tailplanes, suffered from accelerated stall pitch-up and poor turning ability at combat speeds. Beginning with Block 25, the problem was improved upon by the introduction of a hydraulically powered one-piece stabilator. A number of aircraft were also retrofitted with spoilers for improved high-speed control. As a result, the F-84F was not declared operational until 12 May 1954.
The second YF-84F prototype was completed with wing-root air intakes. These were not adopted for the fighter due to loss of thrust, but this arrangement kept the nose section free and permitted placement of cameras, and the different design was adopted for the RF-84F Thunderflash reconnaissance version. Being largely identical to the F-84F, the Thunderflash suffered from the same production delays and engine problems, though, delaying operational service until March 1954.
During the F-84F’s development the Air Defense Command was looking for a replacement for the outdated F-94 ‘Starfire’ interceptor, a hasty development from the T-33 trainer airframe with an afterburner engine and an on-board radar. However, the F-94 was only armed with machine guns in its early versions or unguided missiles in its later incarnations, which were inadequate. An aircraft with better performance, ideally with supersonic speed, a better radar, and the ability to carry guided missiles (in the form if the AIR-1 and 2 ‘Falcon’ AAMs) as well as the AIR-2 ‘Genie’ missile was now requested.
The Douglas AIR-2 Genie followed a unique but effective concept that represented the technological state-of-the-art: it was an unguided air-to-air rocket with a 1.5 kt W25 nuclear warhead. The interception of Soviet strategic bombers was a major military preoccupation of the late 1940s and 1950s. The World War II-age fighter armament of machine guns and cannon were inadequate to stop attacks by massed bomber formations, which were expected to come in at high altitude and at high subsonic speed. Firing large volleys of unguided rockets into bomber formations was not much better, and true air-to-air missiles were in their infancy. In 1954 Douglas Aircraft began a program to investigate the possibility of a nuclear-armed air-to-air weapon. To ensure simplicity and reliability, the weapon would be unguided, since the large blast radius made precise accuracy unnecessary. Full-scale development began in 1955, with test firing of inert warhead rockets commencing in early 1956. The final design carried a 1.5-kiloton W25 nuclear warhead and was powered by a Thiokol SR49-TC-1 solid-fuel rocket engine of 162 kN (36,000 lbf) thrust, sufficient to accelerate the rocket to Mach 3.3 during its two-second burn. Total flight time was about 12 seconds, during which time the rocket covered 10 km (6.2 mi). Targeting, arming, and firing of the weapon were coordinated by the launch aircraft's fire-control system. Detonation was by time-delay fuze, although the fuzing mechanism would not arm the warhead until engine burn-out, to give the launch aircraft sufficient time to turn and escape. However, there was no mechanism for disarming the warhead after launch. Lethal radius of the blast was estimated to be about 300 meters (980 ft). Once fired, the Genie's short flight-time and large blast radius made it virtually impossible for a bomber to avoid destruction. The rocket entered service with the designation MB-1 Genie in 1957.
During the development phase the first carrier aircraft earmarked to carry the AIR-2 was the Northrop F-89 Scorpion, which had already been introduced in the early Fifties. While being an all-weather interceptor with on-board radar, it was a slow and large aircraft, and outdated like the F-94. Trying to keep the F-84 production lines busy, however, Republic saw the chance to design an all-weather interceptor aircraft that would surpass the F-89’s mediocre performance and meet the AIR-2 carrier requirements on the basis of the swept-wing (R)F-84F. To emphasize its dedicated interceptor role and set it apart from its fighter-bomber ancestors, the heavily modified aircraft was designated F-96B (even though it had little to do with the XF-96A that became the F-84F) and called ‘Thunderguard’.
The F-96B was largely based on the RF-84F’s airframe with its wing-root air intakes, what offered ample space in the aircraft’s nose for a radar system and other equipment. The radar was coupled with a state-of-the-art Hughes MC-10 fire control system. To relieve the pilot from operating the radar system one of the fuel cells behind the cockpit was deleted and a second crew member was placed behind him under an extended, strutless hood that opened to starboard. To compensate for the loss of fuel and maintain the F-84F’s range, a new tank was mounted under the cockpit floor in the aircraft’s center of gravity.
To improve performance and cope with the raised take-off weight, the F-96B was powered by an uprated Wright J65-W-18 turbojet, which generated 0.4 kN more dry thrust than the F-84F’s original J65-W-3 (7,700 lbf/34 kN). This was not too much, though, so that the J65 was additionally outfitted with an afterburner. With this upgrade the powerplant provided a maximum thrust of 10,500 lbf (47 kN), what resulted in a markedly improved rate of climb and the ability to break the sound barrier in level flight. The additional reheat section necessitated a wider and longer rear fuselage, which had to be redesigned. As an unintended side benefit, this new tail section reduced overall drag due to a slightly area-ruled coke-bottle shape behind the wings’ trailing edge, which was even emphasized through the ventral brake parachute fairing.
Armament consisted only of missiles, which were all carried externally on wing stations, all guns of the former F-84 versions were deleted to save weight. The F-96B’s weapons range included GAR-1/2/3/4 (Later re-designated as AIM-4) radar- and IR-guided Falcon air-to-air missiles and a pair of MB-1 Genie missiles. Up to four pods with nineteen unguided 2.75 in (70 mm) "Mighty Mouse" Mk 4/Mk 40 Folding-Fin Aerial Rockets each were an alternative, too, and a pair of drop tanks were typically carried under the inner wings to provide the aircraft with sufficient range, since the new afterburner significantly increased fuel consumption.
Even though it was only a derivative design, the F-96B introduced a lot of innovations. One of these was the use of a diverertless supersonic inlet (DSI), a novel type of jet engine air intake to control air flow into their engines. Initial research into the DSI was done by Antonio Ferri in the 1950s. It consisted of a "bump" and a forward-swept inlet cowl, which worked together to divert boundary layer airflow away from the aircraft's engine. In the case of the F-96B this was realized as an inward-turning inlet with a variable contraction ratio. However, even though they had not been deemed necessary to guarantee a clean airflow, the F-96B’s air intakes were further modified with splitter plates to adapt them to the expected higher flight speeds and direct the air flow. The initial flight tests had also revealed a directional instability at high speed, due to the longer nose, so that the tail surfaces (both fin and stabilizers) were enlarged for the serial aircraft to compensate.
Another novel feature was an IRST sensor in front of the windscreen which augmented the on-board radar. This sensor, developed by Hughes International and designated ‘X-1’, was still very experimental, though, highly unreliable, and difficult to handle, because it relied on pressurized coolant to keep the sensor cold enough to operate properly, and dosing it at a consistent level proved to be difficult (if not impossible). On the other side the IRST allowed to track targets even in a massively radar-jammed environment. The 7” diameter silicone sensor was, together with the on-board radar, slaved to the fire control system so that its input could be used to lock guided missiles onto targets, primarily the GAR-1 and GAR-2 AAMs. The X-1 had a field of view of 70×140°, with an angular resolution of 1°, and operated in 2.5 micron wavelength range. When it worked properly the sensor was able to detect a B-47-sized aircraft’s tails aspect from 25 nm (29 ml/46 km) and a target of similar size from directly ahead from 10 nm (12 ml/19 km). Later, better developed versions of Hughes IRST, like the X-3 that was retrofitted to the F-101B in the early Sixties, had a better range and were more reliable.
During the Thunderguard’s development another competitor entered the stage, the F-101B Voodoo. In the late 1940s, the Air Force had already started a research project into the future interceptor aircraft that eventually settled on an advanced specification known as the 1954 interceptor. Contracts for this specification eventually resulted in the selection of the F-102 Delta Dagger, but by 1952 it was becoming clear that none of the parts of the specification other than the airframe would be ready by 1954; the engines, weapons, and fire control systems were all going to take too long to get into service. An effort was then started to quickly produce an interim supersonic design to replace the various subsonic interceptors then in service, and the F-101 airframe was selected as a starting point. Although McDonnell proposed the designation F-109 for the new aircraft (which was to be a substantial departure from the basic Voodoo fighter bomber), the USAF assigned the designation F-101B. Its development was protracted, so that the F-96B – even though it offered less performance – was ordered into production to fill the USAF’s urgent interceptor gap.
F-96B production started after a brief test phase in late 1957, and the first aircraft were delivered to the 60th Fighter-Interceptor Squadron in 1958. However, when it became clear that the F-101B would finally enter service in 1959, F-96B production was quickly cut down and the initial order of 300 aircraft reduced to only 150, which were produced until early 1960 in three batches. Only sixty were directly delivered to ADC units, because these were preferably equipped with the supersonic F-102A and the new F-101B, which could also carry the nuclear Genie missile. The rest was directly handed over to Air National Guard units – and even there they were quickly joined and replaced by the early ADC aircraft.
Operationally, almost all F-96Bs functioned under the US–Canadian North American Air Defense Command (NORAD), which protected North American airspace from Soviet intruders, particularly the threat posed by nuclear-armed bombers. In service, the F-96Bs were soon upgraded with a data link to the Semi-Automatic Ground Environment (SAGE) system, allowing ground controllers to steer the aircraft towards its targets by making adjustments through the plane's autopilot. Furthermore, the F-96B was upgraded to allow the carrying of two GAR-11/AIM-26 Nuclear Falcon missiles instead of the Genies when they became available in 1961.
A handful F-96Bs were camouflaged during the late Sixties with the USAF’s new SEA scheme, but most aircraft retained their original bare metal finish with more or less colorful unit markings. Due to its limited capabilities and the introduction of the Mach 2 McDonnell F-4 Phantom, the last F-96B was retired from ANG service in 1971.
General characteristics:
Crew: 2
Length: 54t 11 1/2 in (16,77 m) incl. pitot
Wingspan: 33 ft 7.25 in (10,25 m)
Height: 16 ft 9 in (5,11 m)
Wing area: 350 sq ft (37,55 m²)
Empty weight: 13,810 lb (6.264 kg)
Gross weight: 21,035 lb (9.541 kg)
Max takeoff weight: 28,000 lb (12.701 kg)
Powerplant:
1× Wright J65-W-18 turbojet with 8,600 lbf (34 kN) dry thrust and 10,500 lbf (47 kN) with afterburner
Performance:
Maximum speed: 695 mph (1,119 km/h, 604 kn, Mach 1.1) at 35,000 ft (10,668 m)
Cruise speed: 577 mph (928 km/h, 501 kn)
Range: 810 mi (1,304 km, 704 nmi) combat radius with two droptanks
Service ceiling: 49,000 ft (15,000 m)
Rate of climb: 16,300 ft/min (83 m/s)
Wing loading: 86 lb/sq ft (423 kg/m²)
Armament:
No internal guns;
6× underwing hardpoints for a total ordnance load of up to 6,000lb (2,727 kg), including
a pair of 191.5 US gal (727 l) or 375 US gal (1.429 l) drop tanks on the inner stations
and a mix of AIM-4 Falcon (up to six), MB-1 Genie (up to two) and/or pods with
nineteen 2.75”/70 mm FFAR unguided missiles each (up to four) on the outer stations
The kit and its assembly:
This fictional missing link between the RF-84F and the F-105 was conceived for the Fifties Group Build at whatifmodellers.com, an era when the USAF used a wide variety of interceptor aircraft types and technical advancements were quick and significant – in just a decade the interceptor evolved from a subsonic machine gun-toting aircraft to a guided weapons carrier platform, capable of Mach 2.
The F-96B (I re-used Republic’s dropped designation for the swept-wing F-84F) was to display one of the many “in between” designs, and the (R)F-84F was just a suitable basis for a conversion similar to the T-33-derived F-94, just more capable and big enough to carry the nuclear Genie missile.
The basis became Italeri’s vintage RF-84F kit, a rather simple affair with raised panel lines and a mediocre fit, plus some sinkholes. This was, however, heavily modified!
Work started with the implantation of a new tandem cockpit, taken wholesale from a Heller T-33. Fitting the cockpit tub into the wider Thunderflash hull was a bit tricky, putty blobs held the implant in place. The canopy was taken from the T-33, too, just the RF-84F’s original rear side windows were cut away to offer sufficient length for the longer clear part and the cockpit side walls had to be raised to an even level with the smaller windscreen with the help of styrene strips. With these adapters the T-33 canopy fitted surprisingly well over the opening and blended well into the spine.
The camera nose section lost its tip, which was replaced with the tail cone from a Matchbox H.S. Buccaneer (actually its air brake), and the camera windows as well as the slant surfaces that held them were PSRed away for a conical shape that extended the new pointed radome. Lots of weight in the nose and under the cockpit floor ensured a safe stance on the OOB landing gear.
The rear section behind the air brakes became all-new; for an afterburner I extended and widened the tail section and implanted the rear part from a B-66 (Italeri kit, too) engine nacelle, which received a wider nozzle (left over from a Nakotne MiG-29, a featureless thing) and an interior.
To balance the longer nose I also decided to enlarge the tail surfaces and replaced the OOB fin and stabilizers with leftover parts from a Trumpeter Il-28 bomber – the fin was shortened and the stabilizers reduced in span to match the rest of the aircraft. Despite the exotic source the parts blend well into the F-84’s overall design!
To add supersonic credibility and to connect the design further with the later F-105 I modified the air intakes and cut them into a raked shape – quite easy to realize. Once the wings were in place, I also added small splitter plates, left over from an Airfix BAC Strikemaster.
As an interceptor the armament had to be adapted accordingly, and I procured the quartet of IR-guided Falcons as well as the Genie duo from an Academy F-89. The large drop tanks were taken OOB from the Italeri kit. The Genies were mounted onto their massive Scorpion pylons under the outer wings of the F-96B, while the Falcons, due to relatively little space left under the wings, required a scratched solution. I eventually settled for dual launchers on small pylons, mounted in front of the landing gear wells. The pylons originally belong to an ESCI Ka-34 “Hokum” helicopter kit (they were just short enough!), the launch rails are a halved pair of F-4 Sidewinder rails from a Hasegawa air-to-air weapons set. With everything on place the F-96B looks quite crowded.
Painting and markings:
The machine would represent a late Fifties USAF type, so that the paint options were rather limited if I wanted to be authentic. ADC Grey was introduced in the early Sixties, SEA camouflage even later, so that bare metal became a natural choice – but this can be quite attractive! The model received an overall coat with acrylic “White Aluminum” from the rattle can, plus some darked panels all over the hull (Humbrol 56 for good contrast) and an afterburner section in Revell 91 (Iron Metallic) and Humbrol’s Steel Metallizer. The radome became deep black, the anti-glare panel in front of the windscreen olive drab (Revell 46). Light grey (Revell 75) was used for some small di-electric fairings.
Interior surfaces (cockpit and landing gear wells) were painted with Zinc Chromate primer (I used Humbrol 80), while the landing gear struts became silver-grey (Humbrol 56) and the inside of the covers as well as the air brakes were painted in bright red (Humbrol 19).
Once basic painting was done the model received a black ink washing and was rubbed with grinded graphite to emphasize the raised panel lines, and the material adds a nice dark metallic shine to the silver base coat.
Another challenge was to find suitable unit markings for the Fifties era in the decal vault, which would also fit onto the model. After a long search I eventually settled for rather simple markings from a 325th FIS F-102 from an Xtradecal sheet, which only features a rather timid fin decoration.
Finding other suitable standard markings remained demanding, though. Stars-And-Bars as well as the USAF taglines were taken from the Academy F-89 that also provided the ordnance, most stencils were taken from the OOB Italeri sheet and complemented by small markings from the scrap box. The biggest problem was the creation of a matching serial number. The “FF” code was originally used for P/F-51D Mustangs during the Korea War, but after the type had been phased out it might have been re-used? The letters as well as the serial number digits were created from various markings for USAF F-100s, also from an Xtradecal sheet.
Once the decals had been applied the model was sealed with semi-gloss acrylic varnish, except for the radome, the anti-glare panel as well as the walking areas on the wings as well as parts of the afterburner section, which were coated with matt varnish.
A rather straightforward conversion, even though finishing the project took longer than expected. But the result looks surprisingly natural and plausible. Lots of PSR was needed to modify the fuselage, though, especially the tail section was not easy to integrate into the Thunderflash’s hull. Sticking to the simple NMF livery paid IMHO out, too: the livery looks very natural and believable on the fictional aircraft, and it suits the F-84’s bulbous shape well.
My Nikon F2 (camera on left) has no built-in light meter and no built-in motor drive. It does not need batteries except to power the add-on Nikon MD-1 motor drive that is located under the base plate of the camera and attached to the camera body by screwing into the tripod socket. The Nikon MB-1 battery pack is located under the motor drive and screws into the motor drive. My MB-1 battery pack holds 10 AA batteries and will last for over 30 rolls of 36-exposure film. With motor drive and battery pack, my Nikon F2 is may largest and heaviest 35mm camera.
My Nikon N2000 (camera on lower right) has a built-in light meter and a built-in motor drive. The light meter provides aperture priority exposure control, manual exposure control, and program exposure control (no shutter priority). The motor drive is powered by 4 AAA batteries. I have not yet tested it to determine how many rolls fresh batteries can handle.
My Nikon EM (camera on upper right) has a built-in light meter but no built-in motor drive. The light meter is primarily aperature priority. It has limited manual exposure control, no shutter priority exposure control, and no program exposure control. Without the optional motor drive that attaches to the bottom of the camera, the EM is my smallest and lightest Nikon 35mm SLR.
This is the Revell kit for the McDonnell F101B, the twin seat interceptor version from the late 1950's. It is generally a good kit, with nice detail on the panel lines that is not too heavy, but also is not lost in painting.
It was used by USAF Air Defence Command and is finished in Hannant's ADC gray enamel (X138).
Markings from the kit are for the Oregon National Guard. I went for armament in the form of two MB-1 Genie nuclear missiles, these are in white below the forward fuselage, which may or may not be correct for the ANG.
Visible on the right are:-
145064 A-4C 5G VMA-133
149555 A-4L UX/6 VC-13
147793 A-4L QP/102 VMA-124
149500 A-4L MB/1 VMA-142
de Havilland DH-98 Mosquito NF.30 (MB24 'ND-N' of Belgian Air Force). The Belgian Air Force received 39 Mosquito's from 1947. The ex RAF aircraft were either converted to target tugs (TT.3/6) or to night fighters (NF.30). Serials were MA-1 to MA-7 for the TT.3s, MC-1 to MC-3 for the TT.6s and MB-1 to MB-24 for the NF.30s. MB-24 (formally RK952) which is exhibited, was the second of the final two aircraft delivered in September 1953, following modifications by Fairey Aviation at Ringway, Manchester. The surviving aircraft were all scrapped in 1956, with the exception of MB-24, which was struck off charge on October 17, 1956 at Beauvechain. It was transferred to the Museum in March 1957. Restoration started in 1979 with the final painting completed in 1984.
Visible are:-
145064 A-4C 5G VMA-133
149555 A-4L UX/6 VC-13
147793 A-4L QP/102 VMA-124
149500 A-4L MB/1 VMA-142
148573 A-4C ND/502 VA-305
With civvies PacAero Tradewind N125MB and Pa-28 N41428 sticking out from behind
The MB-1 was the first model made by S.I.C.A.M. France, and this motorcycle is one of the first produced pieces.
(Cisticola exilis)
Pyree, NSW
7/6/2012
Nikon D4, Sigma 300-800 f/5.6 RAW 17.8 MB, 1/1000 sec, f/7.1, ISO 500
================
Duade Paton and I went down to the local swamp today to photograph Golden-headed Cisticolas and Little Grassbirds. One Cisticola was quite obliging and perched high upon the Bull Rushes to gain a better vantage of the strange swamp humans in its territory.
The Field of Honour in Brookside Cemetery is the oldest and largest military interment site in Canada. The Field of Honour was opened in 1915 for the interment of Veterans of World War 1. The Field of Honour contains the remains of 11,000 Veterans, Service Men and Service Women.
Here at CCR the Nikon F2 is a camera that has been a long time favourite of our core team, so we figured lets jump down the rabbit hole and give the F2 the spotlight it deserves!
Nikon F2AS with an MD-2 motordrive and MB-1 battery grip.
Nikon F5 - AF Nikkor 28-105mm 1:3.5-4.5D - Ilford Delta 100 @ ASA-100
Ilfosol 3 (1+9) 5:00 @ 20C
Scanner: Epson V700
Editor: Adobe Photoshop CC
Nikon F2AS e Leica R7
Dois conjuntos incríveis.
Impressionam menos pelo tamanho, mais pelo peso.
Depois de algum tempo segurando uma delas (a Nikon principalmente), o peso da irmã mais nova, Nikon D90, parece ser o mesmo que uma câmera slim.
A Leica parece menor por ter abaixo apenas um Motor Drive R (além do punho), enquanto a Nikon, o Motor Drive MB-1 + MB1 (ambos em incrível estado de conservação - foram lançados no início da década de 70).
No entanto são semelhantes em tamanho.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some Background:
The Lockheed F-94 Starfire was a first-generation jet aircraft of the United States Air Force. It was developed from the twin-seat Lockheed T-33 Shooting Star in the late 1940s as an all-weather, day/night interceptor.
The aircraft reached operational service in May 1950 with Air Defense Command, replacing the propeller-driven North American F-82 Twin Mustang in the all-weather interceptor role. The F-94 was the first operational USAF fighter equipped with an afterburner and was the first jet-powered all-weather fighter to enter combat during the Korean War in January 1953.
The initial production model was the F-94A, which entered operational service in May 1950. Its armament consisted of four 0.50 in (12.7 mm) M3 Browning machine guns mounted in the fuselage with the muzzles exiting under the radome. Two 165 US Gallon (1,204 litre) drop tanks, as carried by the F-80 and T-33, were carried on the wingtips. Alternatively, these could be replaced by a pair of 1,000 lb (454 kg) bombs under the wings, giving the aircraft a secondary fighter bomber capability. 109 were produced.
The subsequent F-94B, which entered service in January 1951, was outwardly virtually identical to the F-94A. The Allison J33 turbojet had a number of modifications made, though, which made it a very reliable engine. The pilot was provided with a more roomy cockpit and the canopy was replaced by a canopy with a bow frame in the center between the two crew members, as well as a new Instrument Landing System (ILS). 356 of these were built.
The following F-94C was extensively modified and initially designated F-97, but it was ultimately decided to treat it as a new version of the F-94. USAF interest was lukewarm, since aircraft technology developed at a fast pace in the Fifties, so Lockheed funded development themselves, converting two F-94B airframes to YF-94C prototypes for evaluation.
To improve performance, a completely new, much thinner wing was fitted, along with a swept tail surface. The J33 engine was replaced with a more powerful Pratt & Whitney J48, a license-built version of the afterburning Rolls-Royce Tay, which produced a dry thrust of 6,350 pounds-force (28.2 kN) and approximately 8,750 pounds-force (38.9 kN) with afterburning.
The fire control system was upgraded to the Hughes E-5 with an AN/APG-40 radar in a modified nose with an enlarged radome. The guns were removed and replaced with an all-rocket armament, which was – at that time – regarded as more effective against high-flying, subsonic bomber formations. The internal armament consisted of four flip-up panels in a ring around the nose, each containing six rockets. External pods on the wings augmented the offensive ordnance to 48 projectiles. Operational service began with six squadrons by May 1954.
According to test pilot Tony LeVier, the F-94C was capable of supersonic flight, but Lockheed felt that the straight wing limited the airframe's potential, esp. with the uprated engine. Besides, the earlier F-94 variants already saw the end of their relatively brief operational life, already being replaced in the mid-1950s by the Northrop F-89 Scorpion and North American F-86D Sabre interceptor aircraft in front-line service and relegated to National Guard service. Therefore, Lockheed launched another update program for the F-94 in 1953, again as a private venture.
The resulting F-94E (the F-94D was a proposed fighter bomber variant which made it to prototype staus) was another, evolutionary modification of the basic concept, which, in the meantime, had almost nothing left in common with its F-80/T-33 ancestry.
It was based on the F-94C, most obvious change was the introduction of swept wings for supersonic capability in level flight. This change also necessitated other aerodynamic adjustments, including a new, deeper fin with increased area and a modified landing gear that would better cope with the increased AUW.
Under the hood, the F-94E was constructed around the new Hughes MG-3 fire control system, similar to the early F-102, but kept the AN/APG-40, even though it was coupled with an enlarged antenna. The respective new radome now covered the complete nose cross section. Furthermore, the F-94 E introduced innovations like a Texas Instruments infrared search/tracking system (IRST), which allowed passive tracking of heat emissions, mounted in a canoe fairing under the nose, passive radar warning receivers, transponders as well as backup artificial horizons.
With this improved equipment the interceptor was now able to deploy semi-active radar homing GAR-1s and/or infrared GAR-2s (later re-designated AIM-4A/B Falcon), operating at day and night as well as under harsh weather conditions.
All missiles were carried externally on underwing pylons. Beside the original main wet hardpoints outside the landing gear (typically a pair of 165 US Gallon (1,204 litre) drop tank, that were carried on the wing tips on the former versions), two additional pairs of lighter pylons were added under the wing roots and the outer wings.
Typically, a pair of SARH- and IR-guided AIM-4s were carried, one per pylon, plus a pair of drop tanks. Alternatively, the F-94E could carry up to 4.000 lb (1,816 kg) of ordnance, including up to six streamlined pods, each holding nineteen 2 ¾” in (70 mm) Mk 4/Mk 40 Folding-Fin Aerial Rockets. Any internal armament was deleted.
The F-94E's new wings allowed a top speed of 687mph at sea level and a top speed of 693 mph (1,115 km/h) at height – compared with the F-94C’s 640 mph (556 kn, 1,030 km/h) a rather mild improvement. But the enlarged wing area resulted in a considerably improved rate of climb as well as good maneuverability at height. The F-94E's performance was overall on par with the F-86D, with the benefit of a second crew member, while its weapon capability was comparable with the much bigger (but slower) F-89.
Both of these types were already introduced, so the Air Force's interest was, once more, less than enthusiastic. Eventually the F-94's proven resilience to harsh climate conditions, esp. in the Far North, earned Lockheed in 1955 a production contract for 72 F-94Es for interceptor squadrons based in Alaska, New Foundland, Greenland and Iceland.
These production machines arrived to the Northern theatre of operations in summer 1956 and featured an improved weapon capability: on the wet wing hardpoints, a pair of MB-1 Genie (formerly known as ‘Ding Dong’ missile, later re-coded AIR-2) nuclear unguided rockets could be carried.
For the missile pylons under the wing roots, twin launch rails were introduced so that the F-94E could theoretically carry a total of up to eight AIM-4 missiles, even though the wet pylons were typically occupied with the drop tanks and only two pairs of AIM-4A and B were carried under the wing roots. The J48 engine was slightly uprated, too: the F-94E’s P-9 variant delivered now 6,650 lbf (29.5 kN) dry thrust and 10,640 lbf (47.3 kN) at full afterburner.
Keflavik Airport, Iceland, although controlled by Military Air Transport Service (MATS), was the first base to be equipped with F-94Es as part of the 82d Fighter-Interceptor Squadron in early 1957, where the machines replaced F-94Bs and F-89Cs.
The type was popular among the crews, because it coupled a relatively high agility (compared with the F-89 Scorpion) with the psychological benefit of a two men crew, not to be underestimated during operations in the Far North as well as over open water.
The F-94's career didn't last long, though, the aircraft soon became outdated. The last F-94E was already retired from USAF front-line service in November 1962, only three years after the last F-94C Starfires were phased out of ANG service. Eventually, the fighters were replaced by the F-101, F-102 and the F-106.
General characteristics:
Crew: 2
Length: 44 ft 11 in (13.71 m)
Wingspan: 39 ft 10 in (12.16 m)
Height: 14 ft 6 in (4.43 m)
Wing area: 313.4 sq ft (29.11 m²)
Empty weight: 12,708 lb (5,764 kg)
Loaded weight: 18,300 lb (8,300 kg)
Max. takeoff weight: 24,184 lb (10,970 kg)
Powerplant:
1× Pratt & Whitney J48-P-9 turbojet, rated at 6,650 lbf (29.5 kN) dry thrust
and 10,640 lbf (47.3 kN) at full afterburner.
Performance:
Maximum speed: 693 mph (1,115 km/h) at height and in level flight
Range: 805 mi (700 nmi, 1,300 km) in combat configuration with four AAMs and two drop tanks
Ferry range: 1,275 mi (1,100 nmi, 2,050 km)
Service ceiling: 51,400 ft (15,670 m)
Rate of climb: 12,150 ft/min (61.7 m/s)
Wing loading: 78.6 lb/ft² (384 kg/m²)
Thrust/weight: 0.48
Armament:
Six underwing pylons for a mix of AIM-4 Falcon AAMs (IR- and SARH-guided),
pods with unguided 19× 2.75” (70 mm) Mk 4/Mk 40 Folding-Fin Aerial Rockets,
a pair of 165 gal. drop tanks or a pair of unguided nuclear MB-1 Genie air-to-air missiles
The kit and its assembly:
Another entry for the Cold War GB at whatifmodelers.com. This build was originally inspired by profiles of a P-80/F-86 hybrid, and respective kitbashings from other modelers. An elegant, though fictional, aircraft! Nevertheless, I wanted to build one, too, and take the original idea a step further. So I chose the F-94 as an ingredient for the kit mix – a rather overlooked aircraft, and getting hands on a donation kit took some time, since there are not many options.
I wanted to use the F-94C as starting point, which is already considerably different from the F-80/T-33. Adding swept wings (from a Hobby Boss F-86F, with larger “6-3” wings) changed this look even more. So much that I decided to modify the fin, which did not look appropriate anymore.
The fin and the spine’s rear end was replaced with the fin of a Kangnam/Revell Yak-38. In order to unify shapes and make the donation less obvious, the Yak-38 fin’s characteristic, pointed tip was clipped and replaced by a more conventional design, scratched from a piece of 1.5mm styrene sheet. In the wake of this modification, the round elevator tips were clipped, too.
Using the F-94’s landing gear wells as benchmarks, the F-86 wings (which had to be cut off of the Hobby Boss kit’s integral, lower fuselage part) were sanded into shape and simply glued into a proper position.
This worked so well that a completely new and plausible main landing gear installation was created. As a consequence, I used the F-86’s landing gear struts - they are much better detailed than the Emhar F-94C’s parts. The front wheel strut (it’s a single piece) was transplanted too, even though the suspension was switched 180°.
The Emhar F-94C’s cockpit is pretty good (esp. the seats) and were taken OOB. I just covered some gaps in the cockpit walls and under the windscreen with paper tissue, soaked with white glue.
The nose was replaced by a bigger radome, taken from an Armstrong Whitworth Meteor NF.14 (Matchbox kit). Its diameter and shape fit almost perfectly onto the F-94C’s front end, and the result reminds a lot of the EF-94C photo reconnaissance test aircraft! Under the nose, a shallow fairing for the IR sensor was added, and all four air brakes were mounted in open position.
The underwing pylons come from the scrap box (one pair from an Airfix A-1 Skyraider, another from an ESCI Kamow Ka-34 ‘Hokum’ which also provide the launch rails for the ordnance). The drop tanks come probably from an Italeri F-16 (not certain) while the four AIM-4s come from a Hasegawa USAF air-to-air weapons set.
Painting and markings:
This was supposed to become a classic USAF aircraft of the late Fifties, since the F-94 had never been exported. I was actually tempted to add Red Stars, though, because the overall shape has a certain Soviet look to it - esp. the nose, which reminds a lot of the contemporary Yak-25 interceptor?
But the original USAF idea won, with an all-metal finish. In order to brighten things up I chose a squadron that served with the Northeast or Alaskan Air Command, which added orange-red high-viz markings to wings and fuselage.
The NMF sections were primed with a base coat of Revell’s acrylic Aluminum. On top of that, single panels and details were painted with Alu Plate and Steel Metallizer from Modelmaster.
The International Orange markings were created with Humbrol 132, slightly shaded with orange (Humbrol 18).
Part of the nose section and the spine were painted in ADC Grey (FS 16473, Modelmaster), just for some diversity. Cockpit interior and landing gear wells received a coat of US Cockpit Green (Humbrol 226), while the interior of the air brakes was painted in Zinc Primer (Humbrol 81), according to pictures of operational F-94s.
The landing gear struts and the inside of their covers became Aluminum (Humbrol 56). The anti glare panel in front of the cockpit was done with dark olive drab (Humbrol 66), the radome flat black and weathered with wet-in-wet streaks of sand brown.
Operational F-94s show serious weathering on their di-electric noses, so this detail was taken over to the kit. Other weathering with paint, beyond a basic black ink wash and some shading on the orange areas, was not done.
The drop tanks were painted with Steel Metallizer, for a different metallic shade from the fuselage, and the AIM-4’s received a typical outfit in white and bright red with different seeker heads.
Primary decals come from a Heller F-94B kit, which have the benefit of a silver background – even though this does not match 100% with the paint. Squadron markings come from an Xtradecal F-102 sheet, tailored to the kit. Most stencils come from the Emhar OOB sheet, plus some more from the aforementioned F-102 sheet.
After some soot stains around the exhaust were added with graphite, the kit was sealed under a coat of semi-glossy acrylic varnish. The anti glare panel and the radome were kept matt, though.
A pretty result. Mixing parts from a Shooting Star and a Sabre (a Shooting Sabre, perhaps?) results in a very elegant aircraft. And while the F-94 lost much of its original, elegant appeal, the combo still works with this later interceptor variant of the F-80. Very plausible, IMHO.
The MB-1 was the first model made by S.I.C.A.M. France, and this motorcycle is one of the first produced pieces.
This bike has gone through a few different iterations. See the full album here... www.flickr.com/photos/68116051@N05/albums/72157631735509158
1. Fire Engine (1), 2. James Joyce, 3. Boston Brownstone, 4. LEGO Battlestar Galactica Hangar, 5. LEGO S&S Wildland Ultra XT (1), 6. LL-997 "Craterbuster" Rover (1), 7. Uruk Hai (2), 8. Ghostbusters with BrickForge Particle Gun & Pack, 9. Aztec Warriors with BrickForge Tribal Swords, 10. Neolithic Men with BrickForge Tribal Spears, 11. *splooch!* Gordon Freeman vs. Master Chief, 12. Jean-Luc Picard, 13. Roman Holiday, 14. Jedi Roron Corobb (Clone Wars), 15. LEGO Cogs (Gears of War), 16. Steampunk Duelers, 17. Final Fantasy IX Characters, 18. Series 600 Terminators, 19. The Resistance, 20. Home - for Zombie Apocafest 2009, 21. Zombie Hunters, 22. The Wizard (1), 23. TATRA Dráček (1), 24. Technicolor Zombie Apocalypse, 25. The Skullcrushers, 26. Near-future commandos, 27. LCVP (1), 28. leFH 18 (1), 29. Willys MB (1), 30. Fox Red - Omaha Beach (1)
A friend showed my this screenshot today:
www.flickr.com/photos/burnflare/2387682004/
I thought that was awesome, and had to try it. I selected all the applications in my aps folder and let er rip (well, I didn't fire up Paralles and let windows pollute things). Only took about 5 minutes to load everything. I had 144 processes running after all was said and done -- and memory to spare!!!!!
Active Memory: 2.21 GB
Free Memory: 12.04 MB
Wired Memory: 688.35 MB
Used Memory: 3.98 GB
Inactive Memory: 1.10 GB
Total VM: 124.42 GB
Number of processes: 144
ID Process Name User CPU RSIZE VSIZE
0 kernel_task root 9.2 263.02 MB 1.83 GB
1 launchd root 0.0 512.00 KB 586.74 MB
10 kextd root 0.0 992.00 KB 586.19 MB
11 DirectoryService root 0.1 5.89 MB 589.47 MB
12 notifyd root 0.0 460.00 KB 586.18 MB
13 syslogd root 0.0 964.00 KB 587.69 MB
14 configd root 0.1 1.79 MB 587.19 MB
15 distnoted daemon 0.1 1.14 MB 585.59 MB
16 mDNSResponder _mdnsrespo 0.0 1.30 MB 587.79 MB
22 securityd root 0.0 1.98 MB 587.58 MB
26 ntpd root 0.0 612.00 KB 586.12 MB
27 cron root 0.0 412.00 KB 586.69 MB
28 update root 0.0 192.00 KB 585.57 MB
29 SystemStarter root 0.0 376.00 KB 585.61 MB
33 RFBRegisterMDNS root 0.0 508.00 KB 586.62 MB
34 mds root 0.0 43.04 MB 913.59 MB
35 loginwindow jcorneveau 0.2 13.84 MB 962.45 MB
36 KernelEventAgent root 0.0 436.00 KB 585.68 MB
37 kdcmond root 0.0 580.00 KB 585.73 MB
39 hidd root 2.1 884.00 KB 587.17 MB
40 fseventsd root 0.0 1.32 MB 631.46 MB
42 dynamic_pager root 0.0 420.00 KB 585.61 MB
44 diskarbitrationd root 0.0 984.00 KB 585.69 MB
48 blued root 0.0 1.41 MB 596.74 MB
49 autofsd root 0.0 472.00 KB 585.62 MB
50 socketfilterfw root 0.0 832.00 KB 585.93 MB
52 iStatMenusProces root 0.0 608.00 KB 595.85 MB
53 lsd root 0.0 1.99 MB 606.96 MB
58 coreservicesd root 0.0 17.77 MB 669.86 MB
63 krb5kdc root 0.0 740.00 KB 586.05 MB
64 WindowServer _windowser 28.1 434.38 MB 1.60 GB
81 FanControlDaemon root 0.0 804.00 KB 586.63 MB
88 NalpeirondVb root 0.0 228.00 KB 585.57 MB
89 llipd root 0.0 160.00 KB 585.59 MB
104 launchd jcorneveau 0.0 608.00 KB 585.74 MB
179 java root 0.0 9.57 MB 812.94 MB
267 VNCPrivilegeProx root 0.0 332.00 KB 586.61 MB
286 pvsnatd root 0.0 636.00 KB 588.73 MB
297 lserv root 0.0 2.45 MB 642.82 MB
307 Little Snitch Network Mon jcorneveau 12.1 12.01 MB 904.20 MB
308 Little Snitch UIAgent jcorneveau 0.0 29.79 MB 1.02 GB
310 AirPort Base Station Agen jcorneveau 0.0 2.72 MB 907.21 MB
314 AppleVNCServer jcorneveau 0.0 1.13 MB 849.94 MB
316 Spotlight jcorneveau 0.0 11.03 MB 1.05 GB
317 UserEventAgent jcorneveau 0.0 1.33 MB 598.71 MB
320 ATSServer jcorneveau 0.0 11.73 MB 720.73 MB
321 coreaudiod root 0.0 3.31 MB 593.40 MB
322 pboard jcorneveau 0.0 332.00 KB 587.23 MB
323 SystemUIServer jcorneveau 0.7 14.17 MB 952.91 MB
324 Finder jcorneveau 0.0 68.40 MB 1.08 GB
333 iTunes Helper jcorneveau 0.0 1.25 MB 859.05 MB
335 usbmuxd nobody 0.0 464.00 KB 586.98 MB
340 Logitech Control Center D jcorneveau 0.0 3.95 MB 911.93 MB
1100 AppleSpell.service jcorneveau 0.0 4.12 MB 602.95 MB
6738 ssh-agent jcorneveau 0.0 452.00 KB 586.91 MB
24850 Google Notifier jcorneveau 0.0 19.59 MB 935.26 MB
27306 Preview jcorneveau 0.0 39.17 MB 1.05 GB
27684 Dock jcorneveau 0.3 20.23 MB 973.72 MB
28075 Firefox jcorneveau 22.9 364.03 MB 1.55 GB
32723 Microsoft PowerPoint jcorneveau 0.1 90.91 MB 1.25 GB
32729 Microsoft Database Daemon jcorneveau 0.1 3.90 MB 929.47 MB
32737 Microsoft AU Daemon jcorneveau 0.0 1.30 MB 864.66 MB
32802 Adobe Illustrator CS3 jcorneveau 3.3 187.82 MB 1.32 GB
32829 Mail jcorneveau 0.1 176.88 MB 1.16 GB
32887 Photoshop jcorneveau 1.1 151.92 MB 1.27 GB
33341 Acrobat jcorneveau 0.7 67.80 MB 1.07 GB
33553 iTerm jcorneveau 0.1 20.46 MB 942.90 MB
33554 login root 0.0 968.00 KB 586.80 MB
33555 bash jcorneveau 0.0 868.00 KB 586.11 MB
33689 Microsoft Excel jcorneveau 0.1 94.32 MB 1.15 GB
33968 mysqld jcorneveau 0.0 2.65 MB 597.26 MB
35152 mdworker nobody 0.0 3.67 MB 608.02 MB
35173 Papers jcorneveau 0.0 67.59 MB 1.03 GB
35204 SyncServer jcorneveau 0.0 19.66 MB 610.09 MB
35207 MapManager jcorneveau 0.0 11.95 MB 956.69 MB
35208 Adobe Help Viewer jcorneveau 0.0 16.64 MB 933.24 MB
35209 Safari jcorneveau 0.4 30.61 MB 944.42 MB
35212 Picasa Web Albums Uploade jcorneveau 0.0 9.60 MB 927.44 MB
35213 PandoraJam jcorneveau 3.0 26.22 MB 989.63 MB
35214 Flock jcorneveau 0.1 66.88 MB 993.05 MB
35215 Little Snitch Configurati jcorneveau 0.0 20.44 MB 1,004.89 MB
35216 GrandPerspective jcorneveau 0.0 9.32 MB 947.78 MB
35217 DVD Player jcorneveau 0.0 15.59 MB 942.00 MB
35218 HDR MAX jcorneveau 0.0 7.25 MB 988.04 MB
35219 Adium jcorneveau 0.0 34.88 MB 1.01 GB
35220 Open XML Converter jcorneveau 0.0 8.46 MB 974.52 MB
35221 iMovie jcorneveau 1.8 69.54 MB 1.16 GB
35222 Stickies jcorneveau 0.0 18.82 MB 942.93 MB
35224 LabAssistant jcorneveau 0.7 9.07 MB 928.12 MB
35225 Color Schemer Studio jcorneveau 0.0 5.97 MB 923.03 MB
35226 BitTorrent jcorneveau 17.8 85.87 MB 1,015.68 MB
35227 EnzymeX jcorneveau 0.0 13.37 MB 940.09 MB
35228 System Preferences jcorneveau 0.0 27.07 MB 970.84 MB
35229 GPSBabel+.app jcorneveau 0.8 35.62 MB 1.06 GB
35230 Jar Launcher jcorneveau 0.4 2.00 MB 847.03 MB
35232 Automator jcorneveau 0.0 35.82 MB 1.03 GB
35234 iDVD jcorneveau 0.0 17.44 MB 977.64 MB
35235 Dictionary jcorneveau 0.0 17.62 MB 959.58 MB
35237 smcFanControl jcorneveau 0.0 6.40 MB 929.57 MB
35238 Google Earth jcorneveau 1.3 124.40 MB 1.16 GB
35239 Skype jcorneveau 2.1 54.43 MB 1.06 GB
35241 Font Book jcorneveau 0.0 20.12 MB 931.46 MB
35242 Image Capture jcorneveau 0.0 7.14 MB 917.38 MB
35243 Lightroom jcorneveau 0.8 19.60 MB 990.68 MB
35244 Adobe Help Viewer 1.1 jcorneveau 0.0 12.91 MB 930.80 MB
35245 Photomatix Pro jcorneveau 0.0 5.20 MB 931.18 MB
35246 gpicsync-GUI jcorneveau 0.0 25.43 MB 972.11 MB
35247 FileZilla jcorneveau 5.0 16.18 MB 933.77 MB
35248 R jcorneveau 0.2 28.21 MB 952.43 MB
35249 iTunes jcorneveau 0.1 43.33 MB 992.29 MB
35250 Photo Booth jcorneveau 0.0 29.79 MB 1,010.30 MB
35251 iCal jcorneveau 0.0 40.90 MB 954.67 MB
35252 WMV Player jcorneveau 0.0 5.72 MB 927.88 MB
35253 Address Book jcorneveau 0.0 9.73 MB 926.32 MB
35254 iChat jcorneveau 0.0 11.48 MB 934.75 MB
35255 VPNClient jcorneveau 1.8 7.01 MB 937.15 MB
35256 Calculator jcorneveau 0.0 6.92 MB 923.72 MB
35257 java jcorneveau 0.0 12.21 MB 843.85 MB
35259 TextEdit jcorneveau 0.0 6.04 MB 921.25 MB
35260 iPhoto jcorneveau 0.2 35.75 MB 1,019.27 MB
35261 iSync jcorneveau 0.0 12.84 MB 931.87 MB
35263 QuickTime Player jcorneveau 2.8 20.39 MB 979.79 MB
35265 Picasa jcorneveau 6.8 50.59 MB 980.17 MB
35267 iWeb jcorneveau 0.0 15.56 MB 951.02 MB
35268 iMol jcorneveau 3.0 12.43 MB 958.07 MB
35269 Chess jcorneveau 0.0 24.46 MB 3.05 GB
35271 GarageBand jcorneveau 0.0 17.87 MB 965.28 MB
35273 StatPlus jcorneveau 0.0 9.04 MB 919.98 MB
35275 Google Updater jcorneveau 0.0 13.00 MB 972.97 MB
35278 DashboardClient jcorneveau 0.0 12.16 MB 917.84 MB
35281 cvpnd root 0.0 888.00 KB 588.25 MB
35282 cvpnd nobody 0.0 540.00 KB 588.25 MB
35285 Image Capture Extension jcorneveau 0.0 4.83 MB 876.52 MB
35286 iChatAgent jcorneveau 0.0 8.81 MB 860.73 MB
35303 edu.mit.wi.haploview.Hapl jcorneveau 0.0 37.66 MB 1.65 GB
35311 mdworker jcorneveau 0.0 5.18 MB 603.03 MB
35312 ThumbnailServer jcorneveau 0.0 1.94 MB 845.61 MB (Hung)
35314 VDCAssistant root 0.0 6.17 MB 889.82 MB
35623 sjeng.ChessEngin jcorneveau 0.0 7.41 MB 2.59 GB
35640 Speech Recognition Server jcorneveau 7.1 5.46 MB 905.63 MB
35672 Speech Feedback Server jcorneveau 0.0 5.52 MB 915.44 MB
35775 Activity Monitor jcorneveau 13.7 21.75 MB 1.03 GB
35776 pmTool root 1.9 2.09 MB 595.79 MB
35802 nmblookup jcorneveau 0.0 1.02 MB 19.50 MB
D&H train MB-1 enters a sweeping curve along the Canisteo River just West of Rathbone, NY on March 17, 1979. Catching a 4 unit lightning stripe consist was not too common on the Southern Tier, as many D&H trains had run thru N&W power mixed with the D&H power. Also, by this time the D&H had begun painting units in the "dip blue" scheme. Two of my friends were riding along in the 2nd unit. The D&H guys were really fan friendly, so they were able to ride the train from Binghamton to Hornell.