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McKinsey Global Infrastructure Initiative Summit
Tokyo, Japan
Wednesday, October 19th, 2022
15:10–15:30
PRIORITIZING THE PATHWAY TO SUSTAINABLE INFRASTRUCTURE
The combined impacts of COVID-19 and net-zero commitments have resulted in an unprecedented disruption of the $11.6 trillion global infrastructure industry. Meeting net-zero targets will require the industry to transform project development and delivery to deliver a global portfolio of projects at an unprecedented scale and pace. What are the pivotal actions we need to take now to enable sustainable infrastructure for the decades to come?
Facilitators:
Tip Huizenga, Senior Partner, McKinsey & Company; Co-chair, GII
Detlev Mohr, Senior Partner, McKinsey & Company; Co-chair, GII
In this interactive session, Detlev and Tip will briefly frame the topic with a few slides to set the context. This will be followed by them asking the question to the audience, “What are the pivotal actions we need to take now to enable sustainable infrastructure for the decades to come?” The audience will be requested to discuss the question for ~7 minutes in their pods, submitting their ideas through the GII app to form a Word Cloud on the screen.
Photograph by McKinsey Global Infrastructure/Stuart Isett
OCTOBER 13, 2022 - WASHINGTON DC. 2022 IMF/WORLD BANK ANNUAL MEETINGS: Investing in People and Planet: Financing the Low-carbon, Resilient Transition
Climate action is in danger of stalling with profound consequences for all countries, particularly the poorest. Overlapping crises—the war in Ukraine, COVID-19, surging inflation — could derail the investments required to tackle the climate crisis. It is vital to improve not only the quantity but also the quality of climate finance, making sure it reaches those most affected by climate impacts, prioritizing adaptation and resilience. This event focused on ways to address climate and development needs together, supporting people and communities in the low-carbon, resilient transition.
Speakers: David Malpass, President, World Bank Group; Annette Nazareth, Chair, Integrity Council for the Voluntary Carbon Market; Dirk Forrister, President and CEO, International Emissions Trading Association (IETA); Makhtar Diop, Managing Director, IFC; Slawomir Krupa, Head, Global Banking & Investor Solutions, and future CEO, Société Générale;Mari Pangestu, Managing Director, Development Policy and Partnerships, World Bank; Nicholas Stern, IG Patel Professor of Economics and Government, London School of Economics. Host: Mercy Niwe, Stakeholder Engagement Lead, External and Corporate Relations, World Bank Group. Photo: World Bank / Simone D. McCourtie
The investment project will finance the first of three prioritized corridors of the planned regional rapid transit system (RRTS) network in India's National Capital Region (NCR). The Delhi-Meerut RRTS will pass through the densely populated sections of the NCR, connecting Delhi to Meerut in the state of Uttar Pradesh. The 82-kilometer corridor will provide safe, reliable, and high-capacity commuter transit services between various locations along the corridor. The investment project will finance rail track, signaling, station buildings, and maintenance facilities. It will also support capacity and institutional development of the National Capital Region Transport Corporation (NCRTC), a joint venture company of the Government of India and states of Delhi, Haryana, Rajasthan and Uttar Pradesh, that is mandated to implement the RRTS project across the NCR.
Read more on:
Delhi-Meerut Regional Rapid Transit System Investment Project
s/n 0585GT
240 bhp, 2,953 cc single overhead camshaft V-12 engine with three Weber carburetors, four-speed all-synchromesh manual gearbox, independent front suspension with unequal-length A-arms and coil springs, live rear axle with semi-elliptic leaf springs and parallel trailing arms, and four-wheel drum brakes. Wheelbase: 2,600 mm
• Very first of the second series 14-louver design
• One of nine examples built
• Featured in the Hollywood Classic, The Love Bug
• Matching numbers, extensively documented, and complete with full Ferrari Classiche certification
• Received a class award at the 2011 Quail Motorsports Gathering
• Single ownership for 14 years and offered for the first time ever at auction
• Pristine example of Ferrari’s most revered berlinetta
The tragic accident at the 1955 24 Hours of Le Mans that claimed the lives of one driver and 79 spectators had a profound effect on the shape of racing, one that ultimately led to the creation of one of Ferrari’s most celebrated models. Racing enthusiasts and competitors alike agreed that the crash was ultimately the result of the increasingly potent powertrains of the Le Mans sports cars, and in order to prevent further disaster, new regulations would be required to veer from the path of these thinly veiled race cars, which were essentially grand prix cars packaged with two-seater bodies.
The following year, the FIA responded by creating new gran turismo classes that not only prioritized safety, but also re-established the concept of competitively racing a road-based production car. Ferrari, of course, was well prepared for the challenge, having just debuted its new series-production 250 GT at the Geneva Motor Show of 1956. While the coupe on display featured an elegant body that would go on to be produced in quantity by Boano, thus providing necessary homologation, the underlying chassis proved to be the basis for the competition car, or berlinetta, that Ferrari sought to enter into the FIA’s new racing classifications. Pininfarina designed a new lightweight body that was built by Scaglietti, using thin-gauge aluminum and Perspex windows and a minimally upholstered cabin. The finished car, then known officially as the 250 GT Berlinetta, was ultimately made in a sparing quantity of 77 examples that are further sub-divided by subtle differences in coachwork over the model’s four-year production run.
Ferrari’s hopes for competitive success were quickly realized when Olivier Gendebien and Jacques Washer co-drove the very first car, chassis number 0503 GT, to a First in Class and Fourth Overall at the Giro di Sicilia in April 1956, with a Fifth Overall (First in Class) at the Mille Miglia later that month. But the model’s defining success didn’t occur until September, during the 1956 Tour de France Automobile, a grueling 3,600 mile, week-long contest that combined six circuit races, two hill climbs, and a drag race. The Marquis Alfonso de Portago, a Spanish aristocrat and privateer racer, drove chassis number 0557 GT to a dominating victory that sealed the dynamic model’s reputation. Enzo Ferrari was so pleased with the outcome that the 250 GT Berlinetta was subsequently and internally, though never officially, referred to as the Tour de France. The moniker proved to be quite fitting, as Gendebien took First Overall at the 1957, 1958, and 1959 installments of the French race, as well as a Third Overall at the 1957 Mille Miglia, a triumph that witnessed the defeat of many more purpose-built sports racers.
With the introduction of a short-wheelbase 250 GT in late-1959, the outgoing platform became retrospectively labeled as the long-wheelbase version, though the original car’s designation of 250 GT LWB Berlinetta is now largely simplified with the name ‘Tour de France.’ Through its brief production run, the TdF underwent several external body modifications, ultimately resulting in four different series-produced body styles (not including a handful of Zagato-bodied cars). The alterations in appearance are most easily recognizable in the so-called sail panels, the rear ¾-panels of the c-pillar that adjoin the roof. Initially produced with no louvers at all, these panels featured 14 louvers in the second-series cars, followed by a series with just three louvers, and ending with a series that featured just one sail-panel louver. Of all of these series, the 14-louver cars are the rarest, with only nine examples produced, and are judged by many enthusiasts to be the handsomest of the group.
This fabulous, early Ferrari 250 GT Tour de France is the very first example constructed of the second series design that featured 14-louver sail-panels. On November 15, 1956, the stunning TdF was purchased by Tony Parravano, the Italian national and Southern California building construction magnate who is better known among 1950s racing enthusiasts for the numerous Italian sports cars that he campaigned in the area’s SCCA circuit. 0585 GT was entered for the Palm Springs road races in early April of 1957, before being disqualified because the sanctioning body did not recognize it as a production car. Changing hands among a couple of Los Angeles-based owners during the early-1960s, 0585 GT eventually came into the possession of Walt Disney Studios for use in the 1966 film The Love Bug, the celebrated Disney classic about “Herbie,” the racing VW Beetle with a soul.
Following its memorable Hollywood turn, this important 250 GT fell on hard times, passing through the Schaub family, of Los Angeles, before reportedly being abandoned on the side of the Hollywood freeway. Records indicate two more owners during the 1970s and 1980s. In September 1994, the car surfaced and was offered for sale in an unrestored state by David Cottingham’s DK Engineering in Watford, England. Unable to sell 0585 GT for its true value, DK, in late-1996, elected to totally restore the historically significant Tour de France, a freshening that debuted to overwhelming acclaim at Coy’s International Historic Festival at Silverstone in July 1997. The festival proved to be a perfect stage for the immaculate car, as it was sold the following October to its current owner, a well-respected Southern California-based collector who has a 40-year history of collecting and caring for some of the most recognizable and important Ferrari cars ever built.
Registered under license plate “MY 56 TDF,” 0585 GT was soon campaigned in a number of vintage rallies, including the Tour Auto of April 1998, as well as the Mille Miglia of the following May. The car also participated in the Tour Auto in 1999 and 2000, and placed 39th Overall at the 2000 Shell Ferrari/Maserati Historic Challenge at Le Mans. 0585 GT returned to the Tour Auto in 2001, 2002, 2004, and 2006 and was displayed at Car Classic: Freedom of Motion, the 2010 exhibition held at the Art Center College of Design in Pasadena, California. The following August, 0585 GT’s extreme quality and rarity were confirmed with the ultimate in exhibitive recognition, a class award at the 2011 Quail Motorsports Gathering in Carmel, California, where the car won “The Great Ferraris” class, honoring some of the marque’s earliest and important sports and racing cars.
In addition to all of these awards and racing achievements, 0585 GT has also gone under the scrutiny of the Ferrari factory’s certification program and easily received the full “Red Book” certification through Newport Beach Ferrari specialist, John Amette. For the certification process, the original gearbox was put in the car; however, the current owner has since removed it and put a more user-friendly synchromesh gearbox in the car for much better drivability purposes. It must be noted that the original unit will be supplied with the sale of this car. A full set of original tools and a jack will also be included, as well as a booklet of documentation and various trophies and awards that the car has received over the years. In preparation for the sale, 0585 GT has also just been completely detailed and sorted at well-respected Junior’s House of Color in Long Beach, California, so it will look stunning in presentation.
On a recent track drive in preparation for RM’s video and photography efforts, the car performed flawlessly, handling directly and powering through all of the gears with ease. As the RM specialist describes, “The four-wheel drum brakes and skinny tyres can sometimes provide a different driving experience for those familiar with later cars fitted with disk brakes and wider stances; however, it allows the pilot to become much more intimate with the driving experience and to engage the engine in a much different way, creating a completely different awareness of timing and speed…The most beautiful thing about these early TDs is what most Ferraristi will attest to, and that is the sound of the exhaust note when the car breaches 3500 rpm. As you power out of the corners, there is that point when the car just feels and sounds right! All the noises, the vibrations, and the elements of speed come together to create a symphonic harmony that is unlike anything else. Moreover, the sound is not too overpowering and is pleasurable for extended periods of time, which cannot be said for many other race-bred cars. It is the ultimate dual-purpose Ferrari!”
Impeccably cared for and stunningly restored, 0585 GT is a beautiful and rare example of the second series 14-louver Tour de France, one of Ferrari’s greatest sports cars of all time. This car’s next owner can look forward to continued warm receptions at the world’s finest automotive events, including rallies such as the Tour Auto and Mille Miglia, and premium exhibitive venues, such as Pebble Beach, Amelia Island, and the Palm Beach Cavallino Classic. It is a truly unique representative of one of Ferrari’s most revered models, and in many ways, it is the ultimate symbol of Ferrari’s long pursuit of dual-purpose sports cars that can be seriously campaigned as easily as they can be road driven. Given their extremely low production numbers and desirability, these cars rarely come to the market. The availability of 0585 GT after 14-years of single ownership offers an unbeatable chance to acquire one of the most storied machines to emerge from Maranello’s legendary motoring lore.
[Text from RM Auctions]
www.rmauctions.com/lots/lot.cfm?lot_id=1052658
This Lego miniland-scale Ferrari 250 GT LWB Berlinetta 'Tour de France' (1956 - Scaglietti), has been created for Flickr LUGNuts' 89th Build Challenge, - "Over a Million, Under a Thousand", - a challenge to build vehicles valued over one million (US) dollars, or under one thousand (US) dollars.
This particular vehicle was auctioned by the RM Auction house on Saturday, August 18, 2012, where it sold for $6,710,000.
This series of images delves into the enigmatic beauty and layered history of Venice, Italy, through an abstract lens, employing the scumbling and dry brush oil painting techniques. Each piece is a study in contrasts and textures, evoking the city's unique spirit and its constant dance with the elements. The use of cold, detached atmospheres alongside distressed and weathered surfaces speaks to the resilience and survival of Venice amidst its challenges. The incorporation of "havencore" and "warmcore" elements, along with a palette that prioritizes white and saturated blues, adds depth and emotion, inviting viewers to experience the city's dual nature of refuge and exposure.
The artworks move beyond traditional representations, infusing each scene with dramatic intensity and hyperbolic expressions to capture the essence of Venice's struggle and splendor. Labor is depicted not just as a physical act but as a poignant part of the city's soul, rendered through rough gesturalism that strips away the gloss to reveal raw, compelling truths. The dazzling chiaroscuro and striking contrasts of light and dark masterfully highlight the city's architectural marvels and the ephemeral beauty of its everyday moments, creating a harmonious chaos that is both unsettling and captivating.
This series aims to transport viewers to a Venice reimagined, where the interplay of light and shadow, the richness of saturated pigment pools, and the tactile quality of the painting techniques combine to offer a new perspective on the familiar. Through these images, Venice is seen as a living, breathing entity, marked by centuries of wear but standing resilient, its beauty undimmed by the passage of time. The absence of heavy paint strokes emphasizes the subtlety and complexity of the city's narrative, inviting a closer look and deeper reflection on its enduring allure and the stories etched into its very stones.
Poem: The Quiet Hours
In the quiet hours of the fading night,
Where shadows dance in the moon's soft light,
And the world whispers in tones so slight,
There lies a beauty unseen, out of sight.
Beneath the velvet cloak of the starry sky,
Where dreams take wing, and thoughts fly high,
The silent streets hold secrets, by and by,
As the gentle breeze sings a lullaby.
In the heart of the forest, where ancient trees stand,
Their leaves tell tales of a distant land,
A place where time holds still its sand,
In the quiet hours, so grand and so bland.
By the murmuring streams, under the watchful moon,
Where flowers bloom in the light of June,
The night unfolds its hidden boon,
In whispers of the dark, a silent tune.
In the quiet hours, there's a deep connection,
A moment of peace, in introspection,
A journey within, in quiet reflection,
Finding solace in nature's perfection.
As dawn breaks, and the night fades away,
The quiet hours gently sway,
Leaving behind the tales of the grey,
In the warmth of the coming day.
Haiku: Twilight's Whisper
Twilight's soft whisper,
Day and night's fleeting kiss,
Silent beauty speaks.
s/n 0585GT
240 bhp, 2,953 cc single overhead camshaft V-12 engine with three Weber carburetors, four-speed all-synchromesh manual gearbox, independent front suspension with unequal-length A-arms and coil springs, live rear axle with semi-elliptic leaf springs and parallel trailing arms, and four-wheel drum brakes. Wheelbase: 2,600 mm
• Very first of the second series 14-louver design
• One of nine examples built
• Featured in the Hollywood Classic, The Love Bug
• Matching numbers, extensively documented, and complete with full Ferrari Classiche certification
• Received a class award at the 2011 Quail Motorsports Gathering
• Single ownership for 14 years and offered for the first time ever at auction
• Pristine example of Ferrari’s most revered berlinetta
The tragic accident at the 1955 24 Hours of Le Mans that claimed the lives of one driver and 79 spectators had a profound effect on the shape of racing, one that ultimately led to the creation of one of Ferrari’s most celebrated models. Racing enthusiasts and competitors alike agreed that the crash was ultimately the result of the increasingly potent powertrains of the Le Mans sports cars, and in order to prevent further disaster, new regulations would be required to veer from the path of these thinly veiled race cars, which were essentially grand prix cars packaged with two-seater bodies.
The following year, the FIA responded by creating new gran turismo classes that not only prioritized safety, but also re-established the concept of competitively racing a road-based production car. Ferrari, of course, was well prepared for the challenge, having just debuted its new series-production 250 GT at the Geneva Motor Show of 1956. While the coupe on display featured an elegant body that would go on to be produced in quantity by Boano, thus providing necessary homologation, the underlying chassis proved to be the basis for the competition car, or berlinetta, that Ferrari sought to enter into the FIA’s new racing classifications. Pininfarina designed a new lightweight body that was built by Scaglietti, using thin-gauge aluminum and Perspex windows and a minimally upholstered cabin. The finished car, then known officially as the 250 GT Berlinetta, was ultimately made in a sparing quantity of 77 examples that are further sub-divided by subtle differences in coachwork over the model’s four-year production run.
Ferrari’s hopes for competitive success were quickly realized when Olivier Gendebien and Jacques Washer co-drove the very first car, chassis number 0503 GT, to a First in Class and Fourth Overall at the Giro di Sicilia in April 1956, with a Fifth Overall (First in Class) at the Mille Miglia later that month. But the model’s defining success didn’t occur until September, during the 1956 Tour de France Automobile, a grueling 3,600 mile, week-long contest that combined six circuit races, two hill climbs, and a drag race. The Marquis Alfonso de Portago, a Spanish aristocrat and privateer racer, drove chassis number 0557 GT to a dominating victory that sealed the dynamic model’s reputation. Enzo Ferrari was so pleased with the outcome that the 250 GT Berlinetta was subsequently and internally, though never officially, referred to as the Tour de France. The moniker proved to be quite fitting, as Gendebien took First Overall at the 1957, 1958, and 1959 installments of the French race, as well as a Third Overall at the 1957 Mille Miglia, a triumph that witnessed the defeat of many more purpose-built sports racers.
With the introduction of a short-wheelbase 250 GT in late-1959, the outgoing platform became retrospectively labeled as the long-wheelbase version, though the original car’s designation of 250 GT LWB Berlinetta is now largely simplified with the name ‘Tour de France.’ Through its brief production run, the TdF underwent several external body modifications, ultimately resulting in four different series-produced body styles (not including a handful of Zagato-bodied cars). The alterations in appearance are most easily recognizable in the so-called sail panels, the rear ¾-panels of the c-pillar that adjoin the roof. Initially produced with no louvers at all, these panels featured 14 louvers in the second-series cars, followed by a series with just three louvers, and ending with a series that featured just one sail-panel louver. Of all of these series, the 14-louver cars are the rarest, with only nine examples produced, and are judged by many enthusiasts to be the handsomest of the group.
This fabulous, early Ferrari 250 GT Tour de France is the very first example constructed of the second series design that featured 14-louver sail-panels. On November 15, 1956, the stunning TdF was purchased by Tony Parravano, the Italian national and Southern California building construction magnate who is better known among 1950s racing enthusiasts for the numerous Italian sports cars that he campaigned in the area’s SCCA circuit. 0585 GT was entered for the Palm Springs road races in early April of 1957, before being disqualified because the sanctioning body did not recognize it as a production car. Changing hands among a couple of Los Angeles-based owners during the early-1960s, 0585 GT eventually came into the possession of Walt Disney Studios for use in the 1966 film The Love Bug, the celebrated Disney classic about “Herbie,” the racing VW Beetle with a soul.
Following its memorable Hollywood turn, this important 250 GT fell on hard times, passing through the Schaub family, of Los Angeles, before reportedly being abandoned on the side of the Hollywood freeway. Records indicate two more owners during the 1970s and 1980s. In September 1994, the car surfaced and was offered for sale in an unrestored state by David Cottingham’s DK Engineering in Watford, England. Unable to sell 0585 GT for its true value, DK, in late-1996, elected to totally restore the historically significant Tour de France, a freshening that debuted to overwhelming acclaim at Coy’s International Historic Festival at Silverstone in July 1997. The festival proved to be a perfect stage for the immaculate car, as it was sold the following October to its current owner, a well-respected Southern California-based collector who has a 40-year history of collecting and caring for some of the most recognizable and important Ferrari cars ever built.
Registered under license plate “MY 56 TDF,” 0585 GT was soon campaigned in a number of vintage rallies, including the Tour Auto of April 1998, as well as the Mille Miglia of the following May. The car also participated in the Tour Auto in 1999 and 2000, and placed 39th Overall at the 2000 Shell Ferrari/Maserati Historic Challenge at Le Mans. 0585 GT returned to the Tour Auto in 2001, 2002, 2004, and 2006 and was displayed at Car Classic: Freedom of Motion, the 2010 exhibition held at the Art Center College of Design in Pasadena, California. The following August, 0585 GT’s extreme quality and rarity were confirmed with the ultimate in exhibitive recognition, a class award at the 2011 Quail Motorsports Gathering in Carmel, California, where the car won “The Great Ferraris” class, honoring some of the marque’s earliest and important sports and racing cars.
In addition to all of these awards and racing achievements, 0585 GT has also gone under the scrutiny of the Ferrari factory’s certification program and easily received the full “Red Book” certification through Newport Beach Ferrari specialist, John Amette. For the certification process, the original gearbox was put in the car; however, the current owner has since removed it and put a more user-friendly synchromesh gearbox in the car for much better drivability purposes. It must be noted that the original unit will be supplied with the sale of this car. A full set of original tools and a jack will also be included, as well as a booklet of documentation and various trophies and awards that the car has received over the years. In preparation for the sale, 0585 GT has also just been completely detailed and sorted at well-respected Junior’s House of Color in Long Beach, California, so it will look stunning in presentation.
On a recent track drive in preparation for RM’s video and photography efforts, the car performed flawlessly, handling directly and powering through all of the gears with ease. As the RM specialist describes, “The four-wheel drum brakes and skinny tyres can sometimes provide a different driving experience for those familiar with later cars fitted with disk brakes and wider stances; however, it allows the pilot to become much more intimate with the driving experience and to engage the engine in a much different way, creating a completely different awareness of timing and speed…The most beautiful thing about these early TDs is what most Ferraristi will attest to, and that is the sound of the exhaust note when the car breaches 3500 rpm. As you power out of the corners, there is that point when the car just feels and sounds right! All the noises, the vibrations, and the elements of speed come together to create a symphonic harmony that is unlike anything else. Moreover, the sound is not too overpowering and is pleasurable for extended periods of time, which cannot be said for many other race-bred cars. It is the ultimate dual-purpose Ferrari!”
Impeccably cared for and stunningly restored, 0585 GT is a beautiful and rare example of the second series 14-louver Tour de France, one of Ferrari’s greatest sports cars of all time. This car’s next owner can look forward to continued warm receptions at the world’s finest automotive events, including rallies such as the Tour Auto and Mille Miglia, and premium exhibitive venues, such as Pebble Beach, Amelia Island, and the Palm Beach Cavallino Classic. It is a truly unique representative of one of Ferrari’s most revered models, and in many ways, it is the ultimate symbol of Ferrari’s long pursuit of dual-purpose sports cars that can be seriously campaigned as easily as they can be road driven. Given their extremely low production numbers and desirability, these cars rarely come to the market. The availability of 0585 GT after 14-years of single ownership offers an unbeatable chance to acquire one of the most storied machines to emerge from Maranello’s legendary motoring lore.
[Text from RM Auctions]
www.rmauctions.com/lots/lot.cfm?lot_id=1052658
This Lego miniland-scale Ferrari 250 GT LWB Berlinetta 'Tour de France' (1956 - Scaglietti), has been created for Flickr LUGNuts' 89th Build Challenge, - "Over a Million, Under a Thousand", - a challenge to build vehicles valued over one million (US) dollars, or under one thousand (US) dollars.
This particular vehicle was auctioned by the RM Auction house on Saturday, August 18, 2012, where it sold for $6,710,000.
On January 25, 2022 a coalition of community organizations under the banner Climate Can't Wait 2022 gathered outside Governor Hochul's office in midtown Manhattan to demand that the state legislature and governor prioritize climate justice in the 2022 budget and legislative session. (Photo by Erik McGregor)
The bike lane ends prematurely to ensure that there's parking space available under the L tracks.
The L track columns narrow the roadway. Either the bike lane or the parking lane would have to be
discontinuous for 30 feet. What do you think wins?
Modern Baybayin 2011 updated
Filipino script that must be prioritize by the Department of Education.
Learn and teach children on how to read and write Baybayin or Modern Baybayin.
More people in BC will start to receive invitations for a COVID-19 booster shot as the Province continues its COVID-19 immunization plan, prioritizing BC’s elderly and most at-risk through to the December holiday.
Learn more:
Problem Evaluation & Prioritization
Problem areas are evaluated and ranked for each mission. Prioritization uses a needs-based approach which addresses worst problems first.
Monday, June 13, 2011
Arsht Center for the Performing Arts
Knight Concert Hall
1300 Biscayne Boulevard
Miami, Florida
Remarks by the President at a DNC Event
Adrienne Arsht Center, Miami, Florida
7:50 P.M. EDT
THE PRESIDENT: Hello, Miami! (Applause.) It's good to see you. (Applause.) It is good to be back in Miami. (Applause.) Thank you, thank you, everybody. Thank you. Everybody have a seat. Have a seat.
What do you guys think of our new DNC chair? (Applause.) Debbie Wasserman Schultz. We are so thrilled to have her. You want Debbie on your side. (Applause.) She's a mom, she's got that cute smile and all that, but she is tough. Don't mess with Debbie. (Laughter.) We are so glad of her leadership.
I know that a lot of folks have already been acknowledged. I want to make sure to mention resident commissioner Pedro Pierluisi of Puerto Rico. Where is he? Pedro, are you still here? There he is right there. (Applause.)
Adrienne Arsht, thank you so much for everything that you've done for the civic life in Miami. (Applause.) Our Florida finance chair, Kirk Wager, is here. (Applause.) Founding co-chair of Gen44, Andrew Korge, is here. (Applause.) Alonzo Mourning is in the house. (Applause.) And, look, he's not from Miami, but he's got 11 championships, so I've got to mention Bill Russell is in the house. (Applause.) Bill Russell -- greatest champion of all time in team sports in North America right here. (Applause.)
It is wonderful to be back. Many of you I've known for a very long time, some of you I'm getting a chance to see for the first time. And it got me thinking back to election night two and a half years ago, in Grant Park. It was a beautiful night in Chicago, and everybody was feeling pretty good who had supported me. And it was an incredibly hopeful time. And you will recall -- maybe you won't but I'm going to remind you -- (laughter) -- I said, this is not the end, this is the beginning. This is the beginning.
Because what I said to the American people that night was that for almost a decade too many Americans had felt as if the American Dream was slipping away. We had seen economic growth and corporate profits and a stock market that had gone up, but there were too many folks who were struggling each and every day, working as hard as they could, being responsible for their families, being responsible to their communities, but somehow they just couldn’t keep up. Wages and incomes had flat-lined, even though the cost of everything from health care to college tuitions to gas had all skyrocketed.
Around the world, the impression of America as a preeminent force for good had lost sway. We were in the midst of two wars. We didn’t seem to be able to tackle challenges that had confronted us for decades -- didn’t have an energy plan that was worthy of the greatness of America; didn’t have an immigration system that would allow us to be a nation of laws and a nation of immigrants; had a school system in which we had no longer -- we were no longer at the top and weren’t preparing our young people to meet the challenges and demands of the 21st century global interdependent economy.
And so when I started the race for President, what I said to all of you was, if you’re looking for easy answers, you’re looking in the wrong place. If you’re looking for just a bunch of partisan rhetoric, I’m probably not your guy. But if you want to join me on this journey,, to make sure that America is living up to its ideals, if you wanted to reclaim the that sense that in America anything is possible if we’re willing to work for it, and if you wanted to see if we could get beyond some of the politics of the past and point towards the future, then I wanted you to be a part of this process. And so all that culminated in Grant Park that night.
But then I said, you know what, this just gives us the opportunity to do what’s possible. This is not the end state. I didn't run for President just to be President. (Applause.) I ran for President to do things -- to do big things, to do hard things.
What we didn't know at the time -- I said this is going to be a steep climb to get to where we want to go, to achieve that summit. We didn't know how steep that climb was going to be because what we now know was we were already in the midst of what would turn out to be the worst recession since the Great Depression -- came this close to a financial meltdown that would have spun the global financial system out of control.
We lost 4 million jobs in the six months before I was sworn in, and we’d lose another 4 [million] before any of our economic initiatives had a chance to take effect. And all the challenges that ordinary families, working families, middle-class families had been feeling for years were suddenly compounded. Folks were losing their jobs, losing their homes, didn't know what the future held.
And so we’ve spent the last two and a half years trying to heal this country, trying to mend what was broken. And with the help of people like Debbie and Pedro, we’ve made enormous strides. With the help of you, we have made enormous strides. I mean, think about it. An economy that was contracting is now growing. An economy that was shedding millions of jobs, we’ve seen over 2 million jobs created in the last 15 months, in the private sector. (Applause.) The financial system stabilized. And some of the decisions that we made were not popular. Everybody acts now like, well, yeah, that was easy. (Laughter.) Think about it.
Just think for a moment about the U.S. auto industry. We were on the verge of the liquidation of two of the three big automakers in the United States -- Chrysler and GM. Now, there’s been some revisionist history that’s been offered lately about, well, they might have survived without our help -- except nobody at GM or Chrysler believes that. They were going to break that up and sell off the spare parts. And as a consequence, you would have seen a million people -- suppliers, dealerships -- all gone, in the midst of this incredible hardship that people were already experiencing. (Applause.) And we made tough decisions and we made the right decisions. And now we’ve got the big three automakers -- (applause) -- all profitable, all increasing market share, hiring back workers.
And we didn’t forget the promises that we had made during the campaign. We said we wanted to make sure that once again America would have the highest proportion of college graduates in the world. And so in pursuit of that goal, we said let’s stop subsidizing big banks as middlemen on the student loan program. (Applause.) Let’s take back billions of dollars and give it directly to young people so that millions of children -- a million of our kids are going to be able to go to college without $100,000 or $200,000 worth of debt.
We said we’re going to start building a genuine clean energy industry in this country, and made the largest investment in clean energy in our history. And we did that. We said that we’d begin the process of rebuilding our infrastructure in this country, and made the largest investment rebuilding our roads and our bridges and our ports since Eisenhower built the Interstate Highway System in the 1950s, putting hundreds of thousands of people to work all across America, doing the work that needs to be done.
We said we had to finally, after generations, deal with the travesty of the richest nation on Earth having people who went bankrupt because they went sick and couldn’t afford to provide health care to their families -- (applause) -- and we passed a historic health care law that is going to make sure that everybody in this country can get health care and is going to help drive prices down on health care in the bargain. (Applause.) We promised we’d do that, and we did it.
Oh, and along the way, we did a few other things, like pass equal pay for equal work legislation. (Applause.) And make sure that never again will you be barred from serving your country in uniform just because of the person that you love. (Applause.) And we appointed two women to the Supreme Court, one of them the first Latina in our history. (Applause.) And we expanded national service so that our young people would know what it means to give back to this country. (Applause.)
And we passed financial regulatory reform so that not only would we not see a reprise of the financial shenanigans that had gone on before, but we’d actually have a consumer bureau that would be able to look after folks when they take out credit cards and they take out mortgages, so that they wouldn’t be cheated. (Applause.)
And on the international front, we said we would end the war in Iraq -- and we have ended combat operations in Iraq and will be bringing our troops home this year. (Applause.) And we said that we would start refocusing our efforts in Afghanistan, and especially go after al Qaeda -- and we went after al Qaeda and we’re going after al Qaeda -- (applause) -- and beginning the transition process so that Afghans can take responsibility for their security.
And in the meantime, we dealt with a few other things -- like pirates. (Laughter.) And pandemic and oil spills. So there were a few other things that kept us occupied.
And I describe all this not for us to be complacent, but for all of us to remember that as hard as these battles have been, as much resistance as we’ve gotten, as much as the political debate has been distorted at times, that our basic premise -- the idea that when we put our minds to it, there’s nothing America can’t do -- that's been proven. (Applause.) That's been borne out. We have the evidence. We’ve brought about amazing change over the last two and a half years.
And we couldn’t have done it without you. We couldn’t -- we could not --
AUDIENCE MEMBER: Keep your promise, stop AIDS now!
THE PRESIDENT: That's all right. That's all right. We’re good. We’re good.
AUDIENCE MEMBERS: (Inaudible.)
THE PRESIDENT: Hold up. Hold up.
So -- now, here’s the thing. The reason we’re here today is because our work is not done. (Applause.) For all the progress we’ve made, our work is not complete. We’re not at the summit. We just -- we’re just partway up the mountain. There’s more to do. There is more to do.
We still don't have the kind of energy policy that America needs -- and all of you experience that at the pump each and every day. Our economy is still vulnerable to the spot oil market and us having to import billions of dollars, when we could be not only producing more energy right here at home, but we could be producing energy that's clean and renewable and what would ensure that we could pass on the kind of planet to the next generation that all of us long for. (Applause.)
We know that we’re not done when it comes to issues like immigration reform. I was down here at Miami Dade -- (applause) -- an amazing institution that embodies what America is all about. Young people who can trace their heritage to 181 different countries were represented. (Applause.) And some of you who may not be familiar with the ceremony, what they do is they bring out the flags of each country where somebody can trace their roots. And everybody cheers. The Cuban flag comes up and everybody goes crazy. (Applause.) The Jamaican flag comes up and everybody is hooting and hollering. (Applause.) See, sort of just like this.
But then there’s one flag that comes up, and that is the American flag, and everybody explodes -- (applause) -- because that’s the essence of who we are. Out of many, one. But we don’t have a system that reflects those values. It is still an issue that’s exploited, that’s used to divide instead of bringing people together. We’ve got more work to do.
We’ve got more work to do when it comes to rebuilding the infrastructure of this country. We’ve got a couple of trillion dollars worth of work that needs to be done. We were at a Jobs Council meeting up in North Carolina and the chairman of Southwest, the CEO of Southwest, he explained how because our air traffic control system is so archaic, we probably waste about 15 percent of fuel because planes are having to go this way and that. The whole system was designed back in the 1930s before you even had things like GPS. But think about -- what’s true for the airlines industry is true for our roads, it’s true for our ports, it’s true for our airports, it’s true for our power system. We’ve got more work to do.
We’ve made incredible progress on education, helping students to finance their college educations, but we still don’t have enough engineers. We still don’t have enough scientists. We still lag behind other countries when it comes to training our young people for the jobs, the high-skilled jobs that are going to provide high wages and allow them to support a family.
But we’ve made incredible progress K through 12 with something we call Race to the Top, which basically says -- (applause) -- to school districts and to states, you reform the system and we will show you the money, and so providing incentives. And 40 states across the country have made critical reforms as a consequence to this program. But we still have schools where half the kids drop out. We still consign too many of our young people to lives of desperation and despair. We’ve got more work to do.
And we’ve got so much work to do on our economy. We’ve got so much more work to do on our economy. Every night I get letters. We get about 40,000 pieces of mail at the White House every day, and I ask my team to select 10 letters for me to read that are representative of what people are feeling out there. And I will tell you these really are representative, because about half of them call me an idiot. (Laughter.) And -- but most of the stories are just some ordinary folks who have done the right thing, have worked hard all their lives. Some of them are small business owners who have poured their savings into a venture, and then when the recession hit they lost everything, and now they’re trying to get back on their feet.
You get letters from moms who are trying to figure out how to pay their bills at the end of the month, and they’re going back to school while they’re working to see if they can retrain for a better job. Sometimes you get folks who have sent out 100 resumes and haven’t gotten a response, and are trying to describe what it’s like to tell your child than nobody wants to hire you. Sometimes you get a letter from a kid who says, my parents are about to lose my home -- Mr. President, is there something you can do to help?
And in all those stories, what you see is incredible resilience and incredible stick-to-itiveness, and a sense on the part of people that no matter how down they are, they’re not out. And they don’t expect government to solve all their problems. All they’re looking for is that somebody cares and that we’re doing everything we can, trying every idea to make sure that this economy is moving. And they don’t understand how it is that good ideas get caught up in partisan politics, and why is it that people seem to be arguing all the time instead of trying to do the people’s business.
So we’ve got more work to do -- investing in our education system and making sure that -- (applause) -- making sure that our infrastructure is built and we’re putting people back to work, and helping the housing market recover, and dealing with our budget in a way that allows us to once again live within our means but doing so in a way that is consistent with our values.
You know, this budget debate that we’re having in Washington right now, it’s not just about numbers. It’s about values. It’s about what we believe and who we are as a people. The easiest thing to do to balance a budget is you just slash and burn and you cut and you don’t worry about the consequences. But that’s not who we are. We’re better than that. (Applause.)
I don’t want to live in a country where we’re no longer helping young people go to college, and so your fate is basically determined by where you were born and your circumstances. If that were the case, I wouldn’t be standing here today. I don't want to live in a country where we no longer believe that we can build the best airports or the best rail systems. I don't want to live in a country where we’re no longer investing in basic research and science so that we’re at the cutting edge of technology. I don't want to live in a country where we are abandoning our commitment to the most vulnerable among us -- the disabled, our seniors -- making sure that they’ve got a basic safety net so that they can live with dignity and respect in their golden years. (Applause.)
And so here’s the -- the good news is that we can bring down our deficit and we can work down our debt, and we can do so the same way families all across America do, by prioritizing and deciding what’s important to us. So we’re going to have to scrub the federal budget and get rid of every program that doesn't work, and get rid of every regulation that is outdated. And we’ve got to make sure that we build on all the tax cuts that we’ve provided to small businesses and to individuals over the last couple years so that they’re getting back on their feet.
But we’ve also got to make sure that whatever sacrifices we make, whatever burdens are borne are spread among all of us; that we’re not just doing it on the backs of the poor; that we’re not just doing it on the backs of our seniors; that we’re not just doing it on the backs of the most vulnerable. (Applause.)
And the other side say, well, you know what, we can just cut and cut and cut and cut -- and by the way, you, Mr. President, since you’ve been so lucky, we’re going to give you a $200,000 tax break. I’d love to have a tax break. I don’t like paying taxes -- I’m the President. (Laughter.) This notion somehow that I enjoy paying taxes or administering taxes, that makes no sense. Nothing is better for a politician than saying, you know what, forget about it, you will have everything you need and everything this country needs and you don’t have to pay for a thing.
But, you know what, I don’t want a $200,000 tax break if it means that 33 seniors are each going to have to pay $6,000 more a year for their Medicare. (Applause.) I don’t want that. I don’t want a tax break if it means hundreds of kids won’t be able to go to Head Start. (Applause.) That’s not a tradeoff I’m willing to make. That’s not a tradeoff most of Americans are willing to make. That’s not who we are. That’s not what we believe in.
And the reason I’m not willing to make a tradeoff, it’s not out of charity. It’s because my life is better when I know, as I’m driving by a school, you know what, those kids in there, they’ve got the best teachers, they’ve got the best equipment -- I know that they’re going to succeed. That makes me feel better about my life and about my country. (Applause.)
And if I’m seeing an elderly couple stroll by holding hands -- and I’m saying to myself, you know, that’s going to be Michelle and me in a few years -- and I know that whatever their circumstances, I know they’ve got Social Security and they’ve got Medicare that they can count on, that makes my life better. That makes my life richer. (Applause.)
So that's what this campaign is going to be about. It’s going to be about values. It’s the same thing that the 2008 campaign was about: What's important to you? Who are we? What is it about America that makes us so proud?
When I think about why our campaign drew so much excitement, it was because it tapped into those essential things that bind us together. I look out at this auditorium, and I see people from every walk of life, every age, every demographic -- but there’s something that binds us together, that says this is what makes our country so special.
And that's what’s at stake. That's the journey that we’re on. And the only way that we stay on track, the only way that we continue that journey is if all of you are involved. Because what also made the campaign special was it wasn’t about me -- it was never about me -- it was about us. It was about you. (Applause.) It was about you being willing to be involved, and you being willing to be engaged. Because that's also what makes America special -- ordinary people doing extraordinary things.
Now, two and a half years have passed since that night in Grant Park, and I’ve got a lot more gray hair. (Laughter.) And what seemed so fresh and new, now -- we’ve seen Obama so many times on TV, and we know all his quirks and all his tics and he’s been poked apart. And there’s some of you who probably have felt at times during the last two and a half years, gosh, why isn’t this happening faster? Why isn’t this easier? Why are we struggling? And why didn’t health care get done quicker? And why didn’t we get the public option? (Laughter and applause.) And what -- I know the conversation you guys are having. (Laughter.) "I’m not feeling as hopeful as I was." And I understand that. There have been frustrations, and I’ve got some dings to show for it over the last two and half years.
But I never said this was going to be easy. This is a democracy. It’s a big country and a diverse country. And our political process is messy. Yes, you don’t always get 100 percent of what you want, and you make compromises. That’s how the system was designed. But what I hope all of you still feel is that for all the frustrations, for all the setbacks, for all the occasional stumbles, that what motivates us, what we most deeply cherish, that that’s still within reach. That it’s still possible to bring about extraordinary change. That it’s still possible to make sure that the America we pass down to our kids and our grandkids is a better America than the one we inherited. (Applause.) I’m confident about that. I believe in that, because I believe in you.
And so I’m glad you guys came to the rally. But just like in 2008, if we want to bring about the change we believe in, we’re going to have to get to work. You’re going to have to make phone calls. (Applause.) You’re going to have to knock on doors. You’re going to have to talk to all your friends and all your neighbors, and you’re going to have to talk to the naysayers. And you’re going to have to go out there and say: We’ve got more work to do. And if they tell you, I don’t know, I’m not sure, I’m not convinced -- you just remind them of those three words that captured this campaign, captured the last campaign and will capture the 2012 campaign: Yes, we can.
Thank you, Miami. God bless you. (Applause.) God bless the United States of America.
END
8:20 P.M. EDT
The Trump Budget for 2021 prioritizes oil and gas extraction and increased logging at the expense of clean water, recreation, and wildlife. Our Subcommittee on National Parks, Forests and Public Lands met on Tuesday, March 10, for a hearing. We questioned Trump officials on their irresponsible decisions to promote polluters, defund climate and science programs and cut budgets for conservation programs Americans need.
Note:
When I can't get a good focus and much of the surrounding is too green, I choose to add more of a soft, warm green in post-process.
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Every year, I go to Burma/Myanmar and I only take a carry on and a hand bag. Taking a large camera like the 5DMk2 (even a T2i size camera) with a lens or two is not an option for me since I like to go travel light (especially to Myanmar). I wanted a small camera that could produce great quality images, good bokeh when needed, and good colors; l knew not to prioritize it based on high ISO quality. I'll have to give that up for a small camera.
I bought/sold/tried shooting with several cameras--from small, point and shoot size sensor to micro-four thirds. Among the ones I tried, my favorite was the E-PL1 with Panasonic 20/1.7. I wanted to see if I could find something even SMALLER than the Oly/Panny combo without giving up too much on image quality.
I debated between the Samsung TL500 / EX1 and the Leica Dlux4. I was impressed with the quality of Samsung's images I saw on the web (and also the cheaper price). But, I ended up getting the Dlux4 because it had been around longer (RAW files supported by most software), and knew I could get good quality images out of it.
By the time I got the Dlux4, I was already inflicted with Gear Acquisition Syndrome (GAS)--I wanted another camera of that size that could produce even BETTER image quality. Since I couldn't afford a Leica X1, I wanted to try out the Sigma DP2s.
---SIGMA DP2s---
It's "different."
The user interface isn't bad, but not as intuitive as others I have tried. I got used it in a couple of days and I find no issues.
LCD screen is so-so. I can still view images on the LCD under a bright sun--better than E-P2. Image quality could be better, but with low-res screen, it's hard to see whether I've nailed the focus point. I also have the external optical viewfinder. It's small, with nice bright frame lines, but it's not really that accurate. If the camera could auto focus well, it'd be more useful.
The build seems fine. It's similar in size to the DLux4 but a little thicker but lighter. The battery life is average for small cameras (not great but not bad).
Performance-wise, it's a hit or miss. In good light, focus is quick but not instant-quick. In lower light, it takes its time locking focus--I'd say average of about a second or sometimes even two. As a range finder camera user, I don't mind taking a little time to shoot since I'm just looking for a good composition and good image quality. This is perfectly fine for stills but not the best for fast paced kids in action. These days, I shoot mostly my kids but I still find DP2s more than usable. I accept and forgive all the quirkiness of the camera since I know I'll get a few really good shots with it. Maybe it's a personal thing--I prefer it over the Oly E-PL1 because it's a little more "challenging" to use and the reward is much more satisfying.
The software that came with it works amazingly well. In fact, if I try to process the DP2s RAW files in Lightroom, my results won't be as good--or at least, it would take me a lot of time to get it right like SIGMA Pro Photo 4.1 software. Simga Pro Photo processing speed is fast--about 3-4 seconds on my 17" Macbook Pro 2.8Ghz Core 2 Duo, 4GB RAM laptop. I can see why many people go goo goo over the FOVEON sensor. The colors are, indeed, rich and the POP of the focused subject is quite similar to what I would get with a Leica Summicron 50/2 lens.
All in all, I'm glad I found the DP2s.
+++ 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:
The CAC Sabre, sometimes known as the Avon Sabre or CA-27, was an Australian variant of the North American Aviation F-86F Sabre fighter aircraft. In 1951, Commonwealth Aircraft Corporation obtained a license agreement to build the F-86F Sabre. In a major departure from the North American blueprint, it was decided that the CA-27 would be powered by a license-built version of the Rolls-Royce Avon R.A.7, rather than the General Electric J47. In theory, the Avon was capable of more than double the maximum thrust and double the thrust-to-weight ratio of the US engine. This necessitated a re-design of the fuselage, as the Avon was shorter, wider and lighter than the J47.
To accommodate the Avon, over 60 percent of the fuselage was altered and there was a 25 percent increase in the size of the air intake. Another major revision was in replacing the F-86F's six machine guns with two 30mm ADEN cannon, while other changes were also made to the cockpit and to provide an increased fuel capacity.
The prototype aircraft first flew on 3 August 1953. The production aircrafts' first deliveries to the Royal Australian Air Force began in 1954. The first batch of aircraft were powered by the Avon 20 engine and were designated the Sabre Mk 30. Between 1957 and 1958 this batch had the wing slats removed and were re-designated Sabre Mk 31. These Sabres were supplemented by 20 new-built aircraft. The last batch of aircraft were designated Sabre Mk 32 and used the Avon 26 engine, of which 69 were built up to 1961.
Beyond these land-based versions, an indigenous version for carrier operations had been developed and built in small numbers, too, the Sea Sabre Mk 40 and 41. The roots of this aircraft, which was rather a prestigious idea than a sensible project, could be traced back to the immediate post WWII era. A review by the Australian Government's Defence Committee recommended that the post-war forces of the RAN be structured around a Task Force incorporating multiple aircraft carriers. Initial plans were for three carriers, with two active and a third in reserve, although funding cuts led to the purchase of only two carriers in June 1947: Majestic and sister ship HMS Terrible, for the combined cost of AU£2.75 million, plus stores, fuel, and ammunition. As Terrible was the closer of the two ships to completion, she was finished without modification, and was commissioned into the RAN on 16 December 1948 as HMAS Sydney. Work progressed on Majestic at a slower rate, as she was upgraded with the latest technology and equipment. To cover Majestic's absence, the Colossus-class carrier HMS Vengeance was loaned to the RAN from 13 November 1952 until 12 August 1955.
Labour difficulties, late delivery of equipment, additional requirements for Australian operations, and the prioritization of merchant ships over naval construction delayed the completion of Majestic. Incorporation of new systems and enhancements caused the cost of the RAN carrier acquisition program to increase to AU£8.3 million. Construction and fitting out did not finish until October 1955. As the carrier neared completion, a commissioning crew was formed in Australia and first used to return Vengeance to the United Kingdom.
The completed carrier was commissioned into the RAN as HMAS Majestic on 26 October 1955, but only two days later, the ship was renamed Melbourne and recommissioned.
In the meantime, the rather political decision had been made to equip Melbourne with an indigenous jet-powered aircraft, replacing the piston-driven Hawker Fury that had been successfully operated from HMAS Sydney and HMAS Vengeance, so that the "new jet age" was even more recognizable. The choice fell on the CAC Sabre, certainly inspired by North American's successful contemporary development of the navalized FJ-2 Fury from the land-based F-86 Sabre. The CAC 27 was already a proven design, and with its more powerful Avon engine it even offered a better suitability for carrier operations than the FJ-2 with its rather weak J47 engine.
Work on this project, which was initially simply designated Sabre Mk 40, started in 1954, just when the first CAC 27's were delivered to operative RAAF units. While the navalized Avon Sabre differed outwardly only little from its land-based brethren, many details were changed and locally developed. Therefore, there was also, beyond the general outlines, little in common with the North American FJ-2 an -3 Fury.
Externally, a completely new wing with a folding mechanism was fitted. It was based on the F-86's so-called "6-3" wing, with a leading edge that was extended 6 inches at the root and 3 inches at the tip. This modification enhanced maneuverability at the expense of a small increase in landing speed due to deletion of the leading edge slats, a detail that was later introduced on the Sabre Mk 31, too. As a side benefit, the new wing leading edges without the slat mechanisms held extra fuel. However, the Mk 40's wing was different as camber was applied to the underside of the leading edge to improve low-speed handling for carrier operations. The wings were provided with four stations outboard of the landing gear wells for up to 1000 lb external loads on the inboard stations and 500 lb on the outboard stations.
Slightly larger stabilizers were fitted and the landing gear was strengthened, including a longer front wheel strut. The latter necessitated an enlarged front wheel well, so that the front leg’s attachment point had to be moved forward. A ventral launch cable hook was added under the wing roots and an external massive arrester hook under the rear fuselage.
Internally, systems were protected against salt and humidity and a Rolls-Royce Avon 211 turbojet was fitted, a downrated variant of the already navalized Avon 208 from the British DH Sea Vixen, but adapted to the different CAC 27 airframe and delivering 8.000 lbf (35.5 kN) thrust – slightly more than the engines of the land-based CAC Sabres, but also without an afterburner.
A single Mk 40 prototype was built from a new CAC 27 airframe taken directly from the production line in early 1955 and made its maiden flight on August 20th of the same year. In order to reflect its naval nature and its ancestry, this new CAC 27 variant was officially christened “Sea Sabre”.
Even though the modified machine handled well, and the new, cambered wing proved to be effective, many minor technical flaws were discovered and delayed the aircraft's development until 1957. These included the wing folding mechanism and the respective fuel plumbing connections, the landing gear, which had to be beefed up even more for hard carrier landings and the airframe’s structural strength for catapult launches, esp. around the ventral launch hook.
In the meantime, work on the land-based CAC 27 progressed in parallel, too, and innovations that led to the Mk 31 and 32 were also incorporated into the naval Mk 40, leading to the Sea Sabre Mk 41, which became the effective production aircraft. These updates included, among others, a detachable (but fixed) refueling probe under the starboard wing, two more pylons for light loads located under the wing roots and the capability to carry and deploy IR-guided AIM-9 Sidewinder air-to-air missiles, what significantly increased the Mk 41's efficiency as day fighter. With all these constant changes it took until April 1958 that the Sabre Mk 41, after a second prototype had been directly built to the new standard, was finally approved and cleared for production. Upon delivery, the RAN Sea Sabres carried a standard NATO paint scheme with Extra Dark Sea Grey upper surfaces and Sky undersides.
In the meantime, the political enthusiasm concerning the Australian carrier fleet had waned, so that only twenty-two aircraft were ordered. The reason behind this decision was that Australia’s carrier fleet and its capacity had become severely reduced: Following the first decommissioning of HMAS Sydney in 1958, Melbourne became the only aircraft carrier in Australian service, and she was unavailable to provide air cover for the RAN for up to four months in every year; this time was required for refits, refueling, personnel leave, and non-carrier duties, such as the transportation of troops or aircraft. Although one of the largest ships to serve in the RAN, Melbourne was one of the smallest carriers to operate in the post-World War II period, so that its contribution to military actions was rather limited. To make matters worse, a decision was made in 1959 to restrict Melbourne's role to helicopter operations only, rendering any carrier-based aircraft in Australian service obsolete. However, this decision was reversed shortly before its planned 1963 implementation, but Australia’s fleet of carrier-borne fixed-wing aircraft would not grow to proportions envisioned 10 years ago.
Nevertheless, on 10 November 1964, an AU£212 million increase in defense spending included the purchase of new aircraft for Melbourne. The RAN planned to acquire 14 Grumman S-2E Tracker anti-submarine aircraft and to modernize Melbourne to operate these. The acquisition of 18 new fighter-bombers was suggested (either Sea Sabre Mk 41s or the American Douglas A-4 Skyhawk), too, but these were dropped from the initial plan. A separate proposal to order 10 A-4G Skyhawks, a variant of the Skyhawk designed specifically for the RAN and optimized for air defense, was approved in 1965, but the new aircraft did not fly from Melbourne until the conclusion of her refit in 1969. This move, however, precluded the production of any new and further Sea Sabre.
At that time, the RAN Sea Sabres received a new livery in US Navy style, with upper surfaces in Light Gull Gray with white undersides. The CAC Sea Sabres remained the main day fighter and attack aircraft for the RAN, after the vintage Sea Furies had been retired in 1962. The other contemporary RAN fighter type in service, the Sea Venom FAW.53 all-weather fighter that had replaced the Furies, already showed its obsolescence.
In 1969, the RAN purchased another ten A-4G Skyhawks, primarily in order to replace the Sea Venoms on the carriers, instead of the proposed seventh and eighth Oberon-class submarines. These were operated together with the Sea Sabres in mixed units on board of Melbourne and from land bases, e.g. from NAS Nowra in New South Wales, where a number of Sea Sabres were also allocated to 724 Squadron for operational training.
Around 1970, Melbourne operated a standard air group of four jet aircraft, six Trackers, and ten Wessex helicopters until 1972, when the Wessexes were replaced with ten Westland Sea King anti-submarine warfare helicopters and the number of jet fighters doubled. Even though the A-4G’s more and more took over the operational duties on board of Melbourne, the Sea Sabres were still frequently deployed on the carrier, too, until the early Eighties, when both the Skyhawks and the Sea Sabres received once more a new camouflage, this time a wraparound scheme in two shades of grey, reflecting their primary airspace defense mission.
The CAC 27 Mk 41s’ last carrier operations took place in 1981 in the course of Melbourne’s involvements in two major exercises, Sea Hawk and Kangaroo 81, the ship’s final missions at sea. After Melbourne was decommissioned in 1984, the Fleet Air Arm ceased fixed-wing combat aircraft operation. This was the operational end of the Sabre Mk 41, which had reached the end of their airframe lifetime, and the Sea Sabre fleet had, during its career, severely suffered from accidents and losses: upon retirement, only eight of the original twenty-two aircraft still existed in flightworthy condition, so that the aircraft were all scrapped. The younger RAN A-4Gs were eventually sold to New Zealand, where they were kept in service until 2002.
General characteristics:
Crew: 1
Length: 37 ft 6 in (11.43 m)
Wingspan: 37 ft 1 in (11.3 m)
Height: 14 ft 5 in (4.39 m)
Wing area: 302.3 sq ft (28.1 m²)
Empty weight: 12,000 lb (5,443 kg)
Loaded weight: 16,000 lb (7,256 kg)
Max. takeoff weight: 21,210 lb (9,621 kg)
Powerplant:
1× Rolls-Royce Avon 208A turbojet engine with 8,200 lbf (36.44 kN)
Performance:
Maximum speed: 700 mph (1,100 km/h) (605 knots)
Range: 1,153 mi, (1,000 NM, 1,850 km)
Service ceiling: 52,000 ft (15,850 m)
Rate of climb: 12,000 ft/min at sea level (61 m/s)
Armament:
2× 30 mm ADEN cannons with 150 rounds per gun
5,300 lb (2,400 kg) of payload on six external hardpoints;
Bombs were usually mounted on outer two pylons as the mid pair were wet-plumbed pylons for
2× 200 gallons drop tanks, while the inner pair was usually occupied by a pair of AIM-9 Sidewinder
AAMs
A wide variety of bombs could be carried with maximum standard loadout being 2x 1,000 lb bombs
or 2x Matra pods with unguided SURA missiles plus 2 drop tanks for ground attacks, or 2x AIM-9 plus
two drop tanks as day fighter
The kit and its assembly:
This project was initially inspired by a set of decals from an ESCI A-4G which I had bought in a lot – I wondered if I could use it for a submission to the “In the navy” group build at whatifmodelers.com in early 2020. I considered an FJ-3M in Australian colors on this basis and had stashed away a Sword kit of that aircraft for this purpose. However, I had already built an FJ variant for the GB (a kitbashed mix of an F-86D and an FJ-4B in USMC colors), and was reluctant to add another Fury.
This spontaneously changed after (thanks to Corona virus quarantine…) I cleaned up one of my kit hoards and found a conversion set for a 1:72 CAC 27 from JAYS Model Kits which I had bought eons ago without a concrete plan. That was the eventual trigger to spin the RAN Fury idea further – why not a navalized version of the Avon Sabre for HMAS Melbourne?
The result is either another kitbash or a highly modified FJ-3M from Sword. The JAYS Model Kits set comes with a THICK sprue that carries two fuselage halves and an air intake, and it also offers a vacu canopy as a thin fallback option because the set is actually intended to be used together with a Hobby Craft F-86F.
While the parts, molded in a somewhat waxy and brittle styrene, look crude on the massive sprue, the fuselage halves come with very fine recessed engravings. And once you have cleaned the parts (NOTHING for people faint at heart, a mini drill with a saw blade is highly recommended), their fit is surprisingly good. The air intake was so exact that no putty was needed to blend it with the rest of the fuselage.
The rest came from the Sword kit and integrating the parts into the CAC 27 fuselage went more smoothly than expected. For instance, the FJ-3M comes with a nice cockpit tub that also holds a full air intake duct. Thanks to the slightly wider fuselage of the CAC 27, it could be mounted into the new fuselage halves without problems and the intake duct almost perfectly matches the intake frame from the conversion set. The tailpipe could be easily integrated without any mods, too. The fins had to be glued directly to the fuselage – but this is the way how the Sword kit is actually constructed! Even the FJ-3M’s wings match the different fuselage perfectly. The only modifications I had to make is a slight enlargement of the ventral wing opening at the front and at the read in order to take the deeper wing element from the Sword kit, but that was an easy task. Once in place, the parts blend almost perfectly into each other, just minor PSR was necessary to hide the seams!
Other mods include an extended front wheel well for the longer leg from the FJ-3M and a scratched arrester hook installation, made from wire, which is on purpose different from the Y-shaped hook of the Furies.
For the canopy I relied on the vacu piece that came with the JAYS set. Fitting it was not easy, though, it took some PSR to blend the windscreen into the rest of the fuselage. Not perfect, but O.K. for such a solution from a conversion set.
The underwing pylons were taken from the Sword kit, including the early Sidewinders. I just replaced the drop tanks – the OOB tanks are very wide, and even though they might be authentic for the FJ-3, I was skeptical if they fit at all under the wings with the landing gear extended? In order to avoid trouble and for a more modern look, I replaced them outright with more slender tanks, which were to mimic A-4 tanks (USN FJ-4s frequently carried Skyhawk tanks). They actually come from a Revell F-16 kit, with modified fins. The refueling probe comes from the Sword kit.
A last word about the Sword kit: much light, but also much shadow. While I appreciate the fine surface engravings, the recognizably cambered wings, a detailed cockpit with a two-piece resin seat and a pretty landing gear as well as the long air intake, I wonder why the creators totally failed to provide ANY detail of the arrester hook (there is literally nothing, as if this was a land-based Sabre variant!?) or went for doubtful solutions like a front landing gear that consists of five(!) single, tiny parts? Sadism? The resin seat was also broken (despite being packed in a seperate bag), and it did not fit into the cockpit tub at all. Meh!
Painting and markings:
From the start I planned to give the model the late RAN A-4Gs’ unique air superiority paint scheme, which was AFAIK introduced in the late Seventies: a two-tone wraparound scheme consisting of “Light Admiralty Grey” (BS381C 697) and “Aircraft Grey” (BS 381C 693). Quite simple, but finding suitable paints was not an easy task, and I based my choice on pictures of the real aircraft (esp. from "buzz" number 880 at the Fleet Air Arm Museum, you find pics of it with very good light condition) rather than rely on (pretty doubtful if not contradictive) recommendations in various painting instructions from models or decal sets.
I wanted to keep things simple and settled upon Dark Gull Grey (FS 36231) and Light Blue (FS 35414), both enamel colors from Modelmaster, since both are rather dull interpretations of these tones. Esp. the Light Blue comes quite close to Light Admiralty Grey, even though it should be lighter for more contrast to the darker grey tone. But it has that subtle greenish touch of the original BS tone, and I did not want to mix the colors.
The pattern was adapted from the late A-4Gs’ scheme, and the colors were dulled down even more through a light black ink wash. Some post-shading with lighter tones emphasized the contrast between the two colors again. And while it is not an exact representation of the unique RAN air superiority scheme, I think that the overall impression is there.
The cockpit interior was painted in very dark grey, while the landing gear, its wells and the inside of the air intake became white. A red rim was painted around the front opening, and the landing gear covers received a red outline, too. The white drop tanks are a detail I took from real world RAN A-4Gs - in the early days of the air superiority scheme, the tanks were frequently still finished in the old USN style livery, hence the white body but fins and tail section already in the updated colors.
The decals became a fight, though. As mentioned above, the came from an ESCI kit – and, as expected, the were brittle. All decals with a clear carrier film disintegrated while soaking in water, only those with a fully printed carrier film were more or less usable. One roundel broke and had to be repaired, and the checkered fin flash was a very delicate affair that broke several times, even though I tried to save and repair it with paint. But you can unfortunately see the damage.
Most stencils and some replacements (e. g. the “Navy” tag) come from the Sword FJ-3. While these decals are crisply printed, their carrier film is utterly thin, so thin that applying esp. the larger decals turned out to be hazardous and complicated. Another point that did not really convince me about the Sword kit.
Finally, the kit was sealed with matt acrylic varnish (Italeri) and some soot stains were added around the exhaust and the gun ports with graphite.
In the end, this build looks, despite the troubles and the rather exotic ingredients like a relatively simple Sabre with Australian markings, just with a different Navy livery. You neither immediately recognize the FJ-3 behind it, nor the Avon Sabre’s bigger fuselage, unless you take a close and probably educated look. Very subtle, though.
The RAN air superiority scheme from the late Skyhawks suits the Sabre/Fury-thing well – I like the fact that it is a modern fighter scheme, but, thanks to the tones and the colorful other markings, not as dull and boring like many others, e. g. the contemporary USN "Ghost" scheme. Made me wonder about an early RAAF F-18 in this livery - should look very pretty, too?
+++ 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:
The CAC Sabre, sometimes known as the Avon Sabre or CA-27, was an Australian variant of the North American Aviation F-86F Sabre fighter aircraft. In 1951, Commonwealth Aircraft Corporation obtained a license agreement to build the F-86F Sabre. In a major departure from the North American blueprint, it was decided that the CA-27 would be powered by a license-built version of the Rolls-Royce Avon R.A.7, rather than the General Electric J47. In theory, the Avon was capable of more than double the maximum thrust and double the thrust-to-weight ratio of the US engine. This necessitated a re-design of the fuselage, as the Avon was shorter, wider and lighter than the J47.
To accommodate the Avon, over 60 percent of the fuselage was altered and there was a 25 percent increase in the size of the air intake. Another major revision was in replacing the F-86F's six machine guns with two 30mm ADEN cannon, while other changes were also made to the cockpit and to provide an increased fuel capacity.
The prototype aircraft first flew on 3 August 1953. The production aircrafts' first deliveries to the Royal Australian Air Force began in 1954. The first batch of aircraft were powered by the Avon 20 engine and were designated the Sabre Mk 30. Between 1957 and 1958 this batch had the wing slats removed and were re-designated Sabre Mk 31. These Sabres were supplemented by 20 new-built aircraft. The last batch of aircraft were designated Sabre Mk 32 and used the Avon 26 engine, of which 69 were built up to 1961.
Beyond these land-based versions, an indigenous version for carrier operations had been developed and built in small numbers, too, the Sea Sabre Mk 40 and 41. The roots of this aircraft, which was rather a prestigious idea than a sensible project, could be traced back to the immediate post WWII era. A review by the Australian Government's Defence Committee recommended that the post-war forces of the RAN be structured around a Task Force incorporating multiple aircraft carriers. Initial plans were for three carriers, with two active and a third in reserve, although funding cuts led to the purchase of only two carriers in June 1947: Majestic and sister ship HMS Terrible, for the combined cost of AU£2.75 million, plus stores, fuel, and ammunition. As Terrible was the closer of the two ships to completion, she was finished without modification, and was commissioned into the RAN on 16 December 1948 as HMAS Sydney. Work progressed on Majestic at a slower rate, as she was upgraded with the latest technology and equipment. To cover Majestic's absence, the Colossus-class carrier HMS Vengeance was loaned to the RAN from 13 November 1952 until 12 August 1955.
Labour difficulties, late delivery of equipment, additional requirements for Australian operations, and the prioritization of merchant ships over naval construction delayed the completion of Majestic. Incorporation of new systems and enhancements caused the cost of the RAN carrier acquisition program to increase to AU£8.3 million. Construction and fitting out did not finish until October 1955. As the carrier neared completion, a commissioning crew was formed in Australia and first used to return Vengeance to the United Kingdom.
The completed carrier was commissioned into the RAN as HMAS Majestic on 26 October 1955, but only two days later, the ship was renamed Melbourne and recommissioned.
In the meantime, the rather political decision had been made to equip Melbourne with an indigenous jet-powered aircraft, replacing the piston-driven Hawker Fury that had been successfully operated from HMAS Sydney and HMAS Vengeance, so that the "new jet age" was even more recognizable. The choice fell on the CAC Sabre, certainly inspired by North American's successful contemporary development of the navalized FJ-2 Fury from the land-based F-86 Sabre. The CAC 27 was already a proven design, and with its more powerful Avon engine it even offered a better suitability for carrier operations than the FJ-2 with its rather weak J47 engine.
Work on this project, which was initially simply designated Sabre Mk 40, started in 1954, just when the first CAC 27's were delivered to operative RAAF units. While the navalized Avon Sabre differed outwardly only little from its land-based brethren, many details were changed and locally developed. Therefore, there was also, beyond the general outlines, little in common with the North American FJ-2 an -3 Fury.
Externally, a completely new wing with a folding mechanism was fitted. It was based on the F-86's so-called "6-3" wing, with a leading edge that was extended 6 inches at the root and 3 inches at the tip. This modification enhanced maneuverability at the expense of a small increase in landing speed due to deletion of the leading edge slats, a detail that was later introduced on the Sabre Mk 31, too. As a side benefit, the new wing leading edges without the slat mechanisms held extra fuel. However, the Mk 40's wing was different as camber was applied to the underside of the leading edge to improve low-speed handling for carrier operations. The wings were provided with four stations outboard of the landing gear wells for up to 1000 lb external loads on the inboard stations and 500 lb on the outboard stations.
Slightly larger stabilizers were fitted and the landing gear was strengthened, including a longer front wheel strut. The latter necessitated an enlarged front wheel well, so that the front leg’s attachment point had to be moved forward. A ventral launch cable hook was added under the wing roots and an external massive arrester hook under the rear fuselage.
Internally, systems were protected against salt and humidity and a Rolls-Royce Avon 211 turbojet was fitted, a downrated variant of the already navalized Avon 208 from the British DH Sea Vixen, but adapted to the different CAC 27 airframe and delivering 8.000 lbf (35.5 kN) thrust – slightly more than the engines of the land-based CAC Sabres, but also without an afterburner.
A single Mk 40 prototype was built from a new CAC 27 airframe taken directly from the production line in early 1955 and made its maiden flight on August 20th of the same year. In order to reflect its naval nature and its ancestry, this new CAC 27 variant was officially christened “Sea Sabre”.
Even though the modified machine handled well, and the new, cambered wing proved to be effective, many minor technical flaws were discovered and delayed the aircraft's development until 1957. These included the wing folding mechanism and the respective fuel plumbing connections, the landing gear, which had to be beefed up even more for hard carrier landings and the airframe’s structural strength for catapult launches, esp. around the ventral launch hook.
In the meantime, work on the land-based CAC 27 progressed in parallel, too, and innovations that led to the Mk 31 and 32 were also incorporated into the naval Mk 40, leading to the Sea Sabre Mk 41, which became the effective production aircraft. These updates included, among others, a detachable (but fixed) refueling probe under the starboard wing, two more pylons for light loads located under the wing roots and the capability to carry and deploy IR-guided AIM-9 Sidewinder air-to-air missiles, what significantly increased the Mk 41's efficiency as day fighter. With all these constant changes it took until April 1958 that the Sabre Mk 41, after a second prototype had been directly built to the new standard, was finally approved and cleared for production. Upon delivery, the RAN Sea Sabres carried a standard NATO paint scheme with Extra Dark Sea Grey upper surfaces and Sky undersides.
In the meantime, the political enthusiasm concerning the Australian carrier fleet had waned, so that only twenty-two aircraft were ordered. The reason behind this decision was that Australia’s carrier fleet and its capacity had become severely reduced: Following the first decommissioning of HMAS Sydney in 1958, Melbourne became the only aircraft carrier in Australian service, and she was unavailable to provide air cover for the RAN for up to four months in every year; this time was required for refits, refueling, personnel leave, and non-carrier duties, such as the transportation of troops or aircraft. Although one of the largest ships to serve in the RAN, Melbourne was one of the smallest carriers to operate in the post-World War II period, so that its contribution to military actions was rather limited. To make matters worse, a decision was made in 1959 to restrict Melbourne's role to helicopter operations only, rendering any carrier-based aircraft in Australian service obsolete. However, this decision was reversed shortly before its planned 1963 implementation, but Australia’s fleet of carrier-borne fixed-wing aircraft would not grow to proportions envisioned 10 years ago.
Nevertheless, on 10 November 1964, an AU£212 million increase in defense spending included the purchase of new aircraft for Melbourne. The RAN planned to acquire 14 Grumman S-2E Tracker anti-submarine aircraft and to modernize Melbourne to operate these. The acquisition of 18 new fighter-bombers was suggested (either Sea Sabre Mk 41s or the American Douglas A-4 Skyhawk), too, but these were dropped from the initial plan. A separate proposal to order 10 A-4G Skyhawks, a variant of the Skyhawk designed specifically for the RAN and optimized for air defense, was approved in 1965, but the new aircraft did not fly from Melbourne until the conclusion of her refit in 1969. This move, however, precluded the production of any new and further Sea Sabre.
At that time, the RAN Sea Sabres received a new livery in US Navy style, with upper surfaces in Light Gull Gray with white undersides. The CAC Sea Sabres remained the main day fighter and attack aircraft for the RAN, after the vintage Sea Furies had been retired in 1962. The other contemporary RAN fighter type in service, the Sea Venom FAW.53 all-weather fighter that had replaced the Furies, already showed its obsolescence.
In 1969, the RAN purchased another ten A-4G Skyhawks, primarily in order to replace the Sea Venoms on the carriers, instead of the proposed seventh and eighth Oberon-class submarines. These were operated together with the Sea Sabres in mixed units on board of Melbourne and from land bases, e.g. from NAS Nowra in New South Wales, where a number of Sea Sabres were also allocated to 724 Squadron for operational training.
Around 1970, Melbourne operated a standard air group of four jet aircraft, six Trackers, and ten Wessex helicopters until 1972, when the Wessexes were replaced with ten Westland Sea King anti-submarine warfare helicopters and the number of jet fighters doubled. Even though the A-4G’s more and more took over the operational duties on board of Melbourne, the Sea Sabres were still frequently deployed on the carrier, too, until the early Eighties, when both the Skyhawks and the Sea Sabres received once more a new camouflage, this time a wraparound scheme in two shades of grey, reflecting their primary airspace defense mission.
The CAC 27 Mk 41s’ last carrier operations took place in 1981 in the course of Melbourne’s involvements in two major exercises, Sea Hawk and Kangaroo 81, the ship’s final missions at sea. After Melbourne was decommissioned in 1984, the Fleet Air Arm ceased fixed-wing combat aircraft operation. This was the operational end of the Sabre Mk 41, which had reached the end of their airframe lifetime, and the Sea Sabre fleet had, during its career, severely suffered from accidents and losses: upon retirement, only eight of the original twenty-two aircraft still existed in flightworthy condition, so that the aircraft were all scrapped. The younger RAN A-4Gs were eventually sold to New Zealand, where they were kept in service until 2002.
General characteristics:
Crew: 1
Length: 37 ft 6 in (11.43 m)
Wingspan: 37 ft 1 in (11.3 m)
Height: 14 ft 5 in (4.39 m)
Wing area: 302.3 sq ft (28.1 m²)
Empty weight: 12,000 lb (5,443 kg)
Loaded weight: 16,000 lb (7,256 kg)
Max. takeoff weight: 21,210 lb (9,621 kg)
Powerplant:
1× Rolls-Royce Avon 208A turbojet engine with 8,200 lbf (36.44 kN)
Performance:
Maximum speed: 700 mph (1,100 km/h) (605 knots)
Range: 1,153 mi, (1,000 NM, 1,850 km)
Service ceiling: 52,000 ft (15,850 m)
Rate of climb: 12,000 ft/min at sea level (61 m/s)
Armament:
2× 30 mm ADEN cannons with 150 rounds per gun
5,300 lb (2,400 kg) of payload on six external hardpoints;
Bombs were usually mounted on outer two pylons as the mid pair were wet-plumbed pylons for
2× 200 gallons drop tanks, while the inner pair was usually occupied by a pair of AIM-9 Sidewinder
AAMs
A wide variety of bombs could be carried with maximum standard loadout being 2x 1,000 lb bombs
or 2x Matra pods with unguided SURA missiles plus 2 drop tanks for ground attacks, or 2x AIM-9 plus
two drop tanks as day fighter
The kit and its assembly:
This project was initially inspired by a set of decals from an ESCI A-4G which I had bought in a lot – I wondered if I could use it for a submission to the “In the navy” group build at whatifmodelers.com in early 2020. I considered an FJ-3M in Australian colors on this basis and had stashed away a Sword kit of that aircraft for this purpose. However, I had already built an FJ variant for the GB (a kitbashed mix of an F-86D and an FJ-4B in USMC colors), and was reluctant to add another Fury.
This spontaneously changed after (thanks to Corona virus quarantine…) I cleaned up one of my kit hoards and found a conversion set for a 1:72 CAC 27 from JAYS Model Kits which I had bought eons ago without a concrete plan. That was the eventual trigger to spin the RAN Fury idea further – why not a navalized version of the Avon Sabre for HMAS Melbourne?
The result is either another kitbash or a highly modified FJ-3M from Sword. The JAYS Model Kits set comes with a THICK sprue that carries two fuselage halves and an air intake, and it also offers a vacu canopy as a thin fallback option because the set is actually intended to be used together with a Hobby Craft F-86F.
While the parts, molded in a somewhat waxy and brittle styrene, look crude on the massive sprue, the fuselage halves come with very fine recessed engravings. And once you have cleaned the parts (NOTHING for people faint at heart, a mini drill with a saw blade is highly recommended), their fit is surprisingly good. The air intake was so exact that no putty was needed to blend it with the rest of the fuselage.
The rest came from the Sword kit and integrating the parts into the CAC 27 fuselage went more smoothly than expected. For instance, the FJ-3M comes with a nice cockpit tub that also holds a full air intake duct. Thanks to the slightly wider fuselage of the CAC 27, it could be mounted into the new fuselage halves without problems and the intake duct almost perfectly matches the intake frame from the conversion set. The tailpipe could be easily integrated without any mods, too. The fins had to be glued directly to the fuselage – but this is the way how the Sword kit is actually constructed! Even the FJ-3M’s wings match the different fuselage perfectly. The only modifications I had to make is a slight enlargement of the ventral wing opening at the front and at the read in order to take the deeper wing element from the Sword kit, but that was an easy task. Once in place, the parts blend almost perfectly into each other, just minor PSR was necessary to hide the seams!
Other mods include an extended front wheel well for the longer leg from the FJ-3M and a scratched arrester hook installation, made from wire, which is on purpose different from the Y-shaped hook of the Furies.
For the canopy I relied on the vacu piece that came with the JAYS set. Fitting it was not easy, though, it took some PSR to blend the windscreen into the rest of the fuselage. Not perfect, but O.K. for such a solution from a conversion set.
The underwing pylons were taken from the Sword kit, including the early Sidewinders. I just replaced the drop tanks – the OOB tanks are very wide, and even though they might be authentic for the FJ-3, I was skeptical if they fit at all under the wings with the landing gear extended? In order to avoid trouble and for a more modern look, I replaced them outright with more slender tanks, which were to mimic A-4 tanks (USN FJ-4s frequently carried Skyhawk tanks). They actually come from a Revell F-16 kit, with modified fins. The refueling probe comes from the Sword kit.
A last word about the Sword kit: much light, but also much shadow. While I appreciate the fine surface engravings, the recognizably cambered wings, a detailed cockpit with a two-piece resin seat and a pretty landing gear as well as the long air intake, I wonder why the creators totally failed to provide ANY detail of the arrester hook (there is literally nothing, as if this was a land-based Sabre variant!?) or went for doubtful solutions like a front landing gear that consists of five(!) single, tiny parts? Sadism? The resin seat was also broken (despite being packed in a seperate bag), and it did not fit into the cockpit tub at all. Meh!
Painting and markings:
From the start I planned to give the model the late RAN A-4Gs’ unique air superiority paint scheme, which was AFAIK introduced in the late Seventies: a two-tone wraparound scheme consisting of “Light Admiralty Grey” (BS381C 697) and “Aircraft Grey” (BS 381C 693). Quite simple, but finding suitable paints was not an easy task, and I based my choice on pictures of the real aircraft (esp. from "buzz" number 880 at the Fleet Air Arm Museum, you find pics of it with very good light condition) rather than rely on (pretty doubtful if not contradictive) recommendations in various painting instructions from models or decal sets.
I wanted to keep things simple and settled upon Dark Gull Grey (FS 36231) and Light Blue (FS 35414), both enamel colors from Modelmaster, since both are rather dull interpretations of these tones. Esp. the Light Blue comes quite close to Light Admiralty Grey, even though it should be lighter for more contrast to the darker grey tone. But it has that subtle greenish touch of the original BS tone, and I did not want to mix the colors.
The pattern was adapted from the late A-4Gs’ scheme, and the colors were dulled down even more through a light black ink wash. Some post-shading with lighter tones emphasized the contrast between the two colors again. And while it is not an exact representation of the unique RAN air superiority scheme, I think that the overall impression is there.
The cockpit interior was painted in very dark grey, while the landing gear, its wells and the inside of the air intake became white. A red rim was painted around the front opening, and the landing gear covers received a red outline, too. The white drop tanks are a detail I took from real world RAN A-4Gs - in the early days of the air superiority scheme, the tanks were frequently still finished in the old USN style livery, hence the white body but fins and tail section already in the updated colors.
The decals became a fight, though. As mentioned above, the came from an ESCI kit – and, as expected, the were brittle. All decals with a clear carrier film disintegrated while soaking in water, only those with a fully printed carrier film were more or less usable. One roundel broke and had to be repaired, and the checkered fin flash was a very delicate affair that broke several times, even though I tried to save and repair it with paint. But you can unfortunately see the damage.
Most stencils and some replacements (e. g. the “Navy” tag) come from the Sword FJ-3. While these decals are crisply printed, their carrier film is utterly thin, so thin that applying esp. the larger decals turned out to be hazardous and complicated. Another point that did not really convince me about the Sword kit.
Finally, the kit was sealed with matt acrylic varnish (Italeri) and some soot stains were added around the exhaust and the gun ports with graphite.
In the end, this build looks, despite the troubles and the rather exotic ingredients like a relatively simple Sabre with Australian markings, just with a different Navy livery. You neither immediately recognize the FJ-3 behind it, nor the Avon Sabre’s bigger fuselage, unless you take a close and probably educated look. Very subtle, though.
The RAN air superiority scheme from the late Skyhawks suits the Sabre/Fury-thing well – I like the fact that it is a modern fighter scheme, but, thanks to the tones and the colorful other markings, not as dull and boring like many others, e. g. the contemporary USN "Ghost" scheme. Made me wonder about an early RAAF F-18 in this livery - should look very pretty, too?
The South Gare Fisherman's Association (SGFA) is a prominent organization based in Redcar, North Yorkshire, England. It has a rich history that spans several decades and has played a crucial role in the fishing industry in the region. In this article, we will delve into the history of the SGFA, highlighting its formation, development, challenges, and contributions to the local community.
Formation and Early Years:
The origins of the South Gare Fisherman's Association can be traced back to the mid-20th century when a group of local fishermen came together to address the common issues and concerns they faced in their profession. The association was officially established in the early 1950s, with its headquarters situated near the South Gare breakwater, a vital fishing spot along the North Sea coast.
At its inception, the SGFA aimed to provide a unified voice for the local fishermen and protect their interests. The organization quickly gained recognition and support from the fishing community, and its membership steadily grew over the years. The association's primary objectives included promoting sustainable fishing practices, advocating for the welfare of its members, and fostering a sense of camaraderie among local fishermen.
Challenges and Adaptations:
The South Gare Fisherman's Association faced numerous challenges throughout its history, many of which were tied to the changing dynamics of the fishing industry. In the 20th century, technological advancements and evolving fishing regulations posed significant hurdles for traditional fishing communities like Redcar. The SGFA had to adapt to these changes to ensure the survival and prosperity of its members.
One of the most significant challenges faced by the association was the decline in fish stocks in the North Sea. Overfishing and environmental factors had a detrimental impact on the availability of fish, which affected the livelihoods of local fishermen. To tackle this issue, the SGFA actively collaborated with marine biologists, environmental agencies, and government bodies to advocate for sustainable fishing practices and conservation efforts.
Furthermore, the association played a crucial role in navigating the complex web of fishing regulations imposed by national and international governing bodies. It provided its members with up-to-date information on fishing quotas, licensing requirements, and safety standards. Additionally, the SGFA organized training programs and workshops to educate fishermen about new techniques, equipment, and regulations, enabling them to adapt to the changing industry landscape.
Community Engagement and Welfare:
Beyond its role in representing the interests of fishermen, the South Gare Fisherman's Association has been deeply involved in community engagement and welfare initiatives. The organization recognized the importance of supporting the local community and fostering a sense of solidarity among its members.
The SGFA actively participated in various community events, including charity fundraisers, local festivals, and educational programs. It collaborated with schools, community centers, and other organizations to promote awareness about the fishing industry and the marine environment. The association also facilitated opportunities for the younger generation to learn about fishing traditions, heritage, and the importance of environmental stewardship.
Moreover, the SGFA prioritized the welfare of its members. It established a support network that provided financial assistance, counseling services, and healthcare benefits to fishermen and their families during times of hardship. The association also campaigned for improved safety measures and lobbied for better working conditions, ensuring that the well-being of its members remained a top priority.
Modern-Day Contributions:
In recent years, the South Gare Fisherman's Association has continued to evolve and adapt to the changing needs of the fishing community. The organization has embraced technological advancements, such as satellite navigation systems and advanced fishing equipment, to enhance the efficiency and safety of its members' operations.
Furthermore, the SGFA has actively promoted sustainable fishing practices and environmental conservation. It has collaborated with scientific institutions and environmental organizations to collect data on fish populations, monitor marine habitats, and implement measures to protect endangered species. The association has also advocated for responsible fishing methods and supported initiatives aimed at reducing the industry's carbon footprint.
Additionally, the SGFA has expanded its role as a guardian of fishing heritage and traditions. It has established a fishing museum and archive, showcasing artifacts, photographs, and stories that document the rich history of the local fishing industry. The association has also been involved in the preservation and restoration of historic fishing vessels, ensuring that future generations can appreciate the legacy of Redcar's fishing heritage.
Conclusion:
The South Gare Fisherman's Association has played a vital role in the fishing industry of Redcar, North Yorkshire, England. Throughout its history, the association has faced numerous challenges but has consistently adapted to changing circumstances. It has successfully represented the interests of local fishermen, promoted sustainable practices, and actively engaged with the community.
The SGFA's commitment to the welfare of its members and the preservation of fishing traditions has made it a revered institution in the region. As the fishing industry continues to evolve, the association remains dedicated to supporting its members, advocating for their interests, and ensuring a sustainable future for the fishing community in Redcar and beyond.
North Yorkshire is a ceremonial county in the Yorkshire and the Humber and North East regions of England. It borders County Durham to the north, the North Sea to the east, the East Riding of Yorkshire to the south-east, South Yorkshire to the south, West Yorkshire to the south-west, and Cumbria and Lancashire to the west. Northallerton is the county town.
The county is the largest in England by land area, at 9,020 km2 (3,480 sq mi), and has a population of 1,158,816. The largest settlements are Middlesbrough (174,700) in the north-east and the city of York (152,841) in the south. Middlesbrough is part of the Teesside built-up area, which extends into County Durham and has a total population of 376,663. The remainder of the county is rural, and the largest towns are Harrogate (73,576) and Scarborough (61,749). For local government purposes the county comprises four unitary authority areas — York, Middlesbrough, Redcar and Cleveland, and North Yorkshire — and part of a fifth, Stockton-on-Tees.
The centre of the county contains a wide plain, called the Vale of Mowbray in the north and Vale of York in the south. The North York Moors lie to the east, and south of them the Vale of Pickering is separated from the main plain by the Howardian Hills. The west of the county contains the Yorkshire Dales, an extensive upland area which contains the source of the River Ouse/Ure and many of its tributaries, which together drain most of the county. The Dales also contain the county's highest point, Whernside, at 2,415 feet (736 m).
North Yorkshire non-metropolitan and ceremonial county was formed on 1 April 1974 as a result of the Local Government Act 1972. It covered most of the North Riding of Yorkshire, as well as northern parts of the West Riding of Yorkshire, northern and eastern East Riding of Yorkshire and the former county borough of York. Northallerton, as the former county town for the North Riding, became North Yorkshire's county town. In 1993 the county was placed wholly within the Yorkshire and the Humber region.
Some areas which were part of the former North Riding were in the county of Cleveland for twenty-two years (from 1974 to 1996) and were placed in the North East region from 1993. On 1 April 1996, these areas (Middlesbrough, Redcar and Cleveland and Stockton borough south of the River Tees) became part of the ceremonial county as separate unitary authorities. These areas remain within the North East England region.
Also on 1 April 1996, the City of York non-metropolitan district and parts of the non-metropolitan county (Haxby and nearby rural areas) became the City of York unitary authority.
On 1 April 2023, the non-metropolitan county became a unitary authority. This abolished eight councils and extended the powers of the county council to act as a district council.
The York and North Yorkshire Combined Authority held its first meeting on 22 January 2024, assumed its powers on 1 February 2024 and the first mayor is to be elected in May 2024.
The geology of North Yorkshire is closely reflected in its landscape. Within the county are the North York Moors and most of the Yorkshire Dales, two of eleven areas in England and Wales to be designated national parks. Between the North York Moors in the east and the Pennine Hills. The highest point is Whernside, on the Cumbrian border, at 2,415 feet (736 m). A distinctive hill to the far north east of the county is Roseberry Topping.
North Yorkshire contains several major rivers. The River Tees is the most northerly, forming part of the border between North Yorkshire and County Durham in its lower reaches and flowing east through Teesdale before reaching the North Sea near Redcar. The Yorkshire Dales are the source of many of the county's major rivers, including the Aire, Lune, Ribble, Swale, Ure, and Wharfe.[10] The Aire, Swale, and Wharfe are tributaries of the Ure/Ouse, which at 208 km (129 mi) long is the sixth-longest river in the United Kingdom. The river is called the Ure until it meets Ouse Gill beck just below the village of Great Ouseburn, where it becomes the Ouse and flows south before exiting the county near Goole and entering the Humber estuary. The North York Moors are the catchment for a number of rivers: the Leven which flows north into the Tees between Yarm and Ingleby Barwick; the Esk flows east directly into the North Sea at Whitby as well as the Rye (which later becomes the Derwent at Malton) flows south into the River Ouse at Goole.
North Yorkshire contains a small section of green belt in the south of the county, which surrounds the neighbouring metropolitan area of Leeds along the North and West Yorkshire borders. It extends to the east to cover small communities such as Huby, Kirkby Overblow, and Follifoot before covering the gap between the towns of Harrogate and Knaresborough, helping to keep those towns separate.
The belt adjoins the southernmost part of the Yorkshire Dales National Park, and the Nidderdale AONB. It extends into the western area of Selby district, reaching as far as Tadcaster and Balne. The belt was first drawn up from the 1950s.
The city of York has an independent surrounding belt area affording protections to several outlying settlements such as Haxby and Dunnington, and it too extends into the surrounding districts.
North Yorkshire has a temperate oceanic climate, like most of the UK. There are large climate variations within the county. The upper Pennines border on a Subarctic climate. The Vale of Mowbray has an almost Semi-arid climate. Overall, with the county being situated in the east, it receives below-average rainfall for the UK. Inside North Yorkshire, the upper Dales of the Pennines are one of the wettest parts of England, where in contrast the driest parts of the Vale of Mowbray are some of the driest areas in the UK.
Summer temperatures are above average, at 22 °C. Highs can regularly reach up to 28 °C, with over 30 °C reached in heat waves. Winter temperatures are below average, with average lows of 1 °C. Snow and Fog can be expected depending on location. The North York Moors and Pennines have snow lying for an average of between 45 and 75 days per year. Sunshine is most plentiful on the coast, receiving an average of 1,650 hours a year. It reduces further west in the county, with the Pennines receiving 1,250 hours a year.
The county borders multiple counties and districts:
County Durham's County Durham, Darlington, Stockton (north Tees) and Hartlepool;
East Riding of Yorkshire's East Riding of Yorkshire;
South Yorkshire's City of Doncaster;
West Yorkshire's City of Wakefield, City of Leeds and City of Bradford;
Lancashire's City of Lancaster, Ribble Valley and Pendle
Cumbria's Westmorland and Furness.
The City of York Council and North Yorkshire Council formed the York and North Yorkshire Combined Authority in February 2024. The elections for the first directly-elected mayor will take place in May 2024. Both North Yorkshire Council and the combined authority are governed from County Hall, Northallerton.
The Tees Valley Combined Authority was formed in 2016 by five unitary authorities; Middlesbrough, Redcar and Cleveland Borough both of North Yorkshire, Stockton-on-Tees Borough (Uniquely for England, split between North Yorkshire and County Durham), Hartlepool Borough and Darlington Borough of County Durham.
In large areas of North Yorkshire, agriculture is the primary source of employment. Approximately 85% of the county is considered to be "rural or super sparse".
Other sectors in 2019 included some manufacturing, the provision of accommodation and meals (primarily for tourists) which accounted for 19 per cent of all jobs. Food manufacturing employed 11 per cent of workers. A few people are involved in forestry and fishing in 2019. The average weekly earnings in 2018 were £531. Some 15% of workers declared themselves as self-employed. One report in late 2020 stated that "North Yorkshire has a relatively healthy and diverse economy which largely mirrors the national picture in terms of productivity and jobs.
Mineral extraction and power generation are also sectors of the economy, as is high technology.
Tourism is a significant contributor to the economy. A study of visitors between 2013 and 2015 indicated that the Borough of Scarborough, including Filey, Whitby and parts of the North York Moors National Park, received 1.4m trips per year on average. A 2016 report by the National Park, states the park area gets 7.93 million visitors annually, generating £647 million and supporting 10,900 full-time equivalent jobs.
The Yorkshire Dales have also attracted many visitors. In 2016, there were 3.8 million visits to the National Park including 0.48 million who stayed at least one night. The parks service estimates that this contributed £252 million to the economy and provided 3,583 full-time equivalent jobs. The wider Yorkshire Dales area received 9.7 million visitors who contributed £644 million to the economy. The North York Moors and Yorkshire Dales are among England's best known destinations.
York is a popular tourist destination. A 2014 report, based on 2012 data, stated that York alone receives 6.9 million visitors annually; they contribute £564 million to the economy and support over 19,000 jobs. In the 2017 Condé Nast Traveller survey of readers, York rated 12th among The 15 Best Cities in the UK for visitors. In a 2020 Condé Nast Traveller report, York rated as the sixth best among ten "urban destinations [in the UK] that scored the highest marks when it comes to ... nightlife, restaurants and friendliness".
During February 2020 to January 2021, the average property in North Yorkshire county sold for £240,000, up by £8100 over the previous 12 months. By comparison, the average for England and Wales was £314,000. In certain communities of North Yorkshire, however, house prices were higher than average for the county, as of early 2021: Harrogate (average value: £376,195), Knaresborough (£375,625), Tadcaster (£314,278), Leyburn (£309,165) and Ripon (£299,998), for example.
This is a chart of trend of regional gross value added for North Yorkshire at current basic prices with figures in millions of British pounds sterling.
Unemployment in the county was traditionally low in recent years, but the lockdowns and travel restrictions necessitated by the COVID-19 pandemic had a negative effect on the economy during much of 2020 and into 2021. The UK government said in early February 2021 that it was planning "unprecedented levels of support to help businesses [in the UK] survive the crisis". A report published on 1 March 2021 stated that the unemployment rate in North Yorkshire had "risen to the highest level in nearly 5 years – with under 25s often bearing the worst of job losses".
York experienced high unemployment during lockdown periods. One analysis (by the York and North Yorkshire Local Enterprise Partnership) predicted in August 2020 that "as many as 13,835 jobs in York will be lost in the scenario considered most likely, taking the city's unemployment rate to 14.5%". Some critics claimed that part of the problem was caused by "over-reliance on the booming tourism industry at the expense of a long-term economic plan". A report in mid June 2020 stated that unemployment had risen 114 per cent over the previous year because of restrictions imposed as a result of the pandemic.
Tourism in the county was expected to increase after the restrictions imposed due the pandemic are relaxed. One reason for the expected increase is the airing of All Creatures Great and Small, a TV series about the vet James Herriot, based on a successful series of books; it was largely filmed within the Yorkshire Dales National Park. The show aired in the UK in September 2020 and in the US in early 2021. One source stated that visits to Yorkshire websites had increased significantly by late September 2020.
The East Coast Main Line (ECML) bisects the county stopping at Northallerton,Thirsk and York. Passenger service companies in the area are London North Eastern Railway, Northern Rail, TransPennine Express and Grand Central.
LNER and Grand Central operate services to the capital on the ECML, Leeds Branch Line and the Northallerton–Eaglescliffe Line. LNER stop at York, Northallerton and on to County Durham or spur over to the Tees Valley Line for Thornaby and Middlesbrough. The operator also branch before the county for Leeds and run to Harrogate and Skipton. Grand Central stop at York, Thirsk Northallerton and Eaglescliffe then over to the Durham Coast Line in County Durham.
Northern operates the remaining lines in the county, including commuter services on the Harrogate Line, Airedale Line and York & Selby Lines, of which the former two are covered by the Metro ticketing area. Remaining branch lines operated by Northern include the Yorkshire Coast Line from Scarborough to Hull, York–Scarborough line via Malton, the Hull to York Line via Selby, the Tees Valley Line from Darlington to Saltburn via Middlesbrough and the Esk Valley Line from Middlesbrough to Whitby. Last but certainly not least, the Settle-Carlisle Line runs through the west of the county, with services again operated by Northern.
The county suffered badly under the Beeching cuts of the 1960s. Places such as Richmond, Ripon, Tadcaster, Helmsley, Pickering and the Wensleydale communities lost their passenger services. Notable lines closed were the Scarborough and Whitby Railway, Malton and Driffield Railway and the secondary main line between Northallerton and Harrogate via Ripon.
Heritage railways within North Yorkshire include: the North Yorkshire Moors Railway, between Pickering and Grosmont, which opened in 1973; the Derwent Valley Light Railway near York; and the Embsay and Bolton Abbey Steam Railway. The Wensleydale Railway, which started operating in 2003, runs services between Leeming Bar and Redmire along a former freight-only line. The medium-term aim is to operate into Northallerton station on the ECML, once an agreement can be reached with Network Rail. In the longer term, the aim is to reinstate the full line west via Hawes to Garsdale on the Settle-Carlisle line.
York railway station is the largest station in the county, with 11 platforms and is a major tourist attraction in its own right. The station is immediately adjacent to the National Railway Museum.
The main road through the county is the north–south A1(M), which has gradually been upgraded in sections to motorway status since the early 1990s. The only other motorways within the county are the short A66(M) near Darlington and a small stretch of the M62 motorway close to Eggborough. The other nationally maintained trunk routes are the A168/A19, A64, A66 and A174.
Long-distance coach services are operated by National Express and Megabus. Local bus service operators include Arriva Yorkshire, Stagecoach, Harrogate Bus Company, The Keighley Bus Company, Scarborough & District (East Yorkshire), Yorkshire Coastliner, First York and the local Dales & District.
There are no major airports in the county itself, but nearby airports include Teesside International (Darlington), Newcastle and Leeds Bradford.
The main campus of Teesside University is in Middlesbrough, while York contains the main campuses of the University of York and York St John University. There are also two secondary campuses in the county: CU Scarborough, a campus of Coventry University, and Queen's Campus, Durham University in Thornaby-on-Tees.
Colleges
Middlesbrough College's sixth-form
Askham Bryan College of agriculture, Askham Bryan and Middlesbrough
Craven College, Skipton
Middlesbrough College
The Northern School of Art, Middlesbrough
Prior Pursglove College
Redcar & Cleveland College
Scarborough Sixth Form College
Scarborough TEC
Selby College
Stockton Riverside College, Thornaby
York College
Places of interest
Ampleforth College
Beningbrough Hall –
Black Sheep Brewery
Bolton Castle –
Brimham Rocks –
Castle Howard and the Howardian Hills –
Catterick Garrison
Cleveland Hills
Drax Power Station
Duncombe Park – stately home
Eden Camp Museum –
Embsay & Bolton Abbey Steam Railway –
Eston Nab
Flamingo Land Theme Park and Zoo –
Helmsley Castle –
Ingleborough Cave – show cave
John Smith's Brewery
Jorvik Viking Centre –
Lightwater Valley –
Lund's Tower
Malham Cove
Middleham Castle –
Mother Shipton's Cave –
National Railway Museum –
North Yorkshire Moors Railway –
Ormesby Hall – Palladian Mansion
Richmond Castle –
Ripley Castle – Stately home and historic village
Riverside Stadium
Samuel Smith's Brewery
Shandy Hall – stately home
Skipton Castle –
Stanwick Iron Age Fortifications –
Studley Royal Park –
Stump Cross Caverns – show cave
Tees Transporter Bridge
Theakston Brewery
Thornborough Henges
Wainman's Pinnacle
Wharram Percy
York Castle Museum –
Yorkshire Air Museum –
The Yorkshire Arboretum
WASHINGTON DC. APRIL 27th 2017,Enviroment activists holding signs infront of the Capitol hill building while Senators Jeff Merkley (not seen) introduced "100 by 50 Act" legislation that is expected to completely phase out fossil fuel use by 2050. Senator Markley explained that this bill's plan is to support workers and to prioritize low-income communities while replacing oil, coal and gas with clean energy sources like wind and solar.Photo By: Eman Mohammed | Survival Media Agency
Obama Positioned to Quickly Reverse Bush Actions
Stem Cell, Climate Rules Among Targets of President-Elect's Team
By Ceci Connolly and R. Jeffrey Smith
Washington Post Staff Writers
Sunday, November 9, 2008; A16
Transition advisers to President-elect Barack Obama have compiled a list of about 200 Bush administration actions and executive orders that could be swiftly undone to reverse White House policies on climate change, stem cell research, reproductive rights and other issues, according to congressional Democrats, campaign aides and experts working with the transition team.
A team of four dozen advisers, working for months in virtual solitude, set out to identify regulatory and policy changes Obama could implement soon after his inauguration. The team is now consulting with liberal advocacy groups, Capitol Hill staffers and potential agency chiefs to prioritize those they regard as the most onerous or ideologically offensive, said a top transition official who was not permitted to speak on the record about the inner workings of the transition.
In some instances, Obama would be quickly delivering on promises he made during his two-year campaign, while in others he would be embracing Clinton-era policies upended by President Bush during his eight years in office.
"The kind of regulations they are looking at" are those imposed by Bush for "overtly political" reasons, in pursuit of what Democrats say was a partisan Republican agenda, said Dan Mendelson, a former associate administrator for health in the Clinton administration's Office of Management and Budget. The list of executive orders targeted by Obama's team could well get longer in the coming days, as Bush's appointees rush to enact a number of last-minute policies in an effort to extend his legacy.
A spokeswoman said yesterday that no plans for regulatory changes had been finalized. "Before he makes any decisions on potential executive or legislative actions, he will be conferring with congressional leaders on both sides of the aisle, as well as interested groups," Obama transition spokeswoman Stephanie Cutter said. "Any decisions would need to be discussed with his Cabinet nominees, none of whom have been selected yet."
Still, the preelection transition team, comprising mainly lawyers, has positioned the incoming president to move fast on high-priority items without waiting for Congress.
Obama himself has signaled, for example, that he intends to reverse Bush's controversial limit on federal funding of embryonic stem cell research, a decision that scientists say has restrained research into some of the most promising avenues for defeating a wide array of diseases, such as Parkinson's.
Bush's August 2001 decision pleased religious conservatives who have moral objections to the use of cells from days-old human embryos, which are destroyed in the process.
But Rep. Diana DeGette (D-Colo.) said that during Obama's final swing through her state in October, she reminded him that because the restrictions were never included in legislation, Obama "can simply reverse them by executive order." Obama, she said, "was very receptive to that." Opponents of the restrictions have already drafted an executive order he could sign.
The new president is also expected to lift a so-called global gag rule barring international family planning groups that receive U.S. aid from counseling women about the availability of abortion, even in countries where the procedure is legal, said Cecile Richards, the president of Planned Parenthood Federation of America. When Bill Clinton took office in 1993, he rescinded the Reagan-era regulation, known as the Mexico City policy, but Bush reimposed it.
"We have been communicating with his transition staff" almost daily, Richards said. "We expect to see a real change."
While Obama said at a news conference last week that his top priority would be to stimulate the economy and create jobs, his advisers say that focus will not delay key shifts in social and regulatory policies, including some -- such as the embrace of new environmental safeguards -- that Obama has said will have long-term, beneficial impacts on the economy.
The president-elect has said, for example, that he intends to quickly reverse the Bush administration's decision last December to deny California the authority to regulate carbon dioxide emissions from automobiles. "Effectively tackling global warming demands bold and innovative solutions, and given the failure of this administration to act, California should be allowed to pioneer," Obama said in January.
California had sought permission from the Environmental Protection Agency to require that greenhouse gas emissions from vehicles be cut by 30 percent between 2009 and 2016, effectively mandating that cars achieve a fuel economy standard of at least 36 miles per gallon within eight years. Seventeen other states had promised to adopt California's rules, representing in total 45 percent of the nation's automobile market. Environmentalists cheered the California initiative because it would stoke innovation that would potentially benefit the entire country.
"An early move by the Obama administration to sign the California waiver would signal the seriousness of intent to reduce the nation's dependence on foreign oil and build a future for the domestic auto market," said Kevin Knobloch, president of the Union of Concerned Scientists.
Before the election, Obama told others that he favors declaring that carbon dioxide emissions are endangering human welfare, following an EPA task force recommendation last December that Bush and his aides shunned in order to protect the utility and auto industries.
Robert Sussman, who was the EPA's deputy administrator during the Clinton administration and is now overseeing EPA transition planning for Obama, wrote a paper last spring strongly recommending such a finding. Others in the campaign have depicted it as an issue on which Obama is keen to show that politics must not interfere with scientific advice.
Some related reforms embraced by Obama's transition advisers would alter procedures for decision-making on climate issues. A book titled "Change for America," being published next week by the Center for American Progress, an influential liberal think tank, will recommend, for example, that Obama rapidly create a National Energy Council to coordinate all policymaking related to global climate change.
The center's influence with Obama is substantial: It was created by former Clinton White House official John D. Podesta, a co-chairman of the transition effort, and much of its staff has been swept into planning for Obama's first 100 days in office.
The National Energy Council would be a counterpart to the White House National Economic Council that Clinton created in a 1993 executive order.
"It would make sure all the oars are rowing in the right direction" and ensure that climate change policy "gets lots of attention inside the White House," said Daniel J. Weiss, a former Sierra Club official and senior fellow with the Center for American Progress Action Fund.
The center's new book will also urge Obama to sign an executive order requiring that greenhouse gas emissions be considered whenever the federal government examines the environmental impact of its actions under the existing National Environmental Policy Act. Several key members of Obama's transition team have already embraced the idea.
Other early Obama initiatives may address the need for improved food and drug regulation and chart a new course for immigration enforcement, some Obama advisers say. But they add that only a portion of his early efforts will be aimed at undoing Bush initiatives.
Despite enormous pent-up Democratic frustration, Obama and his team realize they must strike a balance between undoing Bush actions and setting their own course, said Winnie Stachelberg, the center's senior vice president for external affairs.
"It took eight years to get into this mess, and it will take a long time to get out of it," she said. "The next administration needs to look ahead. This transition team and the incoming administration gets that in a big way."
Staff writers Juliet Eilperin, Spencer S. Hsu and Carol D. Leonnig and staff researcher Madonna Lebling contributed to this report.
www.washingtonpost.com/wp-dyn/content/article/2008/11/08/...
"The mess hall can theoretically also double as an emergency medical room for treating battlefield casualties, but Cobra doctrine typically doesn't call for prioritizing saving lives of its regular soldiers until after a battle has been won."
s/n 0585GT
240 bhp, 2,953 cc single overhead camshaft V-12 engine with three Weber carburetors, four-speed all-synchromesh manual gearbox, independent front suspension with unequal-length A-arms and coil springs, live rear axle with semi-elliptic leaf springs and parallel trailing arms, and four-wheel drum brakes. Wheelbase: 2,600 mm
• Very first of the second series 14-louver design
• One of nine examples built
• Featured in the Hollywood Classic, The Love Bug
• Matching numbers, extensively documented, and complete with full Ferrari Classiche certification
• Received a class award at the 2011 Quail Motorsports Gathering
• Single ownership for 14 years and offered for the first time ever at auction
• Pristine example of Ferrari’s most revered berlinetta
The tragic accident at the 1955 24 Hours of Le Mans that claimed the lives of one driver and 79 spectators had a profound effect on the shape of racing, one that ultimately led to the creation of one of Ferrari’s most celebrated models. Racing enthusiasts and competitors alike agreed that the crash was ultimately the result of the increasingly potent powertrains of the Le Mans sports cars, and in order to prevent further disaster, new regulations would be required to veer from the path of these thinly veiled race cars, which were essentially grand prix cars packaged with two-seater bodies.
The following year, the FIA responded by creating new gran turismo classes that not only prioritized safety, but also re-established the concept of competitively racing a road-based production car. Ferrari, of course, was well prepared for the challenge, having just debuted its new series-production 250 GT at the Geneva Motor Show of 1956. While the coupe on display featured an elegant body that would go on to be produced in quantity by Boano, thus providing necessary homologation, the underlying chassis proved to be the basis for the competition car, or berlinetta, that Ferrari sought to enter into the FIA’s new racing classifications. Pininfarina designed a new lightweight body that was built by Scaglietti, using thin-gauge aluminum and Perspex windows and a minimally upholstered cabin. The finished car, then known officially as the 250 GT Berlinetta, was ultimately made in a sparing quantity of 77 examples that are further sub-divided by subtle differences in coachwork over the model’s four-year production run.
Ferrari’s hopes for competitive success were quickly realized when Olivier Gendebien and Jacques Washer co-drove the very first car, chassis number 0503 GT, to a First in Class and Fourth Overall at the Giro di Sicilia in April 1956, with a Fifth Overall (First in Class) at the Mille Miglia later that month. But the model’s defining success didn’t occur until September, during the 1956 Tour de France Automobile, a grueling 3,600 mile, week-long contest that combined six circuit races, two hill climbs, and a drag race. The Marquis Alfonso de Portago, a Spanish aristocrat and privateer racer, drove chassis number 0557 GT to a dominating victory that sealed the dynamic model’s reputation. Enzo Ferrari was so pleased with the outcome that the 250 GT Berlinetta was subsequently and internally, though never officially, referred to as the Tour de France. The moniker proved to be quite fitting, as Gendebien took First Overall at the 1957, 1958, and 1959 installments of the French race, as well as a Third Overall at the 1957 Mille Miglia, a triumph that witnessed the defeat of many more purpose-built sports racers.
With the introduction of a short-wheelbase 250 GT in late-1959, the outgoing platform became retrospectively labeled as the long-wheelbase version, though the original car’s designation of 250 GT LWB Berlinetta is now largely simplified with the name ‘Tour de France.’ Through its brief production run, the TdF underwent several external body modifications, ultimately resulting in four different series-produced body styles (not including a handful of Zagato-bodied cars). The alterations in appearance are most easily recognizable in the so-called sail panels, the rear ¾-panels of the c-pillar that adjoin the roof. Initially produced with no louvers at all, these panels featured 14 louvers in the second-series cars, followed by a series with just three louvers, and ending with a series that featured just one sail-panel louver. Of all of these series, the 14-louver cars are the rarest, with only nine examples produced, and are judged by many enthusiasts to be the handsomest of the group.
This fabulous, early Ferrari 250 GT Tour de France is the very first example constructed of the second series design that featured 14-louver sail-panels. On November 15, 1956, the stunning TdF was purchased by Tony Parravano, the Italian national and Southern California building construction magnate who is better known among 1950s racing enthusiasts for the numerous Italian sports cars that he campaigned in the area’s SCCA circuit. 0585 GT was entered for the Palm Springs road races in early April of 1957, before being disqualified because the sanctioning body did not recognize it as a production car. Changing hands among a couple of Los Angeles-based owners during the early-1960s, 0585 GT eventually came into the possession of Walt Disney Studios for use in the 1966 film The Love Bug, the celebrated Disney classic about “Herbie,” the racing VW Beetle with a soul.
Following its memorable Hollywood turn, this important 250 GT fell on hard times, passing through the Schaub family, of Los Angeles, before reportedly being abandoned on the side of the Hollywood freeway. Records indicate two more owners during the 1970s and 1980s. In September 1994, the car surfaced and was offered for sale in an unrestored state by David Cottingham’s DK Engineering in Watford, England. Unable to sell 0585 GT for its true value, DK, in late-1996, elected to totally restore the historically significant Tour de France, a freshening that debuted to overwhelming acclaim at Coy’s International Historic Festival at Silverstone in July 1997. The festival proved to be a perfect stage for the immaculate car, as it was sold the following October to its current owner, a well-respected Southern California-based collector who has a 40-year history of collecting and caring for some of the most recognizable and important Ferrari cars ever built.
Registered under license plate “MY 56 TDF,” 0585 GT was soon campaigned in a number of vintage rallies, including the Tour Auto of April 1998, as well as the Mille Miglia of the following May. The car also participated in the Tour Auto in 1999 and 2000, and placed 39th Overall at the 2000 Shell Ferrari/Maserati Historic Challenge at Le Mans. 0585 GT returned to the Tour Auto in 2001, 2002, 2004, and 2006 and was displayed at Car Classic: Freedom of Motion, the 2010 exhibition held at the Art Center College of Design in Pasadena, California. The following August, 0585 GT’s extreme quality and rarity were confirmed with the ultimate in exhibitive recognition, a class award at the 2011 Quail Motorsports Gathering in Carmel, California, where the car won “The Great Ferraris” class, honoring some of the marque’s earliest and important sports and racing cars.
In addition to all of these awards and racing achievements, 0585 GT has also gone under the scrutiny of the Ferrari factory’s certification program and easily received the full “Red Book” certification through Newport Beach Ferrari specialist, John Amette. For the certification process, the original gearbox was put in the car; however, the current owner has since removed it and put a more user-friendly synchromesh gearbox in the car for much better drivability purposes. It must be noted that the original unit will be supplied with the sale of this car. A full set of original tools and a jack will also be included, as well as a booklet of documentation and various trophies and awards that the car has received over the years. In preparation for the sale, 0585 GT has also just been completely detailed and sorted at well-respected Junior’s House of Color in Long Beach, California, so it will look stunning in presentation.
On a recent track drive in preparation for RM’s video and photography efforts, the car performed flawlessly, handling directly and powering through all of the gears with ease. As the RM specialist describes, “The four-wheel drum brakes and skinny tyres can sometimes provide a different driving experience for those familiar with later cars fitted with disk brakes and wider stances; however, it allows the pilot to become much more intimate with the driving experience and to engage the engine in a much different way, creating a completely different awareness of timing and speed…The most beautiful thing about these early TDs is what most Ferraristi will attest to, and that is the sound of the exhaust note when the car breaches 3500 rpm. As you power out of the corners, there is that point when the car just feels and sounds right! All the noises, the vibrations, and the elements of speed come together to create a symphonic harmony that is unlike anything else. Moreover, the sound is not too overpowering and is pleasurable for extended periods of time, which cannot be said for many other race-bred cars. It is the ultimate dual-purpose Ferrari!”
Impeccably cared for and stunningly restored, 0585 GT is a beautiful and rare example of the second series 14-louver Tour de France, one of Ferrari’s greatest sports cars of all time. This car’s next owner can look forward to continued warm receptions at the world’s finest automotive events, including rallies such as the Tour Auto and Mille Miglia, and premium exhibitive venues, such as Pebble Beach, Amelia Island, and the Palm Beach Cavallino Classic. It is a truly unique representative of one of Ferrari’s most revered models, and in many ways, it is the ultimate symbol of Ferrari’s long pursuit of dual-purpose sports cars that can be seriously campaigned as easily as they can be road driven. Given their extremely low production numbers and desirability, these cars rarely come to the market. The availability of 0585 GT after 14-years of single ownership offers an unbeatable chance to acquire one of the most storied machines to emerge from Maranello’s legendary motoring lore.
[Text from RM Auctions]
www.rmauctions.com/lots/lot.cfm?lot_id=1052658
This Lego miniland-scale Ferrari 250 GT LWB Berlinetta 'Tour de France' (1956 - Scaglietti), has been created for Flickr LUGNuts' 89th Build Challenge, - "Over a Million, Under a Thousand", - a challenge to build vehicles valued over one million (US) dollars, or under one thousand (US) dollars.
This particular vehicle was auctioned by the RM Auction house on Saturday, August 18, 2012, where it sold for $6,710,000.
April 17, 2020 - Albany, NY - Governor Andrew M. Cuomo provides a coronavirus update during a press conference in the Red Room at the State Capitol. (Mike Groll/Office of Governor Andrew M. Cuomo)
During confinement, online shopping and home shipping purchases increased dramatically. So much so that many supermarkets such as Mercadona, Consum, Carrefour or El Corte Inglés prioritized delivery to people at risk (elderly, disabled people, chronically ill) in the face of delays in service due to the avalanche of orders.
In the photo a delivery man from the Consum supermarket chain uploads the purchase to some elderly people.
***UPDATE**Doug and Tim always prioritize their agenda, and news flash....they found a great pair. Thank you both for your continued support!
Nice little character piece.
s/n 0585GT
240 bhp, 2,953 cc single overhead camshaft V-12 engine with three Weber carburetors, four-speed all-synchromesh manual gearbox, independent front suspension with unequal-length A-arms and coil springs, live rear axle with semi-elliptic leaf springs and parallel trailing arms, and four-wheel drum brakes. Wheelbase: 2,600 mm
• Very first of the second series 14-louver design
• One of nine examples built
• Featured in the Hollywood Classic, The Love Bug
• Matching numbers, extensively documented, and complete with full Ferrari Classiche certification
• Received a class award at the 2011 Quail Motorsports Gathering
• Single ownership for 14 years and offered for the first time ever at auction
• Pristine example of Ferrari’s most revered berlinetta
The tragic accident at the 1955 24 Hours of Le Mans that claimed the lives of one driver and 79 spectators had a profound effect on the shape of racing, one that ultimately led to the creation of one of Ferrari’s most celebrated models. Racing enthusiasts and competitors alike agreed that the crash was ultimately the result of the increasingly potent powertrains of the Le Mans sports cars, and in order to prevent further disaster, new regulations would be required to veer from the path of these thinly veiled race cars, which were essentially grand prix cars packaged with two-seater bodies.
The following year, the FIA responded by creating new gran turismo classes that not only prioritized safety, but also re-established the concept of competitively racing a road-based production car. Ferrari, of course, was well prepared for the challenge, having just debuted its new series-production 250 GT at the Geneva Motor Show of 1956. While the coupe on display featured an elegant body that would go on to be produced in quantity by Boano, thus providing necessary homologation, the underlying chassis proved to be the basis for the competition car, or berlinetta, that Ferrari sought to enter into the FIA’s new racing classifications. Pininfarina designed a new lightweight body that was built by Scaglietti, using thin-gauge aluminum and Perspex windows and a minimally upholstered cabin. The finished car, then known officially as the 250 GT Berlinetta, was ultimately made in a sparing quantity of 77 examples that are further sub-divided by subtle differences in coachwork over the model’s four-year production run.
Ferrari’s hopes for competitive success were quickly realized when Olivier Gendebien and Jacques Washer co-drove the very first car, chassis number 0503 GT, to a First in Class and Fourth Overall at the Giro di Sicilia in April 1956, with a Fifth Overall (First in Class) at the Mille Miglia later that month. But the model’s defining success didn’t occur until September, during the 1956 Tour de France Automobile, a grueling 3,600 mile, week-long contest that combined six circuit races, two hill climbs, and a drag race. The Marquis Alfonso de Portago, a Spanish aristocrat and privateer racer, drove chassis number 0557 GT to a dominating victory that sealed the dynamic model’s reputation. Enzo Ferrari was so pleased with the outcome that the 250 GT Berlinetta was subsequently and internally, though never officially, referred to as the Tour de France. The moniker proved to be quite fitting, as Gendebien took First Overall at the 1957, 1958, and 1959 installments of the French race, as well as a Third Overall at the 1957 Mille Miglia, a triumph that witnessed the defeat of many more purpose-built sports racers.
With the introduction of a short-wheelbase 250 GT in late-1959, the outgoing platform became retrospectively labeled as the long-wheelbase version, though the original car’s designation of 250 GT LWB Berlinetta is now largely simplified with the name ‘Tour de France.’ Through its brief production run, the TdF underwent several external body modifications, ultimately resulting in four different series-produced body styles (not including a handful of Zagato-bodied cars). The alterations in appearance are most easily recognizable in the so-called sail panels, the rear ¾-panels of the c-pillar that adjoin the roof. Initially produced with no louvers at all, these panels featured 14 louvers in the second-series cars, followed by a series with just three louvers, and ending with a series that featured just one sail-panel louver. Of all of these series, the 14-louver cars are the rarest, with only nine examples produced, and are judged by many enthusiasts to be the handsomest of the group.
This fabulous, early Ferrari 250 GT Tour de France is the very first example constructed of the second series design that featured 14-louver sail-panels. On November 15, 1956, the stunning TdF was purchased by Tony Parravano, the Italian national and Southern California building construction magnate who is better known among 1950s racing enthusiasts for the numerous Italian sports cars that he campaigned in the area’s SCCA circuit. 0585 GT was entered for the Palm Springs road races in early April of 1957, before being disqualified because the sanctioning body did not recognize it as a production car. Changing hands among a couple of Los Angeles-based owners during the early-1960s, 0585 GT eventually came into the possession of Walt Disney Studios for use in the 1966 film The Love Bug, the celebrated Disney classic about “Herbie,” the racing VW Beetle with a soul.
Following its memorable Hollywood turn, this important 250 GT fell on hard times, passing through the Schaub family, of Los Angeles, before reportedly being abandoned on the side of the Hollywood freeway. Records indicate two more owners during the 1970s and 1980s. In September 1994, the car surfaced and was offered for sale in an unrestored state by David Cottingham’s DK Engineering in Watford, England. Unable to sell 0585 GT for its true value, DK, in late-1996, elected to totally restore the historically significant Tour de France, a freshening that debuted to overwhelming acclaim at Coy’s International Historic Festival at Silverstone in July 1997. The festival proved to be a perfect stage for the immaculate car, as it was sold the following October to its current owner, a well-respected Southern California-based collector who has a 40-year history of collecting and caring for some of the most recognizable and important Ferrari cars ever built.
Registered under license plate “MY 56 TDF,” 0585 GT was soon campaigned in a number of vintage rallies, including the Tour Auto of April 1998, as well as the Mille Miglia of the following May. The car also participated in the Tour Auto in 1999 and 2000, and placed 39th Overall at the 2000 Shell Ferrari/Maserati Historic Challenge at Le Mans. 0585 GT returned to the Tour Auto in 2001, 2002, 2004, and 2006 and was displayed at Car Classic: Freedom of Motion, the 2010 exhibition held at the Art Center College of Design in Pasadena, California. The following August, 0585 GT’s extreme quality and rarity were confirmed with the ultimate in exhibitive recognition, a class award at the 2011 Quail Motorsports Gathering in Carmel, California, where the car won “The Great Ferraris” class, honoring some of the marque’s earliest and important sports and racing cars.
In addition to all of these awards and racing achievements, 0585 GT has also gone under the scrutiny of the Ferrari factory’s certification program and easily received the full “Red Book” certification through Newport Beach Ferrari specialist, John Amette. For the certification process, the original gearbox was put in the car; however, the current owner has since removed it and put a more user-friendly synchromesh gearbox in the car for much better drivability purposes. It must be noted that the original unit will be supplied with the sale of this car. A full set of original tools and a jack will also be included, as well as a booklet of documentation and various trophies and awards that the car has received over the years. In preparation for the sale, 0585 GT has also just been completely detailed and sorted at well-respected Junior’s House of Color in Long Beach, California, so it will look stunning in presentation.
On a recent track drive in preparation for RM’s video and photography efforts, the car performed flawlessly, handling directly and powering through all of the gears with ease. As the RM specialist describes, “The four-wheel drum brakes and skinny tyres can sometimes provide a different driving experience for those familiar with later cars fitted with disk brakes and wider stances; however, it allows the pilot to become much more intimate with the driving experience and to engage the engine in a much different way, creating a completely different awareness of timing and speed…The most beautiful thing about these early TDs is what most Ferraristi will attest to, and that is the sound of the exhaust note when the car breaches 3500 rpm. As you power out of the corners, there is that point when the car just feels and sounds right! All the noises, the vibrations, and the elements of speed come together to create a symphonic harmony that is unlike anything else. Moreover, the sound is not too overpowering and is pleasurable for extended periods of time, which cannot be said for many other race-bred cars. It is the ultimate dual-purpose Ferrari!”
Impeccably cared for and stunningly restored, 0585 GT is a beautiful and rare example of the second series 14-louver Tour de France, one of Ferrari’s greatest sports cars of all time. This car’s next owner can look forward to continued warm receptions at the world’s finest automotive events, including rallies such as the Tour Auto and Mille Miglia, and premium exhibitive venues, such as Pebble Beach, Amelia Island, and the Palm Beach Cavallino Classic. It is a truly unique representative of one of Ferrari’s most revered models, and in many ways, it is the ultimate symbol of Ferrari’s long pursuit of dual-purpose sports cars that can be seriously campaigned as easily as they can be road driven. Given their extremely low production numbers and desirability, these cars rarely come to the market. The availability of 0585 GT after 14-years of single ownership offers an unbeatable chance to acquire one of the most storied machines to emerge from Maranello’s legendary motoring lore.
[Text from RM Auctions]
www.rmauctions.com/lots/lot.cfm?lot_id=1052658
This Lego miniland-scale Ferrari 250 GT LWB Berlinetta 'Tour de France' (1956 - Scaglietti), has been created for Flickr LUGNuts' 89th Build Challenge, - "Over a Million, Under a Thousand", - a challenge to build vehicles valued over one million (US) dollars, or under one thousand (US) dollars.
This particular vehicle was auctioned by the RM Auction house on Saturday, August 18, 2012, where it sold for $6,710,000.
FYR Macedonia depends on imports for more than 30% of its electricity needs. The government is prioritizing the energy sector for development, working with the World Bank Group to implement energy efficiency and renewable energy programs. Photo: Tomislav Georgiev / World Bank
030819 - WASHINGTON DC., Managing Director and Chairwoman of the IMF Christine Lagarde and Interim WBG President Kristalina Georgieva engage in a conversation on their pioneering leadership and challenges they and other women have faced, the economic issues they’re dealing with and how they prioritize gender both through operations and in walking the talk within the IMF and WBG.
Photo: World Bank / Simone D. McCourtie
+++ 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:
The CAC Sabre, sometimes known as the Avon Sabre or CA-27, was an Australian variant of the North American Aviation F-86F Sabre fighter aircraft. In 1951, Commonwealth Aircraft Corporation obtained a license agreement to build the F-86F Sabre. In a major departure from the North American blueprint, it was decided that the CA-27 would be powered by a license-built version of the Rolls-Royce Avon R.A.7, rather than the General Electric J47. In theory, the Avon was capable of more than double the maximum thrust and double the thrust-to-weight ratio of the US engine. This necessitated a re-design of the fuselage, as the Avon was shorter, wider and lighter than the J47.
To accommodate the Avon, over 60 percent of the fuselage was altered and there was a 25 percent increase in the size of the air intake. Another major revision was in replacing the F-86F's six machine guns with two 30mm ADEN cannon, while other changes were also made to the cockpit and to provide an increased fuel capacity.
The prototype aircraft first flew on 3 August 1953. The production aircrafts' first deliveries to the Royal Australian Air Force began in 1954. The first batch of aircraft were powered by the Avon 20 engine and were designated the Sabre Mk 30. Between 1957 and 1958 this batch had the wing slats removed and were re-designated Sabre Mk 31. These Sabres were supplemented by 20 new-built aircraft. The last batch of aircraft were designated Sabre Mk 32 and used the Avon 26 engine, of which 69 were built up to 1961.
Beyond these land-based versions, an indigenous version for carrier operations had been developed and built in small numbers, too, the Sea Sabre Mk 40 and 41. The roots of this aircraft, which was rather a prestigious idea than a sensible project, could be traced back to the immediate post WWII era. A review by the Australian Government's Defence Committee recommended that the post-war forces of the RAN be structured around a Task Force incorporating multiple aircraft carriers. Initial plans were for three carriers, with two active and a third in reserve, although funding cuts led to the purchase of only two carriers in June 1947: Majestic and sister ship HMS Terrible, for the combined cost of AU£2.75 million, plus stores, fuel, and ammunition. As Terrible was the closer of the two ships to completion, she was finished without modification, and was commissioned into the RAN on 16 December 1948 as HMAS Sydney. Work progressed on Majestic at a slower rate, as she was upgraded with the latest technology and equipment. To cover Majestic's absence, the Colossus-class carrier HMS Vengeance was loaned to the RAN from 13 November 1952 until 12 August 1955.
Labour difficulties, late delivery of equipment, additional requirements for Australian operations, and the prioritization of merchant ships over naval construction delayed the completion of Majestic. Incorporation of new systems and enhancements caused the cost of the RAN carrier acquisition program to increase to AU£8.3 million. Construction and fitting out did not finish until October 1955. As the carrier neared completion, a commissioning crew was formed in Australia and first used to return Vengeance to the United Kingdom.
The completed carrier was commissioned into the RAN as HMAS Majestic on 26 October 1955, but only two days later, the ship was renamed Melbourne and recommissioned.
In the meantime, the rather political decision had been made to equip Melbourne with an indigenous jet-powered aircraft, replacing the piston-driven Hawker Fury that had been successfully operated from HMAS Sydney and HMAS Vengeance, so that the "new jet age" was even more recognizable. The choice fell on the CAC Sabre, certainly inspired by North American's successful contemporary development of the navalized FJ-2 Fury from the land-based F-86 Sabre. The CAC 27 was already a proven design, and with its more powerful Avon engine it even offered a better suitability for carrier operations than the FJ-2 with its rather weak J47 engine.
Work on this project, which was initially simply designated Sabre Mk 40, started in 1954, just when the first CAC 27's were delivered to operative RAAF units. While the navalized Avon Sabre differed outwardly only little from its land-based brethren, many details were changed and locally developed. Therefore, there was also, beyond the general outlines, little in common with the North American FJ-2 an -3 Fury.
Externally, a completely new wing with a folding mechanism was fitted. It was based on the F-86's so-called "6-3" wing, with a leading edge that was extended 6 inches at the root and 3 inches at the tip. This modification enhanced maneuverability at the expense of a small increase in landing speed due to deletion of the leading edge slats, a detail that was later introduced on the Sabre Mk 31, too. As a side benefit, the new wing leading edges without the slat mechanisms held extra fuel. However, the Mk 40's wing was different as camber was applied to the underside of the leading edge to improve low-speed handling for carrier operations. The wings were provided with four stations outboard of the landing gear wells for up to 1000 lb external loads on the inboard stations and 500 lb on the outboard stations.
Slightly larger stabilizers were fitted and the landing gear was strengthened, including a longer front wheel strut. The latter necessitated an enlarged front wheel well, so that the front leg’s attachment point had to be moved forward. A ventral launch cable hook was added under the wing roots and an external massive arrester hook under the rear fuselage.
Internally, systems were protected against salt and humidity and a Rolls-Royce Avon 211 turbojet was fitted, a downrated variant of the already navalized Avon 208 from the British DH Sea Vixen, but adapted to the different CAC 27 airframe and delivering 8.000 lbf (35.5 kN) thrust – slightly more than the engines of the land-based CAC Sabres, but also without an afterburner.
A single Mk 40 prototype was built from a new CAC 27 airframe taken directly from the production line in early 1955 and made its maiden flight on August 20th of the same year. In order to reflect its naval nature and its ancestry, this new CAC 27 variant was officially christened “Sea Sabre”.
Even though the modified machine handled well, and the new, cambered wing proved to be effective, many minor technical flaws were discovered and delayed the aircraft's development until 1957. These included the wing folding mechanism and the respective fuel plumbing connections, the landing gear, which had to be beefed up even more for hard carrier landings and the airframe’s structural strength for catapult launches, esp. around the ventral launch hook.
In the meantime, work on the land-based CAC 27 progressed in parallel, too, and innovations that led to the Mk 31 and 32 were also incorporated into the naval Mk 40, leading to the Sea Sabre Mk 41, which became the effective production aircraft. These updates included, among others, a detachable (but fixed) refueling probe under the starboard wing, two more pylons for light loads located under the wing roots and the capability to carry and deploy IR-guided AIM-9 Sidewinder air-to-air missiles, what significantly increased the Mk 41's efficiency as day fighter. With all these constant changes it took until April 1958 that the Sabre Mk 41, after a second prototype had been directly built to the new standard, was finally approved and cleared for production. Upon delivery, the RAN Sea Sabres carried a standard NATO paint scheme with Extra Dark Sea Grey upper surfaces and Sky undersides.
In the meantime, the political enthusiasm concerning the Australian carrier fleet had waned, so that only twenty-two aircraft were ordered. The reason behind this decision was that Australia’s carrier fleet and its capacity had become severely reduced: Following the first decommissioning of HMAS Sydney in 1958, Melbourne became the only aircraft carrier in Australian service, and she was unavailable to provide air cover for the RAN for up to four months in every year; this time was required for refits, refueling, personnel leave, and non-carrier duties, such as the transportation of troops or aircraft. Although one of the largest ships to serve in the RAN, Melbourne was one of the smallest carriers to operate in the post-World War II period, so that its contribution to military actions was rather limited. To make matters worse, a decision was made in 1959 to restrict Melbourne's role to helicopter operations only, rendering any carrier-based aircraft in Australian service obsolete. However, this decision was reversed shortly before its planned 1963 implementation, but Australia’s fleet of carrier-borne fixed-wing aircraft would not grow to proportions envisioned 10 years ago.
Nevertheless, on 10 November 1964, an AU£212 million increase in defense spending included the purchase of new aircraft for Melbourne. The RAN planned to acquire 14 Grumman S-2E Tracker anti-submarine aircraft and to modernize Melbourne to operate these. The acquisition of 18 new fighter-bombers was suggested (either Sea Sabre Mk 41s or the American Douglas A-4 Skyhawk), too, but these were dropped from the initial plan. A separate proposal to order 10 A-4G Skyhawks, a variant of the Skyhawk designed specifically for the RAN and optimized for air defense, was approved in 1965, but the new aircraft did not fly from Melbourne until the conclusion of her refit in 1969. This move, however, precluded the production of any new and further Sea Sabre.
At that time, the RAN Sea Sabres received a new livery in US Navy style, with upper surfaces in Light Gull Gray with white undersides. The CAC Sea Sabres remained the main day fighter and attack aircraft for the RAN, after the vintage Sea Furies had been retired in 1962. The other contemporary RAN fighter type in service, the Sea Venom FAW.53 all-weather fighter that had replaced the Furies, already showed its obsolescence.
In 1969, the RAN purchased another ten A-4G Skyhawks, primarily in order to replace the Sea Venoms on the carriers, instead of the proposed seventh and eighth Oberon-class submarines. These were operated together with the Sea Sabres in mixed units on board of Melbourne and from land bases, e.g. from NAS Nowra in New South Wales, where a number of Sea Sabres were also allocated to 724 Squadron for operational training.
Around 1970, Melbourne operated a standard air group of four jet aircraft, six Trackers, and ten Wessex helicopters until 1972, when the Wessexes were replaced with ten Westland Sea King anti-submarine warfare helicopters and the number of jet fighters doubled. Even though the A-4G’s more and more took over the operational duties on board of Melbourne, the Sea Sabres were still frequently deployed on the carrier, too, until the early Eighties, when both the Skyhawks and the Sea Sabres received once more a new camouflage, this time a wraparound scheme in two shades of grey, reflecting their primary airspace defense mission.
The CAC 27 Mk 41s’ last carrier operations took place in 1981 in the course of Melbourne’s involvements in two major exercises, Sea Hawk and Kangaroo 81, the ship’s final missions at sea. After Melbourne was decommissioned in 1984, the Fleet Air Arm ceased fixed-wing combat aircraft operation. This was the operational end of the Sabre Mk 41, which had reached the end of their airframe lifetime, and the Sea Sabre fleet had, during its career, severely suffered from accidents and losses: upon retirement, only eight of the original twenty-two aircraft still existed in flightworthy condition, so that the aircraft were all scrapped. The younger RAN A-4Gs were eventually sold to New Zealand, where they were kept in service until 2002.
General characteristics:
Crew: 1
Length: 37 ft 6 in (11.43 m)
Wingspan: 37 ft 1 in (11.3 m)
Height: 14 ft 5 in (4.39 m)
Wing area: 302.3 sq ft (28.1 m²)
Empty weight: 12,000 lb (5,443 kg)
Loaded weight: 16,000 lb (7,256 kg)
Max. takeoff weight: 21,210 lb (9,621 kg)
Powerplant:
1× Rolls-Royce Avon 208A turbojet engine with 8,200 lbf (36.44 kN)
Performance:
Maximum speed: 700 mph (1,100 km/h) (605 knots)
Range: 1,153 mi, (1,000 NM, 1,850 km)
Service ceiling: 52,000 ft (15,850 m)
Rate of climb: 12,000 ft/min at sea level (61 m/s)
Armament:
2× 30 mm ADEN cannons with 150 rounds per gun
5,300 lb (2,400 kg) of payload on six external hardpoints;
Bombs were usually mounted on outer two pylons as the mid pair were wet-plumbed pylons for
2× 200 gallons drop tanks, while the inner pair was usually occupied by a pair of AIM-9 Sidewinder
AAMs
A wide variety of bombs could be carried with maximum standard loadout being 2x 1,000 lb bombs
or 2x Matra pods with unguided SURA missiles plus 2 drop tanks for ground attacks, or 2x AIM-9 plus
two drop tanks as day fighter
The kit and its assembly:
This project was initially inspired by a set of decals from an ESCI A-4G which I had bought in a lot – I wondered if I could use it for a submission to the “In the navy” group build at whatifmodelers.com in early 2020. I considered an FJ-3M in Australian colors on this basis and had stashed away a Sword kit of that aircraft for this purpose. However, I had already built an FJ variant for the GB (a kitbashed mix of an F-86D and an FJ-4B in USMC colors), and was reluctant to add another Fury.
This spontaneously changed after (thanks to Corona virus quarantine…) I cleaned up one of my kit hoards and found a conversion set for a 1:72 CAC 27 from JAYS Model Kits which I had bought eons ago without a concrete plan. That was the eventual trigger to spin the RAN Fury idea further – why not a navalized version of the Avon Sabre for HMAS Melbourne?
The result is either another kitbash or a highly modified FJ-3M from Sword. The JAYS Model Kits set comes with a THICK sprue that carries two fuselage halves and an air intake, and it also offers a vacu canopy as a thin fallback option because the set is actually intended to be used together with a Hobby Craft F-86F.
While the parts, molded in a somewhat waxy and brittle styrene, look crude on the massive sprue, the fuselage halves come with very fine recessed engravings. And once you have cleaned the parts (NOTHING for people faint at heart, a mini drill with a saw blade is highly recommended), their fit is surprisingly good. The air intake was so exact that no putty was needed to blend it with the rest of the fuselage.
The rest came from the Sword kit and integrating the parts into the CAC 27 fuselage went more smoothly than expected. For instance, the FJ-3M comes with a nice cockpit tub that also holds a full air intake duct. Thanks to the slightly wider fuselage of the CAC 27, it could be mounted into the new fuselage halves without problems and the intake duct almost perfectly matches the intake frame from the conversion set. The tailpipe could be easily integrated without any mods, too. The fins had to be glued directly to the fuselage – but this is the way how the Sword kit is actually constructed! Even the FJ-3M’s wings match the different fuselage perfectly. The only modifications I had to make is a slight enlargement of the ventral wing opening at the front and at the read in order to take the deeper wing element from the Sword kit, but that was an easy task. Once in place, the parts blend almost perfectly into each other, just minor PSR was necessary to hide the seams!
Other mods include an extended front wheel well for the longer leg from the FJ-3M and a scratched arrester hook installation, made from wire, which is on purpose different from the Y-shaped hook of the Furies.
For the canopy I relied on the vacu piece that came with the JAYS set. Fitting it was not easy, though, it took some PSR to blend the windscreen into the rest of the fuselage. Not perfect, but O.K. for such a solution from a conversion set.
The underwing pylons were taken from the Sword kit, including the early Sidewinders. I just replaced the drop tanks – the OOB tanks are very wide, and even though they might be authentic for the FJ-3, I was skeptical if they fit at all under the wings with the landing gear extended? In order to avoid trouble and for a more modern look, I replaced them outright with more slender tanks, which were to mimic A-4 tanks (USN FJ-4s frequently carried Skyhawk tanks). They actually come from a Revell F-16 kit, with modified fins. The refueling probe comes from the Sword kit.
A last word about the Sword kit: much light, but also much shadow. While I appreciate the fine surface engravings, the recognizably cambered wings, a detailed cockpit with a two-piece resin seat and a pretty landing gear as well as the long air intake, I wonder why the creators totally failed to provide ANY detail of the arrester hook (there is literally nothing, as if this was a land-based Sabre variant!?) or went for doubtful solutions like a front landing gear that consists of five(!) single, tiny parts? Sadism? The resin seat was also broken (despite being packed in a seperate bag), and it did not fit into the cockpit tub at all. Meh!
Painting and markings:
From the start I planned to give the model the late RAN A-4Gs’ unique air superiority paint scheme, which was AFAIK introduced in the late Seventies: a two-tone wraparound scheme consisting of “Light Admiralty Grey” (BS381C 697) and “Aircraft Grey” (BS 381C 693). Quite simple, but finding suitable paints was not an easy task, and I based my choice on pictures of the real aircraft (esp. from "buzz" number 880 at the Fleet Air Arm Museum, you find pics of it with very good light condition) rather than rely on (pretty doubtful if not contradictive) recommendations in various painting instructions from models or decal sets.
I wanted to keep things simple and settled upon Dark Gull Grey (FS 36231) and Light Blue (FS 35414), both enamel colors from Modelmaster, since both are rather dull interpretations of these tones. Esp. the Light Blue comes quite close to Light Admiralty Grey, even though it should be lighter for more contrast to the darker grey tone. But it has that subtle greenish touch of the original BS tone, and I did not want to mix the colors.
The pattern was adapted from the late A-4Gs’ scheme, and the colors were dulled down even more through a light black ink wash. Some post-shading with lighter tones emphasized the contrast between the two colors again. And while it is not an exact representation of the unique RAN air superiority scheme, I think that the overall impression is there.
The cockpit interior was painted in very dark grey, while the landing gear, its wells and the inside of the air intake became white. A red rim was painted around the front opening, and the landing gear covers received a red outline, too. The white drop tanks are a detail I took from real world RAN A-4Gs - in the early days of the air superiority scheme, the tanks were frequently still finished in the old USN style livery, hence the white body but fins and tail section already in the updated colors.
The decals became a fight, though. As mentioned above, the came from an ESCI kit – and, as expected, the were brittle. All decals with a clear carrier film disintegrated while soaking in water, only those with a fully printed carrier film were more or less usable. One roundel broke and had to be repaired, and the checkered fin flash was a very delicate affair that broke several times, even though I tried to save and repair it with paint. But you can unfortunately see the damage.
Most stencils and some replacements (e. g. the “Navy” tag) come from the Sword FJ-3. While these decals are crisply printed, their carrier film is utterly thin, so thin that applying esp. the larger decals turned out to be hazardous and complicated. Another point that did not really convince me about the Sword kit.
Finally, the kit was sealed with matt acrylic varnish (Italeri) and some soot stains were added around the exhaust and the gun ports with graphite.
In the end, this build looks, despite the troubles and the rather exotic ingredients like a relatively simple Sabre with Australian markings, just with a different Navy livery. You neither immediately recognize the FJ-3 behind it, nor the Avon Sabre’s bigger fuselage, unless you take a close and probably educated look. Very subtle, though.
The RAN air superiority scheme from the late Skyhawks suits the Sabre/Fury-thing well – I like the fact that it is a modern fighter scheme, but, thanks to the tones and the colorful other markings, not as dull and boring like many others, e. g. the contemporary USN "Ghost" scheme. Made me wonder about an early RAAF F-18 in this livery - should look very pretty, too?
Monday, June 13, 2011
Arsht Center for the Performing Arts
Knight Concert Hall
1300 Biscayne Boulevard
Miami, Florida
Remarks by the President at a DNC Event
Adrienne Arsht Center, Miami, Florida
7:50 P.M. EDT
THE PRESIDENT: Hello, Miami! (Applause.) It's good to see you. (Applause.) It is good to be back in Miami. (Applause.) Thank you, thank you, everybody. Thank you. Everybody have a seat. Have a seat.
What do you guys think of our new DNC chair? (Applause.) Debbie Wasserman Schultz. We are so thrilled to have her. You want Debbie on your side. (Applause.) She's a mom, she's got that cute smile and all that, but she is tough. Don't mess with Debbie. (Laughter.) We are so glad of her leadership.
I know that a lot of folks have already been acknowledged. I want to make sure to mention resident commissioner Pedro Pierluisi of Puerto Rico. Where is he? Pedro, are you still here? There he is right there. (Applause.)
Adrienne Arsht, thank you so much for everything that you've done for the civic life in Miami. (Applause.) Our Florida finance chair, Kirk Wager, is here. (Applause.) Founding co-chair of Gen44, Andrew Korge, is here. (Applause.) Alonzo Mourning is in the house. (Applause.) And, look, he's not from Miami, but he's got 11 championships, so I've got to mention Bill Russell is in the house. (Applause.) Bill Russell -- greatest champion of all time in team sports in North America right here. (Applause.)
It is wonderful to be back. Many of you I've known for a very long time, some of you I'm getting a chance to see for the first time. And it got me thinking back to election night two and a half years ago, in Grant Park. It was a beautiful night in Chicago, and everybody was feeling pretty good who had supported me. And it was an incredibly hopeful time. And you will recall -- maybe you won't but I'm going to remind you -- (laughter) -- I said, this is not the end, this is the beginning. This is the beginning.
Because what I said to the American people that night was that for almost a decade too many Americans had felt as if the American Dream was slipping away. We had seen economic growth and corporate profits and a stock market that had gone up, but there were too many folks who were struggling each and every day, working as hard as they could, being responsible for their families, being responsible to their communities, but somehow they just couldn’t keep up. Wages and incomes had flat-lined, even though the cost of everything from health care to college tuitions to gas had all skyrocketed.
Around the world, the impression of America as a preeminent force for good had lost sway. We were in the midst of two wars. We didn’t seem to be able to tackle challenges that had confronted us for decades -- didn’t have an energy plan that was worthy of the greatness of America; didn’t have an immigration system that would allow us to be a nation of laws and a nation of immigrants; had a school system in which we had no longer -- we were no longer at the top and weren’t preparing our young people to meet the challenges and demands of the 21st century global interdependent economy.
And so when I started the race for President, what I said to all of you was, if you’re looking for easy answers, you’re looking in the wrong place. If you’re looking for just a bunch of partisan rhetoric, I’m probably not your guy. But if you want to join me on this journey,, to make sure that America is living up to its ideals, if you wanted to reclaim the that sense that in America anything is possible if we’re willing to work for it, and if you wanted to see if we could get beyond some of the politics of the past and point towards the future, then I wanted you to be a part of this process. And so all that culminated in Grant Park that night.
But then I said, you know what, this just gives us the opportunity to do what’s possible. This is not the end state. I didn't run for President just to be President. (Applause.) I ran for President to do things -- to do big things, to do hard things.
What we didn't know at the time -- I said this is going to be a steep climb to get to where we want to go, to achieve that summit. We didn't know how steep that climb was going to be because what we now know was we were already in the midst of what would turn out to be the worst recession since the Great Depression -- came this close to a financial meltdown that would have spun the global financial system out of control.
We lost 4 million jobs in the six months before I was sworn in, and we’d lose another 4 [million] before any of our economic initiatives had a chance to take effect. And all the challenges that ordinary families, working families, middle-class families had been feeling for years were suddenly compounded. Folks were losing their jobs, losing their homes, didn't know what the future held.
And so we’ve spent the last two and a half years trying to heal this country, trying to mend what was broken. And with the help of people like Debbie and Pedro, we’ve made enormous strides. With the help of you, we have made enormous strides. I mean, think about it. An economy that was contracting is now growing. An economy that was shedding millions of jobs, we’ve seen over 2 million jobs created in the last 15 months, in the private sector. (Applause.) The financial system stabilized. And some of the decisions that we made were not popular. Everybody acts now like, well, yeah, that was easy. (Laughter.) Think about it.
Just think for a moment about the U.S. auto industry. We were on the verge of the liquidation of two of the three big automakers in the United States -- Chrysler and GM. Now, there’s been some revisionist history that’s been offered lately about, well, they might have survived without our help -- except nobody at GM or Chrysler believes that. They were going to break that up and sell off the spare parts. And as a consequence, you would have seen a million people -- suppliers, dealerships -- all gone, in the midst of this incredible hardship that people were already experiencing. (Applause.) And we made tough decisions and we made the right decisions. And now we’ve got the big three automakers -- (applause) -- all profitable, all increasing market share, hiring back workers.
And we didn’t forget the promises that we had made during the campaign. We said we wanted to make sure that once again America would have the highest proportion of college graduates in the world. And so in pursuit of that goal, we said let’s stop subsidizing big banks as middlemen on the student loan program. (Applause.) Let’s take back billions of dollars and give it directly to young people so that millions of children -- a million of our kids are going to be able to go to college without $100,000 or $200,000 worth of debt.
We said we’re going to start building a genuine clean energy industry in this country, and made the largest investment in clean energy in our history. And we did that. We said that we’d begin the process of rebuilding our infrastructure in this country, and made the largest investment rebuilding our roads and our bridges and our ports since Eisenhower built the Interstate Highway System in the 1950s, putting hundreds of thousands of people to work all across America, doing the work that needs to be done.
We said we had to finally, after generations, deal with the travesty of the richest nation on Earth having people who went bankrupt because they went sick and couldn’t afford to provide health care to their families -- (applause) -- and we passed a historic health care law that is going to make sure that everybody in this country can get health care and is going to help drive prices down on health care in the bargain. (Applause.) We promised we’d do that, and we did it.
Oh, and along the way, we did a few other things, like pass equal pay for equal work legislation. (Applause.) And make sure that never again will you be barred from serving your country in uniform just because of the person that you love. (Applause.) And we appointed two women to the Supreme Court, one of them the first Latina in our history. (Applause.) And we expanded national service so that our young people would know what it means to give back to this country. (Applause.)
And we passed financial regulatory reform so that not only would we not see a reprise of the financial shenanigans that had gone on before, but we’d actually have a consumer bureau that would be able to look after folks when they take out credit cards and they take out mortgages, so that they wouldn’t be cheated. (Applause.)
And on the international front, we said we would end the war in Iraq -- and we have ended combat operations in Iraq and will be bringing our troops home this year. (Applause.) And we said that we would start refocusing our efforts in Afghanistan, and especially go after al Qaeda -- and we went after al Qaeda and we’re going after al Qaeda -- (applause) -- and beginning the transition process so that Afghans can take responsibility for their security.
And in the meantime, we dealt with a few other things -- like pirates. (Laughter.) And pandemic and oil spills. So there were a few other things that kept us occupied.
And I describe all this not for us to be complacent, but for all of us to remember that as hard as these battles have been, as much resistance as we’ve gotten, as much as the political debate has been distorted at times, that our basic premise -- the idea that when we put our minds to it, there’s nothing America can’t do -- that's been proven. (Applause.) That's been borne out. We have the evidence. We’ve brought about amazing change over the last two and a half years.
And we couldn’t have done it without you. We couldn’t -- we could not --
AUDIENCE MEMBER: Keep your promise, stop AIDS now!
THE PRESIDENT: That's all right. That's all right. We’re good. We’re good.
AUDIENCE MEMBERS: (Inaudible.)
THE PRESIDENT: Hold up. Hold up.
So -- now, here’s the thing. The reason we’re here today is because our work is not done. (Applause.) For all the progress we’ve made, our work is not complete. We’re not at the summit. We just -- we’re just partway up the mountain. There’s more to do. There is more to do.
We still don't have the kind of energy policy that America needs -- and all of you experience that at the pump each and every day. Our economy is still vulnerable to the spot oil market and us having to import billions of dollars, when we could be not only producing more energy right here at home, but we could be producing energy that's clean and renewable and what would ensure that we could pass on the kind of planet to the next generation that all of us long for. (Applause.)
We know that we’re not done when it comes to issues like immigration reform. I was down here at Miami Dade -- (applause) -- an amazing institution that embodies what America is all about. Young people who can trace their heritage to 181 different countries were represented. (Applause.) And some of you who may not be familiar with the ceremony, what they do is they bring out the flags of each country where somebody can trace their roots. And everybody cheers. The Cuban flag comes up and everybody goes crazy. (Applause.) The Jamaican flag comes up and everybody is hooting and hollering. (Applause.) See, sort of just like this.
But then there’s one flag that comes up, and that is the American flag, and everybody explodes -- (applause) -- because that’s the essence of who we are. Out of many, one. But we don’t have a system that reflects those values. It is still an issue that’s exploited, that’s used to divide instead of bringing people together. We’ve got more work to do.
We’ve got more work to do when it comes to rebuilding the infrastructure of this country. We’ve got a couple of trillion dollars worth of work that needs to be done. We were at a Jobs Council meeting up in North Carolina and the chairman of Southwest, the CEO of Southwest, he explained how because our air traffic control system is so archaic, we probably waste about 15 percent of fuel because planes are having to go this way and that. The whole system was designed back in the 1930s before you even had things like GPS. But think about -- what’s true for the airlines industry is true for our roads, it’s true for our ports, it’s true for our airports, it’s true for our power system. We’ve got more work to do.
We’ve made incredible progress on education, helping students to finance their college educations, but we still don’t have enough engineers. We still don’t have enough scientists. We still lag behind other countries when it comes to training our young people for the jobs, the high-skilled jobs that are going to provide high wages and allow them to support a family.
But we’ve made incredible progress K through 12 with something we call Race to the Top, which basically says -- (applause) -- to school districts and to states, you reform the system and we will show you the money, and so providing incentives. And 40 states across the country have made critical reforms as a consequence to this program. But we still have schools where half the kids drop out. We still consign too many of our young people to lives of desperation and despair. We’ve got more work to do.
And we’ve got so much work to do on our economy. We’ve got so much more work to do on our economy. Every night I get letters. We get about 40,000 pieces of mail at the White House every day, and I ask my team to select 10 letters for me to read that are representative of what people are feeling out there. And I will tell you these really are representative, because about half of them call me an idiot. (Laughter.) And -- but most of the stories are just some ordinary folks who have done the right thing, have worked hard all their lives. Some of them are small business owners who have poured their savings into a venture, and then when the recession hit they lost everything, and now they’re trying to get back on their feet.
You get letters from moms who are trying to figure out how to pay their bills at the end of the month, and they’re going back to school while they’re working to see if they can retrain for a better job. Sometimes you get folks who have sent out 100 resumes and haven’t gotten a response, and are trying to describe what it’s like to tell your child than nobody wants to hire you. Sometimes you get a letter from a kid who says, my parents are about to lose my home -- Mr. President, is there something you can do to help?
And in all those stories, what you see is incredible resilience and incredible stick-to-itiveness, and a sense on the part of people that no matter how down they are, they’re not out. And they don’t expect government to solve all their problems. All they’re looking for is that somebody cares and that we’re doing everything we can, trying every idea to make sure that this economy is moving. And they don’t understand how it is that good ideas get caught up in partisan politics, and why is it that people seem to be arguing all the time instead of trying to do the people’s business.
So we’ve got more work to do -- investing in our education system and making sure that -- (applause) -- making sure that our infrastructure is built and we’re putting people back to work, and helping the housing market recover, and dealing with our budget in a way that allows us to once again live within our means but doing so in a way that is consistent with our values.
You know, this budget debate that we’re having in Washington right now, it’s not just about numbers. It’s about values. It’s about what we believe and who we are as a people. The easiest thing to do to balance a budget is you just slash and burn and you cut and you don’t worry about the consequences. But that’s not who we are. We’re better than that. (Applause.)
I don’t want to live in a country where we’re no longer helping young people go to college, and so your fate is basically determined by where you were born and your circumstances. If that were the case, I wouldn’t be standing here today. I don't want to live in a country where we no longer believe that we can build the best airports or the best rail systems. I don't want to live in a country where we’re no longer investing in basic research and science so that we’re at the cutting edge of technology. I don't want to live in a country where we are abandoning our commitment to the most vulnerable among us -- the disabled, our seniors -- making sure that they’ve got a basic safety net so that they can live with dignity and respect in their golden years. (Applause.)
And so here’s the -- the good news is that we can bring down our deficit and we can work down our debt, and we can do so the same way families all across America do, by prioritizing and deciding what’s important to us. So we’re going to have to scrub the federal budget and get rid of every program that doesn't work, and get rid of every regulation that is outdated. And we’ve got to make sure that we build on all the tax cuts that we’ve provided to small businesses and to individuals over the last couple years so that they’re getting back on their feet.
But we’ve also got to make sure that whatever sacrifices we make, whatever burdens are borne are spread among all of us; that we’re not just doing it on the backs of the poor; that we’re not just doing it on the backs of our seniors; that we’re not just doing it on the backs of the most vulnerable. (Applause.)
And the other side say, well, you know what, we can just cut and cut and cut and cut -- and by the way, you, Mr. President, since you’ve been so lucky, we’re going to give you a $200,000 tax break. I’d love to have a tax break. I don’t like paying taxes -- I’m the President. (Laughter.) This notion somehow that I enjoy paying taxes or administering taxes, that makes no sense. Nothing is better for a politician than saying, you know what, forget about it, you will have everything you need and everything this country needs and you don’t have to pay for a thing.
But, you know what, I don’t want a $200,000 tax break if it means that 33 seniors are each going to have to pay $6,000 more a year for their Medicare. (Applause.) I don’t want that. I don’t want a tax break if it means hundreds of kids won’t be able to go to Head Start. (Applause.) That’s not a tradeoff I’m willing to make. That’s not a tradeoff most of Americans are willing to make. That’s not who we are. That’s not what we believe in.
And the reason I’m not willing to make a tradeoff, it’s not out of charity. It’s because my life is better when I know, as I’m driving by a school, you know what, those kids in there, they’ve got the best teachers, they’ve got the best equipment -- I know that they’re going to succeed. That makes me feel better about my life and about my country. (Applause.)
And if I’m seeing an elderly couple stroll by holding hands -- and I’m saying to myself, you know, that’s going to be Michelle and me in a few years -- and I know that whatever their circumstances, I know they’ve got Social Security and they’ve got Medicare that they can count on, that makes my life better. That makes my life richer. (Applause.)
So that's what this campaign is going to be about. It’s going to be about values. It’s the same thing that the 2008 campaign was about: What's important to you? Who are we? What is it about America that makes us so proud?
When I think about why our campaign drew so much excitement, it was because it tapped into those essential things that bind us together. I look out at this auditorium, and I see people from every walk of life, every age, every demographic -- but there’s something that binds us together, that says this is what makes our country so special.
And that's what’s at stake. That's the journey that we’re on. And the only way that we stay on track, the only way that we continue that journey is if all of you are involved. Because what also made the campaign special was it wasn’t about me -- it was never about me -- it was about us. It was about you. (Applause.) It was about you being willing to be involved, and you being willing to be engaged. Because that's also what makes America special -- ordinary people doing extraordinary things.
Now, two and a half years have passed since that night in Grant Park, and I’ve got a lot more gray hair. (Laughter.) And what seemed so fresh and new, now -- we’ve seen Obama so many times on TV, and we know all his quirks and all his tics and he’s been poked apart. And there’s some of you who probably have felt at times during the last two and a half years, gosh, why isn’t this happening faster? Why isn’t this easier? Why are we struggling? And why didn’t health care get done quicker? And why didn’t we get the public option? (Laughter and applause.) And what -- I know the conversation you guys are having. (Laughter.) "I’m not feeling as hopeful as I was." And I understand that. There have been frustrations, and I’ve got some dings to show for it over the last two and half years.
But I never said this was going to be easy. This is a democracy. It’s a big country and a diverse country. And our political process is messy. Yes, you don’t always get 100 percent of what you want, and you make compromises. That’s how the system was designed. But what I hope all of you still feel is that for all the frustrations, for all the setbacks, for all the occasional stumbles, that what motivates us, what we most deeply cherish, that that’s still within reach. That it’s still possible to bring about extraordinary change. That it’s still possible to make sure that the America we pass down to our kids and our grandkids is a better America than the one we inherited. (Applause.) I’m confident about that. I believe in that, because I believe in you.
And so I’m glad you guys came to the rally. But just like in 2008, if we want to bring about the change we believe in, we’re going to have to get to work. You’re going to have to make phone calls. (Applause.) You’re going to have to knock on doors. You’re going to have to talk to all your friends and all your neighbors, and you’re going to have to talk to the naysayers. And you’re going to have to go out there and say: We’ve got more work to do. And if they tell you, I don’t know, I’m not sure, I’m not convinced -- you just remind them of those three words that captured this campaign, captured the last campaign and will capture the 2012 campaign: Yes, we can.
Thank you, Miami. God bless you. (Applause.) God bless the United States of America.
END
8:20 P.M. EDT
+++ 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:
The CAC Sabre, sometimes known as the Avon Sabre or CA-27, was an Australian variant of the North American Aviation F-86F Sabre fighter aircraft. In 1951, Commonwealth Aircraft Corporation obtained a license agreement to build the F-86F Sabre. In a major departure from the North American blueprint, it was decided that the CA-27 would be powered by a license-built version of the Rolls-Royce Avon R.A.7, rather than the General Electric J47. In theory, the Avon was capable of more than double the maximum thrust and double the thrust-to-weight ratio of the US engine. This necessitated a re-design of the fuselage, as the Avon was shorter, wider and lighter than the J47.
To accommodate the Avon, over 60 percent of the fuselage was altered and there was a 25 percent increase in the size of the air intake. Another major revision was in replacing the F-86F's six machine guns with two 30mm ADEN cannon, while other changes were also made to the cockpit and to provide an increased fuel capacity.
The prototype aircraft first flew on 3 August 1953. The production aircrafts' first deliveries to the Royal Australian Air Force began in 1954. The first batch of aircraft were powered by the Avon 20 engine and were designated the Sabre Mk 30. Between 1957 and 1958 this batch had the wing slats removed and were re-designated Sabre Mk 31. These Sabres were supplemented by 20 new-built aircraft. The last batch of aircraft were designated Sabre Mk 32 and used the Avon 26 engine, of which 69 were built up to 1961.
Beyond these land-based versions, an indigenous version for carrier operations had been developed and built in small numbers, too, the Sea Sabre Mk 40 and 41. The roots of this aircraft, which was rather a prestigious idea than a sensible project, could be traced back to the immediate post WWII era. A review by the Australian Government's Defence Committee recommended that the post-war forces of the RAN be structured around a Task Force incorporating multiple aircraft carriers. Initial plans were for three carriers, with two active and a third in reserve, although funding cuts led to the purchase of only two carriers in June 1947: Majestic and sister ship HMS Terrible, for the combined cost of AU£2.75 million, plus stores, fuel, and ammunition. As Terrible was the closer of the two ships to completion, she was finished without modification, and was commissioned into the RAN on 16 December 1948 as HMAS Sydney. Work progressed on Majestic at a slower rate, as she was upgraded with the latest technology and equipment. To cover Majestic's absence, the Colossus-class carrier HMS Vengeance was loaned to the RAN from 13 November 1952 until 12 August 1955.
Labour difficulties, late delivery of equipment, additional requirements for Australian operations, and the prioritization of merchant ships over naval construction delayed the completion of Majestic. Incorporation of new systems and enhancements caused the cost of the RAN carrier acquisition program to increase to AU£8.3 million. Construction and fitting out did not finish until October 1955. As the carrier neared completion, a commissioning crew was formed in Australia and first used to return Vengeance to the United Kingdom.
The completed carrier was commissioned into the RAN as HMAS Majestic on 26 October 1955, but only two days later, the ship was renamed Melbourne and recommissioned.
In the meantime, the rather political decision had been made to equip Melbourne with an indigenous jet-powered aircraft, replacing the piston-driven Hawker Fury that had been successfully operated from HMAS Sydney and HMAS Vengeance, so that the "new jet age" was even more recognizable. The choice fell on the CAC Sabre, certainly inspired by North American's successful contemporary development of the navalized FJ-2 Fury from the land-based F-86 Sabre. The CAC 27 was already a proven design, and with its more powerful Avon engine it even offered a better suitability for carrier operations than the FJ-2 with its rather weak J47 engine.
Work on this project, which was initially simply designated Sabre Mk 40, started in 1954, just when the first CAC 27's were delivered to operative RAAF units. While the navalized Avon Sabre differed outwardly only little from its land-based brethren, many details were changed and locally developed. Therefore, there was also, beyond the general outlines, little in common with the North American FJ-2 an -3 Fury.
Externally, a completely new wing with a folding mechanism was fitted. It was based on the F-86's so-called "6-3" wing, with a leading edge that was extended 6 inches at the root and 3 inches at the tip. This modification enhanced maneuverability at the expense of a small increase in landing speed due to deletion of the leading edge slats, a detail that was later introduced on the Sabre Mk 31, too. As a side benefit, the new wing leading edges without the slat mechanisms held extra fuel. However, the Mk 40's wing was different as camber was applied to the underside of the leading edge to improve low-speed handling for carrier operations. The wings were provided with four stations outboard of the landing gear wells for up to 1000 lb external loads on the inboard stations and 500 lb on the outboard stations.
Slightly larger stabilizers were fitted and the landing gear was strengthened, including a longer front wheel strut. The latter necessitated an enlarged front wheel well, so that the front leg’s attachment point had to be moved forward. A ventral launch cable hook was added under the wing roots and an external massive arrester hook under the rear fuselage.
Internally, systems were protected against salt and humidity and a Rolls-Royce Avon 211 turbojet was fitted, a downrated variant of the already navalized Avon 208 from the British DH Sea Vixen, but adapted to the different CAC 27 airframe and delivering 8.000 lbf (35.5 kN) thrust – slightly more than the engines of the land-based CAC Sabres, but also without an afterburner.
A single Mk 40 prototype was built from a new CAC 27 airframe taken directly from the production line in early 1955 and made its maiden flight on August 20th of the same year. In order to reflect its naval nature and its ancestry, this new CAC 27 variant was officially christened “Sea Sabre”.
Even though the modified machine handled well, and the new, cambered wing proved to be effective, many minor technical flaws were discovered and delayed the aircraft's development until 1957. These included the wing folding mechanism and the respective fuel plumbing connections, the landing gear, which had to be beefed up even more for hard carrier landings and the airframe’s structural strength for catapult launches, esp. around the ventral launch hook.
In the meantime, work on the land-based CAC 27 progressed in parallel, too, and innovations that led to the Mk 31 and 32 were also incorporated into the naval Mk 40, leading to the Sea Sabre Mk 41, which became the effective production aircraft. These updates included, among others, a detachable (but fixed) refueling probe under the starboard wing, two more pylons for light loads located under the wing roots and the capability to carry and deploy IR-guided AIM-9 Sidewinder air-to-air missiles, what significantly increased the Mk 41's efficiency as day fighter. With all these constant changes it took until April 1958 that the Sabre Mk 41, after a second prototype had been directly built to the new standard, was finally approved and cleared for production. Upon delivery, the RAN Sea Sabres carried a standard NATO paint scheme with Extra Dark Sea Grey upper surfaces and Sky undersides.
In the meantime, the political enthusiasm concerning the Australian carrier fleet had waned, so that only twenty-two aircraft were ordered. The reason behind this decision was that Australia’s carrier fleet and its capacity had become severely reduced: Following the first decommissioning of HMAS Sydney in 1958, Melbourne became the only aircraft carrier in Australian service, and she was unavailable to provide air cover for the RAN for up to four months in every year; this time was required for refits, refueling, personnel leave, and non-carrier duties, such as the transportation of troops or aircraft. Although one of the largest ships to serve in the RAN, Melbourne was one of the smallest carriers to operate in the post-World War II period, so that its contribution to military actions was rather limited. To make matters worse, a decision was made in 1959 to restrict Melbourne's role to helicopter operations only, rendering any carrier-based aircraft in Australian service obsolete. However, this decision was reversed shortly before its planned 1963 implementation, but Australia’s fleet of carrier-borne fixed-wing aircraft would not grow to proportions envisioned 10 years ago.
Nevertheless, on 10 November 1964, an AU£212 million increase in defense spending included the purchase of new aircraft for Melbourne. The RAN planned to acquire 14 Grumman S-2E Tracker anti-submarine aircraft and to modernize Melbourne to operate these. The acquisition of 18 new fighter-bombers was suggested (either Sea Sabre Mk 41s or the American Douglas A-4 Skyhawk), too, but these were dropped from the initial plan. A separate proposal to order 10 A-4G Skyhawks, a variant of the Skyhawk designed specifically for the RAN and optimized for air defense, was approved in 1965, but the new aircraft did not fly from Melbourne until the conclusion of her refit in 1969. This move, however, precluded the production of any new and further Sea Sabre.
At that time, the RAN Sea Sabres received a new livery in US Navy style, with upper surfaces in Light Gull Gray with white undersides. The CAC Sea Sabres remained the main day fighter and attack aircraft for the RAN, after the vintage Sea Furies had been retired in 1962. The other contemporary RAN fighter type in service, the Sea Venom FAW.53 all-weather fighter that had replaced the Furies, already showed its obsolescence.
In 1969, the RAN purchased another ten A-4G Skyhawks, primarily in order to replace the Sea Venoms on the carriers, instead of the proposed seventh and eighth Oberon-class submarines. These were operated together with the Sea Sabres in mixed units on board of Melbourne and from land bases, e.g. from NAS Nowra in New South Wales, where a number of Sea Sabres were also allocated to 724 Squadron for operational training.
Around 1970, Melbourne operated a standard air group of four jet aircraft, six Trackers, and ten Wessex helicopters until 1972, when the Wessexes were replaced with ten Westland Sea King anti-submarine warfare helicopters and the number of jet fighters doubled. Even though the A-4G’s more and more took over the operational duties on board of Melbourne, the Sea Sabres were still frequently deployed on the carrier, too, until the early Eighties, when both the Skyhawks and the Sea Sabres received once more a new camouflage, this time a wraparound scheme in two shades of grey, reflecting their primary airspace defense mission.
The CAC 27 Mk 41s’ last carrier operations took place in 1981 in the course of Melbourne’s involvements in two major exercises, Sea Hawk and Kangaroo 81, the ship’s final missions at sea. After Melbourne was decommissioned in 1984, the Fleet Air Arm ceased fixed-wing combat aircraft operation. This was the operational end of the Sabre Mk 41, which had reached the end of their airframe lifetime, and the Sea Sabre fleet had, during its career, severely suffered from accidents and losses: upon retirement, only eight of the original twenty-two aircraft still existed in flightworthy condition, so that the aircraft were all scrapped. The younger RAN A-4Gs were eventually sold to New Zealand, where they were kept in service until 2002.
General characteristics:
Crew: 1
Length: 37 ft 6 in (11.43 m)
Wingspan: 37 ft 1 in (11.3 m)
Height: 14 ft 5 in (4.39 m)
Wing area: 302.3 sq ft (28.1 m²)
Empty weight: 12,000 lb (5,443 kg)
Loaded weight: 16,000 lb (7,256 kg)
Max. takeoff weight: 21,210 lb (9,621 kg)
Powerplant:
1× Rolls-Royce Avon 208A turbojet engine with 8,200 lbf (36.44 kN)
Performance:
Maximum speed: 700 mph (1,100 km/h) (605 knots)
Range: 1,153 mi, (1,000 NM, 1,850 km)
Service ceiling: 52,000 ft (15,850 m)
Rate of climb: 12,000 ft/min at sea level (61 m/s)
Armament:
2× 30 mm ADEN cannons with 150 rounds per gun
5,300 lb (2,400 kg) of payload on six external hardpoints;
Bombs were usually mounted on outer two pylons as the mid pair were wet-plumbed pylons for
2× 200 gallons drop tanks, while the inner pair was usually occupied by a pair of AIM-9 Sidewinder
AAMs
A wide variety of bombs could be carried with maximum standard loadout being 2x 1,000 lb bombs
or 2x Matra pods with unguided SURA missiles plus 2 drop tanks for ground attacks, or 2x AIM-9 plus
two drop tanks as day fighter
The kit and its assembly:
This project was initially inspired by a set of decals from an ESCI A-4G which I had bought in a lot – I wondered if I could use it for a submission to the “In the navy” group build at whatifmodelers.com in early 2020. I considered an FJ-3M in Australian colors on this basis and had stashed away a Sword kit of that aircraft for this purpose. However, I had already built an FJ variant for the GB (a kitbashed mix of an F-86D and an FJ-4B in USMC colors), and was reluctant to add another Fury.
This spontaneously changed after (thanks to Corona virus quarantine…) I cleaned up one of my kit hoards and found a conversion set for a 1:72 CAC 27 from JAYS Model Kits which I had bought eons ago without a concrete plan. That was the eventual trigger to spin the RAN Fury idea further – why not a navalized version of the Avon Sabre for HMAS Melbourne?
The result is either another kitbash or a highly modified FJ-3M from Sword. The JAYS Model Kits set comes with a THICK sprue that carries two fuselage halves and an air intake, and it also offers a vacu canopy as a thin fallback option because the set is actually intended to be used together with a Hobby Craft F-86F.
While the parts, molded in a somewhat waxy and brittle styrene, look crude on the massive sprue, the fuselage halves come with very fine recessed engravings. And once you have cleaned the parts (NOTHING for people faint at heart, a mini drill with a saw blade is highly recommended), their fit is surprisingly good. The air intake was so exact that no putty was needed to blend it with the rest of the fuselage.
The rest came from the Sword kit and integrating the parts into the CAC 27 fuselage went more smoothly than expected. For instance, the FJ-3M comes with a nice cockpit tub that also holds a full air intake duct. Thanks to the slightly wider fuselage of the CAC 27, it could be mounted into the new fuselage halves without problems and the intake duct almost perfectly matches the intake frame from the conversion set. The tailpipe could be easily integrated without any mods, too. The fins had to be glued directly to the fuselage – but this is the way how the Sword kit is actually constructed! Even the FJ-3M’s wings match the different fuselage perfectly. The only modifications I had to make is a slight enlargement of the ventral wing opening at the front and at the read in order to take the deeper wing element from the Sword kit, but that was an easy task. Once in place, the parts blend almost perfectly into each other, just minor PSR was necessary to hide the seams!
Other mods include an extended front wheel well for the longer leg from the FJ-3M and a scratched arrester hook installation, made from wire, which is on purpose different from the Y-shaped hook of the Furies.
For the canopy I relied on the vacu piece that came with the JAYS set. Fitting it was not easy, though, it took some PSR to blend the windscreen into the rest of the fuselage. Not perfect, but O.K. for such a solution from a conversion set.
The underwing pylons were taken from the Sword kit, including the early Sidewinders. I just replaced the drop tanks – the OOB tanks are very wide, and even though they might be authentic for the FJ-3, I was skeptical if they fit at all under the wings with the landing gear extended? In order to avoid trouble and for a more modern look, I replaced them outright with more slender tanks, which were to mimic A-4 tanks (USN FJ-4s frequently carried Skyhawk tanks). They actually come from a Revell F-16 kit, with modified fins. The refueling probe comes from the Sword kit.
A last word about the Sword kit: much light, but also much shadow. While I appreciate the fine surface engravings, the recognizably cambered wings, a detailed cockpit with a two-piece resin seat and a pretty landing gear as well as the long air intake, I wonder why the creators totally failed to provide ANY detail of the arrester hook (there is literally nothing, as if this was a land-based Sabre variant!?) or went for doubtful solutions like a front landing gear that consists of five(!) single, tiny parts? Sadism? The resin seat was also broken (despite being packed in a seperate bag), and it did not fit into the cockpit tub at all. Meh!
Painting and markings:
From the start I planned to give the model the late RAN A-4Gs’ unique air superiority paint scheme, which was AFAIK introduced in the late Seventies: a two-tone wraparound scheme consisting of “Light Admiralty Grey” (BS381C 697) and “Aircraft Grey” (BS 381C 693). Quite simple, but finding suitable paints was not an easy task, and I based my choice on pictures of the real aircraft (esp. from "buzz" number 880 at the Fleet Air Arm Museum, you find pics of it with very good light condition) rather than rely on (pretty doubtful if not contradictive) recommendations in various painting instructions from models or decal sets.
I wanted to keep things simple and settled upon Dark Gull Grey (FS 36231) and Light Blue (FS 35414), both enamel colors from Modelmaster, since both are rather dull interpretations of these tones. Esp. the Light Blue comes quite close to Light Admiralty Grey, even though it should be lighter for more contrast to the darker grey tone. But it has that subtle greenish touch of the original BS tone, and I did not want to mix the colors.
The pattern was adapted from the late A-4Gs’ scheme, and the colors were dulled down even more through a light black ink wash. Some post-shading with lighter tones emphasized the contrast between the two colors again. And while it is not an exact representation of the unique RAN air superiority scheme, I think that the overall impression is there.
The cockpit interior was painted in very dark grey, while the landing gear, its wells and the inside of the air intake became white. A red rim was painted around the front opening, and the landing gear covers received a red outline, too. The white drop tanks are a detail I took from real world RAN A-4Gs - in the early days of the air superiority scheme, the tanks were frequently still finished in the old USN style livery, hence the white body but fins and tail section already in the updated colors.
The decals became a fight, though. As mentioned above, the came from an ESCI kit – and, as expected, the were brittle. All decals with a clear carrier film disintegrated while soaking in water, only those with a fully printed carrier film were more or less usable. One roundel broke and had to be repaired, and the checkered fin flash was a very delicate affair that broke several times, even though I tried to save and repair it with paint. But you can unfortunately see the damage.
Most stencils and some replacements (e. g. the “Navy” tag) come from the Sword FJ-3. While these decals are crisply printed, their carrier film is utterly thin, so thin that applying esp. the larger decals turned out to be hazardous and complicated. Another point that did not really convince me about the Sword kit.
Finally, the kit was sealed with matt acrylic varnish (Italeri) and some soot stains were added around the exhaust and the gun ports with graphite.
In the end, this build looks, despite the troubles and the rather exotic ingredients like a relatively simple Sabre with Australian markings, just with a different Navy livery. You neither immediately recognize the FJ-3 behind it, nor the Avon Sabre’s bigger fuselage, unless you take a close and probably educated look. Very subtle, though.
The RAN air superiority scheme from the late Skyhawks suits the Sabre/Fury-thing well – I like the fact that it is a modern fighter scheme, but, thanks to the tones and the colorful other markings, not as dull and boring like many others, e. g. the contemporary USN "Ghost" scheme. Made me wonder about an early RAAF F-18 in this livery - should look very pretty, too?
+++ 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:
The CAC Sabre, sometimes known as the Avon Sabre or CA-27, was an Australian variant of the North American Aviation F-86F Sabre fighter aircraft. In 1951, Commonwealth Aircraft Corporation obtained a license agreement to build the F-86F Sabre. In a major departure from the North American blueprint, it was decided that the CA-27 would be powered by a license-built version of the Rolls-Royce Avon R.A.7, rather than the General Electric J47. In theory, the Avon was capable of more than double the maximum thrust and double the thrust-to-weight ratio of the US engine. This necessitated a re-design of the fuselage, as the Avon was shorter, wider and lighter than the J47.
To accommodate the Avon, over 60 percent of the fuselage was altered and there was a 25 percent increase in the size of the air intake. Another major revision was in replacing the F-86F's six machine guns with two 30mm ADEN cannon, while other changes were also made to the cockpit and to provide an increased fuel capacity.
The prototype aircraft first flew on 3 August 1953. The production aircrafts' first deliveries to the Royal Australian Air Force began in 1954. The first batch of aircraft were powered by the Avon 20 engine and were designated the Sabre Mk 30. Between 1957 and 1958 this batch had the wing slats removed and were re-designated Sabre Mk 31. These Sabres were supplemented by 20 new-built aircraft. The last batch of aircraft were designated Sabre Mk 32 and used the Avon 26 engine, of which 69 were built up to 1961.
Beyond these land-based versions, an indigenous version for carrier operations had been developed and built in small numbers, too, the Sea Sabre Mk 40 and 41. The roots of this aircraft, which was rather a prestigious idea than a sensible project, could be traced back to the immediate post WWII era. A review by the Australian Government's Defence Committee recommended that the post-war forces of the RAN be structured around a Task Force incorporating multiple aircraft carriers. Initial plans were for three carriers, with two active and a third in reserve, although funding cuts led to the purchase of only two carriers in June 1947: Majestic and sister ship HMS Terrible, for the combined cost of AU£2.75 million, plus stores, fuel, and ammunition. As Terrible was the closer of the two ships to completion, she was finished without modification, and was commissioned into the RAN on 16 December 1948 as HMAS Sydney. Work progressed on Majestic at a slower rate, as she was upgraded with the latest technology and equipment. To cover Majestic's absence, the Colossus-class carrier HMS Vengeance was loaned to the RAN from 13 November 1952 until 12 August 1955.
Labour difficulties, late delivery of equipment, additional requirements for Australian operations, and the prioritization of merchant ships over naval construction delayed the completion of Majestic. Incorporation of new systems and enhancements caused the cost of the RAN carrier acquisition program to increase to AU£8.3 million. Construction and fitting out did not finish until October 1955. As the carrier neared completion, a commissioning crew was formed in Australia and first used to return Vengeance to the United Kingdom.
The completed carrier was commissioned into the RAN as HMAS Majestic on 26 October 1955, but only two days later, the ship was renamed Melbourne and recommissioned.
In the meantime, the rather political decision had been made to equip Melbourne with an indigenous jet-powered aircraft, replacing the piston-driven Hawker Fury that had been successfully operated from HMAS Sydney and HMAS Vengeance, so that the "new jet age" was even more recognizable. The choice fell on the CAC Sabre, certainly inspired by North American's successful contemporary development of the navalized FJ-2 Fury from the land-based F-86 Sabre. The CAC 27 was already a proven design, and with its more powerful Avon engine it even offered a better suitability for carrier operations than the FJ-2 with its rather weak J47 engine.
Work on this project, which was initially simply designated Sabre Mk 40, started in 1954, just when the first CAC 27's were delivered to operative RAAF units. While the navalized Avon Sabre differed outwardly only little from its land-based brethren, many details were changed and locally developed. Therefore, there was also, beyond the general outlines, little in common with the North American FJ-2 an -3 Fury.
Externally, a completely new wing with a folding mechanism was fitted. It was based on the F-86's so-called "6-3" wing, with a leading edge that was extended 6 inches at the root and 3 inches at the tip. This modification enhanced maneuverability at the expense of a small increase in landing speed due to deletion of the leading edge slats, a detail that was later introduced on the Sabre Mk 31, too. As a side benefit, the new wing leading edges without the slat mechanisms held extra fuel. However, the Mk 40's wing was different as camber was applied to the underside of the leading edge to improve low-speed handling for carrier operations. The wings were provided with four stations outboard of the landing gear wells for up to 1000 lb external loads on the inboard stations and 500 lb on the outboard stations.
Slightly larger stabilizers were fitted and the landing gear was strengthened, including a longer front wheel strut. The latter necessitated an enlarged front wheel well, so that the front leg’s attachment point had to be moved forward. A ventral launch cable hook was added under the wing roots and an external massive arrester hook under the rear fuselage.
Internally, systems were protected against salt and humidity and a Rolls-Royce Avon 211 turbojet was fitted, a downrated variant of the already navalized Avon 208 from the British DH Sea Vixen, but adapted to the different CAC 27 airframe and delivering 8.000 lbf (35.5 kN) thrust – slightly more than the engines of the land-based CAC Sabres, but also without an afterburner.
A single Mk 40 prototype was built from a new CAC 27 airframe taken directly from the production line in early 1955 and made its maiden flight on August 20th of the same year. In order to reflect its naval nature and its ancestry, this new CAC 27 variant was officially christened “Sea Sabre”.
Even though the modified machine handled well, and the new, cambered wing proved to be effective, many minor technical flaws were discovered and delayed the aircraft's development until 1957. These included the wing folding mechanism and the respective fuel plumbing connections, the landing gear, which had to be beefed up even more for hard carrier landings and the airframe’s structural strength for catapult launches, esp. around the ventral launch hook.
In the meantime, work on the land-based CAC 27 progressed in parallel, too, and innovations that led to the Mk 31 and 32 were also incorporated into the naval Mk 40, leading to the Sea Sabre Mk 41, which became the effective production aircraft. These updates included, among others, a detachable (but fixed) refueling probe under the starboard wing, two more pylons for light loads located under the wing roots and the capability to carry and deploy IR-guided AIM-9 Sidewinder air-to-air missiles, what significantly increased the Mk 41's efficiency as day fighter. With all these constant changes it took until April 1958 that the Sabre Mk 41, after a second prototype had been directly built to the new standard, was finally approved and cleared for production. Upon delivery, the RAN Sea Sabres carried a standard NATO paint scheme with Extra Dark Sea Grey upper surfaces and Sky undersides.
In the meantime, the political enthusiasm concerning the Australian carrier fleet had waned, so that only twenty-two aircraft were ordered. The reason behind this decision was that Australia’s carrier fleet and its capacity had become severely reduced: Following the first decommissioning of HMAS Sydney in 1958, Melbourne became the only aircraft carrier in Australian service, and she was unavailable to provide air cover for the RAN for up to four months in every year; this time was required for refits, refueling, personnel leave, and non-carrier duties, such as the transportation of troops or aircraft. Although one of the largest ships to serve in the RAN, Melbourne was one of the smallest carriers to operate in the post-World War II period, so that its contribution to military actions was rather limited. To make matters worse, a decision was made in 1959 to restrict Melbourne's role to helicopter operations only, rendering any carrier-based aircraft in Australian service obsolete. However, this decision was reversed shortly before its planned 1963 implementation, but Australia’s fleet of carrier-borne fixed-wing aircraft would not grow to proportions envisioned 10 years ago.
Nevertheless, on 10 November 1964, an AU£212 million increase in defense spending included the purchase of new aircraft for Melbourne. The RAN planned to acquire 14 Grumman S-2E Tracker anti-submarine aircraft and to modernize Melbourne to operate these. The acquisition of 18 new fighter-bombers was suggested (either Sea Sabre Mk 41s or the American Douglas A-4 Skyhawk), too, but these were dropped from the initial plan. A separate proposal to order 10 A-4G Skyhawks, a variant of the Skyhawk designed specifically for the RAN and optimized for air defense, was approved in 1965, but the new aircraft did not fly from Melbourne until the conclusion of her refit in 1969. This move, however, precluded the production of any new and further Sea Sabre.
At that time, the RAN Sea Sabres received a new livery in US Navy style, with upper surfaces in Light Gull Gray with white undersides. The CAC Sea Sabres remained the main day fighter and attack aircraft for the RAN, after the vintage Sea Furies had been retired in 1962. The other contemporary RAN fighter type in service, the Sea Venom FAW.53 all-weather fighter that had replaced the Furies, already showed its obsolescence.
In 1969, the RAN purchased another ten A-4G Skyhawks, primarily in order to replace the Sea Venoms on the carriers, instead of the proposed seventh and eighth Oberon-class submarines. These were operated together with the Sea Sabres in mixed units on board of Melbourne and from land bases, e.g. from NAS Nowra in New South Wales, where a number of Sea Sabres were also allocated to 724 Squadron for operational training.
Around 1970, Melbourne operated a standard air group of four jet aircraft, six Trackers, and ten Wessex helicopters until 1972, when the Wessexes were replaced with ten Westland Sea King anti-submarine warfare helicopters and the number of jet fighters doubled. Even though the A-4G’s more and more took over the operational duties on board of Melbourne, the Sea Sabres were still frequently deployed on the carrier, too, until the early Eighties, when both the Skyhawks and the Sea Sabres received once more a new camouflage, this time a wraparound scheme in two shades of grey, reflecting their primary airspace defense mission.
The CAC 27 Mk 41s’ last carrier operations took place in 1981 in the course of Melbourne’s involvements in two major exercises, Sea Hawk and Kangaroo 81, the ship’s final missions at sea. After Melbourne was decommissioned in 1984, the Fleet Air Arm ceased fixed-wing combat aircraft operation. This was the operational end of the Sabre Mk 41, which had reached the end of their airframe lifetime, and the Sea Sabre fleet had, during its career, severely suffered from accidents and losses: upon retirement, only eight of the original twenty-two aircraft still existed in flightworthy condition, so that the aircraft were all scrapped. The younger RAN A-4Gs were eventually sold to New Zealand, where they were kept in service until 2002.
General characteristics:
Crew: 1
Length: 37 ft 6 in (11.43 m)
Wingspan: 37 ft 1 in (11.3 m)
Height: 14 ft 5 in (4.39 m)
Wing area: 302.3 sq ft (28.1 m²)
Empty weight: 12,000 lb (5,443 kg)
Loaded weight: 16,000 lb (7,256 kg)
Max. takeoff weight: 21,210 lb (9,621 kg)
Powerplant:
1× Rolls-Royce Avon 208A turbojet engine with 8,200 lbf (36.44 kN)
Performance:
Maximum speed: 700 mph (1,100 km/h) (605 knots)
Range: 1,153 mi, (1,000 NM, 1,850 km)
Service ceiling: 52,000 ft (15,850 m)
Rate of climb: 12,000 ft/min at sea level (61 m/s)
Armament:
2× 30 mm ADEN cannons with 150 rounds per gun
5,300 lb (2,400 kg) of payload on six external hardpoints;
Bombs were usually mounted on outer two pylons as the mid pair were wet-plumbed pylons for
2× 200 gallons drop tanks, while the inner pair was usually occupied by a pair of AIM-9 Sidewinder
AAMs
A wide variety of bombs could be carried with maximum standard loadout being 2x 1,000 lb bombs
or 2x Matra pods with unguided SURA missiles plus 2 drop tanks for ground attacks, or 2x AIM-9 plus
two drop tanks as day fighter
The kit and its assembly:
This project was initially inspired by a set of decals from an ESCI A-4G which I had bought in a lot – I wondered if I could use it for a submission to the “In the navy” group build at whatifmodelers.com in early 2020. I considered an FJ-3M in Australian colors on this basis and had stashed away a Sword kit of that aircraft for this purpose. However, I had already built an FJ variant for the GB (a kitbashed mix of an F-86D and an FJ-4B in USMC colors), and was reluctant to add another Fury.
This spontaneously changed after (thanks to Corona virus quarantine…) I cleaned up one of my kit hoards and found a conversion set for a 1:72 CAC 27 from JAYS Model Kits which I had bought eons ago without a concrete plan. That was the eventual trigger to spin the RAN Fury idea further – why not a navalized version of the Avon Sabre for HMAS Melbourne?
The result is either another kitbash or a highly modified FJ-3M from Sword. The JAYS Model Kits set comes with a THICK sprue that carries two fuselage halves and an air intake, and it also offers a vacu canopy as a thin fallback option because the set is actually intended to be used together with a Hobby Craft F-86F.
While the parts, molded in a somewhat waxy and brittle styrene, look crude on the massive sprue, the fuselage halves come with very fine recessed engravings. And once you have cleaned the parts (NOTHING for people faint at heart, a mini drill with a saw blade is highly recommended), their fit is surprisingly good. The air intake was so exact that no putty was needed to blend it with the rest of the fuselage.
The rest came from the Sword kit and integrating the parts into the CAC 27 fuselage went more smoothly than expected. For instance, the FJ-3M comes with a nice cockpit tub that also holds a full air intake duct. Thanks to the slightly wider fuselage of the CAC 27, it could be mounted into the new fuselage halves without problems and the intake duct almost perfectly matches the intake frame from the conversion set. The tailpipe could be easily integrated without any mods, too. The fins had to be glued directly to the fuselage – but this is the way how the Sword kit is actually constructed! Even the FJ-3M’s wings match the different fuselage perfectly. The only modifications I had to make is a slight enlargement of the ventral wing opening at the front and at the read in order to take the deeper wing element from the Sword kit, but that was an easy task. Once in place, the parts blend almost perfectly into each other, just minor PSR was necessary to hide the seams!
Other mods include an extended front wheel well for the longer leg from the FJ-3M and a scratched arrester hook installation, made from wire, which is on purpose different from the Y-shaped hook of the Furies.
For the canopy I relied on the vacu piece that came with the JAYS set. Fitting it was not easy, though, it took some PSR to blend the windscreen into the rest of the fuselage. Not perfect, but O.K. for such a solution from a conversion set.
The underwing pylons were taken from the Sword kit, including the early Sidewinders. I just replaced the drop tanks – the OOB tanks are very wide, and even though they might be authentic for the FJ-3, I was skeptical if they fit at all under the wings with the landing gear extended? In order to avoid trouble and for a more modern look, I replaced them outright with more slender tanks, which were to mimic A-4 tanks (USN FJ-4s frequently carried Skyhawk tanks). They actually come from a Revell F-16 kit, with modified fins. The refueling probe comes from the Sword kit.
A last word about the Sword kit: much light, but also much shadow. While I appreciate the fine surface engravings, the recognizably cambered wings, a detailed cockpit with a two-piece resin seat and a pretty landing gear as well as the long air intake, I wonder why the creators totally failed to provide ANY detail of the arrester hook (there is literally nothing, as if this was a land-based Sabre variant!?) or went for doubtful solutions like a front landing gear that consists of five(!) single, tiny parts? Sadism? The resin seat was also broken (despite being packed in a seperate bag), and it did not fit into the cockpit tub at all. Meh!
Painting and markings:
From the start I planned to give the model the late RAN A-4Gs’ unique air superiority paint scheme, which was AFAIK introduced in the late Seventies: a two-tone wraparound scheme consisting of “Light Admiralty Grey” (BS381C 697) and “Aircraft Grey” (BS 381C 693). Quite simple, but finding suitable paints was not an easy task, and I based my choice on pictures of the real aircraft (esp. from "buzz" number 880 at the Fleet Air Arm Museum, you find pics of it with very good light condition) rather than rely on (pretty doubtful if not contradictive) recommendations in various painting instructions from models or decal sets.
I wanted to keep things simple and settled upon Dark Gull Grey (FS 36231) and Light Blue (FS 35414), both enamel colors from Modelmaster, since both are rather dull interpretations of these tones. Esp. the Light Blue comes quite close to Light Admiralty Grey, even though it should be lighter for more contrast to the darker grey tone. But it has that subtle greenish touch of the original BS tone, and I did not want to mix the colors.
The pattern was adapted from the late A-4Gs’ scheme, and the colors were dulled down even more through a light black ink wash. Some post-shading with lighter tones emphasized the contrast between the two colors again. And while it is not an exact representation of the unique RAN air superiority scheme, I think that the overall impression is there.
The cockpit interior was painted in very dark grey, while the landing gear, its wells and the inside of the air intake became white. A red rim was painted around the front opening, and the landing gear covers received a red outline, too. The white drop tanks are a detail I took from real world RAN A-4Gs - in the early days of the air superiority scheme, the tanks were frequently still finished in the old USN style livery, hence the white body but fins and tail section already in the updated colors.
The decals became a fight, though. As mentioned above, the came from an ESCI kit – and, as expected, the were brittle. All decals with a clear carrier film disintegrated while soaking in water, only those with a fully printed carrier film were more or less usable. One roundel broke and had to be repaired, and the checkered fin flash was a very delicate affair that broke several times, even though I tried to save and repair it with paint. But you can unfortunately see the damage.
Most stencils and some replacements (e. g. the “Navy” tag) come from the Sword FJ-3. While these decals are crisply printed, their carrier film is utterly thin, so thin that applying esp. the larger decals turned out to be hazardous and complicated. Another point that did not really convince me about the Sword kit.
Finally, the kit was sealed with matt acrylic varnish (Italeri) and some soot stains were added around the exhaust and the gun ports with graphite.
In the end, this build looks, despite the troubles and the rather exotic ingredients like a relatively simple Sabre with Australian markings, just with a different Navy livery. You neither immediately recognize the FJ-3 behind it, nor the Avon Sabre’s bigger fuselage, unless you take a close and probably educated look. Very subtle, though.
The RAN air superiority scheme from the late Skyhawks suits the Sabre/Fury-thing well – I like the fact that it is a modern fighter scheme, but, thanks to the tones and the colorful other markings, not as dull and boring like many others, e. g. the contemporary USN "Ghost" scheme. Made me wonder about an early RAAF F-18 in this livery - should look very pretty, too?
BEIRUT, Lebanon (Aug. 10, 2020) United States Agency for International Development (USAID) Acting Administrator John Barsa, the U.N. World Food Programme Executive Director David Beasley, and U.S. Ambassador Dorthy Shea visit various areas of Beirut that recently suffered from an explosion at the city’s industrial harbor. With over 200 deaths and more than 5,000 injured from the blast, USAID is striving to prioritize needs for the people of Lebanon including food, health, and shelter.
Julia Gillard gives the keynote speech at the Educate a Child event following the opening ceremony on financing for education.
Credit: GPE/ Karen Pillay
Learn more: www.globalpartnership.org/blog/lets-get-wise-about-priori...
+++ 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:
The CAC Sabre, sometimes known as the Avon Sabre or CA-27, was an Australian variant of the North American Aviation F-86F Sabre fighter aircraft. In 1951, Commonwealth Aircraft Corporation obtained a license agreement to build the F-86F Sabre. In a major departure from the North American blueprint, it was decided that the CA-27 would be powered by a license-built version of the Rolls-Royce Avon R.A.7, rather than the General Electric J47. In theory, the Avon was capable of more than double the maximum thrust and double the thrust-to-weight ratio of the US engine. This necessitated a re-design of the fuselage, as the Avon was shorter, wider and lighter than the J47.
To accommodate the Avon, over 60 percent of the fuselage was altered and there was a 25 percent increase in the size of the air intake. Another major revision was in replacing the F-86F's six machine guns with two 30mm ADEN cannon, while other changes were also made to the cockpit and to provide an increased fuel capacity.
The prototype aircraft first flew on 3 August 1953. The production aircrafts' first deliveries to the Royal Australian Air Force began in 1954. The first batch of aircraft were powered by the Avon 20 engine and were designated the Sabre Mk 30. Between 1957 and 1958 this batch had the wing slats removed and were re-designated Sabre Mk 31. These Sabres were supplemented by 20 new-built aircraft. The last batch of aircraft were designated Sabre Mk 32 and used the Avon 26 engine, of which 69 were built up to 1961.
Beyond these land-based versions, an indigenous version for carrier operations had been developed and built in small numbers, too, the Sea Sabre Mk 40 and 41. The roots of this aircraft, which was rather a prestigious idea than a sensible project, could be traced back to the immediate post WWII era. A review by the Australian Government's Defence Committee recommended that the post-war forces of the RAN be structured around a Task Force incorporating multiple aircraft carriers. Initial plans were for three carriers, with two active and a third in reserve, although funding cuts led to the purchase of only two carriers in June 1947: Majestic and sister ship HMS Terrible, for the combined cost of AU£2.75 million, plus stores, fuel, and ammunition. As Terrible was the closer of the two ships to completion, she was finished without modification, and was commissioned into the RAN on 16 December 1948 as HMAS Sydney. Work progressed on Majestic at a slower rate, as she was upgraded with the latest technology and equipment. To cover Majestic's absence, the Colossus-class carrier HMS Vengeance was loaned to the RAN from 13 November 1952 until 12 August 1955.
Labour difficulties, late delivery of equipment, additional requirements for Australian operations, and the prioritization of merchant ships over naval construction delayed the completion of Majestic. Incorporation of new systems and enhancements caused the cost of the RAN carrier acquisition program to increase to AU£8.3 million. Construction and fitting out did not finish until October 1955. As the carrier neared completion, a commissioning crew was formed in Australia and first used to return Vengeance to the United Kingdom.
The completed carrier was commissioned into the RAN as HMAS Majestic on 26 October 1955, but only two days later, the ship was renamed Melbourne and recommissioned.
In the meantime, the rather political decision had been made to equip Melbourne with an indigenous jet-powered aircraft, replacing the piston-driven Hawker Fury that had been successfully operated from HMAS Sydney and HMAS Vengeance, so that the "new jet age" was even more recognizable. The choice fell on the CAC Sabre, certainly inspired by North American's successful contemporary development of the navalized FJ-2 Fury from the land-based F-86 Sabre. The CAC 27 was already a proven design, and with its more powerful Avon engine it even offered a better suitability for carrier operations than the FJ-2 with its rather weak J47 engine.
Work on this project, which was initially simply designated Sabre Mk 40, started in 1954, just when the first CAC 27's were delivered to operative RAAF units. While the navalized Avon Sabre differed outwardly only little from its land-based brethren, many details were changed and locally developed. Therefore, there was also, beyond the general outlines, little in common with the North American FJ-2 an -3 Fury.
Externally, a completely new wing with a folding mechanism was fitted. It was based on the F-86's so-called "6-3" wing, with a leading edge that was extended 6 inches at the root and 3 inches at the tip. This modification enhanced maneuverability at the expense of a small increase in landing speed due to deletion of the leading edge slats, a detail that was later introduced on the Sabre Mk 31, too. As a side benefit, the new wing leading edges without the slat mechanisms held extra fuel. However, the Mk 40's wing was different as camber was applied to the underside of the leading edge to improve low-speed handling for carrier operations. The wings were provided with four stations outboard of the landing gear wells for up to 1000 lb external loads on the inboard stations and 500 lb on the outboard stations.
Slightly larger stabilizers were fitted and the landing gear was strengthened, including a longer front wheel strut. The latter necessitated an enlarged front wheel well, so that the front leg’s attachment point had to be moved forward. A ventral launch cable hook was added under the wing roots and an external massive arrester hook under the rear fuselage.
Internally, systems were protected against salt and humidity and a Rolls-Royce Avon 211 turbojet was fitted, a downrated variant of the already navalized Avon 208 from the British DH Sea Vixen, but adapted to the different CAC 27 airframe and delivering 8.000 lbf (35.5 kN) thrust – slightly more than the engines of the land-based CAC Sabres, but also without an afterburner.
A single Mk 40 prototype was built from a new CAC 27 airframe taken directly from the production line in early 1955 and made its maiden flight on August 20th of the same year. In order to reflect its naval nature and its ancestry, this new CAC 27 variant was officially christened “Sea Sabre”.
Even though the modified machine handled well, and the new, cambered wing proved to be effective, many minor technical flaws were discovered and delayed the aircraft's development until 1957. These included the wing folding mechanism and the respective fuel plumbing connections, the landing gear, which had to be beefed up even more for hard carrier landings and the airframe’s structural strength for catapult launches, esp. around the ventral launch hook.
In the meantime, work on the land-based CAC 27 progressed in parallel, too, and innovations that led to the Mk 31 and 32 were also incorporated into the naval Mk 40, leading to the Sea Sabre Mk 41, which became the effective production aircraft. These updates included, among others, a detachable (but fixed) refueling probe under the starboard wing, two more pylons for light loads located under the wing roots and the capability to carry and deploy IR-guided AIM-9 Sidewinder air-to-air missiles, what significantly increased the Mk 41's efficiency as day fighter. With all these constant changes it took until April 1958 that the Sabre Mk 41, after a second prototype had been directly built to the new standard, was finally approved and cleared for production. Upon delivery, the RAN Sea Sabres carried a standard NATO paint scheme with Extra Dark Sea Grey upper surfaces and Sky undersides.
In the meantime, the political enthusiasm concerning the Australian carrier fleet had waned, so that only twenty-two aircraft were ordered. The reason behind this decision was that Australia’s carrier fleet and its capacity had become severely reduced: Following the first decommissioning of HMAS Sydney in 1958, Melbourne became the only aircraft carrier in Australian service, and she was unavailable to provide air cover for the RAN for up to four months in every year; this time was required for refits, refueling, personnel leave, and non-carrier duties, such as the transportation of troops or aircraft. Although one of the largest ships to serve in the RAN, Melbourne was one of the smallest carriers to operate in the post-World War II period, so that its contribution to military actions was rather limited. To make matters worse, a decision was made in 1959 to restrict Melbourne's role to helicopter operations only, rendering any carrier-based aircraft in Australian service obsolete. However, this decision was reversed shortly before its planned 1963 implementation, but Australia’s fleet of carrier-borne fixed-wing aircraft would not grow to proportions envisioned 10 years ago.
Nevertheless, on 10 November 1964, an AU£212 million increase in defense spending included the purchase of new aircraft for Melbourne. The RAN planned to acquire 14 Grumman S-2E Tracker anti-submarine aircraft and to modernize Melbourne to operate these. The acquisition of 18 new fighter-bombers was suggested (either Sea Sabre Mk 41s or the American Douglas A-4 Skyhawk), too, but these were dropped from the initial plan. A separate proposal to order 10 A-4G Skyhawks, a variant of the Skyhawk designed specifically for the RAN and optimized for air defense, was approved in 1965, but the new aircraft did not fly from Melbourne until the conclusion of her refit in 1969. This move, however, precluded the production of any new and further Sea Sabre.
At that time, the RAN Sea Sabres received a new livery in US Navy style, with upper surfaces in Light Gull Gray with white undersides. The CAC Sea Sabres remained the main day fighter and attack aircraft for the RAN, after the vintage Sea Furies had been retired in 1962. The other contemporary RAN fighter type in service, the Sea Venom FAW.53 all-weather fighter that had replaced the Furies, already showed its obsolescence.
In 1969, the RAN purchased another ten A-4G Skyhawks, primarily in order to replace the Sea Venoms on the carriers, instead of the proposed seventh and eighth Oberon-class submarines. These were operated together with the Sea Sabres in mixed units on board of Melbourne and from land bases, e.g. from NAS Nowra in New South Wales, where a number of Sea Sabres were also allocated to 724 Squadron for operational training.
Around 1970, Melbourne operated a standard air group of four jet aircraft, six Trackers, and ten Wessex helicopters until 1972, when the Wessexes were replaced with ten Westland Sea King anti-submarine warfare helicopters and the number of jet fighters doubled. Even though the A-4G’s more and more took over the operational duties on board of Melbourne, the Sea Sabres were still frequently deployed on the carrier, too, until the early Eighties, when both the Skyhawks and the Sea Sabres received once more a new camouflage, this time a wraparound scheme in two shades of grey, reflecting their primary airspace defense mission.
The CAC 27 Mk 41s’ last carrier operations took place in 1981 in the course of Melbourne’s involvements in two major exercises, Sea Hawk and Kangaroo 81, the ship’s final missions at sea. After Melbourne was decommissioned in 1984, the Fleet Air Arm ceased fixed-wing combat aircraft operation. This was the operational end of the Sabre Mk 41, which had reached the end of their airframe lifetime, and the Sea Sabre fleet had, during its career, severely suffered from accidents and losses: upon retirement, only eight of the original twenty-two aircraft still existed in flightworthy condition, so that the aircraft were all scrapped. The younger RAN A-4Gs were eventually sold to New Zealand, where they were kept in service until 2002.
General characteristics:
Crew: 1
Length: 37 ft 6 in (11.43 m)
Wingspan: 37 ft 1 in (11.3 m)
Height: 14 ft 5 in (4.39 m)
Wing area: 302.3 sq ft (28.1 m²)
Empty weight: 12,000 lb (5,443 kg)
Loaded weight: 16,000 lb (7,256 kg)
Max. takeoff weight: 21,210 lb (9,621 kg)
Powerplant:
1× Rolls-Royce Avon 208A turbojet engine with 8,200 lbf (36.44 kN)
Performance:
Maximum speed: 700 mph (1,100 km/h) (605 knots)
Range: 1,153 mi, (1,000 NM, 1,850 km)
Service ceiling: 52,000 ft (15,850 m)
Rate of climb: 12,000 ft/min at sea level (61 m/s)
Armament:
2× 30 mm ADEN cannons with 150 rounds per gun
5,300 lb (2,400 kg) of payload on six external hardpoints;
Bombs were usually mounted on outer two pylons as the mid pair were wet-plumbed pylons for
2× 200 gallons drop tanks, while the inner pair was usually occupied by a pair of AIM-9 Sidewinder
AAMs
A wide variety of bombs could be carried with maximum standard loadout being 2x 1,000 lb bombs
or 2x Matra pods with unguided SURA missiles plus 2 drop tanks for ground attacks, or 2x AIM-9 plus
two drop tanks as day fighter
The kit and its assembly:
This project was initially inspired by a set of decals from an ESCI A-4G which I had bought in a lot – I wondered if I could use it for a submission to the “In the navy” group build at whatifmodelers.com in early 2020. I considered an FJ-3M in Australian colors on this basis and had stashed away a Sword kit of that aircraft for this purpose. However, I had already built an FJ variant for the GB (a kitbashed mix of an F-86D and an FJ-4B in USMC colors), and was reluctant to add another Fury.
This spontaneously changed after (thanks to Corona virus quarantine…) I cleaned up one of my kit hoards and found a conversion set for a 1:72 CAC 27 from JAYS Model Kits which I had bought eons ago without a concrete plan. That was the eventual trigger to spin the RAN Fury idea further – why not a navalized version of the Avon Sabre for HMAS Melbourne?
The result is either another kitbash or a highly modified FJ-3M from Sword. The JAYS Model Kits set comes with a THICK sprue that carries two fuselage halves and an air intake, and it also offers a vacu canopy as a thin fallback option because the set is actually intended to be used together with a Hobby Craft F-86F.
While the parts, molded in a somewhat waxy and brittle styrene, look crude on the massive sprue, the fuselage halves come with very fine recessed engravings. And once you have cleaned the parts (NOTHING for people faint at heart, a mini drill with a saw blade is highly recommended), their fit is surprisingly good. The air intake was so exact that no putty was needed to blend it with the rest of the fuselage.
The rest came from the Sword kit and integrating the parts into the CAC 27 fuselage went more smoothly than expected. For instance, the FJ-3M comes with a nice cockpit tub that also holds a full air intake duct. Thanks to the slightly wider fuselage of the CAC 27, it could be mounted into the new fuselage halves without problems and the intake duct almost perfectly matches the intake frame from the conversion set. The tailpipe could be easily integrated without any mods, too. The fins had to be glued directly to the fuselage – but this is the way how the Sword kit is actually constructed! Even the FJ-3M’s wings match the different fuselage perfectly. The only modifications I had to make is a slight enlargement of the ventral wing opening at the front and at the read in order to take the deeper wing element from the Sword kit, but that was an easy task. Once in place, the parts blend almost perfectly into each other, just minor PSR was necessary to hide the seams!
Other mods include an extended front wheel well for the longer leg from the FJ-3M and a scratched arrester hook installation, made from wire, which is on purpose different from the Y-shaped hook of the Furies.
For the canopy I relied on the vacu piece that came with the JAYS set. Fitting it was not easy, though, it took some PSR to blend the windscreen into the rest of the fuselage. Not perfect, but O.K. for such a solution from a conversion set.
The underwing pylons were taken from the Sword kit, including the early Sidewinders. I just replaced the drop tanks – the OOB tanks are very wide, and even though they might be authentic for the FJ-3, I was skeptical if they fit at all under the wings with the landing gear extended? In order to avoid trouble and for a more modern look, I replaced them outright with more slender tanks, which were to mimic A-4 tanks (USN FJ-4s frequently carried Skyhawk tanks). They actually come from a Revell F-16 kit, with modified fins. The refueling probe comes from the Sword kit.
A last word about the Sword kit: much light, but also much shadow. While I appreciate the fine surface engravings, the recognizably cambered wings, a detailed cockpit with a two-piece resin seat and a pretty landing gear as well as the long air intake, I wonder why the creators totally failed to provide ANY detail of the arrester hook (there is literally nothing, as if this was a land-based Sabre variant!?) or went for doubtful solutions like a front landing gear that consists of five(!) single, tiny parts? Sadism? The resin seat was also broken (despite being packed in a seperate bag), and it did not fit into the cockpit tub at all. Meh!
Painting and markings:
From the start I planned to give the model the late RAN A-4Gs’ unique air superiority paint scheme, which was AFAIK introduced in the late Seventies: a two-tone wraparound scheme consisting of “Light Admiralty Grey” (BS381C 697) and “Aircraft Grey” (BS 381C 693). Quite simple, but finding suitable paints was not an easy task, and I based my choice on pictures of the real aircraft (esp. from "buzz" number 880 at the Fleet Air Arm Museum, you find pics of it with very good light condition) rather than rely on (pretty doubtful if not contradictive) recommendations in various painting instructions from models or decal sets.
I wanted to keep things simple and settled upon Dark Gull Grey (FS 36231) and Light Blue (FS 35414), both enamel colors from Modelmaster, since both are rather dull interpretations of these tones. Esp. the Light Blue comes quite close to Light Admiralty Grey, even though it should be lighter for more contrast to the darker grey tone. But it has that subtle greenish touch of the original BS tone, and I did not want to mix the colors.
The pattern was adapted from the late A-4Gs’ scheme, and the colors were dulled down even more through a light black ink wash. Some post-shading with lighter tones emphasized the contrast between the two colors again. And while it is not an exact representation of the unique RAN air superiority scheme, I think that the overall impression is there.
The cockpit interior was painted in very dark grey, while the landing gear, its wells and the inside of the air intake became white. A red rim was painted around the front opening, and the landing gear covers received a red outline, too. The white drop tanks are a detail I took from real world RAN A-4Gs - in the early days of the air superiority scheme, the tanks were frequently still finished in the old USN style livery, hence the white body but fins and tail section already in the updated colors.
The decals became a fight, though. As mentioned above, the came from an ESCI kit – and, as expected, the were brittle. All decals with a clear carrier film disintegrated while soaking in water, only those with a fully printed carrier film were more or less usable. One roundel broke and had to be repaired, and the checkered fin flash was a very delicate affair that broke several times, even though I tried to save and repair it with paint. But you can unfortunately see the damage.
Most stencils and some replacements (e. g. the “Navy” tag) come from the Sword FJ-3. While these decals are crisply printed, their carrier film is utterly thin, so thin that applying esp. the larger decals turned out to be hazardous and complicated. Another point that did not really convince me about the Sword kit.
Finally, the kit was sealed with matt acrylic varnish (Italeri) and some soot stains were added around the exhaust and the gun ports with graphite.
In the end, this build looks, despite the troubles and the rather exotic ingredients like a relatively simple Sabre with Australian markings, just with a different Navy livery. You neither immediately recognize the FJ-3 behind it, nor the Avon Sabre’s bigger fuselage, unless you take a close and probably educated look. Very subtle, though.
The RAN air superiority scheme from the late Skyhawks suits the Sabre/Fury-thing well – I like the fact that it is a modern fighter scheme, but, thanks to the tones and the colorful other markings, not as dull and boring like many others, e. g. the contemporary USN "Ghost" scheme. Made me wonder about an early RAAF F-18 in this livery - should look very pretty, too?
+++ 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:
The CAC Sabre, sometimes known as the Avon Sabre or CA-27, was an Australian variant of the North American Aviation F-86F Sabre fighter aircraft. In 1951, Commonwealth Aircraft Corporation obtained a license agreement to build the F-86F Sabre. In a major departure from the North American blueprint, it was decided that the CA-27 would be powered by a license-built version of the Rolls-Royce Avon R.A.7, rather than the General Electric J47. In theory, the Avon was capable of more than double the maximum thrust and double the thrust-to-weight ratio of the US engine. This necessitated a re-design of the fuselage, as the Avon was shorter, wider and lighter than the J47.
To accommodate the Avon, over 60 percent of the fuselage was altered and there was a 25 percent increase in the size of the air intake. Another major revision was in replacing the F-86F's six machine guns with two 30mm ADEN cannon, while other changes were also made to the cockpit and to provide an increased fuel capacity.
The prototype aircraft first flew on 3 August 1953. The production aircrafts' first deliveries to the Royal Australian Air Force began in 1954. The first batch of aircraft were powered by the Avon 20 engine and were designated the Sabre Mk 30. Between 1957 and 1958 this batch had the wing slats removed and were re-designated Sabre Mk 31. These Sabres were supplemented by 20 new-built aircraft. The last batch of aircraft were designated Sabre Mk 32 and used the Avon 26 engine, of which 69 were built up to 1961.
Beyond these land-based versions, an indigenous version for carrier operations had been developed and built in small numbers, too, the Sea Sabre Mk 40 and 41. The roots of this aircraft, which was rather a prestigious idea than a sensible project, could be traced back to the immediate post WWII era. A review by the Australian Government's Defence Committee recommended that the post-war forces of the RAN be structured around a Task Force incorporating multiple aircraft carriers. Initial plans were for three carriers, with two active and a third in reserve, although funding cuts led to the purchase of only two carriers in June 1947: Majestic and sister ship HMS Terrible, for the combined cost of AU£2.75 million, plus stores, fuel, and ammunition. As Terrible was the closer of the two ships to completion, she was finished without modification, and was commissioned into the RAN on 16 December 1948 as HMAS Sydney. Work progressed on Majestic at a slower rate, as she was upgraded with the latest technology and equipment. To cover Majestic's absence, the Colossus-class carrier HMS Vengeance was loaned to the RAN from 13 November 1952 until 12 August 1955.
Labour difficulties, late delivery of equipment, additional requirements for Australian operations, and the prioritization of merchant ships over naval construction delayed the completion of Majestic. Incorporation of new systems and enhancements caused the cost of the RAN carrier acquisition program to increase to AU£8.3 million. Construction and fitting out did not finish until October 1955. As the carrier neared completion, a commissioning crew was formed in Australia and first used to return Vengeance to the United Kingdom.
The completed carrier was commissioned into the RAN as HMAS Majestic on 26 October 1955, but only two days later, the ship was renamed Melbourne and recommissioned.
In the meantime, the rather political decision had been made to equip Melbourne with an indigenous jet-powered aircraft, replacing the piston-driven Hawker Fury that had been successfully operated from HMAS Sydney and HMAS Vengeance, so that the "new jet age" was even more recognizable. The choice fell on the CAC Sabre, certainly inspired by North American's successful contemporary development of the navalized FJ-2 Fury from the land-based F-86 Sabre. The CAC 27 was already a proven design, and with its more powerful Avon engine it even offered a better suitability for carrier operations than the FJ-2 with its rather weak J47 engine.
Work on this project, which was initially simply designated Sabre Mk 40, started in 1954, just when the first CAC 27's were delivered to operative RAAF units. While the navalized Avon Sabre differed outwardly only little from its land-based brethren, many details were changed and locally developed. Therefore, there was also, beyond the general outlines, little in common with the North American FJ-2 an -3 Fury.
Externally, a completely new wing with a folding mechanism was fitted. It was based on the F-86's so-called "6-3" wing, with a leading edge that was extended 6 inches at the root and 3 inches at the tip. This modification enhanced maneuverability at the expense of a small increase in landing speed due to deletion of the leading edge slats, a detail that was later introduced on the Sabre Mk 31, too. As a side benefit, the new wing leading edges without the slat mechanisms held extra fuel. However, the Mk 40's wing was different as camber was applied to the underside of the leading edge to improve low-speed handling for carrier operations. The wings were provided with four stations outboard of the landing gear wells for up to 1000 lb external loads on the inboard stations and 500 lb on the outboard stations.
Slightly larger stabilizers were fitted and the landing gear was strengthened, including a longer front wheel strut. The latter necessitated an enlarged front wheel well, so that the front leg’s attachment point had to be moved forward. A ventral launch cable hook was added under the wing roots and an external massive arrester hook under the rear fuselage.
Internally, systems were protected against salt and humidity and a Rolls-Royce Avon 211 turbojet was fitted, a downrated variant of the already navalized Avon 208 from the British DH Sea Vixen, but adapted to the different CAC 27 airframe and delivering 8.000 lbf (35.5 kN) thrust – slightly more than the engines of the land-based CAC Sabres, but also without an afterburner.
A single Mk 40 prototype was built from a new CAC 27 airframe taken directly from the production line in early 1955 and made its maiden flight on August 20th of the same year. In order to reflect its naval nature and its ancestry, this new CAC 27 variant was officially christened “Sea Sabre”.
Even though the modified machine handled well, and the new, cambered wing proved to be effective, many minor technical flaws were discovered and delayed the aircraft's development until 1957. These included the wing folding mechanism and the respective fuel plumbing connections, the landing gear, which had to be beefed up even more for hard carrier landings and the airframe’s structural strength for catapult launches, esp. around the ventral launch hook.
In the meantime, work on the land-based CAC 27 progressed in parallel, too, and innovations that led to the Mk 31 and 32 were also incorporated into the naval Mk 40, leading to the Sea Sabre Mk 41, which became the effective production aircraft. These updates included, among others, a detachable (but fixed) refueling probe under the starboard wing, two more pylons for light loads located under the wing roots and the capability to carry and deploy IR-guided AIM-9 Sidewinder air-to-air missiles, what significantly increased the Mk 41's efficiency as day fighter. With all these constant changes it took until April 1958 that the Sabre Mk 41, after a second prototype had been directly built to the new standard, was finally approved and cleared for production. Upon delivery, the RAN Sea Sabres carried a standard NATO paint scheme with Extra Dark Sea Grey upper surfaces and Sky undersides.
In the meantime, the political enthusiasm concerning the Australian carrier fleet had waned, so that only twenty-two aircraft were ordered. The reason behind this decision was that Australia’s carrier fleet and its capacity had become severely reduced: Following the first decommissioning of HMAS Sydney in 1958, Melbourne became the only aircraft carrier in Australian service, and she was unavailable to provide air cover for the RAN for up to four months in every year; this time was required for refits, refueling, personnel leave, and non-carrier duties, such as the transportation of troops or aircraft. Although one of the largest ships to serve in the RAN, Melbourne was one of the smallest carriers to operate in the post-World War II period, so that its contribution to military actions was rather limited. To make matters worse, a decision was made in 1959 to restrict Melbourne's role to helicopter operations only, rendering any carrier-based aircraft in Australian service obsolete. However, this decision was reversed shortly before its planned 1963 implementation, but Australia’s fleet of carrier-borne fixed-wing aircraft would not grow to proportions envisioned 10 years ago.
Nevertheless, on 10 November 1964, an AU£212 million increase in defense spending included the purchase of new aircraft for Melbourne. The RAN planned to acquire 14 Grumman S-2E Tracker anti-submarine aircraft and to modernize Melbourne to operate these. The acquisition of 18 new fighter-bombers was suggested (either Sea Sabre Mk 41s or the American Douglas A-4 Skyhawk), too, but these were dropped from the initial plan. A separate proposal to order 10 A-4G Skyhawks, a variant of the Skyhawk designed specifically for the RAN and optimized for air defense, was approved in 1965, but the new aircraft did not fly from Melbourne until the conclusion of her refit in 1969. This move, however, precluded the production of any new and further Sea Sabre.
At that time, the RAN Sea Sabres received a new livery in US Navy style, with upper surfaces in Light Gull Gray with white undersides. The CAC Sea Sabres remained the main day fighter and attack aircraft for the RAN, after the vintage Sea Furies had been retired in 1962. The other contemporary RAN fighter type in service, the Sea Venom FAW.53 all-weather fighter that had replaced the Furies, already showed its obsolescence.
In 1969, the RAN purchased another ten A-4G Skyhawks, primarily in order to replace the Sea Venoms on the carriers, instead of the proposed seventh and eighth Oberon-class submarines. These were operated together with the Sea Sabres in mixed units on board of Melbourne and from land bases, e.g. from NAS Nowra in New South Wales, where a number of Sea Sabres were also allocated to 724 Squadron for operational training.
Around 1970, Melbourne operated a standard air group of four jet aircraft, six Trackers, and ten Wessex helicopters until 1972, when the Wessexes were replaced with ten Westland Sea King anti-submarine warfare helicopters and the number of jet fighters doubled. Even though the A-4G’s more and more took over the operational duties on board of Melbourne, the Sea Sabres were still frequently deployed on the carrier, too, until the early Eighties, when both the Skyhawks and the Sea Sabres received once more a new camouflage, this time a wraparound scheme in two shades of grey, reflecting their primary airspace defense mission.
The CAC 27 Mk 41s’ last carrier operations took place in 1981 in the course of Melbourne’s involvements in two major exercises, Sea Hawk and Kangaroo 81, the ship’s final missions at sea. After Melbourne was decommissioned in 1984, the Fleet Air Arm ceased fixed-wing combat aircraft operation. This was the operational end of the Sabre Mk 41, which had reached the end of their airframe lifetime, and the Sea Sabre fleet had, during its career, severely suffered from accidents and losses: upon retirement, only eight of the original twenty-two aircraft still existed in flightworthy condition, so that the aircraft were all scrapped. The younger RAN A-4Gs were eventually sold to New Zealand, where they were kept in service until 2002.
General characteristics:
Crew: 1
Length: 37 ft 6 in (11.43 m)
Wingspan: 37 ft 1 in (11.3 m)
Height: 14 ft 5 in (4.39 m)
Wing area: 302.3 sq ft (28.1 m²)
Empty weight: 12,000 lb (5,443 kg)
Loaded weight: 16,000 lb (7,256 kg)
Max. takeoff weight: 21,210 lb (9,621 kg)
Powerplant:
1× Rolls-Royce Avon 208A turbojet engine with 8,200 lbf (36.44 kN)
Performance:
Maximum speed: 700 mph (1,100 km/h) (605 knots)
Range: 1,153 mi, (1,000 NM, 1,850 km)
Service ceiling: 52,000 ft (15,850 m)
Rate of climb: 12,000 ft/min at sea level (61 m/s)
Armament:
2× 30 mm ADEN cannons with 150 rounds per gun
5,300 lb (2,400 kg) of payload on six external hardpoints;
Bombs were usually mounted on outer two pylons as the mid pair were wet-plumbed pylons for
2× 200 gallons drop tanks, while the inner pair was usually occupied by a pair of AIM-9 Sidewinder
AAMs
A wide variety of bombs could be carried with maximum standard loadout being 2x 1,000 lb bombs
or 2x Matra pods with unguided SURA missiles plus 2 drop tanks for ground attacks, or 2x AIM-9 plus
two drop tanks as day fighter
The kit and its assembly:
This project was initially inspired by a set of decals from an ESCI A-4G which I had bought in a lot – I wondered if I could use it for a submission to the “In the navy” group build at whatifmodelers.com in early 2020. I considered an FJ-3M in Australian colors on this basis and had stashed away a Sword kit of that aircraft for this purpose. However, I had already built an FJ variant for the GB (a kitbashed mix of an F-86D and an FJ-4B in USMC colors), and was reluctant to add another Fury.
This spontaneously changed after (thanks to Corona virus quarantine…) I cleaned up one of my kit hoards and found a conversion set for a 1:72 CAC 27 from JAYS Model Kits which I had bought eons ago without a concrete plan. That was the eventual trigger to spin the RAN Fury idea further – why not a navalized version of the Avon Sabre for HMAS Melbourne?
The result is either another kitbash or a highly modified FJ-3M from Sword. The JAYS Model Kits set comes with a THICK sprue that carries two fuselage halves and an air intake, and it also offers a vacu canopy as a thin fallback option because the set is actually intended to be used together with a Hobby Craft F-86F.
While the parts, molded in a somewhat waxy and brittle styrene, look crude on the massive sprue, the fuselage halves come with very fine recessed engravings. And once you have cleaned the parts (NOTHING for people faint at heart, a mini drill with a saw blade is highly recommended), their fit is surprisingly good. The air intake was so exact that no putty was needed to blend it with the rest of the fuselage.
The rest came from the Sword kit and integrating the parts into the CAC 27 fuselage went more smoothly than expected. For instance, the FJ-3M comes with a nice cockpit tub that also holds a full air intake duct. Thanks to the slightly wider fuselage of the CAC 27, it could be mounted into the new fuselage halves without problems and the intake duct almost perfectly matches the intake frame from the conversion set. The tailpipe could be easily integrated without any mods, too. The fins had to be glued directly to the fuselage – but this is the way how the Sword kit is actually constructed! Even the FJ-3M’s wings match the different fuselage perfectly. The only modifications I had to make is a slight enlargement of the ventral wing opening at the front and at the read in order to take the deeper wing element from the Sword kit, but that was an easy task. Once in place, the parts blend almost perfectly into each other, just minor PSR was necessary to hide the seams!
Other mods include an extended front wheel well for the longer leg from the FJ-3M and a scratched arrester hook installation, made from wire, which is on purpose different from the Y-shaped hook of the Furies.
For the canopy I relied on the vacu piece that came with the JAYS set. Fitting it was not easy, though, it took some PSR to blend the windscreen into the rest of the fuselage. Not perfect, but O.K. for such a solution from a conversion set.
The underwing pylons were taken from the Sword kit, including the early Sidewinders. I just replaced the drop tanks – the OOB tanks are very wide, and even though they might be authentic for the FJ-3, I was skeptical if they fit at all under the wings with the landing gear extended? In order to avoid trouble and for a more modern look, I replaced them outright with more slender tanks, which were to mimic A-4 tanks (USN FJ-4s frequently carried Skyhawk tanks). They actually come from a Revell F-16 kit, with modified fins. The refueling probe comes from the Sword kit.
A last word about the Sword kit: much light, but also much shadow. While I appreciate the fine surface engravings, the recognizably cambered wings, a detailed cockpit with a two-piece resin seat and a pretty landing gear as well as the long air intake, I wonder why the creators totally failed to provide ANY detail of the arrester hook (there is literally nothing, as if this was a land-based Sabre variant!?) or went for doubtful solutions like a front landing gear that consists of five(!) single, tiny parts? Sadism? The resin seat was also broken (despite being packed in a seperate bag), and it did not fit into the cockpit tub at all. Meh!
Painting and markings:
From the start I planned to give the model the late RAN A-4Gs’ unique air superiority paint scheme, which was AFAIK introduced in the late Seventies: a two-tone wraparound scheme consisting of “Light Admiralty Grey” (BS381C 697) and “Aircraft Grey” (BS 381C 693). Quite simple, but finding suitable paints was not an easy task, and I based my choice on pictures of the real aircraft (esp. from "buzz" number 880 at the Fleet Air Arm Museum, you find pics of it with very good light condition) rather than rely on (pretty doubtful if not contradictive) recommendations in various painting instructions from models or decal sets.
I wanted to keep things simple and settled upon Dark Gull Grey (FS 36231) and Light Blue (FS 35414), both enamel colors from Modelmaster, since both are rather dull interpretations of these tones. Esp. the Light Blue comes quite close to Light Admiralty Grey, even though it should be lighter for more contrast to the darker grey tone. But it has that subtle greenish touch of the original BS tone, and I did not want to mix the colors.
The pattern was adapted from the late A-4Gs’ scheme, and the colors were dulled down even more through a light black ink wash. Some post-shading with lighter tones emphasized the contrast between the two colors again. And while it is not an exact representation of the unique RAN air superiority scheme, I think that the overall impression is there.
The cockpit interior was painted in very dark grey, while the landing gear, its wells and the inside of the air intake became white. A red rim was painted around the front opening, and the landing gear covers received a red outline, too. The white drop tanks are a detail I took from real world RAN A-4Gs - in the early days of the air superiority scheme, the tanks were frequently still finished in the old USN style livery, hence the white body but fins and tail section already in the updated colors.
The decals became a fight, though. As mentioned above, the came from an ESCI kit – and, as expected, the were brittle. All decals with a clear carrier film disintegrated while soaking in water, only those with a fully printed carrier film were more or less usable. One roundel broke and had to be repaired, and the checkered fin flash was a very delicate affair that broke several times, even though I tried to save and repair it with paint. But you can unfortunately see the damage.
Most stencils and some replacements (e. g. the “Navy” tag) come from the Sword FJ-3. While these decals are crisply printed, their carrier film is utterly thin, so thin that applying esp. the larger decals turned out to be hazardous and complicated. Another point that did not really convince me about the Sword kit.
Finally, the kit was sealed with matt acrylic varnish (Italeri) and some soot stains were added around the exhaust and the gun ports with graphite.
In the end, this build looks, despite the troubles and the rather exotic ingredients like a relatively simple Sabre with Australian markings, just with a different Navy livery. You neither immediately recognize the FJ-3 behind it, nor the Avon Sabre’s bigger fuselage, unless you take a close and probably educated look. Very subtle, though.
The RAN air superiority scheme from the late Skyhawks suits the Sabre/Fury-thing well – I like the fact that it is a modern fighter scheme, but, thanks to the tones and the colorful other markings, not as dull and boring like many others, e. g. the contemporary USN "Ghost" scheme. Made me wonder about an early RAAF F-18 in this livery - should look very pretty, too?
Monday, June 13, 2011
Arsht Center for the Performing Arts
Knight Concert Hall
1300 Biscayne Boulevard
Miami, Florida
Remarks by the President at a DNC Event
Adrienne Arsht Center, Miami, Florida
7:50 P.M. EDT
THE PRESIDENT: Hello, Miami! (Applause.) It's good to see you. (Applause.) It is good to be back in Miami. (Applause.) Thank you, thank you, everybody. Thank you. Everybody have a seat. Have a seat.
What do you guys think of our new DNC chair? (Applause.) Debbie Wasserman Schultz. We are so thrilled to have her. You want Debbie on your side. (Applause.) She's a mom, she's got that cute smile and all that, but she is tough. Don't mess with Debbie. (Laughter.) We are so glad of her leadership.
I know that a lot of folks have already been acknowledged. I want to make sure to mention resident commissioner Pedro Pierluisi of Puerto Rico. Where is he? Pedro, are you still here? There he is right there. (Applause.)
Adrienne Arsht, thank you so much for everything that you've done for the civic life in Miami. (Applause.) Our Florida finance chair, Kirk Wager, is here. (Applause.) Founding co-chair of Gen44, Andrew Korge, is here. (Applause.) Alonzo Mourning is in the house. (Applause.) And, look, he's not from Miami, but he's got 11 championships, so I've got to mention Bill Russell is in the house. (Applause.) Bill Russell -- greatest champion of all time in team sports in North America right here. (Applause.)
It is wonderful to be back. Many of you I've known for a very long time, some of you I'm getting a chance to see for the first time. And it got me thinking back to election night two and a half years ago, in Grant Park. It was a beautiful night in Chicago, and everybody was feeling pretty good who had supported me. And it was an incredibly hopeful time. And you will recall -- maybe you won't but I'm going to remind you -- (laughter) -- I said, this is not the end, this is the beginning. This is the beginning.
Because what I said to the American people that night was that for almost a decade too many Americans had felt as if the American Dream was slipping away. We had seen economic growth and corporate profits and a stock market that had gone up, but there were too many folks who were struggling each and every day, working as hard as they could, being responsible for their families, being responsible to their communities, but somehow they just couldn’t keep up. Wages and incomes had flat-lined, even though the cost of everything from health care to college tuitions to gas had all skyrocketed.
Around the world, the impression of America as a preeminent force for good had lost sway. We were in the midst of two wars. We didn’t seem to be able to tackle challenges that had confronted us for decades -- didn’t have an energy plan that was worthy of the greatness of America; didn’t have an immigration system that would allow us to be a nation of laws and a nation of immigrants; had a school system in which we had no longer -- we were no longer at the top and weren’t preparing our young people to meet the challenges and demands of the 21st century global interdependent economy.
And so when I started the race for President, what I said to all of you was, if you’re looking for easy answers, you’re looking in the wrong place. If you’re looking for just a bunch of partisan rhetoric, I’m probably not your guy. But if you want to join me on this journey,, to make sure that America is living up to its ideals, if you wanted to reclaim the that sense that in America anything is possible if we’re willing to work for it, and if you wanted to see if we could get beyond some of the politics of the past and point towards the future, then I wanted you to be a part of this process. And so all that culminated in Grant Park that night.
But then I said, you know what, this just gives us the opportunity to do what’s possible. This is not the end state. I didn't run for President just to be President. (Applause.) I ran for President to do things -- to do big things, to do hard things.
What we didn't know at the time -- I said this is going to be a steep climb to get to where we want to go, to achieve that summit. We didn't know how steep that climb was going to be because what we now know was we were already in the midst of what would turn out to be the worst recession since the Great Depression -- came this close to a financial meltdown that would have spun the global financial system out of control.
We lost 4 million jobs in the six months before I was sworn in, and we’d lose another 4 [million] before any of our economic initiatives had a chance to take effect. And all the challenges that ordinary families, working families, middle-class families had been feeling for years were suddenly compounded. Folks were losing their jobs, losing their homes, didn't know what the future held.
And so we’ve spent the last two and a half years trying to heal this country, trying to mend what was broken. And with the help of people like Debbie and Pedro, we’ve made enormous strides. With the help of you, we have made enormous strides. I mean, think about it. An economy that was contracting is now growing. An economy that was shedding millions of jobs, we’ve seen over 2 million jobs created in the last 15 months, in the private sector. (Applause.) The financial system stabilized. And some of the decisions that we made were not popular. Everybody acts now like, well, yeah, that was easy. (Laughter.) Think about it.
Just think for a moment about the U.S. auto industry. We were on the verge of the liquidation of two of the three big automakers in the United States -- Chrysler and GM. Now, there’s been some revisionist history that’s been offered lately about, well, they might have survived without our help -- except nobody at GM or Chrysler believes that. They were going to break that up and sell off the spare parts. And as a consequence, you would have seen a million people -- suppliers, dealerships -- all gone, in the midst of this incredible hardship that people were already experiencing. (Applause.) And we made tough decisions and we made the right decisions. And now we’ve got the big three automakers -- (applause) -- all profitable, all increasing market share, hiring back workers.
And we didn’t forget the promises that we had made during the campaign. We said we wanted to make sure that once again America would have the highest proportion of college graduates in the world. And so in pursuit of that goal, we said let’s stop subsidizing big banks as middlemen on the student loan program. (Applause.) Let’s take back billions of dollars and give it directly to young people so that millions of children -- a million of our kids are going to be able to go to college without $100,000 or $200,000 worth of debt.
We said we’re going to start building a genuine clean energy industry in this country, and made the largest investment in clean energy in our history. And we did that. We said that we’d begin the process of rebuilding our infrastructure in this country, and made the largest investment rebuilding our roads and our bridges and our ports since Eisenhower built the Interstate Highway System in the 1950s, putting hundreds of thousands of people to work all across America, doing the work that needs to be done.
We said we had to finally, after generations, deal with the travesty of the richest nation on Earth having people who went bankrupt because they went sick and couldn’t afford to provide health care to their families -- (applause) -- and we passed a historic health care law that is going to make sure that everybody in this country can get health care and is going to help drive prices down on health care in the bargain. (Applause.) We promised we’d do that, and we did it.
Oh, and along the way, we did a few other things, like pass equal pay for equal work legislation. (Applause.) And make sure that never again will you be barred from serving your country in uniform just because of the person that you love. (Applause.) And we appointed two women to the Supreme Court, one of them the first Latina in our history. (Applause.) And we expanded national service so that our young people would know what it means to give back to this country. (Applause.)
And we passed financial regulatory reform so that not only would we not see a reprise of the financial shenanigans that had gone on before, but we’d actually have a consumer bureau that would be able to look after folks when they take out credit cards and they take out mortgages, so that they wouldn’t be cheated. (Applause.)
And on the international front, we said we would end the war in Iraq -- and we have ended combat operations in Iraq and will be bringing our troops home this year. (Applause.) And we said that we would start refocusing our efforts in Afghanistan, and especially go after al Qaeda -- and we went after al Qaeda and we’re going after al Qaeda -- (applause) -- and beginning the transition process so that Afghans can take responsibility for their security.
And in the meantime, we dealt with a few other things -- like pirates. (Laughter.) And pandemic and oil spills. So there were a few other things that kept us occupied.
And I describe all this not for us to be complacent, but for all of us to remember that as hard as these battles have been, as much resistance as we’ve gotten, as much as the political debate has been distorted at times, that our basic premise -- the idea that when we put our minds to it, there’s nothing America can’t do -- that's been proven. (Applause.) That's been borne out. We have the evidence. We’ve brought about amazing change over the last two and a half years.
And we couldn’t have done it without you. We couldn’t -- we could not --
AUDIENCE MEMBER: Keep your promise, stop AIDS now!
THE PRESIDENT: That's all right. That's all right. We’re good. We’re good.
AUDIENCE MEMBERS: (Inaudible.)
THE PRESIDENT: Hold up. Hold up.
So -- now, here’s the thing. The reason we’re here today is because our work is not done. (Applause.) For all the progress we’ve made, our work is not complete. We’re not at the summit. We just -- we’re just partway up the mountain. There’s more to do. There is more to do.
We still don't have the kind of energy policy that America needs -- and all of you experience that at the pump each and every day. Our economy is still vulnerable to the spot oil market and us having to import billions of dollars, when we could be not only producing more energy right here at home, but we could be producing energy that's clean and renewable and what would ensure that we could pass on the kind of planet to the next generation that all of us long for. (Applause.)
We know that we’re not done when it comes to issues like immigration reform. I was down here at Miami Dade -- (applause) -- an amazing institution that embodies what America is all about. Young people who can trace their heritage to 181 different countries were represented. (Applause.) And some of you who may not be familiar with the ceremony, what they do is they bring out the flags of each country where somebody can trace their roots. And everybody cheers. The Cuban flag comes up and everybody goes crazy. (Applause.) The Jamaican flag comes up and everybody is hooting and hollering. (Applause.) See, sort of just like this.
But then there’s one flag that comes up, and that is the American flag, and everybody explodes -- (applause) -- because that’s the essence of who we are. Out of many, one. But we don’t have a system that reflects those values. It is still an issue that’s exploited, that’s used to divide instead of bringing people together. We’ve got more work to do.
We’ve got more work to do when it comes to rebuilding the infrastructure of this country. We’ve got a couple of trillion dollars worth of work that needs to be done. We were at a Jobs Council meeting up in North Carolina and the chairman of Southwest, the CEO of Southwest, he explained how because our air traffic control system is so archaic, we probably waste about 15 percent of fuel because planes are having to go this way and that. The whole system was designed back in the 1930s before you even had things like GPS. But think about -- what’s true for the airlines industry is true for our roads, it’s true for our ports, it’s true for our airports, it’s true for our power system. We’ve got more work to do.
We’ve made incredible progress on education, helping students to finance their college educations, but we still don’t have enough engineers. We still don’t have enough scientists. We still lag behind other countries when it comes to training our young people for the jobs, the high-skilled jobs that are going to provide high wages and allow them to support a family.
But we’ve made incredible progress K through 12 with something we call Race to the Top, which basically says -- (applause) -- to school districts and to states, you reform the system and we will show you the money, and so providing incentives. And 40 states across the country have made critical reforms as a consequence to this program. But we still have schools where half the kids drop out. We still consign too many of our young people to lives of desperation and despair. We’ve got more work to do.
And we’ve got so much work to do on our economy. We’ve got so much more work to do on our economy. Every night I get letters. We get about 40,000 pieces of mail at the White House every day, and I ask my team to select 10 letters for me to read that are representative of what people are feeling out there. And I will tell you these really are representative, because about half of them call me an idiot. (Laughter.) And -- but most of the stories are just some ordinary folks who have done the right thing, have worked hard all their lives. Some of them are small business owners who have poured their savings into a venture, and then when the recession hit they lost everything, and now they’re trying to get back on their feet.
You get letters from moms who are trying to figure out how to pay their bills at the end of the month, and they’re going back to school while they’re working to see if they can retrain for a better job. Sometimes you get folks who have sent out 100 resumes and haven’t gotten a response, and are trying to describe what it’s like to tell your child than nobody wants to hire you. Sometimes you get a letter from a kid who says, my parents are about to lose my home -- Mr. President, is there something you can do to help?
And in all those stories, what you see is incredible resilience and incredible stick-to-itiveness, and a sense on the part of people that no matter how down they are, they’re not out. And they don’t expect government to solve all their problems. All they’re looking for is that somebody cares and that we’re doing everything we can, trying every idea to make sure that this economy is moving. And they don’t understand how it is that good ideas get caught up in partisan politics, and why is it that people seem to be arguing all the time instead of trying to do the people’s business.
So we’ve got more work to do -- investing in our education system and making sure that -- (applause) -- making sure that our infrastructure is built and we’re putting people back to work, and helping the housing market recover, and dealing with our budget in a way that allows us to once again live within our means but doing so in a way that is consistent with our values.
You know, this budget debate that we’re having in Washington right now, it’s not just about numbers. It’s about values. It’s about what we believe and who we are as a people. The easiest thing to do to balance a budget is you just slash and burn and you cut and you don’t worry about the consequences. But that’s not who we are. We’re better than that. (Applause.)
I don’t want to live in a country where we’re no longer helping young people go to college, and so your fate is basically determined by where you were born and your circumstances. If that were the case, I wouldn’t be standing here today. I don't want to live in a country where we no longer believe that we can build the best airports or the best rail systems. I don't want to live in a country where we’re no longer investing in basic research and science so that we’re at the cutting edge of technology. I don't want to live in a country where we are abandoning our commitment to the most vulnerable among us -- the disabled, our seniors -- making sure that they’ve got a basic safety net so that they can live with dignity and respect in their golden years. (Applause.)
And so here’s the -- the good news is that we can bring down our deficit and we can work down our debt, and we can do so the same way families all across America do, by prioritizing and deciding what’s important to us. So we’re going to have to scrub the federal budget and get rid of every program that doesn't work, and get rid of every regulation that is outdated. And we’ve got to make sure that we build on all the tax cuts that we’ve provided to small businesses and to individuals over the last couple years so that they’re getting back on their feet.
But we’ve also got to make sure that whatever sacrifices we make, whatever burdens are borne are spread among all of us; that we’re not just doing it on the backs of the poor; that we’re not just doing it on the backs of our seniors; that we’re not just doing it on the backs of the most vulnerable. (Applause.)
And the other side say, well, you know what, we can just cut and cut and cut and cut -- and by the way, you, Mr. President, since you’ve been so lucky, we’re going to give you a $200,000 tax break. I’d love to have a tax break. I don’t like paying taxes -- I’m the President. (Laughter.) This notion somehow that I enjoy paying taxes or administering taxes, that makes no sense. Nothing is better for a politician than saying, you know what, forget about it, you will have everything you need and everything this country needs and you don’t have to pay for a thing.
But, you know what, I don’t want a $200,000 tax break if it means that 33 seniors are each going to have to pay $6,000 more a year for their Medicare. (Applause.) I don’t want that. I don’t want a tax break if it means hundreds of kids won’t be able to go to Head Start. (Applause.) That’s not a tradeoff I’m willing to make. That’s not a tradeoff most of Americans are willing to make. That’s not who we are. That’s not what we believe in.
And the reason I’m not willing to make a tradeoff, it’s not out of charity. It’s because my life is better when I know, as I’m driving by a school, you know what, those kids in there, they’ve got the best teachers, they’ve got the best equipment -- I know that they’re going to succeed. That makes me feel better about my life and about my country. (Applause.)
And if I’m seeing an elderly couple stroll by holding hands -- and I’m saying to myself, you know, that’s going to be Michelle and me in a few years -- and I know that whatever their circumstances, I know they’ve got Social Security and they’ve got Medicare that they can count on, that makes my life better. That makes my life richer. (Applause.)
So that's what this campaign is going to be about. It’s going to be about values. It’s the same thing that the 2008 campaign was about: What's important to you? Who are we? What is it about America that makes us so proud?
When I think about why our campaign drew so much excitement, it was because it tapped into those essential things that bind us together. I look out at this auditorium, and I see people from every walk of life, every age, every demographic -- but there’s something that binds us together, that says this is what makes our country so special.
And that's what’s at stake. That's the journey that we’re on. And the only way that we stay on track, the only way that we continue that journey is if all of you are involved. Because what also made the campaign special was it wasn’t about me -- it was never about me -- it was about us. It was about you. (Applause.) It was about you being willing to be involved, and you being willing to be engaged. Because that's also what makes America special -- ordinary people doing extraordinary things.
Now, two and a half years have passed since that night in Grant Park, and I’ve got a lot more gray hair. (Laughter.) And what seemed so fresh and new, now -- we’ve seen Obama so many times on TV, and we know all his quirks and all his tics and he’s been poked apart. And there’s some of you who probably have felt at times during the last two and a half years, gosh, why isn’t this happening faster? Why isn’t this easier? Why are we struggling? And why didn’t health care get done quicker? And why didn’t we get the public option? (Laughter and applause.) And what -- I know the conversation you guys are having. (Laughter.) "I’m not feeling as hopeful as I was." And I understand that. There have been frustrations, and I’ve got some dings to show for it over the last two and half years.
But I never said this was going to be easy. This is a democracy. It’s a big country and a diverse country. And our political process is messy. Yes, you don’t always get 100 percent of what you want, and you make compromises. That’s how the system was designed. But what I hope all of you still feel is that for all the frustrations, for all the setbacks, for all the occasional stumbles, that what motivates us, what we most deeply cherish, that that’s still within reach. That it’s still possible to bring about extraordinary change. That it’s still possible to make sure that the America we pass down to our kids and our grandkids is a better America than the one we inherited. (Applause.) I’m confident about that. I believe in that, because I believe in you.
And so I’m glad you guys came to the rally. But just like in 2008, if we want to bring about the change we believe in, we’re going to have to get to work. You’re going to have to make phone calls. (Applause.) You’re going to have to knock on doors. You’re going to have to talk to all your friends and all your neighbors, and you’re going to have to talk to the naysayers. And you’re going to have to go out there and say: We’ve got more work to do. And if they tell you, I don’t know, I’m not sure, I’m not convinced -- you just remind them of those three words that captured this campaign, captured the last campaign and will capture the 2012 campaign: Yes, we can.
Thank you, Miami. God bless you. (Applause.) God bless the United States of America.
END
8:20 P.M. EDT
+++ 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:
The CAC Sabre, sometimes known as the Avon Sabre or CA-27, was an Australian variant of the North American Aviation F-86F Sabre fighter aircraft. In 1951, Commonwealth Aircraft Corporation obtained a license agreement to build the F-86F Sabre. In a major departure from the North American blueprint, it was decided that the CA-27 would be powered by a license-built version of the Rolls-Royce Avon R.A.7, rather than the General Electric J47. In theory, the Avon was capable of more than double the maximum thrust and double the thrust-to-weight ratio of the US engine. This necessitated a re-design of the fuselage, as the Avon was shorter, wider and lighter than the J47.
To accommodate the Avon, over 60 percent of the fuselage was altered and there was a 25 percent increase in the size of the air intake. Another major revision was in replacing the F-86F's six machine guns with two 30mm ADEN cannon, while other changes were also made to the cockpit and to provide an increased fuel capacity.
The prototype aircraft first flew on 3 August 1953. The production aircrafts' first deliveries to the Royal Australian Air Force began in 1954. The first batch of aircraft were powered by the Avon 20 engine and were designated the Sabre Mk 30. Between 1957 and 1958 this batch had the wing slats removed and were re-designated Sabre Mk 31. These Sabres were supplemented by 20 new-built aircraft. The last batch of aircraft were designated Sabre Mk 32 and used the Avon 26 engine, of which 69 were built up to 1961.
Beyond these land-based versions, an indigenous version for carrier operations had been developed and built in small numbers, too, the Sea Sabre Mk 40 and 41. The roots of this aircraft, which was rather a prestigious idea than a sensible project, could be traced back to the immediate post WWII era. A review by the Australian Government's Defence Committee recommended that the post-war forces of the RAN be structured around a Task Force incorporating multiple aircraft carriers. Initial plans were for three carriers, with two active and a third in reserve, although funding cuts led to the purchase of only two carriers in June 1947: Majestic and sister ship HMS Terrible, for the combined cost of AU£2.75 million, plus stores, fuel, and ammunition. As Terrible was the closer of the two ships to completion, she was finished without modification, and was commissioned into the RAN on 16 December 1948 as HMAS Sydney. Work progressed on Majestic at a slower rate, as she was upgraded with the latest technology and equipment. To cover Majestic's absence, the Colossus-class carrier HMS Vengeance was loaned to the RAN from 13 November 1952 until 12 August 1955.
Labour difficulties, late delivery of equipment, additional requirements for Australian operations, and the prioritization of merchant ships over naval construction delayed the completion of Majestic. Incorporation of new systems and enhancements caused the cost of the RAN carrier acquisition program to increase to AU£8.3 million. Construction and fitting out did not finish until October 1955. As the carrier neared completion, a commissioning crew was formed in Australia and first used to return Vengeance to the United Kingdom.
The completed carrier was commissioned into the RAN as HMAS Majestic on 26 October 1955, but only two days later, the ship was renamed Melbourne and recommissioned.
In the meantime, the rather political decision had been made to equip Melbourne with an indigenous jet-powered aircraft, replacing the piston-driven Hawker Fury that had been successfully operated from HMAS Sydney and HMAS Vengeance, so that the "new jet age" was even more recognizable. The choice fell on the CAC Sabre, certainly inspired by North American's successful contemporary development of the navalized FJ-2 Fury from the land-based F-86 Sabre. The CAC 27 was already a proven design, and with its more powerful Avon engine it even offered a better suitability for carrier operations than the FJ-2 with its rather weak J47 engine.
Work on this project, which was initially simply designated Sabre Mk 40, started in 1954, just when the first CAC 27's were delivered to operative RAAF units. While the navalized Avon Sabre differed outwardly only little from its land-based brethren, many details were changed and locally developed. Therefore, there was also, beyond the general outlines, little in common with the North American FJ-2 an -3 Fury.
Externally, a completely new wing with a folding mechanism was fitted. It was based on the F-86's so-called "6-3" wing, with a leading edge that was extended 6 inches at the root and 3 inches at the tip. This modification enhanced maneuverability at the expense of a small increase in landing speed due to deletion of the leading edge slats, a detail that was later introduced on the Sabre Mk 31, too. As a side benefit, the new wing leading edges without the slat mechanisms held extra fuel. However, the Mk 40's wing was different as camber was applied to the underside of the leading edge to improve low-speed handling for carrier operations. The wings were provided with four stations outboard of the landing gear wells for up to 1000 lb external loads on the inboard stations and 500 lb on the outboard stations.
Slightly larger stabilizers were fitted and the landing gear was strengthened, including a longer front wheel strut. The latter necessitated an enlarged front wheel well, so that the front leg’s attachment point had to be moved forward. A ventral launch cable hook was added under the wing roots and an external massive arrester hook under the rear fuselage.
Internally, systems were protected against salt and humidity and a Rolls-Royce Avon 211 turbojet was fitted, a downrated variant of the already navalized Avon 208 from the British DH Sea Vixen, but adapted to the different CAC 27 airframe and delivering 8.000 lbf (35.5 kN) thrust – slightly more than the engines of the land-based CAC Sabres, but also without an afterburner.
A single Mk 40 prototype was built from a new CAC 27 airframe taken directly from the production line in early 1955 and made its maiden flight on August 20th of the same year. In order to reflect its naval nature and its ancestry, this new CAC 27 variant was officially christened “Sea Sabre”.
Even though the modified machine handled well, and the new, cambered wing proved to be effective, many minor technical flaws were discovered and delayed the aircraft's development until 1957. These included the wing folding mechanism and the respective fuel plumbing connections, the landing gear, which had to be beefed up even more for hard carrier landings and the airframe’s structural strength for catapult launches, esp. around the ventral launch hook.
In the meantime, work on the land-based CAC 27 progressed in parallel, too, and innovations that led to the Mk 31 and 32 were also incorporated into the naval Mk 40, leading to the Sea Sabre Mk 41, which became the effective production aircraft. These updates included, among others, a detachable (but fixed) refueling probe under the starboard wing, two more pylons for light loads located under the wing roots and the capability to carry and deploy IR-guided AIM-9 Sidewinder air-to-air missiles, what significantly increased the Mk 41's efficiency as day fighter. With all these constant changes it took until April 1958 that the Sabre Mk 41, after a second prototype had been directly built to the new standard, was finally approved and cleared for production. Upon delivery, the RAN Sea Sabres carried a standard NATO paint scheme with Extra Dark Sea Grey upper surfaces and Sky undersides.
In the meantime, the political enthusiasm concerning the Australian carrier fleet had waned, so that only twenty-two aircraft were ordered. The reason behind this decision was that Australia’s carrier fleet and its capacity had become severely reduced: Following the first decommissioning of HMAS Sydney in 1958, Melbourne became the only aircraft carrier in Australian service, and she was unavailable to provide air cover for the RAN for up to four months in every year; this time was required for refits, refueling, personnel leave, and non-carrier duties, such as the transportation of troops or aircraft. Although one of the largest ships to serve in the RAN, Melbourne was one of the smallest carriers to operate in the post-World War II period, so that its contribution to military actions was rather limited. To make matters worse, a decision was made in 1959 to restrict Melbourne's role to helicopter operations only, rendering any carrier-based aircraft in Australian service obsolete. However, this decision was reversed shortly before its planned 1963 implementation, but Australia’s fleet of carrier-borne fixed-wing aircraft would not grow to proportions envisioned 10 years ago.
Nevertheless, on 10 November 1964, an AU£212 million increase in defense spending included the purchase of new aircraft for Melbourne. The RAN planned to acquire 14 Grumman S-2E Tracker anti-submarine aircraft and to modernize Melbourne to operate these. The acquisition of 18 new fighter-bombers was suggested (either Sea Sabre Mk 41s or the American Douglas A-4 Skyhawk), too, but these were dropped from the initial plan. A separate proposal to order 10 A-4G Skyhawks, a variant of the Skyhawk designed specifically for the RAN and optimized for air defense, was approved in 1965, but the new aircraft did not fly from Melbourne until the conclusion of her refit in 1969. This move, however, precluded the production of any new and further Sea Sabre.
At that time, the RAN Sea Sabres received a new livery in US Navy style, with upper surfaces in Light Gull Gray with white undersides. The CAC Sea Sabres remained the main day fighter and attack aircraft for the RAN, after the vintage Sea Furies had been retired in 1962. The other contemporary RAN fighter type in service, the Sea Venom FAW.53 all-weather fighter that had replaced the Furies, already showed its obsolescence.
In 1969, the RAN purchased another ten A-4G Skyhawks, primarily in order to replace the Sea Venoms on the carriers, instead of the proposed seventh and eighth Oberon-class submarines. These were operated together with the Sea Sabres in mixed units on board of Melbourne and from land bases, e.g. from NAS Nowra in New South Wales, where a number of Sea Sabres were also allocated to 724 Squadron for operational training.
Around 1970, Melbourne operated a standard air group of four jet aircraft, six Trackers, and ten Wessex helicopters until 1972, when the Wessexes were replaced with ten Westland Sea King anti-submarine warfare helicopters and the number of jet fighters doubled. Even though the A-4G’s more and more took over the operational duties on board of Melbourne, the Sea Sabres were still frequently deployed on the carrier, too, until the early Eighties, when both the Skyhawks and the Sea Sabres received once more a new camouflage, this time a wraparound scheme in two shades of grey, reflecting their primary airspace defense mission.
The CAC 27 Mk 41s’ last carrier operations took place in 1981 in the course of Melbourne’s involvements in two major exercises, Sea Hawk and Kangaroo 81, the ship’s final missions at sea. After Melbourne was decommissioned in 1984, the Fleet Air Arm ceased fixed-wing combat aircraft operation. This was the operational end of the Sabre Mk 41, which had reached the end of their airframe lifetime, and the Sea Sabre fleet had, during its career, severely suffered from accidents and losses: upon retirement, only eight of the original twenty-two aircraft still existed in flightworthy condition, so that the aircraft were all scrapped. The younger RAN A-4Gs were eventually sold to New Zealand, where they were kept in service until 2002.
General characteristics:
Crew: 1
Length: 37 ft 6 in (11.43 m)
Wingspan: 37 ft 1 in (11.3 m)
Height: 14 ft 5 in (4.39 m)
Wing area: 302.3 sq ft (28.1 m²)
Empty weight: 12,000 lb (5,443 kg)
Loaded weight: 16,000 lb (7,256 kg)
Max. takeoff weight: 21,210 lb (9,621 kg)
Powerplant:
1× Rolls-Royce Avon 208A turbojet engine with 8,200 lbf (36.44 kN)
Performance:
Maximum speed: 700 mph (1,100 km/h) (605 knots)
Range: 1,153 mi, (1,000 NM, 1,850 km)
Service ceiling: 52,000 ft (15,850 m)
Rate of climb: 12,000 ft/min at sea level (61 m/s)
Armament:
2× 30 mm ADEN cannons with 150 rounds per gun
5,300 lb (2,400 kg) of payload on six external hardpoints;
Bombs were usually mounted on outer two pylons as the mid pair were wet-plumbed pylons for
2× 200 gallons drop tanks, while the inner pair was usually occupied by a pair of AIM-9 Sidewinder
AAMs
A wide variety of bombs could be carried with maximum standard loadout being 2x 1,000 lb bombs
or 2x Matra pods with unguided SURA missiles plus 2 drop tanks for ground attacks, or 2x AIM-9 plus
two drop tanks as day fighter
The kit and its assembly:
This project was initially inspired by a set of decals from an ESCI A-4G which I had bought in a lot – I wondered if I could use it for a submission to the “In the navy” group build at whatifmodelers.com in early 2020. I considered an FJ-3M in Australian colors on this basis and had stashed away a Sword kit of that aircraft for this purpose. However, I had already built an FJ variant for the GB (a kitbashed mix of an F-86D and an FJ-4B in USMC colors), and was reluctant to add another Fury.
This spontaneously changed after (thanks to Corona virus quarantine…) I cleaned up one of my kit hoards and found a conversion set for a 1:72 CAC 27 from JAYS Model Kits which I had bought eons ago without a concrete plan. That was the eventual trigger to spin the RAN Fury idea further – why not a navalized version of the Avon Sabre for HMAS Melbourne?
The result is either another kitbash or a highly modified FJ-3M from Sword. The JAYS Model Kits set comes with a THICK sprue that carries two fuselage halves and an air intake, and it also offers a vacu canopy as a thin fallback option because the set is actually intended to be used together with a Hobby Craft F-86F.
While the parts, molded in a somewhat waxy and brittle styrene, look crude on the massive sprue, the fuselage halves come with very fine recessed engravings. And once you have cleaned the parts (NOTHING for people faint at heart, a mini drill with a saw blade is highly recommended), their fit is surprisingly good. The air intake was so exact that no putty was needed to blend it with the rest of the fuselage.
The rest came from the Sword kit and integrating the parts into the CAC 27 fuselage went more smoothly than expected. For instance, the FJ-3M comes with a nice cockpit tub that also holds a full air intake duct. Thanks to the slightly wider fuselage of the CAC 27, it could be mounted into the new fuselage halves without problems and the intake duct almost perfectly matches the intake frame from the conversion set. The tailpipe could be easily integrated without any mods, too. The fins had to be glued directly to the fuselage – but this is the way how the Sword kit is actually constructed! Even the FJ-3M’s wings match the different fuselage perfectly. The only modifications I had to make is a slight enlargement of the ventral wing opening at the front and at the read in order to take the deeper wing element from the Sword kit, but that was an easy task. Once in place, the parts blend almost perfectly into each other, just minor PSR was necessary to hide the seams!
Other mods include an extended front wheel well for the longer leg from the FJ-3M and a scratched arrester hook installation, made from wire, which is on purpose different from the Y-shaped hook of the Furies.
For the canopy I relied on the vacu piece that came with the JAYS set. Fitting it was not easy, though, it took some PSR to blend the windscreen into the rest of the fuselage. Not perfect, but O.K. for such a solution from a conversion set.
The underwing pylons were taken from the Sword kit, including the early Sidewinders. I just replaced the drop tanks – the OOB tanks are very wide, and even though they might be authentic for the FJ-3, I was skeptical if they fit at all under the wings with the landing gear extended? In order to avoid trouble and for a more modern look, I replaced them outright with more slender tanks, which were to mimic A-4 tanks (USN FJ-4s frequently carried Skyhawk tanks). They actually come from a Revell F-16 kit, with modified fins. The refueling probe comes from the Sword kit.
A last word about the Sword kit: much light, but also much shadow. While I appreciate the fine surface engravings, the recognizably cambered wings, a detailed cockpit with a two-piece resin seat and a pretty landing gear as well as the long air intake, I wonder why the creators totally failed to provide ANY detail of the arrester hook (there is literally nothing, as if this was a land-based Sabre variant!?) or went for doubtful solutions like a front landing gear that consists of five(!) single, tiny parts? Sadism? The resin seat was also broken (despite being packed in a seperate bag), and it did not fit into the cockpit tub at all. Meh!
Painting and markings:
From the start I planned to give the model the late RAN A-4Gs’ unique air superiority paint scheme, which was AFAIK introduced in the late Seventies: a two-tone wraparound scheme consisting of “Light Admiralty Grey” (BS381C 697) and “Aircraft Grey” (BS 381C 693). Quite simple, but finding suitable paints was not an easy task, and I based my choice on pictures of the real aircraft (esp. from "buzz" number 880 at the Fleet Air Arm Museum, you find pics of it with very good light condition) rather than rely on (pretty doubtful if not contradictive) recommendations in various painting instructions from models or decal sets.
I wanted to keep things simple and settled upon Dark Gull Grey (FS 36231) and Light Blue (FS 35414), both enamel colors from Modelmaster, since both are rather dull interpretations of these tones. Esp. the Light Blue comes quite close to Light Admiralty Grey, even though it should be lighter for more contrast to the darker grey tone. But it has that subtle greenish touch of the original BS tone, and I did not want to mix the colors.
The pattern was adapted from the late A-4Gs’ scheme, and the colors were dulled down even more through a light black ink wash. Some post-shading with lighter tones emphasized the contrast between the two colors again. And while it is not an exact representation of the unique RAN air superiority scheme, I think that the overall impression is there.
The cockpit interior was painted in very dark grey, while the landing gear, its wells and the inside of the air intake became white. A red rim was painted around the front opening, and the landing gear covers received a red outline, too. The white drop tanks are a detail I took from real world RAN A-4Gs - in the early days of the air superiority scheme, the tanks were frequently still finished in the old USN style livery, hence the white body but fins and tail section already in the updated colors.
The decals became a fight, though. As mentioned above, the came from an ESCI kit – and, as expected, the were brittle. All decals with a clear carrier film disintegrated while soaking in water, only those with a fully printed carrier film were more or less usable. One roundel broke and had to be repaired, and the checkered fin flash was a very delicate affair that broke several times, even though I tried to save and repair it with paint. But you can unfortunately see the damage.
Most stencils and some replacements (e. g. the “Navy” tag) come from the Sword FJ-3. While these decals are crisply printed, their carrier film is utterly thin, so thin that applying esp. the larger decals turned out to be hazardous and complicated. Another point that did not really convince me about the Sword kit.
Finally, the kit was sealed with matt acrylic varnish (Italeri) and some soot stains were added around the exhaust and the gun ports with graphite.
In the end, this build looks, despite the troubles and the rather exotic ingredients like a relatively simple Sabre with Australian markings, just with a different Navy livery. You neither immediately recognize the FJ-3 behind it, nor the Avon Sabre’s bigger fuselage, unless you take a close and probably educated look. Very subtle, though.
The RAN air superiority scheme from the late Skyhawks suits the Sabre/Fury-thing well – I like the fact that it is a modern fighter scheme, but, thanks to the tones and the colorful other markings, not as dull and boring like many others, e. g. the contemporary USN "Ghost" scheme. Made me wonder about an early RAAF F-18 in this livery - should look very pretty, too?
As the land around the City of Gretna is annexed, many farmers are battled to keep their farmland taxed under a greenbelt status. LB 580, introduced and prioritized by Sen. Holdcroft was signed into law in 2023 allowing farmers to keep their greenbelt status.
s/n 0585GT
240 bhp, 2,953 cc single overhead camshaft V-12 engine with three Weber carburetors, four-speed all-synchromesh manual gearbox, independent front suspension with unequal-length A-arms and coil springs, live rear axle with semi-elliptic leaf springs and parallel trailing arms, and four-wheel drum brakes. Wheelbase: 2,600 mm
• Very first of the second series 14-louver design
• One of nine examples built
• Featured in the Hollywood Classic, The Love Bug
• Matching numbers, extensively documented, and complete with full Ferrari Classiche certification
• Received a class award at the 2011 Quail Motorsports Gathering
• Single ownership for 14 years and offered for the first time ever at auction
• Pristine example of Ferrari’s most revered berlinetta
The tragic accident at the 1955 24 Hours of Le Mans that claimed the lives of one driver and 79 spectators had a profound effect on the shape of racing, one that ultimately led to the creation of one of Ferrari’s most celebrated models. Racing enthusiasts and competitors alike agreed that the crash was ultimately the result of the increasingly potent powertrains of the Le Mans sports cars, and in order to prevent further disaster, new regulations would be required to veer from the path of these thinly veiled race cars, which were essentially grand prix cars packaged with two-seater bodies.
The following year, the FIA responded by creating new gran turismo classes that not only prioritized safety, but also re-established the concept of competitively racing a road-based production car. Ferrari, of course, was well prepared for the challenge, having just debuted its new series-production 250 GT at the Geneva Motor Show of 1956. While the coupe on display featured an elegant body that would go on to be produced in quantity by Boano, thus providing necessary homologation, the underlying chassis proved to be the basis for the competition car, or berlinetta, that Ferrari sought to enter into the FIA’s new racing classifications. Pininfarina designed a new lightweight body that was built by Scaglietti, using thin-gauge aluminum and Perspex windows and a minimally upholstered cabin. The finished car, then known officially as the 250 GT Berlinetta, was ultimately made in a sparing quantity of 77 examples that are further sub-divided by subtle differences in coachwork over the model’s four-year production run.
Ferrari’s hopes for competitive success were quickly realized when Olivier Gendebien and Jacques Washer co-drove the very first car, chassis number 0503 GT, to a First in Class and Fourth Overall at the Giro di Sicilia in April 1956, with a Fifth Overall (First in Class) at the Mille Miglia later that month. But the model’s defining success didn’t occur until September, during the 1956 Tour de France Automobile, a grueling 3,600 mile, week-long contest that combined six circuit races, two hill climbs, and a drag race. The Marquis Alfonso de Portago, a Spanish aristocrat and privateer racer, drove chassis number 0557 GT to a dominating victory that sealed the dynamic model’s reputation. Enzo Ferrari was so pleased with the outcome that the 250 GT Berlinetta was subsequently and internally, though never officially, referred to as the Tour de France. The moniker proved to be quite fitting, as Gendebien took First Overall at the 1957, 1958, and 1959 installments of the French race, as well as a Third Overall at the 1957 Mille Miglia, a triumph that witnessed the defeat of many more purpose-built sports racers.
With the introduction of a short-wheelbase 250 GT in late-1959, the outgoing platform became retrospectively labeled as the long-wheelbase version, though the original car’s designation of 250 GT LWB Berlinetta is now largely simplified with the name ‘Tour de France.’ Through its brief production run, the TdF underwent several external body modifications, ultimately resulting in four different series-produced body styles (not including a handful of Zagato-bodied cars). The alterations in appearance are most easily recognizable in the so-called sail panels, the rear ¾-panels of the c-pillar that adjoin the roof. Initially produced with no louvers at all, these panels featured 14 louvers in the second-series cars, followed by a series with just three louvers, and ending with a series that featured just one sail-panel louver. Of all of these series, the 14-louver cars are the rarest, with only nine examples produced, and are judged by many enthusiasts to be the handsomest of the group.
This fabulous, early Ferrari 250 GT Tour de France is the very first example constructed of the second series design that featured 14-louver sail-panels. On November 15, 1956, the stunning TdF was purchased by Tony Parravano, the Italian national and Southern California building construction magnate who is better known among 1950s racing enthusiasts for the numerous Italian sports cars that he campaigned in the area’s SCCA circuit. 0585 GT was entered for the Palm Springs road races in early April of 1957, before being disqualified because the sanctioning body did not recognize it as a production car. Changing hands among a couple of Los Angeles-based owners during the early-1960s, 0585 GT eventually came into the possession of Walt Disney Studios for use in the 1966 film The Love Bug, the celebrated Disney classic about “Herbie,” the racing VW Beetle with a soul.
Following its memorable Hollywood turn, this important 250 GT fell on hard times, passing through the Schaub family, of Los Angeles, before reportedly being abandoned on the side of the Hollywood freeway. Records indicate two more owners during the 1970s and 1980s. In September 1994, the car surfaced and was offered for sale in an unrestored state by David Cottingham’s DK Engineering in Watford, England. Unable to sell 0585 GT for its true value, DK, in late-1996, elected to totally restore the historically significant Tour de France, a freshening that debuted to overwhelming acclaim at Coy’s International Historic Festival at Silverstone in July 1997. The festival proved to be a perfect stage for the immaculate car, as it was sold the following October to its current owner, a well-respected Southern California-based collector who has a 40-year history of collecting and caring for some of the most recognizable and important Ferrari cars ever built.
Registered under license plate “MY 56 TDF,” 0585 GT was soon campaigned in a number of vintage rallies, including the Tour Auto of April 1998, as well as the Mille Miglia of the following May. The car also participated in the Tour Auto in 1999 and 2000, and placed 39th Overall at the 2000 Shell Ferrari/Maserati Historic Challenge at Le Mans. 0585 GT returned to the Tour Auto in 2001, 2002, 2004, and 2006 and was displayed at Car Classic: Freedom of Motion, the 2010 exhibition held at the Art Center College of Design in Pasadena, California. The following August, 0585 GT’s extreme quality and rarity were confirmed with the ultimate in exhibitive recognition, a class award at the 2011 Quail Motorsports Gathering in Carmel, California, where the car won “The Great Ferraris” class, honoring some of the marque’s earliest and important sports and racing cars.
In addition to all of these awards and racing achievements, 0585 GT has also gone under the scrutiny of the Ferrari factory’s certification program and easily received the full “Red Book” certification through Newport Beach Ferrari specialist, John Amette. For the certification process, the original gearbox was put in the car; however, the current owner has since removed it and put a more user-friendly synchromesh gearbox in the car for much better drivability purposes. It must be noted that the original unit will be supplied with the sale of this car. A full set of original tools and a jack will also be included, as well as a booklet of documentation and various trophies and awards that the car has received over the years. In preparation for the sale, 0585 GT has also just been completely detailed and sorted at well-respected Junior’s House of Color in Long Beach, California, so it will look stunning in presentation.
On a recent track drive in preparation for RM’s video and photography efforts, the car performed flawlessly, handling directly and powering through all of the gears with ease. As the RM specialist describes, “The four-wheel drum brakes and skinny tyres can sometimes provide a different driving experience for those familiar with later cars fitted with disk brakes and wider stances; however, it allows the pilot to become much more intimate with the driving experience and to engage the engine in a much different way, creating a completely different awareness of timing and speed…The most beautiful thing about these early TDs is what most Ferraristi will attest to, and that is the sound of the exhaust note when the car breaches 3500 rpm. As you power out of the corners, there is that point when the car just feels and sounds right! All the noises, the vibrations, and the elements of speed come together to create a symphonic harmony that is unlike anything else. Moreover, the sound is not too overpowering and is pleasurable for extended periods of time, which cannot be said for many other race-bred cars. It is the ultimate dual-purpose Ferrari!”
Impeccably cared for and stunningly restored, 0585 GT is a beautiful and rare example of the second series 14-louver Tour de France, one of Ferrari’s greatest sports cars of all time. This car’s next owner can look forward to continued warm receptions at the world’s finest automotive events, including rallies such as the Tour Auto and Mille Miglia, and premium exhibitive venues, such as Pebble Beach, Amelia Island, and the Palm Beach Cavallino Classic. It is a truly unique representative of one of Ferrari’s most revered models, and in many ways, it is the ultimate symbol of Ferrari’s long pursuit of dual-purpose sports cars that can be seriously campaigned as easily as they can be road driven. Given their extremely low production numbers and desirability, these cars rarely come to the market. The availability of 0585 GT after 14-years of single ownership offers an unbeatable chance to acquire one of the most storied machines to emerge from Maranello’s legendary motoring lore.
[Text from RM Auctions]
www.rmauctions.com/lots/lot.cfm?lot_id=1052658
This Lego miniland-scale Ferrari 250 GT LWB Berlinetta 'Tour de France' (1956 - Scaglietti), has been created for Flickr LUGNuts' 89th Build Challenge, - "Over a Million, Under a Thousand", - a challenge to build vehicles valued over one million (US) dollars, or under one thousand (US) dollars.
This particular vehicle was auctioned by the RM Auction house on Saturday, August 18, 2012, where it sold for $6,710,000.
Purpose
Since 2001, the Master Plan has guided the collection and analysis of technical data to prioritize and implement projects, programs, and regulatory solutions.
Bridgei2i is very good provider of insurance analytics. Their insurance analytics solutions bring in a unique combination of advanced analytics techniques and domain experience to help businesses develop a clear understanding of the market landscape, prioritize marketing channels and transform digital data into actionable insights to deliver incremental marketing return on investment. For more.. www.bridgei2i.com/insurance-analytics-solutions
Biennalist :
Biennalist is an Art Format commenting on active biennials and managed cultural events through artworks.Biennalist takes the thematics of the biennales and similar events like festivals and conferences seriously, questioning the established structures of the staged art events in order to contribute to the debate, which they wish to generate.
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links about Biennalist :
Thierry Geoffroy/Colonel:
en.wikipedia.org/wiki/Thierry_Geoffroy
en.wikipedia.org/wiki/Emergency_Room_(art)
www.emergencyrooms.org/formats.html
—--Biennale from wikipedia —--
The Venice International Film Festival is part of the Venice Biennale. The famous Golden Lion is awarded to the best film screening at the competition.
Biennale (Italian: [bi.enˈnaːle]), Italian for "biennial" or "every other year", is any event that happens every two years. It is most commonly used within the art world to describe large-scale international contemporary art exhibitions. As such the term was popularised by Venice Biennale, which was first held in 1895. Since the 1990s, the terms "biennale" and "biennial" have been interchangeably used in a more generic way - to signify a large-scale international survey show of contemporary art that recurs at regular intervals but not necessarily biannual (such as triennials, Documenta, Skulptur Projekte Münster).[1] The phrase has also been used for other artistic events, such as the "Biennale de Paris", "Kochi-Muziris Biennale", Berlinale (for the Berlin International Film Festival) and Viennale (for Vienna's international film festival).
Characteristics[edit]
According to author Federica Martini, what is at stake in contemporary biennales is the diplomatic/international relations potential as well as urban regeneration plans. Besides being mainly focused on the present (the “here and now” where the cultural event takes place and their effect of "spectacularisation of the everyday"), because of their site-specificity cultural events may refer back to,[who?] produce or frame the history of the site and communities' collective memory.[2]
The Great Exhibition in The Crystal Palace in Hyde Park, London, in 1851, the first attempt to condense the representation of the world within a unitary exhibition space.
A strong and influent symbol of biennales and of large-scale international exhibitions in general is the Crystal Palace, the gigantic and futuristic London architecture that hosted the Great Exhibition in 1851. According to philosopher Peter Sloterdijk,[3][page needed] the Crystal Palace is the first attempt to condense the representation of the world in a unitary exhibition space, where the main exhibit is society itself in an a-historical, spectacular condition. The Crystal Palace main motives were the affirmation of British economic and national leadership and the creation of moments of spectacle. In this respect, 19th century World fairs provided a visual crystallization of colonial culture and were, at the same time, forerunners of contemporary theme parks.
The Venice Biennale as an archetype[edit]
The structure of the Venice Biennale in 2005 with an international exhibition and the national pavilions.
The Venice Biennale, a periodical large-scale cultural event founded in 1895, served as an archetype of the biennales. Meant to become a World Fair focused on contemporary art, the Venice Biennale used as a pretext the wedding anniversary of the Italian king and followed up to several national exhibitions organised after Italy unification in 1861. The Biennale immediately put forth issues of city marketing, cultural tourism and urban regeneration, as it was meant to reposition Venice on the international cultural map after the crisis due to the end of the Grand Tour model and the weakening of the Venetian school of painting. Furthermore, the Gardens where the Biennale takes place were an abandoned city area that needed to be re-functionalised. In cultural terms, the Biennale was meant to provide on a biennial basis a platform for discussing contemporary art practices that were not represented in fine arts museums at the time. The early Biennale model already included some key points that are still constitutive of large-scale international art exhibitions today: a mix of city marketing, internationalism, gentrification issues and destination culture, and the spectacular, large scale of the event.
Biennials after the 1990s[edit]
The situation of biennials has changed in the contemporary context: while at its origin in 1895 Venice was a unique cultural event, but since the 1990s hundreds of biennials have been organized across the globe. Given the ephemeral and irregular nature of some biennials, there is little consensus on the exact number of biennials in existence at any given time.[citation needed] Furthermore, while Venice was a unique agent in the presentation of contemporary art, since the 1960s several museums devoted to contemporary art are exhibiting the contemporary scene on a regular basis. Another point of difference concerns 19th century internationalism in the arts, that was brought into question by post-colonial debates and criticism of the contemporary art “ethnic marketing”, and also challenged the Venetian and World Fair’s national representation system. As a consequence of this, Eurocentric tendency to implode the whole word in an exhibition space, which characterises both the Crystal Palace and the Venice Biennale, is affected by the expansion of the artistic geographical map to scenes traditionally considered as marginal. The birth of the Havana Biennial in 1984 is widely considered an important counterpoint to the Venetian model for its prioritization of artists working in the Global South and curatorial rejection of the national pavilion model.
International biennales[edit]
In the term's most commonly used context of major recurrent art exhibitions:
Adelaide Biennial of Australian Art, South Australia
Asian Art Biennale, in Taichung, Taiwan (National Taiwan Museum of Fine Arts)
Athens Biennale, in Athens, Greece
Bienal de Arte Paiz, in Guatemala City, Guatemala[4]
Arts in Marrakech (AiM) International Biennale (Arts in Marrakech Festival)
Bamako Encounters, a biennale of photography in Mali
Bat-Yam International Biennale of Landscape Urbanism
Beijing Biennale
Berlin Biennale (contemporary art biennale, to be distinguished from Berlinale, which is a film festival)
Bergen Assembly (triennial for contemporary art in Bergen, Norway)www.bergenassembly.no
Bi-City Biennale of Urbanism\Architecture, in Shenzhen and Hong Kong, China
Bienal de Arte de Ponce in Ponce, Puerto Rico
Biënnale van België, Biennial of Belgium, Belgium
BiennaleOnline Online biennial exhibition of contemporary art from the most promising emerging artists.
Biennial of Hawaii Artists
Biennale de la Biche, the smallest biennale in the world held at deserted island near Guadeloupe, French overseas region[5][6]
Biwako Biennale [ja], in Shiga, Japan
La Biennale de Montreal
Biennale of Luanda : Pan-African Forum for the Culture of Peace,[7] Angola
Boom Festival, international music and culture festival in Idanha-a-Nova, Portugal
Bucharest Biennale in Bucharest, Romania
Bushwick Biennial, in Bushwick, Brooklyn, New York
Canakkale Biennial, in Canakkale, Turkey
Cerveira International Art Biennial, Vila Nova de Cerveira, Portugal [8]
Changwon Sculpture Biennale in Changwon, South Korea
Dakar Biennale, also called Dak'Art, biennale in Dakar, Senegal
Documenta, contemporary art exhibition held every five years in Kassel, Germany
Estuaire (biennale), biennale in Nantes and Saint-Nazaire, France
EVA International, biennial in Limerick, Republic of Ireland
Göteborg International Biennial for Contemporary Art, in Gothenburg, Sweden[9]
Greater Taipei Contemporary Art Biennial, in Taipei, Taiwan
Gwangju Biennale, Asia's first and most prestigious contemporary art biennale
Havana biennial, in Havana, Cuba
Helsinki Biennial, in Helsinki, Finland
Herzliya Biennial For Contemporary Art, in Herzliya, Israel
Incheon Women Artists' Biennale, in Incheon, South Korea
Iowa Biennial, in Iowa, USA
Istanbul Biennial, in Istanbul, Turkey
International Roaming Biennial of Tehran, in Tehran and Istanbul
Jakarta Biennale, in Jakarta, Indonesia
Jerusalem Biennale, in Jerusalem, Israel
Jogja Biennale, in Yogyakarta, Indonesia
Karachi Biennale, in Karachi, Pakistan
Keelung Harbor Biennale, in Keelung, Taiwan
Kochi-Muziris Biennale, largest art exhibition in India, in Kochi, Kerala, India
Kortrijk Design Biennale Interieur, in Kortrijk, Belgium
Kobe Biennale, in Japan
Kuandu Biennale, in Taipei, Taiwan
Lagos Biennial, in Lagos, Nigeria[10]
Light Art Biennale Austria, in Austria
Liverpool Biennial, in Liverpool, UK
Lofoten International Art Festival [no] (LIAF), on the Lofoten archipelago, Norway[11]
Manifesta, European Biennale of contemporary art in different European cities
Mediations Biennale, in Poznań, Poland
Melbourne International Biennial 1999
Mediterranean Biennale in Sakhnin 2013
MOMENTA Biennale de l'image [fr] (formerly known as Le Mois de la Photo à Montréal), in Montreal, Canada
MOMENTUM [no], in Moss, Norway[12]
Moscow Biennale, in Moscow, Russia
Munich Biennale, new opera and music-theatre in even-numbered years
Mykonos Biennale
Nakanojo Biennale[13]
NGV Triennial, contemporary art exhibition held every three years at the National Gallery of Victoria, Melbourne, Australia
October Salon – Belgrade Biennale [sr], organised by the Cultural Center of Belgrade [sr], in Belgrade, Serbia[14]
OSTEN Biennial of Drawing Skopje, North Macedonia[15]
Biennale de Paris
Riga International Biennial of Contemporary Art (RIBOCA), in Riga, Latvia[16]
São Paulo Art Biennial, in São Paulo, Brazil
SCAPE Public Art Christchurch Biennial in Christchurch, New Zealand[17]
Prospect New Orleans
Seoul Biennale of Architecture and Urbanism
Sequences, in Reykjavík, Iceland[18]
Shanghai Biennale
Sharjah Biennale, in Sharjah, UAE
Singapore Biennale, held in various locations across the city-state island of Singapore
Screen City Biennial, in Stavanger, Norway
Biennale of Sydney
Taipei Biennale, in Taipei, Taiwan
Taiwan Arts Biennale, in Taichung, Taiwan (National Taiwan Museum of Fine Arts)
Taiwan Film Biennale, in Hammer Museum, Los Angeles, U.S.A.
Thessaloniki Biennale of Contemporary Art [el], in Thessaloniki, Greece[19]
Dream city, produced by ART Rue Association in Tunisia
Vancouver Biennale
Visayas Islands Visual Arts Exhibition and Conference (VIVA ExCon) in the Philippines [20]
Venice Biennale, in Venice, Italy, which includes:
Venice Biennale of Contemporary Art
Venice Biennale of Architecture
Venice Film Festival
Vladivostok biennale of Visual Arts, in Vladivostok, Russia
Whitney Biennial, hosted by the Whitney Museum of American Art, in New York City, NY, USA
Web Biennial, produced with teams from Athens, Berlin and Istanbul.
West Africa Architecture Biennale,[21] Virtual in Lagos, Nigeria.
WRO Biennale, in Wrocław, Poland[22]
Music Biennale Zagreb
[SHIFT:ibpcpa] The International Biennale of Performance, Collaborative and Participatory Arts, Nomadic, International, Scotland, UK.
—---Venice Biennale from wikipedia —
The Venice Biennale (/ˌbiːɛˈnɑːleɪ, -li/; Italian: La Biennale di Venezia) is an international cultural exhibition hosted annually in Venice, Italy by the Biennale Foundation.[2][3][4] The biennale has been organised every year since 1895, which makes it the oldest of its kind. The main exhibition held in Castello, in the halls of the Arsenale and Biennale Gardens, alternates between art and architecture (hence the name biennale; biennial).[5][6][7] The other events hosted by the Foundation—spanning theatre, music, and dance—are held annually in various parts of Venice, whereas the Venice Film Festival takes place at the Lido.[8]
Organization[edit]
Art Biennale
Art Biennale
International Art Exhibition
1895
Even-numbered years (since 2022)
Venice Biennale of Architecture
International Architecture Exhibition
1980
Odd-numbered years (since 2021)
Biennale Musica
International Festival of Contemporary Music
1930
Annually (Sep/Oct)
Biennale Teatro
International Theatre Festival
1934
Annually (Jul/Aug)
Venice Film Festival
Venice International Film Festival
1932
Annually (Aug/Sep)
Venice Dance Biennale
International Festival of Contemporary Dance
1999
Annually (June; biennially 2010–16)
International Kids' Carnival
2009
Annually (during Carnevale)
History
1895–1947
On April 19, 1893, the Venetian City Council passed a resolution to set up an biennial exhibition of Italian Art ("Esposizione biennale artistica nazionale") to celebrate the silver anniversary of King Umberto I and Margherita of Savoy.[11]
A year later, the council decreed "to adopt a 'by invitation' system; to reserve a section of the Exhibition for foreign artists too; to admit works by uninvited Italian artists, as selected by a jury."[12]
The first Biennale, "I Esposizione Internazionale d'Arte della Città di Venezia (1st International Art Exhibition of the City of Venice)" (although originally scheduled for April 22, 1894) was opened on April 30, 1895, by the Italian King and Queen, Umberto I and Margherita di Savoia. The first exhibition was seen by 224,000 visitors.
The event became increasingly international in the first decades of the 20th century: from 1907 on, several countries installed national pavilions at the exhibition, with the first being from Belgium. In 1910 the first internationally well-known artists were displayed: a room dedicated to Gustav Klimt, a one-man show for Renoir, a retrospective of Courbet. A work by Picasso "Family of Saltimbanques" was removed from the Spanish salon in the central Palazzo because it was feared that its novelty might shock the public. By 1914 seven pavilions had been established: Belgium (1907), Hungary (1909), Germany (1909), Great Britain (1909), France (1912), and Russia (1914).
During World War I, the 1916 and 1918 events were cancelled.[13] In 1920 the post of mayor of Venice and president of the Biennale was split. The new secretary general, Vittorio Pica brought about the first presence of avant-garde art, notably Impressionists and Post-Impressionists.
1922 saw an exhibition of sculpture by African artists. Between the two World Wars, many important modern artists had their work exhibited there. In 1928 the Istituto Storico d'Arte Contemporanea (Historical Institute of Contemporary Art) opened, which was the first nucleus of archival collections of the Biennale. In 1930 its name was changed into Historical Archive of Contemporary Art.
In 1930, the Biennale was transformed into an Ente Autonomo (Autonomous Board) by Royal Decree with law no. 33 of 13-1-1930. Subsequently, the control of the Biennale passed from the Venice city council to the national Fascist government under Benito Mussolini. This brought on a restructuring, an associated financial boost, as well as a new president, Count Giuseppe Volpi di Misurata. Three entirely new events were established, including the Biennale Musica in 1930, also referred to as International Festival of Contemporary Music; the Venice Film Festival in 1932, which they claim as the first film festival in history,[14] also referred to as Venice International Film Festival; and the Biennale Theatro in 1934, also referred to as International Theatre Festival.
In 1933 the Biennale organized an exhibition of Italian art abroad. From 1938, Grand Prizes were awarded in the art exhibition section.
During World War II, the activities of the Biennale were interrupted: 1942 saw the last edition of the events. The Film Festival restarted in 1946, the Music and Theatre festivals were resumed in 1947, and the Art Exhibition in 1948.[15]
1948–1973[edit]
The Art Biennale was resumed in 1948 with a major exhibition of a recapitulatory nature. The Secretary General, art historian Rodolfo Pallucchini, started with the Impressionists and many protagonists of contemporary art including Chagall, Klee, Braque, Delvaux, Ensor, and Magritte, as well as a retrospective of Picasso's work. Peggy Guggenheim was invited to exhibit her collection, later to be permanently housed at Ca' Venier dei Leoni.
1949 saw the beginning of renewed attention to avant-garde movements in European—and later worldwide—movements in contemporary art. Abstract expressionism was introduced in the 1950s, and the Biennale is credited with importing Pop Art into the canon of art history by awarding the top prize to Robert Rauschenberg in 1964.[16] From 1948 to 1972, Italian architect Carlo Scarpa did a series of remarkable interventions in the Biennale's exhibition spaces.
In 1954 the island San Giorgio Maggiore provided the venue for the first Japanese Noh theatre shows in Europe. 1956 saw the selection of films following an artistic selection and no longer based upon the designation of the participating country. The 1957 Golden Lion went to Satyajit Ray's Aparajito which introduced Indian cinema to the West.
1962 included Arte Informale at the Art Exhibition with Jean Fautrier, Hans Hartung, Emilio Vedova, and Pietro Consagra. The 1964 Art Exhibition introduced continental Europe to Pop Art (The Independent Group had been founded in Britain in 1952). The American Robert Rauschenberg was the first American artist to win the Gran Premio, and the youngest to date.
The student protests of 1968 also marked a crisis for the Biennale. Student protests hindered the opening of the Biennale. A resulting period of institutional changes opened and ending with a new Statute in 1973. In 1969, following the protests, the Grand Prizes were abandoned. These resumed in 1980 for the Mostra del Cinema and in 1986 for the Art Exhibition.[17]
In 1972, for the first time, a theme was adopted by the Biennale, called "Opera o comportamento" ("Work or Behaviour").
Starting from 1973 the Music Festival was no longer held annually. During the year in which the Mostra del Cinema was not held, there was a series of "Giornate del cinema italiano" (Days of Italian Cinema) promoted by sectorial bodies in campo Santa Margherita, in Venice.[18]
1974–1998[edit]
1974 saw the start of the four-year presidency of Carlo Ripa di Meana. The International Art Exhibition was not held (until it was resumed in 1976). Theatre and cinema events were held in October 1974 and 1975 under the title Libertà per il Cile (Freedom for Chile)—a major cultural protest against the dictatorship of Augusto Pinochet.
On 15 November 1977, the so-called Dissident Biennale (in reference to the dissident movement in the USSR) opened. Because of the ensuing controversies within the Italian left wing parties, president Ripa di Meana resigned at the end of the year.[19]
In 1979 the new presidency of Giuseppe Galasso (1979-1982) began. The principle was laid down whereby each of the artistic sectors was to have a permanent director to organise its activity.
In 1980, the Architecture section of the Biennale was set up. The director, Paolo Portoghesi, opened the Corderie dell'Arsenale to the public for the first time. At the Mostra del Cinema, the awards were brought back into being (between 1969 and 1979, the editions were non-competitive). In 1980, Achille Bonito Oliva and Harald Szeemann introduced "Aperto", a section of the exhibition designed to explore emerging art. Italian art historian Giovanni Carandente directed the 1988 and 1990 editions. A three-year gap was left afterwards to make sure that the 1995 edition would coincide with the 100th anniversary of the Biennale.[13]
The 1993 edition was directed by Achille Bonito Oliva. In 1995, Jean Clair was appointed to be the Biennale's first non-Italian director of visual arts[20] while Germano Celant served as director in 1997.
For the Centenary in 1995, the Biennale promoted events in every sector of its activity: the 34th Festival del Teatro, the 46th art exhibition, the 46th Festival di Musica, the 52nd Mostra del Cinema.[21]
1999–present[edit]
In 1999 and 2001, Harald Szeemann directed two editions in a row (48th & 49th) bringing in a larger representation of artists from Asia and Eastern Europe and more young artists than usual and expanded the show into several newly restored spaces of the Arsenale.
In 1999 a new sector was created for live shows: DMT (Dance Music Theatre).
The 50th edition, 2003, directed by Francesco Bonami, had a record number of seven co-curators involved, including Hans Ulrich Obrist, Catherine David, Igor Zabel, Hou Hanru and Massimiliano Gioni.
The 51st edition of the Biennale opened in June 2005, curated, for the first time by two women, Maria de Corral and Rosa Martinez. De Corral organized "The Experience of Art" which included 41 artists, from past masters to younger figures. Rosa Martinez took over the Arsenale with "Always a Little Further." Drawing on "the myth of the romantic traveler" her exhibition involved 49 artists, ranging from the elegant to the profane.
In 2007, Robert Storr became the first director from the United States to curate the Biennale (the 52nd), with a show entitled Think with the Senses – Feel with the Mind. Art in the Present Tense.
Swedish curator Daniel Birnbaum was artistic director of the 2009 edition entitled "Fare Mondi // Making Worlds".
The 2011 edition was curated by Swiss curator Bice Curiger entitled "ILLUMInazioni – ILLUMInations".
The Biennale in 2013 was curated by the Italian Massimiliano Gioni. His title and theme, Il Palazzo Enciclopedico / The Encyclopedic Palace, was adopted from an architectural model by the self-taught Italian-American artist Marino Auriti. Auriti's work, The Encyclopedic Palace of the World was lent by the American Folk Art Museum and exhibited in the first room of the Arsenale for the duration of the biennale. For Gioni, Auriti's work, "meant to house all worldly knowledge, bringing together the greatest discoveries of the human race, from the wheel to the satellite," provided an analogous figure for the "biennale model itself...based on the impossible desire to concentrate the infinite worlds of contemporary art in a single place: a task that now seems as dizzyingly absurd as Auriti's dream."[22]
Curator Okwui Enwezor was responsible for the 2015 edition.[23] He was the first African-born curator of the biennial. As a catalyst for imagining different ways of imagining multiple desires and futures Enwezor commissioned special projects and programs throughout the Biennale in the Giardini. This included a Creative Time Summit, e-flux journal's SUPERCOMMUNITY, Gulf Labor Coalition, The Invisible Borders Trans-African Project and Abounaddara.[24][25]
The 2017 Biennale, titled Viva Arte Viva, was directed by French curator Christine Macel who called it an "exhibition inspired by humanism".[26] German artist Franz Erhard Walter won the Golden Lion for best artist, while Carolee Schneemann was awarded a posthumous Golden Lion for Lifetime Achievement.[27]
The 2019 Biennale, titled May You Live In Interesting Times, was directed by American-born curator Ralph Rugoff.[28]
The 2022 edition was curated by Italian curator Cecilia Alemani entitled "The Milk of Dreams" after a book by British-born Mexican surrealist painter Leonora Carrington.[29]
The Biennale has an attendance today of over 500,000 visitors.[30][31][32]
Role in the art market[edit]
When the Venice Biennale was founded in 1895, one of its main goals was to establish a new market for contemporary art. Between 1942 and 1968 a sales office assisted artists in finding clients and selling their work,[33] a service for which it charged 10% commission. Sales remained an intrinsic part of the biennale until 1968, when a sales ban was enacted. An important practical reason why the focus on non-commodities has failed to decouple Venice from the market is that the biennale itself lacks the funds to produce, ship and install these large-scale works. Therefore, the financial involvement of dealers is widely regarded as indispensable;[16] as they regularly front the funding for production of ambitious projects.[34] Furthermore, every other year the Venice Biennale coincides with nearby Art Basel, the world's prime commercial fair for modern and contemporary art. Numerous galleries with artists on show in Venice usually bring work by the same artists to Basel.[35]
Central Pavilion and Arsenale[edit]
The formal Biennale is based at a park, the Giardini. The Giardini includes a large exhibition hall that houses a themed exhibition curated by the Biennale's director.
Initiated in 1980, the Aperto began as a fringe event for younger artists and artists of a national origin not represented by the permanent national pavilions. This is usually staged in the Arsenale and has become part of the formal biennale programme. In 1995 there was no Aperto so a number of participating countries hired venues to show exhibitions of emerging artists. From 1999, both the international exhibition and the Aperto were held as one exhibition, held both at the Central Pavilion and the Arsenale. Also in 1999, a $1 million renovation transformed the Arsenale area into a cluster of renovated shipyards, sheds and warehouses, more than doubling the Arsenale's exhibition space of previous years.[36]
A special edition of the 54th Biennale was held at Padiglione Italia of Torino Esposizioni – Sala Nervi (December 2011 – February 2012) for the 150th Anniversary of Italian Unification. The event was directed by Vittorio Sgarbi.[37]
National pavilions[edit]
Main article: National pavilions at the Venice Biennale
The Giardini houses 30 permanent national pavilions.[13] Alongside the Central Pavilion, built in 1894 and later restructured and extended several times, the Giardini are occupied by a further 29 pavilions built at different periods by the various countries participating in the Biennale. The first nation to build a pavilion was Belgium in 1907, followed by Germany, Britain and Hungary in 1909.[13] The pavilions are the property of the individual countries and are managed by their ministries of culture.[38]
Countries not owning a pavilion in the Giardini are exhibited in other venues across Venice. The number of countries represented is still growing. In 2005, China was showing for the first time, followed by the African Pavilion and Mexico (2007), the United Arab Emirates (2009), and India (2011).[39]
The assignment of the permanent pavilions was largely dictated by the international politics of the 1930s and the Cold War. There is no single format to how each country manages their pavilion, established and emerging countries represented at the biennial maintain and fund their pavilions in different ways.[38] While pavilions are usually government-funded, private money plays an increasingly large role; in 2015, the pavilions of Iraq, Ukraine and Syria were completely privately funded.[40] The pavilion for Great Britain is always managed by the British Council[41] while the United States assigns the responsibility to a public gallery chosen by the Department of State which, since 1985, has been the Peggy Guggenheim Collection.[42] The countries at the Arsenale that request a temporary exhibition space pay a hire fee per square meter.[38]
In 2011, the countries were Albania, Andorra, Argentina, Australia, Austria, Bangladesh, Belarus, Belgium, Brazil, Bulgaria, Canada, Chile, China, Congo, Costa Rica, Croatia, Cuba, Cyprus, Czechia and Slovakia, Denmark, Egypt, Estonia, Finland, France, Georgia, Germany, Greece, Haiti, Hungary, Iceland, India, Iran, Iraq, Ireland, Israel, Italy, Japan, Korea, Latvia, Lithuania, Luxembourg, Macedonia, Mexico, Moldova, Montenegro, Netherlands, New Zealand, Norway, Poland, Portugal, Romania, Russia, San Marino, Saudi Arabia, Serbia, Singapore, Slovenia, South Africa, Spain, Sweden, Switzerland, Syrian Arab Republic, Taiwan, Thailand, Turkey, Ukraine, United Arab Emirates, United Kingdom, United States of America, Uruguay, Venezuela, Wales and Zimbabwe. In addition to this there are two collective pavilions: Central Asia Pavilion and Istituto Italo-Latino Americano. In 2013, eleven new participant countries developed national pavilions for the Biennale: Angola, Bosnia and Herzegowina, the Bahamas, Bahrain, the Ivory Coast, Kosovo, Kuwait, the Maldives, Paraguay, Tuvalu, and the Holy See. In 2015, five new participant countries developed pavilions for the Biennale: Grenada,[43] Republic of Mozambique, Republic of Seychelles, Mauritius and Mongolia. In 2017, three countries participated in the Art Biennale for the first time: Antigua & Barbuda, Kiribati, and Nigeria.[44] In 2019, four countries participated in the Art Biennale for the first time: Ghana, Madagascar, Malaysia, and Pakistan.[45]
As well as the national pavilions there are countless "unofficial pavilions"[46] that spring up every year. In 2009 there were pavilions such as the Gabon Pavilion and a Peckham pavilion. In 2017 The Diaspora Pavilion bought together 19 artists from complex, multinational backgrounds to challenge the prevalence of the nation state at the Biennale.[47]
The Internet Pavilion (Italian: Padiglione Internet) was founded in 2009 as a platform for activists and artists working in new media.[48][49][50] Subsequent editions were held since,[51] 2013,[51] in conjunction with the biennale.[52]
-----
وینسVenetsiya
art umjetnost umění kunst taideτέχνη művészetList ealaínarte māksla menasartiKunst sztuka artăumenie umetnost konstcelfקונסטարվեստincəsənətশিল্প艺术(yìshù)藝術 (yìshù)ხელოვნებაकलाkos duabアートಕಲೆសិល្បៈ미(misul)ສິນລະປະകലकलाအတတ်ပညာकलाකලාවகலைఆర్ట్ศิลปะ آرٹsan'atnghệ thuậtفن (fan)אומנותهنرsanat artist
venice biennale Venezia Venedig biennalen Bienal_de_Venecia Venise Venecia Bienalo Bienal Biënnale Venetië Veneza Μπιενάλε της Βενετίας ヴェネツィ ア・ビエンナーレ 威尼斯双年展 Venedik Bienali Venetsian biennaali Wenecji biennial #venicebiennale #venicebiennial biennalism
Veneziako Venecija Venècia Venetië Veneetsia Venetsia VenedigΒ ενετία Velence Feneyjar Venice Venēcija Venezja Venezia Wenecja VenezaVeneția Venetsiya Benátky Benetke Fenisוועניס Վենետիկ ভেনি স威尼斯 威尼斯 ვენეციისવે નિસवेनिसヴ ェネツィアವೆನಿಸ್베니스வெனிஸ்వెనిస్เวนิซوینس Venetsiya Italy italia
--------key words
headband protest fashion protestfashion artistic intervention performance artformat action installation critical critic critique institutional critic choregraphy scenography
#venicebiennale #biennalist #artformat #biennale #artbiennale #biennial
#BiennaleArte2024 #artformat
A view of the installation ‘Pandemic Classroom’ at United Nations Headquarters to call attention to the need for governments to prioritize the reopening of schools. Schools have been completely closed for more than 168 million children globally during almost an entire year due to COVID-19 lockdowns.
UN Photo/Eskinder Debebe
2 March 2021
New York, United States of America
Photo # UN7886074
EXPRESATE A TI MISMA DE FORMA CREATIVA CADA DIA porque es realmente muy bonito
Ten tu propia experiencia de vida, vive tus sueños propios y anhelos, realmente todo es posible, y los sueños si se hacen realidad.
Es mi intención, que las imágenes, les den mucha alegría y felicidad, compartirlas siempre ha sido importante p/ mi, espero que les sean utiles en la planeacion de sus viajes o en su vida cotidiana.
“Lo q nos hace humanos es la humanidad que nosotros mostramos por otros. Es acerca de dar, preocuparnos por los demas, respetar y tener compasion.”
“What makes us human is the humanity we show each other. It’s about giving back, caring, respecting and having compassion for others.”
“Solo hay una vida para cada uno de nosotros, la nuestra. / There is just one life for each of us our own” Euripides
“ Cuida de tu alma, prioritiza la belleza, la contemplación, las Experiencias que se sientan de forma profunda, las relaciones interpersonales, conocimiento, sentido de un hogar, arte, paz Espiritual, comunidad, relajación y confort” / Take care of your soul prioritize: Beauty, Contemplation, Deeply felt experiences, Meaningful relationships, Knowledge, Sense of home, Art, Spiritual peace, Community, Relaxation and confort” Thomas Moore
“Your imagination is able to do all that you ask in proportion to the degree of your attention” Neville
“ I love, I accept you, I appreciate you, I forgive you” / “I am grateful” John Gabriel
“Live independent of the good opinion of others” Wayne Dyer
“There is only one corner of the universe you can be certain of improving and that’s your ownself” Bob Proctor
No te quedes con un sólo momento, porque la vida esta llena de muchisisisimos momentos
“To win you have to believe it will happen” Megan Rapinoe
"We are all in the same quest to feel the peace inside us and live a fulfill life /Todos estamos en la misma búsqueda para sentir paz interior y vivir una vida plena”Prew Rawat
Antes, iba por la vida en busca de vivir experiencias únicas e increíbles. Ahora me doy cuenta que cada instante de la vida es realmente único e irrepetible
“We must reflect that when we reach the end of our days our life experience will equal what we paid attention to, whether by choice or default”William James
“Develop the habit of feeding your mind with positive mental food, remember, you are very sensitive to the influences in your environment, whether they are radio, television, newspapers, magazines, billboards or conversations with other people. Your mind is your most important and precious asset, you must protected and keep it clean, clear and focus on what you want rather that allowed it to be polluted by the negative influences around you…Keep your mind clean, clear, positive and free, not only you become what you think about it, but you also become what you feed in your mind on a regular basis.” Brian Tracy, Million Dollar Habits
“Get around the right people, make the habit to associate ONLY with the kind of people you admire, respect and want to be like, don’t just drink coffee with whoever happens to be sitting in the break room, do not go out for lunch with the person next door, do not socialize after work with anyone who invites you, be thoughtful and clear about the kind of people you allowed to influence your thinking and feelings with their conversations and opinions.” Bryan Tracy
“You can't fly with the eagles if you continue to scratch with the turkeys" - Zig Ziglar
“Make things happen” Bryan Tracy
“A musician must make music, an artist must paint, a poet must write if it be peace with itself, what a man can be it must be“ Maslow
“Universal principles:
The law of control: you feel happy to the degree you feel you are in control of your own life, you feel happy to the degree you feel you are not in control of your own life
The law of believe: Whatever you believe with conviction, becomes your reality, your believes then become your realities, your are not what you think you are as they said but what you think you are.
The Law of expectations: Whatever you expect with confidence becomes your own self fulfilling prophecy, in other words, you do not necessary get what you want but rather what you expect
The law of attraction: you are a living magnet, you invariably attract into your life the people, ideas and circumstances that harmonize with your dominate thoughts, specially your dominate thoughts emotionalized
The law of correspondence: your outer world is a reflection of your inner world,
You become what you think about most of the time, what you think about you bring about, you always move in the direction of your dominate thoughts ” Brian Tracy
"My life, my message" Ghandi
"You can never bath in the same river twice, the river is always flowing“
El universo es único
"I made my existence meaningful, at the least we will have no regrets " Dalai Lama
La confianza se gana, y es muy frágil
“Your most import goal in life is ensure your own happiness, if you don’t place your own happiness as the central organizing principal of your life no-one else will do it for you, each person is intensivly focus on doing the things that him her or her happy.” Bryan Tracy
“You can only give away something that you already have, often unhappy people said they are sacrificing their own happiness so they can make others happy. You cannot give away what you don’t have, you cannot make other people happy, if you are unhappy yourself.”Bryan Tracy
“If you want to improve anyone else quality of life begin by improving the quality of your own inner life,“Bryan Tracy
“Real change lies within all of us its in the choices we make everyday,” Megan Rapinoe
No seas sin darte cuenta, una repetidora, ten SIEMPRE, TU OPINION propia
Decide your environment wisely
Cultivate a vibrant o social life
Que puedas,
No necesariamente quiere decir que debas
"Kids need sleep and phisycal activity and family time and time to use their imaginations, those things cannot happen when they are lost in screen worlds" Adam Alter
"Tv and other entertainment media should be avoided for children and infants under age 2. A child's brain dévelops rapidly during these years. And young children learn best by interacting with people not screens" AAP
I am enough
Evita siempre que puedas a los "intermediarios"
Mas conciertos, más reuniones, más conexión humana verdadera cara a cara
Peaceful coexistence / Coexistencia pacifica
"Always embrace the common humanity that lies at the heart of all us, always affirm the oneness of our human family, let your hear be soften by the balm of compassion reflecting deeply upon the needs and aspirations of yourself and others..." Dalai Lama
Compassion
"May peace and happiness prevails everywhere/ Que la Paz y la Felicidad prevalezcan en todos lados " Dalai Lama
"Despite doctrinal differences we are all simply humans/ A pesar de todas las diferencias doctrinales todos somos simplemente humanos” Dalai Lama
Harmony
Basic human quality: empathy and good heart/ Cualidades humanas básicas: empatía
y buen corazón” Dalai Lama
¿Qué llevar contigo a cualquier viaje?
-Una actitud de respeto hacia los usos y costumbres locales, los habitantes de la region. la naturaleza, los minerales, y los seres vivos.
“La verdadera marca de la grandeza no está sólo en lo que una persona logra en su propia vida, sino en su capacidad de ayudar a otros a ayudarse a sí mismos y darse cuenta de que ellos también pueden llegar a ser grandes”
J. Earl Shoaff
La confianza es cómo el papel China / que al romperse, imposible que quede igual
Answer the call for compassion, included self-compassion
Stop outsourcing decision making about your life to devices and computers
“Trata de forma deliberada mantener tu atencion plena en el momento presente “
Las bibliotecas publicas son una de las mejores ideas del universo, ya que cualquiera puede acceder a un numero casi infinito de libros, audiolibros, revistas, material e información reelevante que pueden tener un super mega impacto positivo en nuestras vidas.
“Anything is possible” / Cualquier cosa es posible
Tu siempre tienes el poder de elegir como reaccionar y que hacer en el ahora “
Cada momento es unico
La naturaleza es hermosa, respetemosla, y cuidemosla todos los dias, usemos jabones y detergentes biodegradables, y tratemos lo mas posible usar envases reusables
"Your voice is the most important voice that you need to hear , & it needs to be positive and strong " Ian Smith
Respira y disfruta de hoy y cada instante de la vida, ya que es muy bonita!
Recuerda, hoy y siempre TODOS somos seres humanos Y SERES vivientes, las plantas, la naturaleza, todo. Es nuestra humanidad lo q nos hace humanos y nos hace sentir la alegria o el dolor de otros. Aprendamos a ver a los demas, no desde un punto de juzgarlos x sus decisiones, ni condenarlos constantemente x sus acciones, xq en realidad nos proyectamos nosotros mismos c/ vez q juzgamos a otros, sino mas bien, como alguien q al igual que nosotros esta en un proceso de vida. Toda la energia extra mejor usemosla para aprender como amarnos a nosotros mismos, hacer nuestros anhelos y sueños realidad y alcanzar La Paz interior.
Haz un esfuerzo deliberado por terminar con las actitudes y actos que fomentan la separacion entre seres humanos y el medio ambiente / “Work to end separation in your own life” Deepak Chopra
“Humans learn Empathy and understanding by watching how their actions affect other people.
Empathy cannot flourish without immediate feedback and is a very slow developing skill “ Adam Alter
“We all are in this together” Deepak Chopra
Todo depende la la situación actual en el momento presente
La ´UNICA forma de APRENDER es VIVIR
Nada es complicado
“Treasure your greatest gift, your imagination” Wayne Dyer
“Never let your attention, be directed by anything or anyone other than your own highest self” Wayne Dyer
Verdad, amor, luz
“Haz una practica diaria de meditar por La Paz - por tu paz interior y por La Paz en el mundo” / Make it a daily practice to meditate for peace - yours and the world’s. “Wayne Dyer
“Expresarnos a nosotras mismas, es algo que la verdad es que nunca termina y nunca debería terminar. Cada uno de nosotros, tiene algo único que traer al mundo. / Self expression is something that does not and should not ever stop. Each of us is creative. Each of us has something unique to bring to the world”. Julia Cameron
“1.- Creativity is the natural order of life. Life is energy, pure creative energy
2.- There is a underling in dueling creative force infusing all of life including ourselfs
3.-When we open ourself to creativity we open ourselves to the creators creativity, within us and ours lifes.
4.- We are ourselfs creations, and we in turn are meant to continue creativity by being creators ourselves
5.- Creativity is God given gift to us, using our creativity is our gift back to God.
6.- The refusal to be creative is self will and is counter our true nature.
7.- When we open ourselves to exploring our creativity we open ourselves to God orderly direction.
8.- As we open our creative channel to the Creator many gentle but powerful changes are to be expected
9.- It is safe to open ourselves up to greater and greater creativity.
10.- Our creatives dreams and yearnings come from a divine Source, as we move to our Dreams, we move towards Divinity ”. Julia Cameron
"If you are depressed, your are living in the past. If you are anxious, you are living in the future. If you are at peace, you are living in the present /
“Si tu estas deprimido, estas viviendo en el pasado. Si sientes ansiedad, estas viviendo en el futuro. Si estas en paz, estas viviendo en el presente” Lao Tzu
Claridad:
Pregunta, con sinceridad A que se refiere ? )
Viajo con alegria
Hasta q no se sabe, no se sabe
"Crea una vida que a ti te encante"
I choose me
Me elijo a mi.
Compassion
“Se necesita valor para convertirse en quien realmente eres"
“If I want to be free, I have got to be me, not the me I think you think I should be, not the me I think my wife thinks I should be, not the me I think my kids think I should be, If I want to be free, I have got to be me and I better know who me is” / “Si yo quiero ser libre, entonces tengo que ser yo, no el yo que yo pienso que tu piensas que yo debería ser, no el yo que yo pienso que mi esposa piensa que yo debería ser, no el yo que yo pienso que mis hijos piensan que yo debería ser. Si yo quiero ser libre, tengo que ser yo, por lo que es mejor saber quien yo soy yo” Bill Gove
No te quedes con un sólo momento,
porque la vida esta llena de
muchos momentos más.
"...el lenguaje universal, el que todos entendemos alrededor del mundo, es el de los sentimientos que todos los seres humanos experimentamos.."
Privacy is a fundamental human right
“Ayer yo era inteligente, asi que quería cambiar el mundo. Hoy soy sabio, asi que me estoy cambiando a mi mismo./
Yesterday I was clever, so I wanted to change the world. Today I am wise, so I am changing myself.”
Rumi
Paz en. la tierra / Peace on Earth
ADB President Takehiko Nakao spoke at the 28th Pacific Developing Member Countries Governors and ADB Management Meeting, which was held on 2 May 2018 at the ADB Headquarters in Manila, Philippines. In his welcome remarks, he said that ADB will prioritize support for small island developing states (SIDS) and countries in fragile and conflict-affected situations (FCAS).
030819 - WASHINGTON DC., Managing Director and Chairwoman of the IMF Christine Lagarde and Interim WBG President Kristalina Georgieva engage in a conversation on their pioneering leadership and challenges they and other women have faced, the economic issues they’re dealing with and how they prioritize gender both through operations and in walking the talk within the IMF and WBG.
Photo: World Bank / Simone D. McCourtie
A prioritized life empowers you to live like a flower — a lovely and fragrant offering to a harried and distracted world. Change agent and author of Restoring Order, Vicki Norris, has some advice for living beautifully, inside and out.
— Photo Courtesy Society of American Florists, aboutflowers.com/sun
DOT Art partnered with DOT Public Space and the Downtown Brooklyn Partnership (DBP) to present a series of asphalt murals by Nelson Rivas, AKA Cekis, along the pedestrian spaces on multiple Shared Streets in Downtown Brooklyn. Titled, “Street Patterns,” the vibrant mural was inspired by Rivas’ research of the Lenape people and their textiles. The design represented the interconnected elements that make downtown Brooklyn a hub in the City. The Shared Streets mural was part of DBP’s Public Realm Action Plan which put forward a plan for a streetscape that prioritizes people over cars and trucks.
NYC DOT Art Arterventions (2022)
“Street Patterns” by Nelson Rivas AKA Cekis
In partnership with DOT Public Space and the Downtown Brooklyn Partnership
Shared Streets pedestrian spaces along Pearl Street, Willoughby Street, Bridge Street and Jay Street, Brooklyn
Photo Credit: Downtown Brooklyn Partnership