View allAll Photos Tagged Probe
[order] Charadriiformes | [family] Scolopacidae | [latin] Calidris minuta | [UK] Little Stint | [FR] Bécasseau minute | [DE] Zwergstrandläufer | [ES] Correlimos Menudo | [IT] Gambecchio comune | [NL] Kleine Strandloper | [IRL] Gobadáinín beag
spanwidth min.: 27 cm
spanwidth max.: 30 cm
size min.: 14 cm
size max.: 15 cm
Breeding
incubation min.: 20 days
incubation max.: 21 days
fledging min.: 0 days
fledging max.: 0 days
broods 1
eggs min.: 3
eggs max.: 4
Little Sandpiper
Status: Scarce passage migrant - occurs while on passage from northern Scandinavia and Russia between August & October.
Conservation Concern: Green-listed in Ireland. The European population has been evaluated as Secure.
Identification: The smallest regularly occurring wader in Ireland, mostly seen on passage from August to October. It is roughly two-thirds the size of a Dunlin, with which it often associates. Its small size, rufous tones on the upperparts contrasting with a white underparts and agitated rapid feeding action all help to identify it. It has black legs and a small pointed bill. Most of the birds occurring here are juveniles, which show a distinctive white "V" on the back - visible as the bird bends to feed. Usually seen singly or in groups of less than five.
Similar Species: Dunlin
Call: Sharp, short, high-pitched 'stit' in flight. Song is a weak and repeated 'swee', with the occasional 'svirr-r-r'.
Diet: Feeds on invertebrates found on mudflats.
Breeding: Does not breed in Ireland. Passage birds seen in Ireland breed on the tundra of northern Siberia.
Wintering: Little Stints winter on the Mediterranean coast, as well as tropical Africa.
Where to see: Mid-Clare Coast (Mal Bay-Doonbeg Bay) in County Clare, Ballycotton and Shanagarry in County Cork, as well as Tacumshin in County Wexford are reliable sites. Very few records from November to July.
Physical characteristics
Tiny, stint with short bill, feathers of upperparts have dark brown cintres and pale rufous fringes or tips. Mantle with yellowish edges forming distinct "V". Head, neck and breast rufous buff with brown streaks, rest of underparts, throat and chin white. Female averages larger. Non-breeding adult has brownish grey upperparts mottled dark and fringed pale, crown gey, streaked dark, eyestripe and sides of breast dull grey, rest of face and underparts white.
Habitat
Tundra, chiefly on dry ground, often among dwarf willows, near swampy areas or salt marshes. On migration found at small inland waters and riverbanks, or coastal, on mudflats and seashore. In winter quarters mainly coastal, at estuarine mudflats, enclosed lagoons, tidal creeks, also at inland fresh waters.
Other details
Calidris minuta breeds in the arctic north of Norway and Russia, with Europe accounting for less than half of its global breeding range. Although estimates of its European breeding population vary widely, it is probably relatively large (as many as 460,000 pairs), and was stable between 1970-1990. Although there were fluctuations in Norway during 1990-2000, the stronghold population in Russia was stable, and the species probably remained stable overall.
Feeding
Feeds by rapid pecking actions, sometimes probes. Detects prey by sight. Gregarious, in small to large flocks, sometimes up to several thousand birds, and sometimes defends feeding territory.
Breeding
Bredding in June-July. Monogamous, polygynous or polyandrous. Little or no fidelity to breeding site. Nest on ground, exposed, but sometimes covered by vegetation, and lined with leaves and pieces of grass. 4 eggs, incubation 21 days, by both parents, but in cases of polygamy by male or female only. Polyandrous females may incubate a second clutch. Chick orange to tawny, mottled above with black bands and dense rows of white or pale down tips, white underparts. Chic care by one parent.
Migration
Migratory; in broad front across much of W Palearctic; movements S-SW in Jul-Nov, birds returning mid-May to early Jun. Juveniles probably migrate farther W than adults, due to weather displacement. Finnish and Swedish population crosses C Europe, Italy, Mediterranean, France and Tunisia; also major routes between C Mediterranean and Black Sea, and via Caspian Sea and Kazakhstan lakes to and from E & S Africa, apparently following route via Rift Valley lakes; W & C Siberian breeders presumably winter in India, passing through Kazakhstan and also N through Mongolia and Tuva. In Britain, commoner in autumn than in spring, with few birds passing winter. Small numbers may migrate along E Asian coasts, including Hong Kong and Philippines. Many immatures remain S all year. Typical migrating flocks comprise 20-30 birds.
Custom model of the famous Viper probe droid better known as the imperial probe droid.
This MOC has 5 arms, which is the correct number, unlike the officiel set which has 6 arms.
1996 Ford Probe 24v.
Last MoT test expired in November 2012 (SORN).
It failed a test in May 2015 -
Anti-lock braking system warning lamp indicates an abs fault (3.4.1c)
Nearside side repeater not working (1.4.a.2c)
Ford Probe (2nd Generation) GT (1993-97) Engine 2500cc V6 164 hp
FORD USA SET
www.flickr.com/photos/45676495@N05/sets/72157623789312836...
The second generation Ford Probe was designed by Mimi Vandermolen and like the first generation came as a three door liftback Coupe, now based on the Mazda GE platform. Production was again centered in Flat Rock, Michigan. share its under-structure with Mazda's MX-6 and 626. Mazda engineered the engine, transmission, and chassis, while Ford engineered the body and interior. Technically, the second generation Probe is 60% Mazda and 40% Ford. Despite the car being extended and widened 2 in, it was 125 pounds lighter than the first generation. It was introduced in 1992 in the USA in 1993 and Europe from Spring 1994, where it was intended to plug the gap in the model range left by the demise of the Capri seven years earlier.
Ford had been hoping to sell around 20,000 Probe's each year in Britain as the car market recovered from the effects of the recession from 1992, but in the three years it was sold there, a total of just over 15,000 were sold. Imports ceased during 1997, and its Cougar successor - launched a year later - was even less successful, being imported to Europe for just two years.
Diolch am 99,912,465 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.
Thanks for 99,912,465 amazing views, every one is greatly appreciated.
Shot 12.11.2022, at the Classic Car Show, NEC, Marston Green, Birmingham REF 167-202
More information: aliveuniverse.today/flash-news/spazio-astronomia/5212-par...
Crediti: NASA/Johns Hopkins APL/Naval Research Laboratory/Guillermo Stenborg and Brendan Gallagher - Processing Elisabetta Bonora / Marco Faccin / aliveuniverse.today
The R-7 was a Soviet missile, and the worlds first ICBM. But The R-7 was never deployed operationally. In modified form, it launched Sputnik 1, the first artificial satellite, and became the basis for the R7 family which includes Soyuz.
This is the Molniya rocket.
Molniya was a modification of the well-known R-7 Semyorka rocket and had four stages. Molniya is Russian for Lightning.
It was used in the 1960s to launch the majority of Soviet space probes to Moon, Mars and Venus.
1994 Ford Probe 24V seen here on display at the Sunderland & District Classic Vehicle Society's Easter Day show at Ryhope Engines Museum on Sunday 1st April 2018.
+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
After the Falklands War, Argentina was not only left with a much reduced aerial strike force – budget restraints, inner and external political pressure as well as delivery boycotts plagued the country for years in its efforts to rejuvenate the air force. Recent years were troublesome, too. In early 2005 the top seventeen brigadiers of the Air Force, including the Chief of Staff, Brigadier General Carlos Rohde, were sacked by President Néstor Kirchner following a scandal involving drug trafficking through Ezeiza International Airport. The primary concerns of the Air Force as of 2010 were the establishment of a radar network for control of the country's airspace, the replacement of its older combat aircraft (Mirage III, Mirage V) and the incorporation of new technologies. The possibility of purchasing surplus French Air Force Mirage 2000C fighters, like the option chosen by the Brazilian Air Force, had been considered.
As of 2010, budgetary constraints continued, leading to the disbanding of the Boeing 707 transport squadron and maintenance problems for half of the C-130 Hercules fleet. In August 2010 a contract was signed for two Mi-17E helicopters, plus an option on a further three, to support Antarctic bases. All the time, though, the FAA had been seeking to replace its ageing force with a more capable and more serviceable modern aircraft. Argentina’s Super Étendard fighters, which had been used to launch Exocet missiles in the 1980s and still served, come from France. Its Mirage III/ V/ “Nesher” fighters were originally bought second-hand from Israel and Peru, but they had deteriorated badly. Its A-4P Skyhawk models were originally sold to Argentina by the USA but phased out in 1999, the more modern A-4AR “Fightinghawks” were rebuilt and modernized ex USMC A-4Ms. What was left of those deliveries made up the bulk of the Argentinian jet fleet.
The acquisition of Spanish Mirage F1Ms, IAI Kfir Block 60s from Israel and Saab Gripen E/Fs from Sweden was considered, but all of those deals stalled, for various reasons. The Mirage F1 deal was scrapped by the Spanish government after pressure of the UK to not assist in FAA modernization over tensions between the countries over the Falkland Islands. The UK also managed to successfully veto the sale of Gripen E/Fs, as 30% of the Gripen's parts were manufactured there. British diplomacy furthermore worked to delay Argentina’s proposed Super Étendard modernization. To make matters worse, despite steadily worsening relations with Britain under the Obama administration, the USA would neither sell Argentina any jet fighters, nor supply spare parts or engines.
This only left Argentina with the original source for its Nesher/Dagger/Finger fighters as a reliable and (moreover) affordable option: Israel. The (realistic) object of desire was the successor of the Nesher, the Kfir, which entered service with the IAF in 1975. The Kfir was, like the Nesher, a Mirage III/V derivative, but a major improvement. Substantial structural changes had been made and IAI replaced the original Atar 9C of French origin with a more powerful J79 turbojet, which had been used at the time by IDF F-4 Phantom IIs of American origin, too. The Kfir received during its career progressive modifications to its airframe (in the form of canards which improved the fighter’s handling considerably), radar, electronics, and weapons, and these upgrades continued even after the Kfirs were retired from Israeli service in the late 1990s, on behalf of export customers like Colombia, Ecuador, and Sri Lanka.
The Kfir’s retirement in Israeli service led to a great number of surplus airframes with considerable flying hours left, so that the Kfir C.10/Block 60, a dedicated export variant with many updates, was developed on their basis and offered to foreign customers. These machines carried modern multi-mode radars and electronics on par with contemporary F-16 Block 40/50s, giving them the ability to use beyond visual range aerial weapons, advanced short range AAMs, and a variety of precision strike weapons. However, it would take a brave Kfir pilot to face a Eurofighter Typhoon in single combat… even so, the late an updated Kfirs were capable and redoubtable fighters.
Their combat radius was a bit short, though, due to the thirsty and somewhat outdated J79 engine, but their aerial refueling capability compensated for this flaw and made them well-suited to intimidation and presence patrols. The Kfir’s relatively small price tag made it, despite the airframe’s overall age, very attractive for small nations with limited defense budgets – and consequently it attained Argentinian interest.
Argentinian negotiations went so far that Israel not only agreed to sell 18 revamped Kfir fighters from ex-IDF overstock, IAI also offered to adapt the airframes to a different engine, the French Atar 9K-50 afterburning turbojet, which were not part of the deal, though. This appeared like a backward roll, since the Kfir was originally constructed to replace the French Atar 9C with the American J79 in Israel’s Mirage III/V copy – but this move was the only way to provide Argentina with a suitable engine that was freely available on the Western world market without British or American bans and interventions.
The result of this deal became the so-called Kfir C.9, even though this was just an internal designation at IAI and never officially adopted in order to avoid political problems. In the course of 2013 and 2014, the engine-less Kfir airframes were delivered as knocked-down kits via ship to Argentina. At Argentina’s nationalized aircraft manufacturer Fábrica Argentina de Aviones SA (FAdeA) in Córdoba they were mated with the new engines, imported separately from France, and equipped with imported and domestic avionics. In Argentinian service and to the public, the aircraft became known as FAdeA “IA-96A” and was, keeping up the FAA’s tradition to christen its fleet of various Mirage III derivatives after domestic animals, called “Quique” (lesser grison).
The IA-96A/Kfir C.9 was specifically tailored to the Argentinian needs and restrictions. Despite wishes to buy Kfirs according to the more versatile and capable C.10 export standard with a modern Elta EL/M-2032 multi-mode radar, Argentina’s highly limited defense budget and other equipment constraints imposed by foreign suppliers and governments only allowed the procurement of what basically was a re-engined Kfir C.7 with some minor updates.
In contrast to the Kfir C.10, the older C.7 was only outfitted with the Elta EL/M-2021B radar. This was a multi-mode radar, too, which still offered air-to-air and air-to-surface capability, but it was less powerful than the C.10 standard and offered only a relatively short range of max. 46 mi/74 km.
Like the Israeli C.7, the C.9 had inflight refueling capability through a fixed but removable probe, and it featured a HOTAS-configured cockpit. Individual updates were a new, frameless wrap-around windshield for a better field of view, two 127×177mm MFDs in the cockpit, full HMD capability, a simple TAV38 laser rangefinder in a small fairing under nose, and improved avionics to deploy state-of-the-art guided weapons of Israeli and French origin (see below).
Outwardly, the C.9’s biggest difference to the original C.7 configuration – even though it was not very obvious – was the modified rear fuselage, which had to be changed in order to cover the longer and more slender Atar 9K-50 engine and its afterburner. In fact, the original IAI Nesher blueprints and toolings had been dusted off and used to produce these new parts.
Since the lighter Atar 9K-50 would not need the J79’s extra cooling and had a lower air mass flow, the Kfir’s characteristic auxiliary air intake at the fin’s root as well as several prominent air scoops along the fuselage disappeared, giving the aircraft a more streamlined look. As a positive side effect, this measure, together with the slimmer fuselage, improved aerodynamics, compensating for the slight reduction of overall thrust through the engine swap, and the longer fuselage made the aircraft directionally more stable, so that no fin fillet was necessary anymore. With the resulting short fin, the IA-96’s profile resembled that of the South African Atlas Cheetah E a lot, even though the latter were modernized Mirage IIIs and not converted IAI Kfirs. Compared with the Kfir C.7, top speed and service ceiling were slightly reduced, but the Atar 9K-50 consumed considerably less fuel, so that the unrefueled range of the short-legged Kfir with its thirsty J79 was markedly improved. The new engine was furthermore more responsive, so that overall performance and agility of the IA-96A remained on par with the Kfir or became even slightly better.
Beyond the aircraft order, Argentina also procured a modernized weapon arsenal from Israel for its new multi-role fighter generation. This included an undisclosed number of Derby medium range air-to-air missiles with an active-radar seeker, BVR capability and a range of 28 mi (45 km), Gabriel III anti-ship missiles with fire-and-forget capabilities and a range of more than 40 mi (60 km), as well as Griffin LGB guidance sets that could be added to various standard iron and cluster bombs. Furthermore, ten second-hand Thomson-CSF ATLIS II laser/electro-optical targeting pods were procured from France. Even though these pods lacked FLIR capabilities and were limited to being primarily a daylight/clear-weather system, they gave the Quique, in combination with the Griffin LGBs, full precision strike capability, esp. against ship targets – a clear political statement into the British direction.
The Quique fleet was supposed to replace all the older FAA types. With the roll-out of the first IA-96A in early 2015, all vintage FAA Mirages were officially decommissioned in November of the same year. Furthermore, all FAA’s A-4 Skyhawks were grounded as of January 2016, too (also for the lack of spares), even though a handful A-4ARs remained airworthy as a reserve and the rest in storage. Quique deliveries ended in September 2017 with the eighteenth machine, and all of them were allocated to FAA’s Grupo 5 de Caza at Villa Reynolds, 200 km (125 ml) in the South of Córdoba, where they had been assembled. However, since becoming operational, the aircraft were frequently deployed to other Argentinian air bases, including El Plumerillo Military Air Base in the Mendoza Province at the Chilean border and Rio Gallegos in Patagonia, in reach of the Malvinas/Falklands Islands.
If future budgets allow it, ten more IA-96A/Kfir C.9 might be ordered soon in order to replace the Argentinian Navy’s vintage Super Étendard fleet (which has been, since the decommissioning of ARA Veinticinco de Mayo in the late Eighties, land-based, anyway). The acquisition of four to six two-seaters, also modernized ex-IDF aircraft following the IA-96A pattern, with full attack capability and tentatively designated IA-96B, has been under consideration, too.
General characteristics:
Crew: 1
Length: 15.65 m (51 ft 4 in)
Wingspan: 8.22 m (27 ft 0 in)
Height: 4.55 m (14 ft 11 in)
Wing area: 34.8 m² (375 ft²)
Empty weight: 7,285 kg (16,061 lb)
Gross weight: 11,603 kg (25,580 lb)
Max takeoff weight: 16,200 kg (35,715 lb)
Powerplant:
1× SNECMA Atar 9K50C-11 afterburning turbojet engine,
49.2 kN (11,100 lbf) dry thrust and 70.6 kN (15,900 lbf) with afterburner
Performance:
Maximum speed: 2,350 km/h (1,460 mph, 1,270 kn) / Mach 2.2 at high altitude
1,390 km/h (860 mph; 750 kn) at sea level
Combat range: 1,300 km (810 mi, 700 nmi), clean, with internal fuel only
Ferry range: 2,600 km (1,600 mi, 1,400 nmi) w. three 1,300 l (340 US gal; 290 imp gal) drop tanks
Service ceiling: 17,000 m (56,000 ft)
Rate of climb: 233 m/s (45,900 ft/min)
Armament:
2× Rafael-built 30 mm (1.18 in) DEFA 553 cannon with 140 RPG
Nine external hardpoints for a maximum payload of 5,775 kg (12,732 lb) and a wide range of ordnance, including bombs such as the Mark 80 series, unguided air-to-ground rocket pods, Paveway and Griffin series of LGBs, guided air-to-ground missiles like the AGM-65 Maverick, and AIM-9 Sidewinders, Shafrir/Python/Derby-series AAMs
The kit and its assembly:
This what-if model was inspired by a short entry about the IAI Kfir I had found at Wikipedia: a proposed C.9 variant for Argentina, as a revamped and re-engined C.7, even though the entry lacked any further details and I was not able to dig anything about the C.9 up in the WWW. However, I tried to interpret this scarce basis and deduct a model from it, because the story was/is so good. Having recently read a lot about the Argentinian Mirage III/Nesher fleet and the Malvinas/Falklands conflict helped a lot, too. With many import limitations imposed by Great Britain and the USA as well as Argentina’s highly restricted budget, I eventually settled upon the idea of a rather simple, re-engined Kfir of C.7 standard, so that outwardly not much had to be changed – a better radar would have been desirable (Block 60 standard), but I’d assume that this would not have been possible with Argentina’s highly limited funds that already prevented updates to the existing and rather vintage (if not outdated) aircraft fleet.
The basis for the model is a Hasegawa Kfir, which I bought without box (and it turned it to lack the dashboard). The Hasegawa Kfir is a C.2 and the model is very similar to the Italeri kit (a C.7, but it is virtually identical), but it has a much better fit, goes together more easily and calls for considerably less PSR. As another bonus, the Hasegawa kit comes with a wider range of ordnance and also has the construction benefit of a connecting ventral “floor”, which makes the fuselage more stable and therefor suitable for my modification (see below).
The different engine for the C.9 variant was the biggest challenge – the Kfir’s rear fuselage is wider and shorter than the Mirage III’s with the Atar engine. These are just subtle differences at 1:72 scale, but not easy to realize: I needed a completely new rear fuselage! As a convenient solution, I dug out a PM Model Nesher (which is no Nesher at all, just a poor Mirage III at best) from the donor bank and let the saw sing. This kit is horrible in many ways (really, stay away!), but it’s tail section and the jet nozzle, pimped with an afterburner interior, were acceptable as conversion fodder.
Blending the (crappy!) Mirage III parts into the crisp Hasegawa Kfir took some serious PSR, though, including the need to fill 3mm wide gaps along the delta wing roots and bridging disparate fuselage shapes and diameters at the implant’s intersections. The Kfir’s fin was re-transplanted and lost its characteristic auxiliary air intake for the J79 engine, so that the profile became more Mirage III/V-esque. Due to the longer afterburner section, the brake parachute fairing had to be extended, too. The longer (just 3-4mm), more slender tail section and the cleaner fin change the Kfir’s look markedly – for the better, IMHO, and the model could also depict an Atlas Cheetah E!
Further minor mods include an in-flight refueling receptacle, scratched from wire and white glue for the tip, the modified windshield (the OOB part was simply sanded smooth and polished back again to transparency) and the ordnance; the Gabriel ASMs were created on the basis of a photograph, and they once were AIM-54 Phoenix AAMs from a Matchbox F-14, modified with new wings, a blunted tip and a pitot made from thin wire. Their pylons were once parts of F-14 wing root pylons from an Italeri F-14, with launch rails made from styrene profiles. The Derby AAMs are heavily modified Matchbox Sidewinders with an extended, pointed tip, mounted onto the OOB pylons. The ventral drop tank comes from the Hasegawa kit.
Painting and markings:
This was quite a challenge, because I wanted to apply something modern and plausible, yet avoid standard paint schemes. In fact, a realistic Argentinian Kfir C.9 from the late 2010s would probably have been painted in an overall pale grey or in two pale shades of grey with little contrast (as applied to the very late Mirage IIIs and the A-4ARs), with subdued low-viz markings and no roundels at all. I found this boring, but I also did not want to apply a retro SEA scheme, as used on the Nesher/Dagger/Finger during the Falklands War.
After turning over many options in my mind, I settled upon a two-tone grey livery, somewhat of a compromise between air superiority and attack operations, esp. over open water. The pattern was inspired by the livery of late Turkish RF-4Es, which were supposed to be painted in FS 36118 over an FS 36270 (or 36375, sources are contradictive and pictures inconclusive) overall base with a rising waterline towards the rear and the light undersides color spilling over to the wings’ upper surfaces. This scheme is simple, but looks pretty interesting, breaks up the aircraft’s outlines effectively, and it could be easily adapted to the delta-wing Kfir.
However, I changed two details in favor of an IMHO better camouflage effect at height. Firstly, the fin’s upper section was painted in the light grey (it’s all dark grey on the Turkish Phantoms), what IMHO reduces the strong contrast against the sky and the horizon. For a similar reason I secondly raised the underside’s light grey waterline towards the nose, so that the upper dark grey area became an integral anti-glare panel in front of the windscreen and the aircraft show less contrast from a frontal point of view. On the Turkish F-4s, the dark grey slopes downwards for a wrap-around area directly behind the radome.
I used Humbrol 125 (FS 36118, a pretty bluish interpretation of “Gunship Gray”) and 126 (FS 36270, US Medium Grey) as basic colors. The Gunship Gray was, after a light washing with black ink, post-shaded with FS 35164 (Humbrol 144), giving the dark grey an even more bluish hue, while the Medium Grey was treated with FS 36320.
The cockpit was painted in Camouflage Grey (Humbrol 156), the landing gear with the wells as well as the air intake ducts in standard gloss white (Humbrol 22). The Derby AAMs became light grey (Humbrol 127) with a beige radome tip, while the Gabriel ASM received a multi-color livery in black, white and light grey.
Decals and markings are purely fictional - as mentioned above, I’d assume that a real-world FAA Kfir would these days only carry minimal national markings in the form of a simple fin flash, no roundels at all and just a tiny tactical code (if at all), and everything toned-down or black. However, I wanted the model to be identified more easily, so I added some more markings, including small but full-color FAA roundels on fuselage and wings as well as full-color fin flashes, all procured from an Airfix Pucará sheet. The “Fuerza Aérea Argentina” inscription on the nose came from a Colorado Decals Mirage III/V sheet. The tactical code was taken from an Airfix sheet for an Argentinian Mirage III – it’s actually “I-016”, just turned upside down for a (much) higher/later number. 😉
After shading effects, the model only received little weathering in the form of graphite around the jet nozzle and the guns under the air intakes. Then it was sealed with matt acrylic varnish.
In the end a rather subtle conversion – even though the different rear fuselage was a major PSR stunt! The most obvious modification is probably the intake-less fin? The transplanted, different rear fuselage is hard to recognize and only true Mirage/Kfir experts might tell the changes – or the model is directly mistaken for a Mirage V fighter bomber? And even though the model carries a grey-in-grey scheme which I originally wanted to avoid, I think that the bluish touch and the integral, wavy pattern still look interesting?
However, I also like the story behind this whif that has real life roots – the real Kfir C.9 just failed to materialize because of lack of funding, and its introduction would certainly have had severe consequences for the unstable Argentinian-British relationships, since this capable aircraft would certainly pose a serious threat to the shaky peace in the Southern Atlantic and have stirred up the more or less dormant Falklands/Malvinas conflict again.
It's my favourite sports car. I drove it some 12-15 years ago and I loved it. Now it's being slowly eaten by plants.
There is a modular approach evident in the design of the Meta Probe. Likewise, I also looked at breaking the design into modular systems in a way that seemed logical. I wanted to create a structural system onto which elements could be added or removed. For this part of the design, you can see the structural hub and how the four cylinders would be attached. The connecting element is attached to an extension using in the forward four cylinder clusters but not in the aft three cylinder clusters. I’ll come back to the cylinders later.
Spiritual successor to the mighty Ford Capri, the Ford Probe, although very sporty looking and stylish, sadly didn't sell in the numbers that its predecessor had done, instead becoming something of a run-of-the-mill two-door sports coupé.
Launched in the late 1970's, Ford began to experiment with the idea of futuristic designs with the help of styling house Ghia, the project being dubbed 'Probe'.
The Probe I, first shown in 1979, was a wedge-shaped design that incorporated a number of drag-reducing features like covered rear wheels and pop-up headlights. This was followed the next year by a much more conventional looking Probe II, whose hatchback styling was also reminiscent of the pony cars. The 1981 Probe III was an advanced demonstrator with covered wheels, but its bodywork evolved into the more conventional Ford Sierra and styling notes that were used on the Ford Taurus. The 1982 Probe IV was a more radical concept car with a low Cd (drag coefficient), and evolved into the equally radical 1984 Probe V.
After the 1979 energy crisis, the economic slump initiated by high fuel prices prompted Ford to give the Ford Mustang a major redesign. The new design would be based on a totally new platform introduced to Ford by Japanese car manufacturer and Ford partner Mazda. But when the new generation of the Ford Mustang neared its release date, oil prices dropped to an all time low and Ford Mustang buyers expressed their displeasure in the style of the proposed replacement. The car was eventually released, not as a Ford Mustang but as the Ford Probe.
Ford had previously worked with their Australian division to create and introduce a redesigned Ford Capri, also based on Mazda engineering, and introduced in North America the 1989-1994 Mercury Capri roadster.
The Ford Probe is a product of the joint Ford and Mazda venture called the AutoAlliance International. Its unique body panels and interior were designed and manufactured in the AutoAlliance assembly plant located in Flat Rock, Michigan, the same facility that manufactured the Mazda MX-6 coupe and Mazda 626 sedan for the North American market. Both generations of the Probe were sold in Japan as Fords, at Ford/Mazda sales channels called Autorama. Japanese models were not in compliance with Japanese Government regulations concerning exterior dimensions and engine displacement, resulting in Japanese buyers being held liable for additional taxes as a result.
The Ford Probe was introduced to the U.S. market in 1988 and was completely different from the Mazda MX-6, which was a 2-door coupe with traditional fixed headlights. The Ford Probe shares most of its mechanical parts with the Mazda MX-6 and 626. Both the Ford Probe and the Mazda MX-6 were based on the Mazda GD platform from 1988 to 1992, and on the GE platform from 1993 to 1997.
Initially planned to replace Mustang, Ford executives also expected the Probe to achieve success in the market. However, the car fell short of Ford’s expectations. The Probe's styling, while modern, was not universally accepted. It was also not affordable, making many buyers choose another, more-prestigious brand, for the price of a Ford Probe.
The Ford Probe was a Hatchback based on the Mazda GD platform, and powered by a 2.2 L SOHC 4-cylinder Mazda F2 engine. The first generation Probe appeared in 1988 and lasted until 1992 in the United States. It was based on a series of concept cars of the early 1980s, that were seen in films like Judge Dredd, Back to the Future Part II, and Total Recall.
The first generation was available in several trim levels that differ depending on the market the vehicle was sold in. In the United States, the Probe was available in GL, LX, and GT trim levels:
The GL was the base model with the 110hp F2 2.2 L engine and few options. The LX added; option for power locks, power windows, electrically adjusted exterior mirrors. Also a storage tray underneath the front passenger seat, as well as an optional flip-up moon roof. Starting in 1990, the LX was available with the 3.0 L "Vulcan" V6 engine, that was also used in the Ford Taurus, Ford Ranger, Ford Tempo, and Ford Aerostar. The LX package included optional equipment such as a single-disc CD player, and a digital instrument cluster coupled with a fuel economy computer installed in a hidden compartment on top of the centre dashboard air conditioning vents.
The GT included all the equipment of the LX, but featured the F2T 2.2 L turbocharged, intercooled engine that produced 145hp. It came with an IHI RHB5-VJ11 turbocharger and an intercooler to the intake tract, as well as a knock sensor and electronic boost controller to the engine-control system. The GT version also came with 4-wheel disc brakes with ABS, a 3-way adjustable suspension utilizing variable damping shocks, and a speed-sensitive variable-assist power steering. The Probe GT's suspension system was based on a Mazda design, but its tuning was different and included nitrogen-gas pressurized front and rear struts, with stabilizer bars.
The 1991 Probe was given a 4-star crash rating in collision tests conducted by the U.S. National Highway Traffic Safety Administration.
The Ford and Mazda design teams merged once again to give the Ford Probe a complete redesign for the 1993 model year. As before, the Probe was to share its under-structure with Mazda's MX-6 and 626. Mazda engineered the engine, transmission, and chassis, while Ford engineered the body and interior. Technically, the second generation Probe is 60% Mazda and 40% Ford. Despite the car being extended 2 inches and widened 4 inches, it was 125 pounds lighter than the first generation Probe. The second generation Probe was introduced in August 1992 as a 1993 model. It went on sale in Europe in the spring of 1994, filling the gap left there by Ford in that market sector since the demise of the Capri seven years earlier.
The base model started at just over US $13,000 and came standard with the 2.0L Mazda FS-DE 16-valve 4-cylinder engine, performance instrument cluster with tachometer and full gauge compliment, and an electronic AM/FM stereo. The sportier GT model started at $15,504 and came standard with the 2.5L Mazda K engine KL-DE 24-valve V6, 4-wheel disc brakes, unique front and rear fascias, fog lights, 5-spoke aluminium wheels, leather-wrapped steering wheel, and driver-seat power lumbar/seat back side bolster adjustment. Both engines featured dual overhead cam designs with the choice of a 5-speed manual transmission or a 4-speed automatic transmission.
Two automatic transmissions were available in the Probe. At first both engines shared the same automatic transmission, the Ford F-4EAT transmission, but from 1994 onwards this changed. The V6 engine continued to use the 4EAT, but the 2.0 L I4 engine used a different automatic transmission, the Ford CD4E transmission. It was sourced by Ford, and manufactured at Ford's Batavia Transmission plant in Batavia, Ohio.
A new SE (Sport Edition) trim level was available for 1995 and 1996. It included the GT front fascia (without fog lamps), unique 15-inch aluminium wheels and Sport Edition "SE" nomenclature.
In a coast to coast road test by Automobile Magazine in search of the best cars in the world, the Probe GT scored third place, right behind an $80,000 Mercedes-Benz and an $80,000 BMW. In the article, the Probe listed at about $15,000.
The last Probe came off the assembly line on June 20, 1997. A 3rd generation Probe built on the same platform as the Ford Contour/Mercury Mystique was to be released in mid-1998 as a 1999 model. About 1/3 of the way through designing the 3rd generation Probe, Ford decided to change the name and bring back the Cougar nameplate and badge it as a Mercury. This was done in an unsuccessful attempt to attract younger buyers into Mercury showrooms. As the Probe was born from what was intended to be the new Mustang, the new Cougar was born from what was to be the new Probe. Strangely enough, the Cougar was never considered by Ford to be a successor to the Probe. The Escort ZX2, released shortly after the discontinuation of the Probe, was considered the Probe's successor. In June 1998, Ford released the new Probe as the 1999 Mercury Cougar.
Today Probes are reasonable rare cars, especially earlier models which were stripped largely to keep Mazda's such as RX-7's alive due to their parts compatibility, whilst others became victims of the Scrappage scheme here in the UK when owners upgraded to more modern alternatives.
Spiritual successor to the mighty Ford Capri, the Ford Probe, although very sporty looking and stylish, sadly didn't sell in the numbers that its predecessor had done, instead becoming something of a run-of-the-mill two-door sports coupé.
Launched in the late 1970's, Ford began to experiment with the idea of futuristic designs with the help of styling house Ghia, the project being dubbed 'Probe'.
The Probe I, first shown in 1979, was a wedge-shaped design that incorporated a number of drag-reducing features like covered rear wheels and pop-up headlights. This was followed the next year by a much more conventional looking Probe II, whose hatchback styling was also reminiscent of the pony cars. The 1981 Probe III was an advanced demonstrator with covered wheels, but its bodywork evolved into the more conventional Ford Sierra and styling notes that were used on the Ford Taurus. The 1982 Probe IV was a more radical concept car with a low Cd (drag coefficient), and evolved into the equally radical 1984 Probe V.
After the 1979 energy crisis, the economic slump initiated by high fuel prices prompted Ford to give the Ford Mustang a major redesign. The new design would be based on a totally new platform introduced to Ford by Japanese car manufacturer and Ford partner Mazda. But when the new generation of the Ford Mustang neared its release date, oil prices dropped to an all time low and Ford Mustang buyers expressed their displeasure in the style of the proposed replacement. The car was eventually released, not as a Ford Mustang but as the Ford Probe.
Ford had previously worked with their Australian division to create and introduce a redesigned Ford Capri, also based on Mazda engineering, and introduced in North America the 1989-1994 Mercury Capri roadster.
The Ford Probe is a product of the joint Ford and Mazda venture called the AutoAlliance International. Its unique body panels and interior were designed and manufactured in the AutoAlliance assembly plant located in Flat Rock, Michigan, the same facility that manufactured the Mazda MX-6 coupe and Mazda 626 sedan for the North American market. Both generations of the Probe were sold in Japan as Fords, at Ford/Mazda sales channels called Autorama. Japanese models were not in compliance with Japanese Government regulations concerning exterior dimensions and engine displacement, resulting in Japanese buyers being held liable for additional taxes as a result.
The Ford Probe was introduced to the U.S. market in 1988 and was completely different from the Mazda MX-6, which was a 2-door coupe with traditional fixed headlights. The Ford Probe shares most of its mechanical parts with the Mazda MX-6 and 626. Both the Ford Probe and the Mazda MX-6 were based on the Mazda GD platform from 1988 to 1992, and on the GE platform from 1993 to 1997.
Initially planned to replace Mustang, Ford executives also expected the Probe to achieve success in the market. However, the car fell short of Ford’s expectations. The Probe's styling, while modern, was not universally accepted. It was also not affordable, making many buyers choose another, more-prestigious brand, for the price of a Ford Probe.
The Ford Probe was a Hatchback based on the Mazda GD platform, and powered by a 2.2 L SOHC 4-cylinder Mazda F2 engine. The first generation Probe appeared in 1988 and lasted until 1992 in the United States. It was based on a series of concept cars of the early 1980s, that were seen in films like Judge Dredd, Back to the Future Part II, and Total Recall.
The first generation was available in several trim levels that differ depending on the market the vehicle was sold in. In the United States, the Probe was available in GL, LX, and GT trim levels:
The GL was the base model with the 110hp F2 2.2 L engine and few options. The LX added; option for power locks, power windows, electrically adjusted exterior mirrors. Also a storage tray underneath the front passenger seat, as well as an optional flip-up moon roof. Starting in 1990, the LX was available with the 3.0 L "Vulcan" V6 engine, that was also used in the Ford Taurus, Ford Ranger, Ford Tempo, and Ford Aerostar. The LX package included optional equipment such as a single-disc CD player, and a digital instrument cluster coupled with a fuel economy computer installed in a hidden compartment on top of the centre dashboard air conditioning vents.
The GT included all the equipment of the LX, but featured the F2T 2.2 L turbocharged, intercooled engine that produced 145hp. It came with an IHI RHB5-VJ11 turbocharger and an intercooler to the intake tract, as well as a knock sensor and electronic boost controller to the engine-control system. The GT version also came with 4-wheel disc brakes with ABS, a 3-way adjustable suspension utilizing variable damping shocks, and a speed-sensitive variable-assist power steering. The Probe GT's suspension system was based on a Mazda design, but its tuning was different and included nitrogen-gas pressurized front and rear struts, with stabilizer bars.
The 1991 Probe was given a 4-star crash rating in collision tests conducted by the U.S. National Highway Traffic Safety Administration.
The Ford and Mazda design teams merged once again to give the Ford Probe a complete redesign for the 1993 model year. As before, the Probe was to share its under-structure with Mazda's MX-6 and 626. Mazda engineered the engine, transmission, and chassis, while Ford engineered the body and interior. Technically, the second generation Probe is 60% Mazda and 40% Ford. Despite the car being extended 2 inches and widened 4 inches, it was 125 pounds lighter than the first generation Probe. The second generation Probe was introduced in August 1992 as a 1993 model. It went on sale in Europe in the spring of 1994, filling the gap left there by Ford in that market sector since the demise of the Capri seven years earlier.
The base model started at just over US $13,000 and came standard with the 2.0L Mazda FS-DE 16-valve 4-cylinder engine, performance instrument cluster with tachometer and full gauge compliment, and an electronic AM/FM stereo. The sportier GT model started at $15,504 and came standard with the 2.5L Mazda K engine KL-DE 24-valve V6, 4-wheel disc brakes, unique front and rear fascias, fog lights, 5-spoke aluminium wheels, leather-wrapped steering wheel, and driver-seat power lumbar/seat back side bolster adjustment. Both engines featured dual overhead cam designs with the choice of a 5-speed manual transmission or a 4-speed automatic transmission.
Two automatic transmissions were available in the Probe. At first both engines shared the same automatic transmission, the Ford F-4EAT transmission, but from 1994 onwards this changed. The V6 engine continued to use the 4EAT, but the 2.0 L I4 engine used a different automatic transmission, the Ford CD4E transmission. It was sourced by Ford, and manufactured at Ford's Batavia Transmission plant in Batavia, Ohio.
A new SE (Sport Edition) trim level was available for 1995 and 1996. It included the GT front fascia (without fog lamps), unique 15-inch aluminium wheels and Sport Edition "SE" nomenclature.
In a coast to coast road test by Automobile Magazine in search of the best cars in the world, the Probe GT scored third place, right behind an $80,000 Mercedes-Benz and an $80,000 BMW. In the article, the Probe listed at about $15,000.
The last Probe came off the assembly line on June 20, 1997. A 3rd generation Probe built on the same platform as the Ford Contour/Mercury Mystique was to be released in mid-1998 as a 1999 model. About 1/3 of the way through designing the 3rd generation Probe, Ford decided to change the name and bring back the Cougar nameplate and badge it as a Mercury. This was done in an unsuccessful attempt to attract younger buyers into Mercury showrooms. As the Probe was born from what was intended to be the new Mustang, the new Cougar was born from what was to be the new Probe. Strangely enough, the Cougar was never considered by Ford to be a successor to the Probe. The Escort ZX2, released shortly after the discontinuation of the Probe, was considered the Probe's successor. In June 1998, Ford released the new Probe as the 1999 Mercury Cougar.
Today Probes are reasonable rare cars, especially earlier models which were stripped largely to keep Mazda's such as RX-7's alive due to their parts compatibility, whilst others became victims of the Scrappage scheme here in the UK when owners upgraded to more modern alternatives.
Launching the Meta Probe was Commander Koenig’s first task as the Moonbase Alpha Commander. The planet Meta had an atmosphere and the unmanned Spacefarer 9 received signals indicating that Meta might be supporting life. There was no indication how far away the planet was or how long the trip would take.
From the garden this afternoon. A little past its prime, but still colorful. It's a blend of two images, with one lit for the flower and one for the probe.
NASA's Parker Solar Probe stands inside the airlock at Astrotech processing facility in Titusville, Florida, near NASA's Kennedy Space Center, on Friday, July 13, 2018. The Parker Solar Probe will launch on a United Launch Alliance Delta IV Heavy rocket from Space Launch Complex 37 at Cape Canaveral Air Force Station in Florida. The mission will perform the closest-ever observations of a star when it travels through the Sun's atmosphere, called the corona. The probe will rely on measurements and imaging to revolutionize our understanding of the corona and the Sun-Earth connection.
Photo credit: NASA/Glenn Benson
London (GB), August 2023
Rolleiflex 2,8 F / 80, Fomapan 200 in Moersch efd entwickelt
printed on Ilford MG FB
Moersch SE4 Neutral(1+14)
3 min 00 sec
Selentoner MT 1 (1+9), 60 sec
Lobostab, 60 sec
3584_0_I_WEB_GB_London_Nottinghill_Carnival_Probe
Type: McDonnell Douglas F/A-18A Hornet
Operator: Royal Australian Air Force - RAAF
Rego: A21-49
Serial: 757/AF-49
Location: Avalon Airport - YMAV
Date: 03/03/2012
Notes: On display at the Avalon 2012 airshow. Note it is in special markings for the 70th birthday of 77 Squadron (hence the green over the top).
This is a detailed study of the air refueling probe, note the marks and scratches from years of being banged into the basket at high speeds repeatedly.
I wanted to build a ship/probe module that had the textures of current technology coupled with the shapes and lines of the sci-fi world not yet invented. All stickers are official (from the Discovery line.) All pictures at Brickshelf once moderated.
Dedicated to nnenn.
"Die Zauberflöte" // "ЧАРІВНА ФЛЕЙТА"
Ein absolut unglaubliches Ereignis in zehn Szenen
"Мамалига" // Nachwuchs Ensemble des Bayerischen Volks Theaters
Here, the Meta Probe glides past Saturn on its way to the unknown planet Meta in our solar system. Lets hope that the Meta Probe made it to its destination after all!
US Navy Grumman EA-6B Prowlers 158649/AF621 from VAQ-209 with 163887/NG621 and 161347/NG620, both with VAQ-138 on the line during 'Red Flag' at Nellis AFB, Nevada, October 1996.
The Prowler was a four- seat development of the basic two-seat A-6 Intruder, used for electronic suppression and anti-radiation of enemy sites by escorting ground-attack assets to targets allowing them to sneak through enemy radar.
Most Carrier air-wings would have four Prowlers aboard for a cruise and in this case they were at Nellis to hone their skills on the vast ranges there ready for the 'real' thing.
On the nose of the nearest machine can be seen the distinctive marking applied to Prowlers for operations aboard a carrier. Though much heavier than the standard A-6 Intruder, nose on they looked almost identical so to allow the deck crew to spot the difference and dial up the correct tensions for the arrestor gear they added a mark to denote the subtle difference.
At this point the A-6 had been retired from deck-operations so it seems the other two had lost that distinct identification mark.
Scanned 35mm transparency