+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!

  

Some background:

The Bell XP-68A owed its existence to the manufacturer’s rather disappointing outcome of its first jet fighter design, the XP-59A Airacomet. The Airacomet was a twin jet-engined fighter aircraft, designed and built during World War II after Major General Henry H. "Hap" Arnold became aware of the United Kingdom's jet program when he attended a demonstration of the Gloster E.28/39 in April 1941. He requested, and was given, the plans for the aircraft's powerplant, the Power Jets W.1, which he took back to the U.S. He also arranged for an example of the engine, the Whittle W.1X turbojet, to be flown to the U.S., along with drawings for the more powerful W.2B/23 engine and a small team of Power Jets engineers. On 4 September 1941, he offered the U.S. company General Electric a contract to produce an American version of the engine, which subsequently became the General Electric I-A. On the following day, he approached Lawrence Dale Bell, head of Bell Aircraft Corporation, to build a fighter to utilize it. As a disinformation tactic, the USAAF gave the project the designation "P-59A", to suggest it was a development of the unrelated, canceled Bell XP-59 fighter project. The P-59A was the first design fighter to have its turbojet engine and air inlet nacelles integrated within the main fuselage. The jet aircraft’s design was finalized on 9 January 1942 and the first prototype flew in October of the same year.

 

The following 13 service test YP-59As had a more powerful engine than their predecessor, the General Electric J31, but the improvement in performance was negligible, with top speed increased by only 5 mph and a slight reduction in the time they could be used before an overhaul was needed. One of these aircraft, the third YP-59A, was supplied to the Royal Air Force, in exchange for the first production Gloster Meteor I for evaluation and flight-offs with domestic alternatives.

British pilots found that the YP-59A compared very unfavorably with the jets that they were already flying. The United States Army Air Forces were not impressed by its performance either and cancelled the contract when fewer than half of the originally ordered aircraft had been produced. No P-59s entered combat, but the type paved the way for the next design generation of U.S. turbojet-powered aircraft and helped to develop appropriate maintenance structures and procedures.

 

In the meantime, a new, more powerful jet engine had been developed in Great Britain, the Halford H-1, which became later better known as the De Havilland Goblin. It was another centrifugal compressor design, but it produced almost twice as much thrust as the XP-59A’s J31 engines. Impressed by the British Gloster Meteor during the USAAF tests at Muroc Dry Lake - performance-wise as well as by the aircraft’s simplicity and ruggedness - Bell reacted promptly and proposed an alternative fighter with wing-mounted engine nacelles, since the XP-59A’s layout had proven to be aerodynamically sub-optimal and unsuited for the installation of H-1 engines. In order to save development time and because the aircraft was rather regarded as a proof-of-concept demonstrator instead of a true fighter prototype, the new aircraft was structurally based on Bell’s current piston-engine P-63 “Kingcobra”. The proposal was accepted and, in order to maintain secrecy, the new jet aircraft inherited once more a designation of a recently cancelled project, this time from the Vultee XP-68 “Tornado” fighter. Similar to the Airacomet two years before, just a simple “A” suffix was added.

 

Bell’s development contract covered only three XP-68A aircraft. The H-1 units were directly imported from Great Britain in secrecy, suspended in the bomb bays of B-24 Liberator bombers. A pair of these engines was mounted in mid-wing nacelles, very similar to the Gloster Meteor’s arrangement. The tailplane was given a 5° dihedral to move it out of the engine exhaust. In order to bear the new engines and their power, the wing main spars were strengthened and the main landing gear wells were moved towards the aircraft’s centerline, effectively narrowing track width. The landing gear wells now occupied the space of the former radiator ducts for the P-63’s omitted Allison V-1710 liquid-cooled V12 engine. Its former compartment behind the cockpit was used for a new fuel tank and test equipment. Having lost the propeller and its long drive shaft, the nose section was also redesigned: the front fuselage became deeper and the additional space there was used for another fuel tank in front of the cockpit and a bigger weapon bay. Different armament arrangements were envisioned, one of each was to be tested on the three prototypes: one machine would be armed with six 0.5” machine guns, another with four 20mm Hispano M2 cannon, and the third with two 37mm M10 cannon and two 0.5” machine guns. Provisions for a ventral hardpoint for a single drop tank or a 1.000 lb (550 kg) bomb were made, but this was never fitted on any of the prototypes. Additional hardpoints under the outer wings for smaller bombs or unguided missiles followed the same fate.

 

The three XP-68As were built at Bell’s Atlanta plant in the course of early 1944 and semi-officially christened “Airagator”. After their clandestine transfer to Muroc Dry Lake for flight tests and evaluations, the machines were quickly nicknamed “Barrelcobra” by the test staff – not only because of the characteristic shape of the engine nacelles, but also due to the sheer weight of the machines and their resulting sluggish handling on the ground and in the air. “Cadillac” was another nickname, due to the very soft acceleration through the new jet engines and the lack of vibrations that were typical for piston-engine- and propeller-driven aircraft.

 

Due to the structural reinforcements and modifications, the XP-68A had become a heavy aircraft with an empty weight of 4 tons and a MTOW of almost 8 tons – the same as the big P-47 Thunderbolt piston fighter, while the P-63 had an MTOW of only 10,700 lb (4,900 kg). The result was, among other flaws, a very long take-off distance, especially in the hot desert climate of the Mojave Desert (which precluded any external ordnance) and an inherent unwillingness to change direction, its turning radius was immense. More than once the brakes overheated during landing, so that extra water cooling for the main landing gear was retrofitted.

Once in the air, the aircraft proved to be quite fast – as long as it was flying in a straight line, though. Only the roll characteristics were acceptable, but flying the XP-68A remained hazardous, esp. after the loss of one of the H-1s engines: This resulted in heavily asymmetrical propulsion, making the XP-68A hard to control at all and prone to spin in level flight.

 

After trials and direct comparison, the XP-68A turned out not to be as fast and, even worse, much less agile than the Meteor Mk III (the RAF’s then current, operational fighter version), which even had weaker Derwent engines. The operational range was insufficient, too, esp. in regard of the planned Pacific theatre of operations, and the high overall weight precluded any considerable external load like drop tanks.

However, compared with the XP-59A, the XP-68A was a considerable step forward, but it had become quickly clear that the XP-68A and its outfit-a-propeller-design-with jet-engines approach did not bear the potential for any service fighter development: it was already outdated when the prototypes were starting their test program. No further XP-68A was ordered or built, and the three prototypes fulfilled their test and evaluation program until May 1945. During these tests, the first prototype was lost on the ground due to an engine fire. After the program’s completion, the two remaining machines were handed over to the US Navy and used for research at the NATC Patuxent River Test Centre, where they were operated until 1949 and finally scrapped.

  

General characteristics.

Crew: 1

Length: 33 ft 9 in (10.36 m)

Wingspan: 38 ft 4 in (11.7 m)

Height: 13 ft (3.96 m)

Wing area: 248 sq ft (23 m²)

Empty weight: 8,799 lb (3,995 kg)

Loaded weight: 15,138 lb (6,873 kg)

Max. take-off weight: 17,246 lb (7,830 kg)

 

Powerplant:

2× Halford H-1 (De Havilland Goblin) turbojets, rated at 3,500 lbf (15.6 kN) each

 

Performance:

Maximum speed: 559 mph (900 km/h)

Range: 500 mi (444 nmi, 805 km)

Service ceiling: 37,565 ft (11,450 m)

Rate of climb: 3.930 ft/min (20 m/s)

Wing loading: 44.9 lb/ft² (218.97 kg/m²)

Thrust/weight: 0.45

Time to altitude: 5.0 min to 30,000 ft (9,145 m)

 

Armament:

4× Hispano M2 20 mm cannon with 150 rounds

One ventral hardpoint for a single drop tank or a 1.000 lb (550 kg) bomb

6× 60 lb (30 kg) rockets or 2× 500 lb (227 kg) bombs under the outer wings

  

The kit and its assembly:

This whiffy Kingcobra conversion was spawned by a post by fellow user nighthunter in January 2019 at whatifmodelers.com about a potential jet-powered variant. In found the idea charming, since the XP-59 had turned out to be a dud and the Gloster Meteor had been tested by the USAAF. Why not combine both into a fictional, late WWII Bell prototype?

The basic idea was simple: take a P-63 and add a Meteor’s engine nacelles, while keeping the Kingcobra’s original proportions. This sounds pretty easy but was more challenging than the first look at the outcome might suggest.

 

The donor kits are a vintage Airfix 1:72 Gloster Meteor Mk.III, since it has the proper, small nacelles, and an Eastern Express P-63 Kingcobra. The latter looked promising, since this kit comes with very good surface and cockpit details (even with a clear dashboard) as well as parts for several P-63 variants, including the A, C and even the exotic “pinball” manned target version. However, anything comes at a price, and the kit’s low price point is compensated by soft plastic (which turned out to be hard to sand), some flash and mediocre fit of any of the major components like fuselage halves, the wings or the clear parts. It feels a lot like a typical short-run kit. Nevertheless, I feel inclined to build another one in a more conventional fashion some day.

 

Work started with the H-1 nacelles, which had to be cut out from the Meteor wings. Since they come OOB only with a well-visible vertical plate and a main wing spar dummy in the air intake, I added some fine mesh to the plate – normally, you can see directly onto the engine behind the wing spar. Another issue was the fact that the Meteor’s wings are much thicker and deeper than the P-63s, so that lots of PSR work was necessary.

 

Simply cutting the P-63 OOB wings up and inserting the Meteor nacelles was also not possible: the P-63 has a very wide main landing gear, due to the ventral radiators and oil coolers, which were originally buried in the wing roots and under the piston engine. The only solution: move the complete landing gear (including the wells) inward, so that the nacelles could be placed as close as possible to the fuselage in a mid-span position. Furthermore, the - now useless - radiator openings had to disappear, resulting in a major redesign of the wing root sections. All of this became a major surgery task, followed by similarly messy work on the outer wings during the integration of the Meteor nacelles. LOTS of PSR, even though the outcome looks surprisingly plausible and balanced.

 

Work on the fuselage started in parallel. It was built mainly OOB, using the optional ventral fin for a P-63C. The exhaust stubs as well as the dorsal carburetor intake had to disappear (the latter made easy thanks to suitable optional parts for the manned target version). Since the P-63 had a conventional low stabilizer arrangement (unlike the Meteor with its cruciform tail), I gave them a slight dihedral to move them out of the engine efflux, a trick Sukhoi engineers did on the Su-11 prototype with afterburner engines in 1947, too.

 

Furthermore, the whole nose ahead of the cockpit was heavily re-designed, because I wanted the “new” aircraft to lose its propeller heritage and the P-63’s round and rather pointed nose. Somewhat inspired by the P-59 and the P-80, I omitted the propeller parts altogether and re-sculpted the nose with 2C putty, creating a deeper shape with a tall, oval diameter, so that the lower fuselage line was horizontally extended forward. In a profile view the aircraft now looks much more massive and P-80esque. The front landing gear was retained, just its side walls were extended downwards with the help of 0.5mm styrene sheet material, so that the original stance could be kept. Lots of lead in the nose ensured that the model would properly stand on its three wheels.

 

Once the rhinoplasty was done I drilled four holes into the nose and used hollow steel needles as gun barrels, with a look reminiscent of the Douglas A-20G.

Adding the (perfectly) clear parts of the canopy as a final assembly step also turned out to be a major fight against the elements.

  

Painting and markings:

With an USAAF WWII prototype in mind, there were only two options: either an NMF machine, or a camouflage in Olive Drab and Neutral Grey. I went for the latter and used Tamiya XF-62 for the upper surfaces and Humbrol 156 (Dark Camouflage Grey) underneath. The kit received a light black ink wash and some post shading in order to emphasize panels. A little dry-brushing with silver around the leading edges and the cockpit was done, too.

 

The cockpit interior became chromate green (I used Humbrol 150, Forest Green) while the landing gear wells were painted with zinc chromate yellow (Humbrol 81). The landing gear itself was painted in aluminum (Humbrol 56).

Markings/decals became minimal, puzzled together from various sources – only some “Stars and Bars” insignia and the serial number.

  

Somehow this conversion ended up looking a lot like the contemporary Soviet Sukhoi Su-9 and -11 (Samolyet K and LK) jet fighter prototype – unintentionally, though. But I am happy with the outcome – the P-63 ancestry is there, and the Meteor engines are recognizable, too. But everything blends into each other well, the whole affair looks very balanced and believable. This is IMHO furthermore emphasized by the simple paint scheme. A jet-powered Kingcobra? Why not…?

RESTORATION INFO - Original digital image held in the New South Wales State Library online image collection. This copy was downloaded & restored by myself using Adobe Photoshop Creative Suite 8.0 (with duo-tone enhancement) for public share via Flickr.

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CREDITS & COPYRIGHT

Credits go to -

(a) Star Photo Co. (1894-1928), the creator of the original image, &

(b) The Mitchell & State Libraries of New South Wales, for their valuable historic photograph digitization & archiving program(s).

 

The original image is no longer restricted by any form of Copyright, per State Library of New South Wales copyright advice -

"Out of Copyright

Reason for copyright status: Created/Published Date is Before 1955

Material type: Photograph

 

COPYRIGHT AND PERMISSIONS:

This image may be used freely for research and study purposes. Further use may require permission. Please acknowledge that the image is from the collections of the State Library of New South Wales".

 

As for my own work in creating, enlarging & substantially restoring this unique version of the original image, the only Copyright form I have applied is "Attribution-Non Commercial Use-No Derivatives".

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IMAGE VIEW INFORMATION

The date of this image (and others taken by Star Photo Co. at the same time) is likely to be prior to approx. mid 1895, since J.H. Wills' first boatshed (approved for construction in Dec 1894) had not yet been built in their other images of the series, taken no doubt at the same time.

 

This view is most likely looking south-west from where the Woronora River meets the Georges River, west of the old rail bridge towards an old fisherman with his hut, boat & nets. I believe the fisherman shown here is "Old Dick" - one and the same with one mentioned in an old newspaper article in the Australian Star (Sydney), dated Wednesday 17 Apr 1889, which I found in Trove, which reads (quote) -

 

"OLD DICK, OF COMO --

--- A good many visitors to Como who have enjoyed their visit to that locality have patronised old Dick, the fisherman, who has been on the George and Woronoo(sic) Rivers for over 50 years, and is regarded as the pioneer fisherman of the place. They will be sorry to hear that a few nights ago his fishing net was stolen, and his boat stove in by some ill-disposed persons, and that he is left without the means of subsistence. It is proposed to lend him a hand in his trouble, and the Como people have decided to subscribe for a new boat and net for "Old Dick", and it is hoped that Sydney people who have had many good days' outing with him will bear a hand. Mr George Agnew, of Como, will gladly supply further particulars or receive further subscriptions."

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ADDITIONAL HISTORIC INFORMATION

 

STAR PHOTO CO. was operated by the proprietor William Livermore (chief photographer). I found an early notice in the Daily Commercial News & Shipping List (Sydney) which shows the Star Photo Co. had imported 1 case of "pictures" (probably photographic glass plates) from Victoria, passing Customs on 3 Apr 1894. I would suggest that other biographical entries found on websites that claim the Star Photo Co. was only operational from 1898 would therefore appear to be incorrect. Clearly, the Co. was already actively engaged in the photographic business from at least as early as Apr 1894.

the Cheese Fairy in Downtown Baker City. Sharing a storefront with Copperbelt Winery, the Cheese Fairy is one of the newest businesses to open in downtown baker City as part of the growing arts and culinary scene in this small Eastern Oregon town.

 

Visitors to downtown will also find numerous local restaurants featuring locally sourced cuisine and several local culinary makers including a local brewery, distillery and of course Copperbelt winery. In addition to the emerging culinary scene, there are also a variety of art galleries throughout Baker City’s historic downtown including the Crossroads Carnegie Art center in the restored Carnegie Library building.

 

For more information about downtown Baker City visit the local Main Street program's website www.bakercitydowntown.com or the Baker County Tourism website at www.basecampbaker.com

   

I found some of these clipped together in a pile of random papers and junk in these industrial ruins on Chicago's SE side. I'll replace this with a better scan, the program's acting slow and weird right now.

Located at the end of a sleepy little cul-de-sac in the leafy north east Melburnian suburb of Fairy Hills is a beautiful pebbledash Arts and Crafts style bungalow. Quiet and unassuming amid its well kept gardens, this bungalow is quite significant historically as it is the creation and home of nationally renowned husband and wife artists Christian and Napier Waller, and is known as the Waller House. Together they designed the house and much of its interior decoration and furnishings. Napier Waller lived in their purpose designed home for some fifty years. What is especially significant about the house is that both it and its contents are quite intact. Napier Waller's studios, examples of his art, that of his two wives and his niece, famous studio potter Klytie Pate, and items connected with his work remain exactly as he left them. Architecturally the house design is innovative in its internal use of space, specifically in the organisation of the studio cum living room and displays a high degree of artistic creativity in the interior decoration.

 

The Waller House in Fairy Hills is so named because it was the residence of Mervyn Napier Waller, the acclaimed artist who gained National fame from his water colours, stained glass, mosaic works and murals and his wife Christian, who was a distinguished artist and designer of stained glass in her own right. In particular Napier Waller's works adorn the Melbourne Town Hall, the Myer Emporium Mural Hall, the Victorian State Library and the Australian War Memorial. The Waller House is a split level house designed by Napier and his first wife Christian who intended the house to be both a home and a workplace. For this the design was conceived to accommodate the tall studies and pieces of the artist's work.

 

The Waller house was built by Phillip Millsom in 1922 and the architectural style of the house is a mixture of Interwar Arts and Crafts, Interwar Old English and Interwar California Bungalow. The house is constructed from reinforced concrete walls with a rough cast pebbledash finish. The roof is steeply pitched with a prominent half timbered gable over the front entrance and has Marseilles pattern terracotta tiles. There are small paned casement windows. There have been several additions to the original design over the years but these have all been sympathetic to the original design.

 

The house is entered from a two sided verandah into an entrance hall, panelled in Tasmanian wood. This has stairs leading to the different levels of the house interior. In one direction the hall leads to a main living hall which was Napier Waller's original studio and later used as the main living room in the house. This room has a high ceiling with casement windows, a musicians’ gallery and a broad brick fireplace flanked by fire-dogs and bellows made by the sculptress Ola Cohn (1892 – 1964). Like many of the other rooms in the house the studio is panelled and floored with Tasmanian hardwood and contains some of the studies for Napier Waller's murals: “The Five Lamps of Learning; the Wise and Foolish Virgins” a mosaic for the University of Western Australia and, “Peace After Victory” a study painting for the State Library of Victoria. Above the panelling the plaster walls are painted in muted colours in wood grain effect. The raftered plaster ceiling has been painted in marble effect with gold leaf. Book shelves, still containing the Wallers’ beautiful books, are built into the panelled walls. Furniture in the room includes a settee with a painted back panel featuring jousting knights, painted by Christian Waller, a leather suite and black bean sideboards and cupboards. This furniture was designed in the nineteen thirties by Napier Waller and by Percy Meldrum and a noted cabinet maker called Goulman. The studio cum hall also contains many ceramic works created by studio potter Klytie Pate who was Christian Waller’s niece and protégée. The entrance hall leads in the other direction to a guest room, known as the “Blue Room”. This was the idea of Napier's wife Christian and has simple built-in glass topped furniture and Napier's murals of the “Labours of Hercules” which include a self portrait of the artist. An alcove section of the room was constructed out of an extension to the verandah. Stairs lead from the entrance hall to the musicians’ gallery which has a window and overlooks the studio cum living room. The kitchen near the studio/hall is panelled and raftered with built-in cupboards conforming to the panelling. The ceiling is stencilled in a fleur-de-lys design by Napier. The dining room lies to the right of the studio cum hall and contains shoulder high panelling and raftered ceilings. It has an angled brick corner fireplace and the walls and ceiling have the same painted treatment as the studio cum living room. The oak dining furniture was designed by Napier. A small den with high window, furnished with leather chairs, opens off the dining room. Opening off the hall to the left is a long rectangular room known as the glass studio. This was added to the house by builder C. Trinck of Hampton in about 1931 and contains Napier Waller's kiln, paintbrushes and stained-glass tools on the benches, and stained glass designs and racks which are still stacked with radiant streaked glass from his work with stained glass windows. A bedroom and bathroom with attic pitched rafter ceiling and casement windows is situated on the upper level of the house. Another bedroom in ship's cabin style with flared wall light fittings and built in bunks opens off this first bedroom.

 

The house backs onto a courtyard enclosed by a long bluestone garden wall. The house is set in a three and a half acre site with cypress hedges and gravelled paths. The garden drops away to a hillside slope with manna gum trees. Set on the slope is a flat roofed studio built in 1937. It has an undercroft beneath a studio room and this contains a lithographic press and a printing press of 1849 for woodcuts and linocuts. This was used by Napier and his first wife Christian to produce prints in the 1930s. Napier was widowed and married his stained glass studio assistant Lorna Reyburn in 1958.

 

The Waller House has recently become famous for yet another reason. The exterior has been used as a backdrop in the ABC/ITV co-production television series, “The Doctor Blake Mysteries” (2013). The house serves as the residence of the program’s lead character, Doctor Lucien Blake (played by Australian actor Craig McLachlan), and the doctor’s 1930s tourer is often seen driving up to or away from the Waller House throughout the series. The Waller House is the only regular backdrop not filmed in the provincial Victorian gold rush city of Ballarat, in which the series is based.

 

The Waller House is still a private residence, even though it was bequeathed to the people of Victoria by Napier Waller under the proviso that it would not revert to state ownership until after the death of his second wife, Lorna. The current leasee of the Waller House is a well known Melbourne antique dealer, who was friends with Lorna Reyburn, and who acts as a loving informal caretaker. He was approached by the Napier Waller Committee of Management and keeps the house neat and tidy, and maintains the garden beautifully. I am very grateful to him for his willingness to open the Waller House, and for allowing me the opportunity to comprehensively photograph this rarely seen gem of Melbourne art, architecture and history.

 

Mervyn Napier Waller (1893 – 1972) was an Australian artist. Born in Penshurst, Victoria, Napier was the son of William Waller, contractor, and his wife Sarah, née Napier. Educated locally until aged 14, he then worked on his father's farm. In 1913 he began studies at the National Gallery schools, Melbourne, and first exhibited water-colours and drawings at the Victorian Artists' Society in 1915. On 31 August of that year he enlisted in the Australian Imperial Force, and on 21 October at the manse of St Andrew's Presbyterian Church, Carlton, married Christian Yandell, a fellow student and artist from Castlemaine. Serving in France from the end of 1916, Waller was seriously wounded in action, and his right arm had to be amputated at the shoulder. Whilst convalescing in France and England Napier learned to write and draw with his left hand. After coming home to Australia he exhibited a series of war sketches in Melbourne, Sydney, Adelaide and Hobart between 1918 and 1919 which helped to establish his reputation as a talented artist. Napier continued to paint in water-colour, taking his subjects from mythology and classical legend, but exhibited a group of linocuts in 1923. In 1927 Napier completed his first major mural for the Menzies Hotel, Melbourne. Next year his mural 'Peace after Victory' was installed in the State Library of Victoria. Visiting England and Europe in 1929 to study stained glass, the Wallers travelled in Italy where Napier was deeply impressed by the mosaics in Ravenna and studied mosaic in Venice. He returned to Melbourne in March 1930 and began to work almost exclusively in stained glass and mosaic. In 1931 he completed a great monumental mosaic for the University of Western Australia; two important commissions in Melbourne followed: the mosaic façade for Newspaper House (completed 1933) and murals for the dining hall in the Myer Emporium (completed 1935). During this time he also worked on a number of stained-glass commissions, some in collaboration with his wife, Christian. Between 1939 and 1945 he worked as an illustrator and undertook no major commissions. In 1946 he finished a three-lancet window commemorating the New Guinea martyrs for St Peter's Church, Eastern Hill. In 1952-58 he designed and completed the mosaics and stained glass for the Hall of Memory at the Australian War Memorial, Canberra. On 25 January 1958 in a civil ceremony in Melbourne Waller had married Lorna Marion Reyburn, a New Zealand-born artist who had long been his assistant in stained glass.

 

Christian Waller (1894 – 1954) was an Australian artist. Born in Castlemaine, Victoria, Christian was the fifth daughter and youngest of seven children of William Edward Yandell a Victorian-born plasterer, and his wife Emily, née James, who came from England. Christian began her art studies in 1905 under Carl Steiner at the Castlemaine School of Mines. The family moved in 1910 to Melbourne where Christian attended the National Gallery schools. She studied under Frederick McCubbin and Bernard Hall, won several student prizes, exhibited (1913-22) with the Victorian Artists Society and illustrated publications. On 21 October 1915 at the manse of St Andrew's Presbyterian Church, Carlton, she married her former fellow-student Mervyn Napier Waller; they were childless, but adopted Christian’s niece Klytie Pate, in all but a legal sense. During the 1920s Christian Waller became a leading book illustrator, winning acclaim as the first Australian artist to illustrate Alice in Wonderland (1924). Her work reflected Classical, Medieval, Pre-Raphaelite and Art Nouveau influences. She also produced woodcuts and linocuts, including fine bookplates. From about 1928 she designed stained-glass windows. The Wallers travelled to London in 1929 to investigate the manufacture of stained glass at Whall & Whall Ltd's premises. Returning to Australia via Italy, they studied the mosaics at Ravenna and Venice. Christian signed and exhibited her work under her maiden name until 1930, but thereafter used her married name. In the 1930s Waller produced her finest prints, book designs and stained glass, her work being more Art Deco in style and showing her interest in theosophy. She created stained-glass windows for a number of churches—especially for those designed by Louis Williams—in Melbourne, Geelong, and rural centres in New South Wales. Sometimes she collaborated with her husband, both being recognized as among Australia's leading stained-glass artists. Estranged from Napier, Christian went to New York in 1939. In 1940 she returned to the home she shared with her husband in Fairy Hills where she immersed herself in her work and became increasingly reclusive. In 1942 she painted a large mural for Christ Church, Geelong; by 1948 she had completed more than fifty stained-glass windows.

 

Klytie Pate (1912 – 2010) was an Australian Studio Potter who emerged as an innovator in the use of unusual glazes and the extensive incising, piercing and ornamentation of earthenware pottery. She was one of a small group of Melbourne art potters which included Marguerite Mahood and Reg Preston who were pioneers in the 1930‘s of ceramic art nationwide. Her early work was strongly influenced by her aunt, the artist and printmaker, Christian Waller. Klytie’s father remarried when she was 13, so Klytie went to live with her aunt, Christian Waller. Christian and her husband Napier Waller encouraged her interest in art and printmaking. She spent time at their studio in Fairy Hills, and thus her work reflected Art Deco, Art Nouveau, the Pre Raphaelites, Egyptian art, Greek mythology, and Theosophy. Klytie made several plaster masks that were displayed by the Wallers in their home and experimented with linocut, a medium used by Christian in her printmaking. Her aunt further encouraged Klytie by arranging for her to study modelling under Ola Cohn, the Melbourne sculptor. Klytie became renowned for her high quality, geometric Art Deco designed pottery which is eagerly sought after today by museums, art galleries, collectors and auction houses.

 

Fairy Hills is a small north eastern suburb of Melbourne. Leafy, with streets lined with banks of agapanthus, it is an area well known for its exclusivity, affluence and artistic connections. It was designed along the lines of London’s garden suburbs, such as Hampstead and Highgate, where houses and gardens blended together to create an informal, village like feel. Many of Fairy Hills’ houses have been designed by well known architects of the early Twentieth Century such as Walter Burley Griffin (1876 – 1937) and have gardens landscaped by designers like Edna Walling (1895 – 1973). Fairy Hills is the result of a subdivision of an 1840s farm called “Fairy Hills” which was commenced in the years just before the First World War (1914 – 1918). “Lucerne Farm”, a late 1830s farm associated with Governor La Trobe, was also nearby.

  

Various types of maple syrup stiles, or spouts, are on display at the 46th Annual Maple Syrup Festival at Cunningham Falls State Park in Thurmont, Md., on March 20, 2016. (Photo by Will Parson/Chesapeake Bay Program)

 

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BF-4 Flt 508 Mr. Peter Wilson and BF-5 Flt 370 Sqn Ldr Andy Adgell fly from HMS Queen Elizabeth on 27 Sep 2018

  

From Wikipedia, the free encyclopedia

 

The Lockheed Martin F-35 Lightning II is a family of single-seat, single-engine, all-weather, stealth, fifth-generation, multirole combat aircraft, designed for ground-attack and air-superiority missions. It is built by Lockheed Martin and many subcontractors, including Northrop Grumman, Pratt & Whitney, and BAE Systems.

 

The F-35 has three main models: the conventional takeoff and landing F-35A (CTOL), the short take-off and vertical-landing F-35B (STOVL), and the catapult-assisted take-off but arrested recovery, carrier-based F-35C (CATOBAR). The F-35 descends from the Lockheed Martin X-35, the design that was awarded the Joint Strike Fighter (JSF) program over the competing Boeing X-32. The official Lightning II name has proven deeply unpopular and USAF pilots have nicknamed it Panther, instead.

 

The United States principally funds F-35 development, with additional funding from other NATO members and close U.S. allies, including the United Kingdom, Italy, Australia, Canada, Norway, Denmark, the Netherlands, and formerly Turkey. These funders generally receive subcontracts to manufacture components for the aircraft; for example, Turkey was the sole supplier of several F-35 parts until its removal from the program in July 2019. Several other countries have ordered, or are considering ordering, the aircraft.

 

As the largest and most expensive military program ever, the F-35 became the subject of much scrutiny and criticism in the U.S. and in other countries. In 2013 and 2014, critics argued that the plane was "plagued with design flaws", with many blaming the procurement process in which Lockheed was allowed "to design, test, and produce the F-35 all at the same time," instead of identifying and fixing "defects before firing up its production line". By 2014, the program was "$163 billion over budget [and] seven years behind schedule". Critics also contend that the program's high sunk costs and political momentum make it "too big to kill".

 

The F-35 first flew on 15 December 2006. In July 2015, the United States Marines declared its first squadron of F-35B fighters ready for deployment. However, the DOD-based durability testing indicated the service life of early-production F-35B aircraft is well under the expected 8,000 flight hours, and may be as low as 2,100 flight hours. Lot 9 and later aircraft include design changes but service life testing has yet to occur. The U.S. Air Force declared its first squadron of F-35As ready for deployment in August 2016. The U.S. Navy declared its first F-35Cs ready in February 2019. In 2018, the F-35 made its combat debut with the Israeli Air Force.

 

The U.S. stated plan is to buy 2,663 F-35s, which will provide the bulk of the crewed tactical airpower of the U.S. Air Force, Navy, and Marine Corps in coming decades. Deliveries of the F-35 for the U.S. military are scheduled until 2037 with a projected service life up to 2070.

 

Development

 

F-35 development started in 1992 with the origins of the Joint Strike Fighter (JSF) program and was to culminate in full production by 2018. The X-35 first flew on 24 October 2000 and the F-35A on 15 December 2006.

 

The F-35 was developed to replace most US fighter jets with the variants of a single design that would be common to all branches of the military. It was developed in co-operation with a number of foreign partners, and, unlike the F-22 Raptor, intended to be available for export. Three variants were designed: the F-35A (CTOL), the F-35B (STOVL), and the F-35C (CATOBAR). Despite being intended to share most of their parts to reduce costs and improve maintenance logistics, by 2017, the effective commonality was only 20%. The program received considerable criticism for cost overruns during development and for the total projected cost of the program over the lifetime of the jets.

 

By 2017, the program was expected to cost $406.5 billion over its lifetime (i.e. until 2070) for acquisition of the jets, and an additional $1.1 trillion for operations and maintenance. A number of design deficiencies were alleged, such as: carrying a small internal payload; performance inferior to the aircraft being replaced, particularly the F-16; lack of safety in relying on a single engine; and flaws such as the vulnerability of the fuel tank to fire and the propensity for transonic roll-off (wing drop). The possible obsolescence of stealth technology was also criticized.

  

Design

 

Overview

 

Although several experimental designs have been developed since the 1960s, such as the unsuccessful Rockwell XFV-12, the F-35B is to be the first operational supersonic STOVL stealth fighter. The single-engine F-35 resembles the larger twin-engined Lockheed Martin F-22 Raptor, drawing design elements from it. The exhaust duct design was inspired by the General Dynamics Model 200, proposed for a 1972 supersonic VTOL fighter requirement for the Sea Control Ship.

 

Lockheed Martin has suggested that the F-35 could replace the USAF's F-15C/D fighters in the air-superiority role and the F-15E Strike Eagle in the ground-attack role. It has also stated the F-35 is intended to have close- and long-range air-to-air capability second only to that of the F-22 Raptor, and that the F-35 has an advantage over the F-22 in basing flexibility and possesses "advanced sensors and information fusion".

 

Testifying before the House Appropriations Committee on 25 March 2009, acquisition deputy to the assistant secretary of the Air Force, Lt. Gen. Mark D. "Shack" Shackelford, stated that the F-35 is designed to be America's "premier surface-to-air missile killer, and is uniquely equipped for this mission with cutting-edge processing power, synthetic aperture radar integration techniques, and advanced target recognition".

 

Improvements

Ostensible improvements over past-generation fighter aircraft include:

 

Durable, low-maintenance stealth technology, using structural fiber mat instead of the high-maintenance coatings of legacy stealth platforms

Integrated avionics and sensor fusion that combine information from off- and on-board sensors to increase the pilot's situational awareness and improve target identification and weapon delivery, and to relay information quickly to other command and control (C2) nodes

High-speed data networking including IEEE 1394b and Fibre Channel (Fibre Channel is also used on Boeing's Super Hornet.

The Autonomic Logistics Global Sustainment, Autonomic Logistics Information System (ALIS), and Computerized maintenance management system to help ensure the aircraft can remain operational with minimal maintenance manpower The Pentagon has moved to open up the competitive bidding by other companies. This was after Lockheed Martin stated that instead of costing 20% less than the F-16 per flight hour, the F-35 would actually cost 12% more. Though the ALGS is intended to reduce maintenance costs, the company disagrees with including the cost of this system in the aircraft ownership calculations. The USMC has implemented a workaround for a cyber vulnerability in the system. The ALIS system currently requires a shipping-container load of servers to run, but Lockheed is working on a more portable version to support the Marines' expeditionary operations.

Electro-hydrostatic actuators run by a power-by-wire flight-control system

A modern and updated flight simulator, which may be used for a greater fraction of pilot training to reduce the costly flight hours of the actual aircraft

Lightweight, powerful lithium-ion batteries to provide power to run the control surfaces in an emergency

Structural composites in the F-35 are 35% of the airframe weight (up from 25% in the F-22). The majority of these are bismaleimide and composite epoxy materials. The F-35 will be the first mass-produced aircraft to include structural nanocomposites, namely carbon nanotube-reinforced epoxy. Experience of the F-22's problems with corrosion led to the F-35 using a gap filler that causes less galvanic corrosion to the airframe's skin, designed with fewer gaps requiring filler and implementing better drainage. The relatively short 35-foot wingspan of the A and B variants is set by the F-35B's requirement to fit inside the Navy's current amphibious assault ship parking area and elevators; the F-35C's longer wing is considered to be more fuel efficient.

 

Costs

A U.S. Navy study found that the F-35 will cost 30 to 40% more to maintain than current jet fighters, not accounting for inflation over the F-35's operational lifetime. A Pentagon study concluded a $1 trillion maintenance cost for the entire fleet over its lifespan, not accounting for inflation. The F-35 program office found that as of January 2014, costs for the F-35 fleet over a 53-year lifecycle was $857 billion. Costs for the fighter have been dropping and accounted for the 22 percent life cycle drop since 2010. Lockheed stated that by 2019, pricing for the fifth-generation aircraft will be less than fourth-generation fighters. An F-35A in 2019 is expected to cost $85 million per unit complete with engines and full mission systems, inflation adjusted from $75 million in December 2013.

jsc2018e076655 (Aug. 23, 2018) --- Vice President Mike Pence visited NASA’s Johnson Space Center in Houston on Aug. 23, 2018, to discuss the future of space exploration and other elements of human spaceflight. During his trip to the Johnson Space Center, the Vice President also toured the laboratory housing the moon rocks retrieved during the Apollo program’s lunar missions and extraterrestrial samples from other uncrewed sample return missions. Apollo Lunar Sample Principle Scientist Andrea Mosie held a lunar sample up for inspection by the Vice President, who was joined in the viewing room behind protective glass by Apollo Lunar Sample Curator Ryan Ziegler, NASA Administrator Jim Bridenstine and Apollo 17 astronaut and retired Sen. Harrison Schmitt.

Chino Farms Grasslands Plantation is seen on the Chester River in Queen Anne's County, Md., on June 27, 2016. Chino Farms is home to 278 acres of native warm season grasses, arranged in sections that are managed with controlled burning by the Washington College Chester River Field Research Station at the farm. (Photo by Will Parson/Chesapeake Bay Program with aerial support by LightHawk)

 

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The Chesapeake Bay Program's photographic archive is available for media and non-commercial use at no charge. To request permission, send an email briefly describing the proposed use to requests@chesapeakebay.net. Please do not attach jpegs. Instead, reference the corresponding Flickr URL of the image.

 

A photo credit mentioning the Chesapeake Bay Program is mandatory. The photograph may not be manipulated in any way or used in any way that suggests approval or endorsement of the Chesapeake Bay Program. Requestors should also respect the publicity rights of individuals photographed, and seek their consent if necessary.

Government Island Park is seen in Stafford County, Va., on Dec. 3, 2016. (Photo by Will Parson/Chesapeake Bay Program)

 

USAGE REQUEST INFORMATION

The Chesapeake Bay Program's photographic archive is available for media and non-commercial use at no charge.

 

To request permission, send an email briefly describing the proposed use to requests@chesapeakebay.net. Please do not attach jpegs. Instead, reference the corresponding Flickr URL of the image.

 

A photo credit mentioning the Chesapeake Bay Program is mandatory. The photograph may not be manipulated in any way or used in any way that suggests approval or endorsement of the Chesapeake Bay Program. Requestors should also respect the publicity rights of individuals photographed, and seek their consent if necessary.

The Nature Conservancy hosts a group of roughly 30 visitors for a vernal pool hike at Forest Pools Preserve, adjacent to Kings Gap State Park in Cumberland County, Pa., on March 25, 2016. Because vernal pools, or seasonal wetlands, dry up every year, they don't harbor fish and thus are critical habitat for many amphibian species. (Photo by Will Parson/Chesapeake Bay Program)

 

USAGE REQUEST INFORMATION

The Chesapeake Bay Program's photographic archive is available for media and non-commercial use at no charge. To request permission, send an email briefly describing the proposed use to requests@chesapeakebay.net. Please do not attach jpegs. Instead, reference the corresponding Flickr URL of the image.

 

A photo credit mentioning the Chesapeake Bay Program is mandatory. The photograph may not be manipulated in any way or used in any way that suggests approval or endorsement of the Chesapeake Bay Program. Requestors should also respect the publicity rights of individuals photographed, and seek their consent if necessary.

Alfa Romeo’s revolutionary gamble in development

 

FIVE billion euro is a lot of money to develop a car.

 

Mercedes-Benz, for example, spent €2bn on the W212 E-Class launched in 2009, and a further ¤1bn on the new-generation E-Class arriving here later this year, a car it claims is the company’s most advanced production vehicle ever.

Five billion euro is a lot for just one car. But the Giulia is not just one car. It debuts a platform, a flexible architecture dubbed ‘Giorgio’ that will underpin a range of new-generation Alfa Romeo models, including two SUVs and possibly a rear-drive Giulietta replacement, within the next six years. A successor to the larger 166 sedan is also under consideration, but further out.

Five billion euro also paid for the development of three new engine families – a 2.0-litre petrol and 2.2-litre diesel, and a 2.9-litre twin-turbo V6 – that will power Giulia and the SUVs.

 

Five billion euro, then, is not a lot to spend on five completely new cars and three completely new engines.

Alfa romeo giulia drivingBut five billion euro is a hell of a wager on one car. If the Giulia is a flop, then future models spun off this same architecture will be hamstrung. If Giulia fails, Alfa Romeo may too.

Wheels flew to Balocco in northern Italy to drive the Alfa Romeo Giulia. This is what we learned.

“April 29, 2013,” Krief says. “That’s when work started on the Giulia. I got a call just the week before from [Fiat-Chrysler Automotive CEO Sergio] Marchionne and was told we want to do a completely new thing… rear-wheel drive… new Alfa Romeo… so we start from scratch.”

Krief, formerly a Ferrari engineer, heads product development for Alfa Romeo. Since that day three years ago, the Giorgio platform, and the first two models it will deliver – the Giulia sedan and 2017 Stelvio SUV, a rival for the Jaguar F-Pace and BMW X3 – have been his life.

But life began much earlier for the project that was meant to succeed the 159 sedan way back in 2010.

Alfa platform designGiulia was designed for combustion engines, package-protected for an electrified future

Plans for a 159 successor were almost signed off by Marchionne in 2007 as one of many models to be co-developed in a joint-venture with BMW. Both sedan and wagon would share the 3 Series’ rear-drive platform. A replacement for the 166 would be built on 5 Series architecture.

In return, Alfa would develop a new rear-drive platform for B- and C-segment cars for both brands. This would, of course, throw up packaging compromises, especially in rear-seat legroom, but a Wheels source involved in the JV business case says that was of little concern, to Alfa at least.

“For sure we knew this… we didn’t worry,” our source revealed. “Driving dynamics came before comfort. We wanted rear-drive for all Alfa Romeo models. And we had a very good positioning plan, too: [Alfa Romeo models] would be lighter and more powerful than the BMW ones, and more affordable.”

Rear-drive, light weight, better power-to-weight, more affordable, and Italian. What’s not to like?

But instead of going into partnership with BMW, Fiat Group saw an opportunity in struggling Chrysler. Development plans were put on hold, and eventually cancelled when Fiat bought a controlling stake from investment firm Cerberus in early 2009.

Alfa Romeo badgeKrief says he’s aware that a 159 successor was under development much earlier than April 2013, but refuses to be drawn on specifics: “We were working on [a] new 159, sure, but based on another platform. We tore that up and started again … from scratch.”

Another Ferrari alumni, Roberto Fedeli, now chief technical officer for Alfa Romeo and Maserati, explains further.

“The plan three years ago was to relaunch completely the Alfa Romeo brand. Obviously Mr Marchionne had this thought before. But he decided to enact this kind of plan when the conditions of the company were much better … when the money was there in order to be spent doing this kind of model.

“It was a choice of FCA’s to concentrate during the last years in doing something that let the group grow up; to restart the program, to make the integration with Chrysler and so on.”

Fedeli’s nickname at Ferrari, where his credits include the F12 Berlinetta and La Ferrari hybrid supercar, is The Prince. While at Ferrari, Fedeli was instrumental in the Giulia program’s genesis before leaving FCA for a 16-month stint with BMW’s i Division. He was poached back by Marchionne in February this year.

Alfa concept interiorDriving position ergonomic goals were established early in the development cycle

“Three years ago I was in Ferrari. And I remember at the end of April, Mr Marchionne came to Maranello and spoke to Montezemolo, who asked me to give a couple of guys – one for chassis and one for engine – because he had in mind to relaunch Alfa and [he wanted] experience from Ferrari guys. I told him, ‘No, it’s not possible. I have a limited number of people and I have to develop Ferrari models’.

“You can imagine the discussion that ensued and what the final decision was…

I gave him two guys.

“The first one was Philippe Krief, and the other was head of gasoline engines Gianluca Pivetti, responsible for Ferrari engines. He became immediately the boss of Alfa Romeo engines… but without engines, without anything.”

Fedeli says Krief and Pivetti moved to Modena the very next day to start the Giorgio project.

“Then in a couple of days more, [they asked me for a] third guy from FCA human resources department. His job was to help these two guys build the team. In one year they hired 400 people, and in another six months another 200 people. The team eventually became 800 people. And they were working day and night.”

Alfa romeo giulia sideThirty months from clean sheet to production is impressive. Even more so when developing the building blocks for five new models and three engine families.

Two skunkworks were established, confirms chief exterior designer Alessandro Maccolini, the man who penned the Alfa Romeo 4C and current Giulietta. One in Modena for engineers, the other at FCA’s Centro Stile design home in Turin.

“Yes, really the team was divided,” says Maccolini. “In Modena there was this skunk team for all the technicians. For style it was a skunk team in Turin, in Centro Stile. This team was absolutely divided from the other brands in Centro Stile. This was absolutely a priority from the beginning of the project, to maintain a strong identity with no contamination.

“We stopped transfer within the brands, making sure the team was only Alfa Romeo because it was absolutely top secret. It was a closed shop. A special [security] badge [was required] even inside Centro Stile.”

Maccolini tells us the Giulia design challenge was twofold: firstly, to evolve Alfa’s design language for a new generation while respecting the brand’s 106-year heritage; secondly, to exude ‘Italian-ness’.

Alfa romeo giulia wheel“Alfa Romeo’s heritage is important; our history is incredible. Looking into the future it’s very important not to make a copy of the past or remake something, because it can be dangerous. We have to balance what we need from the past.

“Maybe looking at the car you don’t see an Alfa Romeo from the past, but you feel something… The front, the rear treatment, the [side] section of the car. I think it’s more important to have the feeling of an Alfa Romeo, not the copy of an Alfa Romeo from the past.”

And Italian-ness?

“I know it’s not [always] easy to understand the difference between an Alfa Romeo design and a competitor’s. In this segment, for example, take a competitor’s greenhouse and look at the transition from the side to the back. You will see differences. On the back we needed this round shape because we like to emphasise this treatment, the beauty and the elegance of the car.

“[At the same time] we have to strike a balance between what we need for style, what is required for aerodynamics and handling, etc. Without compromise for Philippe’s team, but again a good combination for the car, for the complete product… not only style. When you see the Giulia, you can see that it’s enabled the team to work with those in a way that still allows that sculpture to come through. That to me is the Alfa Italian-ness, that pure sculpture. Clean but expressive qualities, and it still maintains an amazing proportion.”

At alfa headquartersAlfa Romeo designer Alessandro Maccolini takes Wheels through the centro stile design studio

Both Maccolini and Krief cite the ‘creative tension’ that existed between Giulia designers and engineers.

“That creative tension… the best products come out of that,” explains Maccolini. “It’s a healthy tension. There are trade-offs that you have to deal with. We [designers] are not here to make our car, and engineering another car. Look at the Quadrifoglio’s diffuser, it’s 97 percent aerodynamic. The ‘style’ is only to understand where we need the separation between the bumper and the diffuser. The rest is designed in a windtunnel. And we accept this. Because if we overdesign this piece, it can be only wrong.”

Krief says the platform’s hard-points were laid down, and targets set, within

the first month.

“Just one month after we started, we set ambitious targets for everything. For Giulia we knew we needed to have the old 156 kerb weight of the diesel – 1350kg. We needed a car that is five-star [safety], and a car that is able to do less than 7min 47sec at the Nurburgring. We also wanted to be best in class for fuel consumption. We want an aerodynamic Cd of 0.25. We wanted certain downforce… We had many targets, all sorts of targets.”

Though they missed that weight target by 24kg – the Giulia turbo-diesel is still 130kg lighter than its BMW and Mercedes equivalents – in some cases they exceeded them. In September 2015 a production-spec Giulia Quadrifoglio lapped the Nurburgring in 7min 39sec.

Alfa romeo giulia driving fastHowever, these targets were more than just numbers, says Krief. They had the power to define Alfa Romeo.

“What is Alfa Romeo? What numbers define us as a brand? Usually you don’t do it like that. You find some trade-off. But not this time,” Krief says.

They refused to compromise their overarching goal “to achieve ultimate driving satisfaction”. And while all those numerical targets speak to that, they are outcomes, he says, of sound core principles.

“We wanted to stay true to Alfa Romeo DNA. To focus on principles that made Alfa the king for many years. Alfa has always had extremely light products with good power-to-weight. Good balance and 50/50 weight distribution is also important. This leads to spontaneous, natural, dynamic....”

Dimensions were established early on. The 2820mm wheelbase is 8mm longer than BMW’s M3, and carries a body 15mm longer but with a 3mm-lower roofline. Aluminium double-wishbone front and multi-link rear suspension follow the lead of the 159 and 156 before it, with an increased focus on controlling wheel travel to maximise each tyre’s contact patch.

Alfa giulia interior “And at the heart of it all,” says Krief, “we knew we must put the driver at the centre, make the driver the focal point. This last point sometimes is not given enough focus. For us, we defined it very early on because it is so important. The lower the better.”

Once the driving position was set – and I can report it is spot-on, but more on that later – tactile elements were next: “You cannot have quick steering and long pedal stroke. You cannot have quick steering, quick pedal and long throw of gearlever. You need to have every component respond harmoniously, and progressively.”

Meanwhile, Pivetti’s team was working on three new engine families, each with strict targets around outputs, real-world performance and fuel efficiency.

Krief says a V8 was never seriously considered for the Quadrifoglio performance model: “No. We didn’t think about it because we were looking for power-to-weight ratio. To have in this platform a V8 would need it to be bigger [and therefore] too heavy. We would need to make it wider to accommodate a V8.

A 2.9-litre twin-turbo V6 was developed instead, and contrary to other reports it’s not the Ferrari 488’s 3.9-litre V8 with two fewer cylinders.

Alfa romeo 3.9 litre turbo v6 engineAlfa Romeo is adamant its new twin-turbo V6 is not based on Ferrari’s 3.9-litre TTV8, yet the familial clues are there if you look

“No, no, no, no,” says Krief. “The only thing this engine has to do with Ferrari is the guy coming from Ferrari, Gianluca Pivetti. He was responsible for the V8 Ferrari development. This engine has cylinder deactivation. I don’t know a Ferrari that has cylinder deactivation. It has the culture of Ferrari, but it is not a Ferrari engine.”

Krief says the Quadrifoglio’s 375kW twin-turbo V6 has more to give if needed: “Today this engine is about 170-180 horsepower per litre. We can achieve more if we need to.”

Mainstream Giulia models will be driven by either 2.0-litre turbo-petrol or 2.2-litre

turbo-diesel fours. Both engines are available in Europe in several tunes, and with an eight-speed auto or six-speed manual. The Australian range, due in February, will be auto-only, kicking off with the 147kW petrol at about $60K.

Two more-expensive but also better-equipped Giulia Super models come next, one with the 147kW petrol engine, the other with a 132kW diesel. Wheels understands a higher-output 205kW version of the 2.0-litre turbo-petrol will power a Veloce model priced around $85-90K.

The Quadrifoglio performance flagship, which Alfa Romeo claims is capable of 0-100km/h in 3.9sec and a top speed of 307km/h, will go head to head with the BMW M3 and Mercedes-AMG C63 S sedan – but not on price. We’re told it will undercut the M3’s $139,900 tag. “We’ll have a sharp price,” said our Alfa Romeo Australia source.

Fabrizio Curci, Alfa Romeo’s European boss, says the Giorgio platform and the Giulia lead “a technical and cultural revolution for Alfa Romeo”.

Alfa romeo giulia rear driving“This is something completely and entirely new [for us],” says Curci. “It is innovative. The first challenge in relaunching the brand is to launch products that are up to scratch with the brand’s history.

“This is a platform created with global appeal,” he adds. “It has potential everywhere in the world. The plan is to hit 400,000 units running.

“This is just the first part of a much wider project.”

And all models on this platform will set benchmarks for Alfa Romeo, and possibly their respective classes, says the platform’s creator, Krief.

“The SUV will be the sportiest in that class. [As will] every car. The Quadrifoglio [version] has to be the most sporty version in its segment.”

Based on our first drive of the Giulia Quadrifoglio at Balocco, which starts overleaf, Alfa Romeo’s five billion euro bet is looking like a sure thing.

A question of quality

 

Alfa romeo giulia rearTech boss Roberto Fedeli addresses the poorly built elephant in the room: “I’m not an expert in Alfa Romeo history, but I’m an Italian guy and I followed the story of the brand many years ago. They did some very good products but without very good tooling to produce the product.

“Now it is completely different. Now we are relaunching everything. Doing completely new investment, new culture in the cars.

“For a long time I told [Marchionne], ‘No, I don’t want to join’. Because I had some doubts, the same doubts a customer may have. I changed my mind completely when I visited Cassino [the factory where the new Giulia is being produced].

“The assembly line, the body shop, and so on… I can assure you that the kind of investment that Marchionne did in Cassino is something unique. It’s completely up to date, with the best technology you can find in automation, robots, and in quality.”

The X-43 was an experimental uncrewed hypersonic aircraft with multiple planned scale variations meant to test various aspects of hypersonic flight. It was part of the X-plane series and specifically of NASA's "Hyper-X" program. It set several airspeed records for jet aircraft. The X-43 is the fastest aircraft on record at approximately Mach 9.6.

 

A winged booster rocket with the X-43 placed on top, called a "stack", was drop launched from a Boeing B-52 "Stratofortress". After the booster rocket (a modified first stage of the Pegasus rocket) brought the stack to the target speed and altitude, it was discarded, and the X-43 flew free using its own engine, a scramjet.

 

The first plane in the series, the X-43A, was a single-use vehicle, of which three were built. The first X-43A was destroyed after malfunctioning in flight in 2001. Each of the other two flew successfully in 2004, setting speed records, with the scramjets operating for approximately 10 seconds followed by 10-minute glides and intentional crashes into the ocean. The plans for more planes in the X-43 series have been suspended or cancelled.

  

Purpose

The X-43 was a part of NASA's Hyper-X program, involving the American space agency and contractors such as Boeing, Micro Craft Inc, Orbital Sciences Corporation and General Applied Science Laboratory (GASL). Micro Craft Inc. built the X-43A and GASL built its engine.

 

One of the primary goals of NASA's Aeronautics Enterprise was the development and demonstration of technologies for air-breathing hypersonic flight. Following the cancellation of the National Aerospace Plane (NASP) program in November 1994, the United States lacked a cohesive hypersonic technology development program. As one of the "better, faster, cheaper" programs developed by NASA in the late 1990s, Hyper-X used National Aerospace Plane technology, which moved it quickly toward the demonstration of hypersonic air breathing propulsion.

 

The Hyper-X Phase I was a NASA Aeronautics and Space Technology Enterprise program conducted jointly by the Langley Research Center, Hampton, Virginia, and the Dryden Flight Research Center, Edwards, California. Langley was the lead center and responsible for hypersonic technology development. Dryden was responsible for flight research.

 

Phase I was a seven-year, approximately $230 million, program to flight-validate scramjet propulsion, hypersonic aerodynamics and design methods.

 

Subsequent phases were not continued as the X-43 series of aircraft was replaced by the X-51.

  

The X-43A aircraft was a small unpiloted test vehicle measuring just over 12 ft (3.7 m) in length. The vehicle was a lifting body design, where the body of the aircraft provides a significant amount of lift for flight, rather than relying on wings. The aircraft weighed roughly 3,000 lb (1,400 kg). The X-43A was designed to be fully controllable in high-speed flight, even when gliding without propulsion. However, the aircraft was not designed to land and be recovered. Test vehicles crashed into the Pacific Ocean when the test was over.

  

Design

 

Traveling at Mach speeds produces a lot of heat due to the compression shock waves involved in supersonic aerodynamic drag. At high Mach speeds, heat can become so intense that metal portions of the airframe could melt. The X-43A compensated for this by cycling water behind the engine cowl and sidewall leading edges, cooling those surfaces. In tests, the water circulation was activated at about Mach 3.

  

Engine

 

The craft was created to develop and test a supersonic-combustion ramjet, or "scramjet" engine, an engine variation where external combustion takes place within air that is flowing at supersonic speeds. The X-43A's developers designed the aircraft's airframe to be part of the propulsion system: the forebody is a part of the intake airflow, while the aft section functions as an exhaust nozzle.

 

The engine of the X-43A was primarily fueled with hydrogen fuel. In the successful test, about two pounds (one kilogram) of the fuel was used. Unlike rockets, scramjet-powered vehicles do not carry oxygen on board for fueling the engine. Removing the need to carry oxygen significantly reduces the vehicle's size and weight. In the future, such lighter vehicles could take heavier payloads into space or carry payloads of the same weight much more efficiently.

 

Scramjets only operate at speeds in the range of Mach 4.5 or higher, so rockets or other jet engines are required to initially boost scramjet-powered aircraft to this base velocity. In the case of the X-43A, the aircraft was accelerated to high speed with a Pegasus rocket launched from a converted Boeing B-52 Stratofortress bomber. The combined X-43A and Pegasus vehicle was referred to as the "stack" by the program's team members.

 

The engines in the X-43A test vehicles were specifically designed for a certain speed range, only able to compress and ignite the fuel-air mixture when the incoming airflow is moving as expected. The first two X-43A aircraft were intended for flight at approximately Mach 7, while the third was designed to operate at speeds greater than Mach 9.8 at altitudes of 98,000 ft (30,000 m) or more.

  

Testing

 

NASA's first X-43A test on June 2, 2001 failed because the Pegasus booster lost control about 13 seconds after it was released from the Boeing B-52 "Stratofortress" carrier. The rocket experienced a control oscillation as it went transonic, eventually leading to the failure of the rocket's starboard elevon. This caused the rocket to deviate significantly from the planned course, and it was destroyed as a safety precaution. An investigation into the incident stated that imprecise information about the capabilities of the rocket as well as its flight environment contributed to the accident. Several inaccuracies in data modeling for this test led to an inadequate control system for the particular Pegasus rocket used, though no single factor could ultimately be blamed for the failure.

 

In the second test in March 2004, the Pegasus fired successfully and released the test vehicle at an altitude of about 95,000 feet (29,000 m). After separation, the engine's air intake was opened, the engine ignited, and the aircraft then accelerated away from the rocket reaching Mach 6.83. Fuel was flowing to the engine for 11 seconds, a time in which the aircraft traveled more than 15 mi (24 km). Following Pegasus booster separation, the vehicle experienced a small drop in speed but the scramjet engine afterward accelerated the vehicle in climbing flight.After burnout, controllers were still able to maneuver the vehicle and manipulate the flight controls for several minutes; the aircraft, slowed by air resistance, fell into the ocean. With this flight the X-43A became the fastest free flying air-breathing aircraft in the world.

 

NASA flew a third version of the X-43A on November 16, 2004. The modified Pegasus rocket was launched from a Boeing B-52 "Stratofortress" mother ship at an altitude of 43,000 ft (13,000 m). The X-43A set a new speed record of Mach 9.6[note 1] at about 110,000 feet (33,500 m) altitude, and further tested the ability of the vehicle to withstand the heat loads involved.

  

Future of the scramjet:

 

Variants and replacement

After the X-43 tests in 2004, NASA Dryden engineers said that they expected all of their efforts to culminate in the production of a two-stage-to-orbit crewed vehicle in about 20 years. The scientists expressed much doubt that there would be a single-stage-to-orbit crewed vehicle like the National Aerospace Plane (NASP) in the foreseeable future.

 

Other X-43 vehicles were planned, but as of June 2013 they have been suspended or cancelled. They were expected to have the same basic body design as the X-43A, though the aircraft were expected to be moderately to significantly larger in size.

 

X-43B

The X-43B, was expected to be a full-size vehicle, incorporating a turbine-based combined cycle (TBCC) engine or a rocket-based combined cycle (RBCC) ISTAR engine. Jet turbines or rockets would initially propel the vehicle to supersonic speed. A ramjet might take over starting at Mach 2.5, with the engine converting to a scramjet configuration at approximately Mach 5.

 

X-43C

The X-43C would have been somewhat larger than the X-43A and was expected to test the viability of hydrocarbon fuel, possibly with the HyTech engine. While most scramjet designs have used hydrogen for fuel, HyTech runs with conventional kerosene-type hydrocarbon fuels, which are more practical for support of operational vehicles. The building of a full-scale engine was planned which would use its own fuel for cooling. The engine cooling system would have acted as a chemical reactor by breaking long-chain hydrocarbons into short-chain hydrocarbons for a rapid burn.

 

The X-43C was indefinitely suspended in March 2004. The linked story reports the project's indefinite suspension and the appearance of Rear Admiral Craig E. Steidle before a House Space and Aeronautics subcommittee hearing on March 18, 2004. In mid-2005, the X-43C appeared to be funded through the end of the year.

 

X-43D

The X-43D would have been almost identical to the X-43A, but expanded the speed envelope to Mach 15. As of September 2007, only a feasibility study had been conducted by Donald B. Johnson of Boeing and Jeffrey S. Robinson of NASA's Langley Research Center. According to the introduction of the study, "The purpose of the X-43D is to gather high Mach flight environment and engine operability information which is difficult, if not impossible, to gather on the ground."

 

Replacements

In January 2006 the USAF announced the Force Application and Launch from Continental United States or FALCON scramjet reusable missile.

In March 2006, it was announced that the Air Force Research Laboratory (AFRL) supersonic combustion ramjet "WaveRider" flight test vehicle had been designated as X-51A. The USAF Boeing X-51 was first flown on May 26, 2010, dropped from a Boeing B-52 "Stratofortress". It replaced the X-43 series, and with it the series ended.

U.S. Air Force 1st Lt. David Moore, a Lockheed Martin F-35A "Lightning II" pilot from the 34th Fighter Squadron, climbs out of the cockpit after a flight from Hill Air Force Base, Utah, to Joint Base Pearl Harbor-Hickam, Hawaii, Oct. 30, 2017. A dozen F-35As and approximately 300 Airmen are on their way to Kadena Air Base, Japan, deployed under U.S. Pacific Command's (PACOM) Theater Security Package program, which has been in operation since 2004. This marks PACOM’s first operational tasking for the F-35A and builds upon the successful debut of the fifth-generation stealth fighter in the Indo-Asia-Pacific region at the Seoul International Aerospace & Defense Exhibition earlier this month.

  

From Wikipedia, the free encyclopedia

 

The Lockheed Martin F-35 "Lightning II" is a family of single-seat, single-engine, all-weather, stealth, fifth-generation, multirole combat aircraft, designed for ground-attack and air-superiority missions. It is built by Lockheed Martin and many subcontractors, including Northrop Grumman, Pratt & Whitney, and BAE Systems.

 

The F-35 has three main models: the conventional takeoff and landing F-35A (CTOL), the short take-off and vertical-landing F-35B (STOVL), and the catapult-assisted take-off but arrested recovery, carrier-based F-35C (CATOBAR). The F-35 descends from the Lockheed Martin X-35, the design that was awarded the "Joint Strike Fighter" (JSF) program over the competing Boeing X-32. The official "Lightning II" name has proven deeply unpopular and USAF pilots have nicknamed it Panther, instead.

 

The United States principally funds F-35 development, with additional funding from other NATO members and close U.S. allies, including the United Kingdom, Italy, Australia, Canada, Norway, Denmark, the Netherlands, and formerly Turkey. These funders generally receive subcontracts to manufacture components for the aircraft; for example, Turkey was the sole supplier of several F-35 parts until its removal from the program in July 2019. Several other countries have ordered, or are considering ordering, the aircraft.

 

As the largest and most expensive military program ever, the F-35 became the subject of much scrutiny and criticism in the U.S. and in other countries. In 2013 and 2014, critics argued that the plane was "plagued with design flaws", with many blaming the procurement process in which Lockheed was allowed "to design, test, and produce the F-35 all at the same time," instead of identifying and fixing "defects before firing up its production line". By 2014, the program was "$163 billion over budget [and] seven years behind schedule". Critics also contend that the program's high sunk costs and political momentum make it "too big to kill".

 

The F-35 first flew on 15 December 2006. In July 2015, the United States Marines declared its first squadron of F-35B fighters ready for deployment. However, the DOD-based durability testing indicated the service life of early-production F-35B aircraft is well under the expected 8,000 flight hours, and may be as low as 2,100 flight hours. Lot 9 and later aircraft include design changes but service life testing has yet to occur. The U.S. Air Force declared its first squadron of F-35As ready for deployment in August 2016. The U.S. Navy declared its first F-35Cs ready in February 2019. In 2018, the F-35 made its combat debut with the Israeli Air Force.

 

The U.S. stated plan is to buy 2,663 F-35s, which will provide the bulk of the crewed tactical airpower of the U.S. Air Force, Navy, and Marine Corps in coming decades. Deliveries of the F-35 for the U.S. military are scheduled until 2037 with a projected service life up to 2070.

 

Development

 

F-35 development started in 1992 with the origins of the "Joint Strike Fighter" (JSF) program and was to culminate in full production by 2018. The X-35 first flew on 24 October 2000 and the F-35A on 15 December 2006.

 

The F-35 was developed to replace most US fighter jets with the variants of a single design that would be common to all branches of the military. It was developed in co-operation with a number of foreign partners, and, unlike the F-22 "Raptor", intended to be available for export. Three variants were designed: the F-35A (CTOL), the F-35B (STOVL), and the F-35C (CATOBAR). Despite being intended to share most of their parts to reduce costs and improve maintenance logistics, by 2017, the effective commonality was only 20%. The program received considerable criticism for cost overruns during development and for the total projected cost of the program over the lifetime of the jets.

 

By 2017, the program was expected to cost $406.5 billion over its lifetime (i.e. until 2070) for acquisition of the jets, and an additional $1.1 trillion for operations and maintenance. A number of design deficiencies were alleged, such as: carrying a small internal payload; performance inferior to the aircraft being replaced, particularly the F-16; lack of safety in relying on a single engine; and flaws such as the vulnerability of the fuel tank to fire and the propensity for transonic roll-off (wing drop). The possible obsolescence of stealth technology was also criticized.

  

Design

 

Overview

 

Although several experimental designs have been developed since the 1960s, such as the unsuccessful Rockwell XFV-12, the F-35B is to be the first operational supersonic STOVL stealth fighter. The single-engine F-35 resembles the larger twin-engined Lockheed Martin F-22 "Raptor", drawing design elements from it. The exhaust duct design was inspired by the General Dynamics Model 200, proposed for a 1972 supersonic VTOL fighter requirement for the Sea Control Ship.

 

Lockheed Martin has suggested that the F-35 could replace the USAF's F-15C/D fighters in the air-superiority role and the F-15E "Strike Eagle" in the ground-attack role. It has also stated the F-35 is intended to have close- and long-range air-to-air capability second only to that of the F-22 "Raptor", and that the F-35 has an advantage over the F-22 in basing flexibility and possesses "advanced sensors and information fusion".

 

Testifying before the House Appropriations Committee on 25 March 2009, acquisition deputy to the assistant secretary of the Air Force, Lt. Gen. Mark D. "Shack" Shackelford, stated that the F-35 is designed to be America's "premier surface-to-air missile killer, and is uniquely equipped for this mission with cutting-edge processing power, synthetic aperture radar integration techniques, and advanced target recognition".

 

Improvements

Ostensible improvements over past-generation fighter aircraft include:

 

Durable, low-maintenance stealth technology, using structural fiber mat instead of the high-maintenance coatings of legacy stealth platforms.

Integrated avionics and sensor fusion that combine information from off- and on-board sensors to increase the pilot's situational awareness and improve target identification and weapon delivery, and to relay information quickly to other command and control (C2) nodes.

High-speed data networking including IEEE 1394b and Fibre Channel (Fibre Channel is also used on Boeing's "Super Hornet".

The Autonomic Logistics Global Sustainment, Autonomic Logistics Information System (ALIS), and Computerized maintenance management system to help ensure the aircraft can remain operational with minimal maintenance manpower The Pentagon has moved to open up the competitive bidding by other companies. This was after Lockheed Martin stated that instead of costing 20% less than the F-16 per flight hour, the F-35 would actually cost 12% more. Though the ALGS is intended to reduce maintenance costs, the company disagrees with including the cost of this system in the aircraft ownership calculations. The USMC has implemented a workaround for a cyber vulnerability in the system. The ALIS system currently requires a shipping-container load of servers to run, but Lockheed is working on a more portable version to support the Marines' expeditionary operations.

Electro-hydrostatic actuators run by a power-by-wire flight-control system.

A modern and updated flight simulator, which may be used for a greater fraction of pilot training to reduce the costly flight hours of the actual aircraft.

Lightweight, powerful lithium-ion batteries to provide power to run the control surfaces in an emergency.

Structural composites in the F-35 are 35% of the airframe weight (up from 25% in the F-22). The majority of these are bismaleimide and composite epoxy materials. The F-35 will be the first mass-produced aircraft to include structural nanocomposites, namely carbon nanotube-reinforced epoxy. Experience of the F-22's problems with corrosion led to the F-35 using a gap filler that causes less galvanic corrosion to the airframe's skin, designed with fewer gaps requiring filler and implementing better drainage. The relatively short 35-foot wingspan of the A and B variants is set by the F-35B's requirement to fit inside the Navy's current amphibious assault ship parking area and elevators; the F-35C's longer wing is considered to be more fuel efficient.

 

Costs

A U.S. Navy study found that the F-35 will cost 30 to 40% more to maintain than current jet fighters, not accounting for inflation over the F-35's operational lifetime. A Pentagon study concluded a $1 trillion maintenance cost for the entire fleet over its lifespan, not accounting for inflation. The F-35 program office found that as of January 2014, costs for the F-35 fleet over a 53-year lifecycle was $857 billion. Costs for the fighter have been dropping and accounted for the 22 percent life cycle drop since 2010. Lockheed stated that by 2019, pricing for the fifth-generation aircraft will be less than fourth-generation fighters. An F-35A in 2019 is expected to cost $85 million per unit complete with engines and full mission systems, inflation adjusted from $75 million in December 2013.

Flames from the solid rocket boosters lit up the clouds of smoke and steam trailing behind shuttle Atlantis on May 19, 2000, as it lifted off on mission STS-101. It was the shuttle program's third space station assembly flight, and first space flight for astronaut Jeff Williams, currently aboard the station as a member of the Expedition 47 crew. via NASA ift.tt/20aXPa5

Dave, one of our volunteers, helps sort and pack the 2,000 cell phones we're sending out to field offices for phone banks and our new class of summer organizers in preparation for the program's kick-off next weekend.

Photo by Christopher Dilts for Obama for America

Beech leaves cling to winter branches at Government Island Park in Stafford County, Va., on Dec. 3, 2016. (Photo by Will Parson/Chesapeake Bay Program)

 

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The Chesapeake Bay Program's photographic archive is available for media and non-commercial use at no charge. To request permission, send an email briefly describing the proposed use to requests@chesapeakebay.net. Please do not attach jpegs. Instead, reference the corresponding Flickr URL of the image.

 

A photo credit mentioning the Chesapeake Bay Program is mandatory. The photograph may not be manipulated in any way or used in any way that suggests approval or endorsement of the Chesapeake Bay Program. Requestors should also respect the publicity rights of individuals photographed, and seek their consent if necessary.

Members of the family-owned Misty Meadows Farm Creamery in Smithsburg, Md., host a tour of the 500-acre farm on Oct. 2, 2016. The tour was part of the 2016 Chesapeake Watershed Forum. (Photo by Will Parson/Chesapeake Bay Program)

 

USAGE REQUEST INFORMATION

The Chesapeake Bay Program's photographic archive is available for media and non-commercial use at no charge. To request permission, send an email briefly describing the proposed use to requests@chesapeakebay.net. Please do not attach jpegs. Instead, reference the corresponding Flickr URL of the image.

 

A photo credit mentioning the Chesapeake Bay Program is mandatory. The photograph may not be manipulated in any way or used in any way that suggests approval or endorsement of the Chesapeake Bay Program. Requestors should also respect the publicity rights of individuals photographed, and seek their consent if necessary.

© all rights reserved

 

Ph.: Orarossa - Ascoli Piceno, Italy

 

Make: NIKON

Model: D810

Data Time: 07/02/2016 - 16:30

Shutter Speed: 1/125 sec

Exposure Program: S

F-Stop: f/5

ISO Speed Ratings: 200

Focal Length: 85 mm

Flash: OFF

The Copperhead, produced in the late 1980s and shown here impacting its target, was -consistently lethal against its target set. With a few modifications to the program’s development process—a better-defined goal and a clear metric for measuring achievement of it—the round might have seen more usage in combat.

Fungi grow in the forest at the Ned Smith Center for Nature and Art near Millersburg, Pa., on Oct. 28, 2016. Fungi play a major role in regenerating the forest by digesting fallen trees and plant matter, effectively recycling the nutrients back into the soil. (Photo by Leslie Boorhem-Stephenson/Chesapeake Bay Program)

 

USAGE REQUEST INFORMATION

The Chesapeake Bay Program's photographic archive is available for media and non-commercial use at no charge.

 

To request permission, send an email briefly describing the proposed use to requests@chesapeakebay.net. Please do not attach jpegs. Instead, reference the corresponding Flickr URL of the image.

 

A photo credit mentioning the Chesapeake Bay Program is mandatory. The photograph may not be manipulated in any way or used in any way that suggests approval or endorsement of the Chesapeake Bay Program. Requestors should also respect the publicity rights of individuals photographed, and seek their consent if necessary.

The Cash for Clunkers program, which gives up to a $4,500 rebate if they trade in a car with low fuel economy for one with high fuel economy, was re-funded by Congress last week. While the program’s impact on the environment and the economy is still being debated, it did spark hundreds of thousands of purchases of new cars with much higher fuel efficiency. This week’s original Transparency is a look at the top 10 trade-ins and new purchases under Cash for Clunkers so far.

 

A collaboration between GOOD and Gavin Potenza.

 

Click here to view the full transparency.

+++ 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 OV-10 Bronco was initially conceived in the early 1960s through an informal collaboration between W. H. Beckett and Colonel K. P. Rice, U.S. Marine Corps, who met at Naval Air Weapons Station China Lake, California, and who also happened to live near each other. The original concept was for a rugged, simple, close air support aircraft integrated with forward ground operations. At the time, the U.S. Army was still experimenting with armed helicopters, and the U.S. Air Force was not interested in close air support.

The concept aircraft was to operate from expedient forward air bases using roads as runways. Speed was to be from very slow to medium subsonic, with much longer loiter times than a pure jet. Efficient turboprop engines would give better performance than piston engines. Weapons were to be mounted on the centerline to get efficient aiming. The inventors favored strafing weapons such as self-loading recoilless rifles, which could deliver aimed explosive shells with less recoil than cannons, and a lower per-round weight than rockets. The airframe was to be designed to avoid the back blast.

 

Beckett and Rice developed a basic platform meeting these requirements, then attempted to build a fiberglass prototype in a garage. The effort produced enthusiastic supporters and an informal pamphlet describing the concept. W. H. Beckett, who had retired from the Marine Corps, went to work at North American Aviation to sell the aircraft.

The aircraft's design supported effective operations from forward bases. The OV-10 had a central nacelle containing a crew of two in tandem and space for cargo, and twin booms containing twin turboprop engines. The visually distinctive feature of the aircraft is the combination of the twin booms, with the horizontal stabilizer that connected them at the fin tips. The OV-10 could perform short takeoffs and landings, including on aircraft carriers and large-deck amphibious assault ships without using catapults or arresting wires. Further, the OV-10 was designed to take off and land on unimproved sites. Repairs could be made with ordinary tools. No ground equipment was required to start the engines. And, if necessary, the engines would operate on high-octane automobile fuel with only a slight loss of power.

 

The aircraft had responsive handling and could fly for up to 5½ hours with external fuel tanks. The cockpit had extremely good visibility for both pilot and co-pilot, provided by a wrap-around "greenhouse" that was wider than the fuselage. North American Rockwell custom ejection seats were standard, with many successful ejections during service. With the second seat removed, the OV-10 could carry 3,200 pounds (1,500 kg) of cargo, five paratroopers, or two litter patients and an attendant. Empty weight was 6,969 pounds (3,161 kg). Normal operating fueled weight with two crew was 9,908 pounds (4,494 kg). Maximum takeoff weight was 14,446 pounds (6,553 kg).

The bottom of the fuselage bore sponsons or "stub wings" that improved flight performance by decreasing aerodynamic drag underneath the fuselage. Normally, four 7.62 mm (.308 in) M60C machine guns were carried on the sponsons, accessed through large forward-opening hatches. The sponsons also had four racks to carry bombs, pods, or fuel. The wings outboard of the engines contained two additional hardpoints, one per side. Racked armament in the Vietnam War was usually seven-shot 2.75 in (70 mm) rocket pods with white phosphorus marker rounds or high-explosive rockets, or 5" (127 mm) four-shot Zuni rocket pods. Bombs, ADSIDS air-delivered/para-dropped unattended seismic sensors, Mk-6 battlefield illumination flares, and other stores were also carried.

Operational experience showed some weaknesses in the OV-10's design. It was significantly underpowered, which contributed to crashes in Vietnam in sloping terrain because the pilots could not climb fast enough. While specifications stated that the aircraft could reach 26,000 feet (7,900 m), in Vietnam the aircraft could reach only 18,000 feet (5,500 m). Also, no OV-10 pilot survived ditching the aircraft.

 

The OV-10 served in the U.S. Air Force, U.S. Marine Corps, and U.S. Navy, as well as in the service of a number of other countries. In U.S. military service, the Bronco was operated until the early Nineties, and obsoleted USAF OV-10s were passed on to the Bureau of Alcohol, Tobacco, and Firearms for anti-drug operations. A number of OV-10As furthermore ended up in the hands of the California Department of Forestry (CDF) and were used for spotting fires and directing fire bombers onto hot spots.

 

This was not the end of the OV-10 in American military service, though: In 2012, the type gained new attention because of its unique qualities. A $20 million budget was allocated to activate an experimental USAF unit of two airworthy OV-10Gs, acquired from NASA and the State Department. These machines were retrofitted with military equipment and were, starting in May 2015, deployed overseas to support Operation “Inherent Resolve”, flying more than 120 combat sorties over 82 days over Iraq and Syria. Their concrete missions remained unclear, and it is speculated they provided close air support for Special Forces missions, esp. in confined urban environments where the Broncos’ loitering time and high agility at low speed and altitude made them highly effective and less vulnerable than helicopters.

Furthermore, these Broncos reputedly performed strikes with the experimental AGR-20A “Advanced Precision Kill Weapons System (APKWS)”, a Hydra 70-millimeter rocket with a laser-seeking head as guidance - developed for precision strikes against small urban targets with little collateral damage. The experiment ended satisfactorily, but the machines were retired again, and the small unit was dissolved.

 

However, the machines had shown their worth in asymmetric warfare, and the U.S. Air Force decided to invest in reactivating the OV-10 on a regular basis, despite the overhead cost of operating an additional aircraft type in relatively small numbers – but development and production of a similar new type would have caused much higher costs, with an uncertain time until an operational aircraft would be ready for service. Re-activating a proven design and updating an existing airframe appeared more efficient.

The result became the MV-10H, suitably christened “Super Bronco” but also known as “Black Pony”, after the program's internal name. This aircraft was derived from the official OV-10X proposal by Boeing from 2009 for the USAF's Light Attack/Armed Reconnaissance requirement. Initially, Boeing proposed to re-start OV-10 manufacture, but this was deemed uneconomical, due to the expected small production number of new serial aircraft, so the “Black Pony” program became a modernization project. In consequence, all airframes for the "new" MV-10Hs were recovered OV-10s of various types from the "boneyard" at Davis-Monthan Air Force Base in Arizona.

 

While the revamped aircraft would maintain much of its 1960s-vintage rugged external design, modernizations included a completely new, armored central fuselage with a highly modified cockpit section, ejection seats and a computerized glass cockpit. The “Black Pony” OV-10 had full dual controls, so that either crewmen could steer the aircraft while the other operated sensors and/or weapons. This feature would also improve survivability in case of incapacitation of a crew member as the result from a hit.

The cockpit armor protected the crew and many vital systems from 23mm shells and shrapnel (e. g. from MANPADS). The crew still sat in tandem under a common, generously glazed canopy with flat, bulletproof panels for reduced sun reflections, with the pilot in the front seat and an observer/WSO behind. The Bronco’s original cargo capacity and the rear door were retained, even though the extra armor and defensive measures like chaff/flare dispensers as well as an additional fuel cell in the central fuselage limited the capacity. However, it was still possible to carry and deploy personnel, e. g. small special ops teams of up to four when the aircraft flew in clean configuration.

Additional updates for the MV-10H included structural reinforcements for a higher AUW and higher g load maneuvers, similar to OV-10D+ standards. The landing gear was also reinforced, and the aircraft kept its ability to operate from short, improvised airstrips. A fixed refueling probe was added to improve range and loiter time.

 

Intelligence sensors and smart weapon capabilities included a FLIR sensor and a laser range finder/target designator, both mounted in a small turret on the aircraft’s nose. The MV-10H was also outfitted with a data link and the ability to carry an integrated targeting pod such as the Northrop Grumman LITENING or the Lockheed Martin Sniper Advanced Targeting Pod (ATP). Also included was the Remotely Operated Video Enhanced Receiver (ROVER) to provide live sensor data and video recordings to personnel on the ground.

 

To improve overall performance and to better cope with the higher empty weight of the modified aircraft as well as with operations under hot-and-high conditions, the engines were beefed up. The new General Electric CT7-9D turboprop engines improved the Bronco's performance considerably: top speed increased by 100 mph (160 km/h), the climb rate was tripled (a weak point of early OV-10s despite the type’s good STOL capability) and both take-off as well as landing run were almost halved. The new engines called for longer nacelles, and their circular diameter markedly differed from the former Garrett T76-G-420/421 turboprop engines. To better exploit the additional power and reduce the aircraft’s audio signature, reversible contraprops, each with eight fiberglass blades, were fitted. These allowed a reduced number of revolutions per minute, resulting in less noise from the blades and their tips, while the engine responsiveness was greatly improved. The CT7-9Ds’ exhausts were fitted with muzzlers/air mixers to further reduce the aircraft's noise and heat signature.

Another novel and striking feature was the addition of so-called “tip sails” to the wings: each wingtip was elongated with a small, cigar-shaped fairing, each carrying three staggered, small “feather blade” winglets. Reputedly, this installation contributed ~10% to the higher climb rate and improved lift/drag ratio by ~6%, improving range and loiter time, too.

Drawing from the Iraq experience as well as from the USMC’s NOGS test program with a converted OV-10D as a night/all-weather gunship/reconnaissance platform, the MV-10H received a heavier gun armament: the original four light machine guns that were only good for strafing unarmored targets were deleted and their space in the sponsons replaced by avionics. Instead, the aircraft was outfitted with a lightweight M197 three-barrel 20mm gatling gun in a chin turret. This could be fixed in a forward position at high speed or when carrying forward-firing ordnance under the stub wings, or it could be deployed to cover a wide field of fire under the aircraft when it was flying slower, being either slaved to the FLIR or to a helmet sighting auto targeting system.

The original seven hardpoints were retained (1x ventral, 2x under each sponson, and another pair under the outer wings), but the total ordnance load was slightly increased and an additional pair of launch rails for AIM-9 Sidewinders or other light AAMs under the wing tips were added – not only as a defensive measure, but also with an anti-helicopter role in mind; four more Sidewinders could be carried on twin launchers under the outer wings against aerial targets. Other guided weapons cleared for the MV-10H were the light laser-guided AGR-20A and AGM-119 Hellfire missiles, the Advanced Precision Kill Weapon System upgrade to the light Hydra 70 rockets, the new Laser Guided Zuni Rocket which had been cleared for service in 2010, TV-/IR-/laser-guided AGM-65 Maverick AGMs and AGM-122 Sidearm anti-radar missiles, plus a wide range of gun and missile pods, iron and cluster bombs, as well as ECM and flare/chaff pods, which were not only carried defensively, but also in order to disrupt enemy ground communication.

 

In this configuration, a contract for the conversion of twelve mothballed American Broncos to the new MV-10H standard was signed with Boeing in 2016, and the first MV-10H was handed over to the USAF in early 2018, with further deliveries lasting into early 2020. All machines were allocated to the newly founded 919th Special Operations Support Squadron at Duke Field (Florida). This unit was part of the 919th Special Operations Wing, an Air Reserve Component (ARC) of the United States Air Force. It was assigned to the Tenth Air Force of Air Force Reserve Command and an associate unit of the 1st Special Operations Wing, Air Force Special Operations Command (AFSOC). If mobilized the wing was gained by AFSOC (Air Force Special Operations Command) to support Special Tactics, the U.S. Air Force's special operations ground force. Similar in ability and employment to Marine Special Operations Command (MARSOC), U.S. Army Special Forces and U.S. Navy SEALs, Air Force Special Tactics personnel were typically the first to enter combat and often found themselves deep behind enemy lines in demanding, austere conditions, usually with little or no support.

 

The MV-10Hs are expected to provide support for these ground units in the form of all-weather reconnaissance and observation, close air support and also forward air control duties for supporting ground units. Precision ground strikes and protection from enemy helicopters and low-flying aircraft were other, secondary missions for the modernized Broncos, which are expected to serve well into the 2040s. Exports or conversions of foreign OV-10s to the Black Pony standard are not planned, though.

  

General characteristics:

Crew: 2

Length: 42 ft 2½ in (12,88 m) incl. pitot

Wingspan: 45 ft 10½ in(14 m) incl. tip sails

Height: 15 ft 2 in (4.62 m)

Wing area: 290.95 sq ft (27.03 m²)

Airfoil: NACA 64A315

Empty weight: 9,090 lb (4,127 kg)

Gross weight: 13,068 lb (5,931 kg)

Max. takeoff weight: 17,318 lb (7,862 kg)

 

Powerplant:

2× General Electric CT7-9D turboprop engines, 1,305 kW (1,750 hp) each,

driving 8-bladed Hamilton Standard 8 ft 6 in (2.59 m) diameter constant-speed,

fully feathering, reversible contra-rotating propellers with metal hub and composite blades

 

Performance:

Maximum speed: 390 mph (340 kn, 625 km/h)

Combat range: 198 nmi (228 mi, 367 km)

Ferry range: 1,200 nmi (1,400 mi, 2,200 km) with auxiliary fuel

Maximum loiter time: 5.5 h with auxiliary fuel

Service ceiling: 32.750 ft (10,000 m)

13,500 ft (4.210 m) on one engine

Rate of climb: 17.400 ft/min (48 m/s) at sea level

Take-off run: 480 ft (150 m)

740 ft (227 m) to 50 ft (15 m)

1,870 ft (570 m) to 50 ft (15 m) at MTOW

Landing run: 490 ft (150 m)

785 ft (240 m) at MTOW

1,015 ft (310 m) from 50 ft (15 m)

 

Armament:

1x M197 3-barreled 20 mm Gatling cannon in a chin turret with 750 rounds ammo capacity

7x hardpoints for a total load of 5.000 lb (2,270 kg)

2x wingtip launch rails for AIM-9 Sidewinder AAMs

  

The kit and its assembly:

This fictional Bronco update/conversion was simply spawned by the idea: could it be possible to replace the original cockpit section with one from an AH-1 Cobra, for a kind of gunship version?

 

The basis is the Academy OV-10D kit, mated with the cockpit section from a Fujimi AH-1S TOW Cobra (Revell re-boxing, though), chosen because of its “boxy” cockpit section with flat glass panels – I think that it conveys the idea of an armored cockpit section best. Combining these parts was not easy, though, even though the plan sound simple. Initially, the Bronco’s twin booms, wings and stabilizer were built separately, because this made PSR on these sections easier than trying the same on a completed airframe. One of the initial challenges: the different engines. I wanted something uprated, and a different look, and I had a pair of (excellent!) 1:144 resin engines from the Russian company Kompakt Zip for a Tu-95 bomber at hand, which come together with movable(!) eight-blade contraprops that were an almost perfect size match for the original three-blade props. Biggest problem: the Tu-95 nacelles have a perfectly circular diameter, while the OV-10’s booms are square and rectangular. Combining these parts and shapes was already a messy PST affair, but it worked out quite well – even though the result rather reminds of some Chinese upgrade measure (anyone know the Tu-4 copies with turboprops? This here looks similar!). But while not pretty, I think that the beafier look works well and adds to the idea of a “revived” aircraft. And you can hardly beat the menacing look of contraprops on anything...

The exotic, so-called “tip sails” on the wings, mounted on short booms, are a detail borrowed from the Shijiazhuang Y-5B-100, an updated Chinese variant/copy of the Antonov An-2 biplane transporter. The booms are simple pieces of sprue from the Bronco kit, the winglets were cut from 0.5mm styrene sheet.

 

For the cockpit donor, the AH-1’s front section was roughly built, including the engine section (which is a separate module, so that the basic kit can be sold with different engine sections), and then the helicopter hull was cut and trimmed down to match the original Bronco pod and to fit under the wing. This became more complicated than expected, because a) the AH-1 cockpit and the nose are considerably shorter than the OV-10s, b) the AH-1 fuselage is markedly taller than the Bronco’s and c) the engine section, which would end up in the area of the wing, features major recesses, making the surface very uneven – calling for massive PSR to even this out. PSR was also necessary to hide the openings for the Fujimi AH-1’s stub wings. Other issues: the front landing gear (and its well) had to be added, as well as the OV-10 wing stubs. Furthermore, the new cockpit pod’s rear section needed an aerodynamical end/fairing, but I found a leftover Academy OV-10 section from a build/kitbashing many moons ago. Perfect match!

All these challenges could be tackled, even though the AH-1 cockpit looks surprisingly stout and massive on the Bronco’s airframe - the result looks stockier than expected, but it works well for the "Gunship" theme. Lots of PSR went into the new central fuselage section, though, even before it was mated with the OV-10 wing and the rest of the model.

Once cockpit and wing were finally mated, the seams had to disappear under even more PSR and a spinal extension of the canopy had to be sculpted across the upper wing surface, which would meld with the pod’s tail in a (more or less) harmonious shape. Not an easy task, and the fairing was eventually sculpted with 2C putty, plus even more PSR… Looks quite homogenous, though.

 

After this massive body work, other hardware challenges appeared like small distractions. The landing gear was another major issue because the deeper AH-1 section lowered the ground clearance, also because of the chin turret. To counter this, I raised the OV-10’s main landing gear by ~2mm – not much, but it was enough to create a credible stance, together with the front landing gear transplant under the cockpit, which received an internal console to match the main landing gear’s length. Due to the chin turret and the shorter nose, the front wheel retracts backwards now. But this looks quite plausible, thanks to the additional space under the cockpit tub, which also made a belt feed for the gun’s ammunition supply believable.

To enhance the menacing look I gave the model a fixed refueling boom, made from 1mm steel wire and a receptor adapter sculpted with white glue. The latter stuff was also used add some antenna fairings around the hull. Some antennae, chaff dispensers and an IR decoy were taken from the Academy kit.

 

The ordnance came from various sources. The Sidewinders under the wing tips were taken from an Italeri F-16C/D kit, they look better than the missiles from the Academy Bronco kit. Their launch rails came from an Italeri Bae Hawk 200. The quadruple Hellfire launchers on the underwing hardpoints were left over from an Italeri AH-1W, and they are a perfect load for this aircraft and its role. The LAU-10 and -19 missile pods on the stub wings were taken from the OV-10 kit.

  

Painting and markings:

Finding a suitable and somewhat interesting – but still plausible – paint scheme was not easy. Taking the A-10 as benchmark, an overall light grey livery (with focus on low contrast against the sky as protection against ground fire) would have been a likely choice – and in fact the last operational American OV-10s were painted in this fashion. But in order to provide a different look I used the contemporary USAF V-22Bs and Special Operations MC-130s as benchmark, which typically carry a darker paint scheme consisting of FS 36118 (suitably “Gunship Gray” :D) from above, FS 36375 underneath, with a low, wavy waterline, plus low-viz markings. Not spectacular, but plausible – and very similar to the late r/w Colombian OV-10s.

The cockpit tub became Dark Gull Grey (FS 36231, Humbrol 140) and the landing gear white (Revell 301).

 

The model received an overall black ink washing and some post-panel-shading, to liven up the dull all-grey livery. The decals were gathered from various sources, and I settled for black USAF low-viz markings. The “stars and bars” come from a late USAF F-4, the “IP” tail code was tailored from F-16 markings and the shark mouth was taken from an Academy AH-64. Most stencils came from another Academy OV-10 sheet and some other sources.

Decals were also used to create the trim on the propeller blades and markings on the ordnance.

 

Finally, the model was sealed with a coat of matt acrylic varnish (Italeri) and some exhaust soot stains were added with graphite along the tail boom flanks.

  

A successful transplantation – but is this still a modified Bronco or already a kitbashing? The result looks quite plausible and menacing, even though the TOW Cobra front section appears relatively massive. But thanks to the bigger engines and extended wing tips the proportions still work. The large low-pressure tires look a bit goofy under the aircraft, but they are original. The grey livery works IMHO well, too – a more colorful or garish scheme would certainly have distracted from the modified technical basis.

NASA Associate Administrator, Science Mission Directorate, Thomas Zurbuchen, second from right, speaks to Astrobotic CEO, John Thornton, left, and Astrobotic Mission Director, Sharad Bhaskaran, second from left, about their lunar lander, Friday, May 31, 2019, at Goddard Space Flight Center in Md. Astrobotic, Intuitive Machines, and Orbit Beyond have been selected to provide the first lunar landers for the Artemis program's lunar surface exploration. Photo credit: (NASA/Aubrey Gemignani)

© all rights reserved

 

Ph.: Orarossa - Ascoli Piceno, Italy

 

Make: NIKON

Model: D810

Data Time: 07/02/2016 - 18:44

Shutter Speed: 1/100 sec

Exposure Program: S

F-Stop: f/1.4

ISO Speed Ratings: 3200

Focal Length: 85 mm

Flash: OFF

The 2016 Chesapeake Watershed Forum is held at the U.S. Fish and Wildlife Service National Conservation Training Center in Shepherdstown, W.Va., on Sept. 30, 2016. Over 400 environmental professionals and local government officials attended the event. (Photo by Will Parson/Chesapeake Bay Program)

 

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Dan Small of Washington College leads a planting of bayberry in a strip between two agricultural fields at Chino Farms in Queen Anne's County, Md., on April 13, 2016. When the plants mature they will provide shelter habitat for northern bobwhite quail. (Photo by Will Parson/Chesapeake Bay Program)

 

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The 61st Aircraft Maintenance Unit load crew competitors use a weapons loader to load an AIM-120 missile into a Lockheed Martin F-35A Lightning II "Joint Strike Fighter" (sn 10-5011) (MSN AF-23) at Luke Air Force Base, Ariz. Oct. 6, 2017. Six of the best load crews competed against each other to determine who was best by demonstrating their loading skills in a head-to-head competition.

  

From Wikipedia, the free encyclopedia

 

The Lockheed Martin F-35 Lightning II is a family of single-seat, single-engine, all-weather, stealth, fifth-generation, multirole combat aircraft, designed for ground-attack and air-superiority missions. It is built by Lockheed Martin and many subcontractors, including Northrop Grumman, Pratt & Whitney, and BAE Systems.

 

The F-35 has three main models: the conventional takeoff and landing F-35A (CTOL), the short take-off and vertical-landing F-35B (STOVL), and the catapult-assisted take-off but arrested recovery, carrier-based F-35C (CATOBAR). The F-35 descends from the Lockheed Martin X-35, the design that was awarded the Joint Strike Fighter (JSF) program over the competing Boeing X-32. The official Lightning II name has proven deeply unpopular and USAF pilots have nicknamed it Panther, instead.

 

The United States principally funds F-35 development, with additional funding from other NATO members and close U.S. allies, including the United Kingdom, Italy, Australia, Canada, Norway, Denmark, the Netherlands, and formerly Turkey. These funders generally receive subcontracts to manufacture components for the aircraft; for example, Turkey was the sole supplier of several F-35 parts until its removal from the program in July 2019. Several other countries have ordered, or are considering ordering, the aircraft.

 

As the largest and most expensive military program ever, the F-35 became the subject of much scrutiny and criticism in the U.S. and in other countries. In 2013 and 2014, critics argued that the plane was "plagued with design flaws", with many blaming the procurement process in which Lockheed was allowed "to design, test, and produce the F-35 all at the same time," instead of identifying and fixing "defects before firing up its production line". By 2014, the program was "$163 billion over budget [and] seven years behind schedule". Critics also contend that the program's high sunk costs and political momentum make it "too big to kill".

 

The F-35 first flew on 15 December 2006. In July 2015, the United States Marines declared its first squadron of F-35B fighters ready for deployment. However, the DOD-based durability testing indicated the service life of early-production F-35B aircraft is well under the expected 8,000 flight hours, and may be as low as 2,100 flight hours. Lot 9 and later aircraft include design changes but service life testing has yet to occur. The U.S. Air Force declared its first squadron of F-35As ready for deployment in August 2016. The U.S. Navy declared its first F-35Cs ready in February 2019. In 2018, the F-35 made its combat debut with the Israeli Air Force.

 

The U.S. stated plan is to buy 2,663 F-35s, which will provide the bulk of the crewed tactical airpower of the U.S. Air Force, Navy, and Marine Corps in coming decades. Deliveries of the F-35 for the U.S. military are scheduled until 2037 with a projected service life up to 2070.

 

Development

 

F-35 development started in 1992 with the origins of the "Joint Strike Fighter" (JSF) program and was to culminate in full production by 2018. The X-35 first flew on 24 October 2000 and the F-35A on 15 December 2006.

 

The F-35 was developed to replace most US fighter jets with the variants of a single design that would be common to all branches of the military. It was developed in co-operation with a number of foreign partners, and, unlike the F-22 Raptor, intended to be available for export. Three variants were designed: the F-35A (CTOL), the F-35B (STOVL), and the F-35C (CATOBAR). Despite being intended to share most of their parts to reduce costs and improve maintenance logistics, by 2017, the effective commonality was only 20%. The program received considerable criticism for cost overruns during development and for the total projected cost of the program over the lifetime of the jets.

 

By 2017, the program was expected to cost $406.5 billion over its lifetime (i.e. until 2070) for acquisition of the jets, and an additional $1.1 trillion for operations and maintenance. A number of design deficiencies were alleged, such as: carrying a small internal payload; performance inferior to the aircraft being replaced, particularly the F-16; lack of safety in relying on a single engine; and flaws such as the vulnerability of the fuel tank to fire and the propensity for transonic roll-off (wing drop). The possible obsolescence of stealth technology was also criticized.

  

Design

 

Overview

 

Although several experimental designs have been developed since the 1960s, such as the unsuccessful Rockwell XFV-12, the F-35B is to be the first operational supersonic STOVL stealth fighter. The single-engine F-35 resembles the larger twin-engined Lockheed Martin F-22 Raptor, drawing design elements from it. The exhaust duct design was inspired by the General Dynamics Model 200, proposed for a 1972 supersonic VTOL fighter requirement for the Sea Control Ship.

 

Lockheed Martin has suggested that the F-35 could replace the USAF's F-15C/D fighters in the air-superiority role and the F-15E Strike Eagle in the ground-attack role. It has also stated the F-35 is intended to have close- and long-range air-to-air capability second only to that of the F-22 Raptor, and that the F-35 has an advantage over the F-22 in basing flexibility and possesses "advanced sensors and information fusion".

 

Testifying before the House Appropriations Committee on 25 March 2009, acquisition deputy to the assistant secretary of the Air Force, Lt. Gen. Mark D. "Shack" Shackelford, stated that the F-35 is designed to be America's "premier surface-to-air missile killer, and is uniquely equipped for this mission with cutting-edge processing power, synthetic aperture radar integration techniques, and advanced target recognition".

  

Improvements

 

Ostensible improvements over past-generation fighter aircraft include:

 

Durable, low-maintenance stealth technology, using structural fiber mat instead of the high-maintenance coatings of legacy stealth platforms.

 

Integrated avionics and sensor fusion that combine information from off- and on-board sensors to increase the pilot's situational awareness and improve target identification and weapon delivery, and to relay information quickly to other command and control (C2) nodes.

 

High-speed data networking including IEEE 1394b and Fibre Channel (Fibre Channel is also used on Boeing's Super Hornet.

 

The Autonomic Logistics Global Sustainment, Autonomic Logistics Information System (ALIS), and Computerized maintenance management system to help ensure the aircraft can remain operational with minimal maintenance manpower The Pentagon has moved to open up the competitive bidding by other companies. This was after Lockheed Martin stated that instead of costing 20% less than the F-16 per flight hour, the F-35 would actually cost 12% more. Though the ALGS is intended to reduce maintenance costs, the company disagrees with including the cost of this system in the aircraft ownership calculations. The USMC has implemented a workaround for a cyber vulnerability in the system. The ALIS system currently requires a shipping-container load of servers to run, but Lockheed is working on a more portable version to support the Marines' expeditionary operations.

 

Electro-hydrostatic actuators run by a power-by-wire flight-control system.

 

A modern and updated flight simulator, which may be used for a greater fraction of pilot training to reduce the costly flight hours of the actual aircraft.

 

Lightweight, powerful lithium-ion batteries to provide power to run the control surfaces in an emergency.

 

Structural composites in the F-35 are 35% of the airframe weight (up from 25% in the F-22). The majority of these are bismaleimide and composite epoxy materials. The F-35 will be the first mass-produced aircraft to include structural nanocomposites, namely carbon nanotube-reinforced epoxy. Experience of the F-22's problems with corrosion led to the F-35 using a gap filler that causes less galvanic corrosion to the airframe's skin, designed with fewer gaps requiring filler and implementing better drainage. The relatively short 35-foot wingspan of the A and B variants is set by the F-35B's requirement to fit inside the Navy's current amphibious assault ship parking area and elevators; the F-35C's longer wing is considered to be more fuel efficient.

  

Costs

 

A U.S. Navy study found that the F-35 will cost 30 to 40% more to maintain than current jet fighters, not accounting for inflation over the F-35's operational lifetime. A Pentagon study concluded a $1 trillion maintenance cost for the entire fleet over its lifespan, not accounting for inflation. The F-35 program office found that as of January 2014, costs for the F-35 fleet over a 53-year lifecycle was $857 billion. Costs for the fighter have been dropping and accounted for the 22 percent life cycle drop since 2010. Lockheed stated that by 2019, pricing for the fifth-generation aircraft will be less than fourth-generation fighters. An F-35A in 2019 is expected to cost $85 million per unit complete with engines and full mission systems, inflation adjusted from $75 million in December 2013.

Wiconisco Creek runs through the Ned Smith Center for Nature and Art near Millersburg, Pa., on Oct. 28, 2016. The creek empties into the Susquehanna River nearby. (Photo by Leslie Boorhem-Stephenson/Chesapeake Bay Program)

 

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This week in 1962, NASA Marshall Space Flight Center Director Dr. Wernher von Braun met with five astronauts and Brainerd Holmes, NASA associate administrator for Manned Space Flight, at Marshall. From left are Elliot See, Tom Stafford, Wally Schirra, John Glenn, Holmes, von Braun and Jim Lovell. NASA officials and astronauts often traveled to Marshall to meet with von Braun. The NASA History Program documents and preserves NASA’s remarkable history through a variety of products -- photos, press kits, press releases, mission transcripts and administrators' speeches. For more pictures like this one and to connect to NASA’s history, visit the History Program’s Web page: history.nasa.gov/program.html

 

Item 3, folder "School and Fire-Safe Education Program - S. A. F. E. - Promotional Folders, 1980 – 1988," Fire Department Public Education and Fire Safety Records (Record Series 2810-06), Seattle Municipal Archives.

Florence Shelly Preserve in Susquehanna County, Pa., on Aug. 2, 2016. The 357-acre preserve is owned by the Nature Conservancy and features forest, fields, a stream, and glacial pond surrounded by a floating bog. (Photo by Will Parson/Chesapeake Bay Program)

 

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False turkey tail, a wood-eating fungus, grows on a fallen tree at Ned Smith Center Lands near Millersburg, Pa., on Oct. 28, 2016. (Photo by Leslie Boorhem-Stephenson/Chesapeake Bay Program)

 

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The voyage of Apollo 17 marked the program’s concluding expedition to the moon. The mission lifted off after midnight on December 7, 1972 from Kennedy Space Center and touched down on the lunar surface on December 11. The crew spent almost 75 hours on the lunar surface, conducted nearly 22 hours of extravehicular activities (EVAs), and traveled almost 19 miles in the Lunar Roving Vehicle (LRV). During lunar lift-off on December 14, Apollo 17 Mission Commander Eugene A. Cernan remarked that the astronauts were leaving as they came, “with peace and hope for all mankind.” In this photo, taken during the second spacewalk on December 12, 1972, Cernan is standing near the lunar rover designed by Marshall Space Flight Center in Huntsville, Ala.

Among the galaxies, there are billions of planets and stars, among them, only a few million that support life. The inhabitants name this planet; Spectra.

 

The species that evolved into sentience was spread throughout the planet by a drastic geological event. This resulted in the isolated and continued evolution of new forms of previously similar species. Eventually, this resulted in over thirty species of sentient species inhabiting a planet far larger than any lesser planet; I.E. Earth. Eventually the barriers that created these species were broken due to natural weathering. The different colored species all adapted to their endemic environments were suddenly thrown into the mix together. At first, wars broke out and chaos reigned, but over a million years, give or take a few hundred thousands years, the dust settled and most of these genetically dissimilar species became one and unified. In the aftermath, the smartest and bravest of these factions crafted a way in which a war amongst the species would never again break out; The Archwielder Program.

 

Each species on this planet, that are related, have different colors due to the different environments that they adapted to over the millennia. Not only do they have different colors, but each individual has their own unique genetic ability. This planet is not like most planets. It was created by another race of mysterious beings that were able to fuse mechanical, biological, and cybernetic material together. This is how the beings of this world have abilities that would seem “supernatural” to an ignorant mind. These beings are inexplicably linked to their environments and because of this they have control over their environments.

 

The Archwielder Program was instituted by the survivors of the Millennial Wars the leading heads of which include; lieutenant Dextrix (Who was one of the elite guards for royalty and led the Golden Sect), Captain Dreadnaught(A rogue that took control of the rebellion), and Admiral Aurora(Who took charge of her own brigade of peacekeepers to keep the streets clean during the war).

 

The Archwielder Program’s initiative was to create a system in which individuals were sorted into the field that the individual excelled in or found interest in. These individuals were gathered into groups of the same species and then sent out across the planet to keep the peace in any way that they could in the environment they were most suited for.

 

The Districts of the planet are artificial by name alone but have been divided by the sloppy hand of nature itself. These districts include;

 

Stone District: Brown, Tan, Black, and Purple species reside hear.

 

Water District: Various shades of Blue reside hear.

 

Fire District: Various shades of red, orange, and yellow reside hear.

 

Electricity District: Various shades of yellow and green reside hear.

 

Flora District: Various shades of Green reside hear.

 

Radon District: Various shades of Phosphorescence reside hear.

 

Ice District: Various shades of white, blue, and transparents reside hear.

 

The unusual abilities of the members of each of these species include;

 

Red: Pyromancy, Magmanacy, etc.

 

Orange: Photokinesis, Levitation, Etc.

 

Yellow: Heliokinesis, Electrokinesis, etc.

 

Green: Aerokinesis, Air mimicry, etc.

 

Lime: Acidokinesis, Radiokinesis, etc.

 

Blue: Hydrokinesis, etc.

 

Purple: Crystallokinesis, etc.

 

Violet: Telekinesis, etc.

 

Brown: Ferrokinesis, Geokinesis, etc,

 

White: Cryokinesis, Umbrakinesis, etc.

 

Black: Necromancy, Geomancy, Levitation, etc.

 

Neons: Plasmakinesis, Dynamokinesis, etc.

 

Individuals within a specific species can also generate different abilities due to genetic variability granted from parental mating. When individuals of different species mate their offspring may have more of one parent’s abilities and color or a mixture creating a hybrid of abilities, or creation of new abilities altogether.

 

The ranks within the system include;

 

Scout: lowest ranking individual, new recruit learning in the academy, signified by three buttons of their respective color.

 

Gladiator: More experienced individual, knows their way around, signified by custom made holster of their respective make.

 

Warrior: At least 5 years of experience can defend themselves and knows which profession they are going into, signified by custom markings of their respective color.

 

Wielder: At least 10 years of experience, has near-complete control of their natural ability, signified by twin black straps over shoulders with respective make and color.

 

Lieutenant: At least 30 years of experience, has complete control of their natural ability, signified by ceremonial necklace of respective color and make.

 

Captain: At least 50 years of experience, has not only complete control of their natural abilities but has near-complete understanding of their role in the program, signified by armband of respective make and color.

 

Admiral: At least 100 years of experience, has complete and utter control of their ability to an extreme, is an expert in their field, signified by custom weapon of their respective color and design.

 

Archwielder: At least 200 years of experience, has such a complete understanding of their abilities and role within existence that they can only be challenged of an equally experienced individual, signified by lack of a weapon and evolution of facial mask/helmet of respective color and make.

 

The groups of individuals tasked with keeping quadrants/districts safe and free of unnecessary violence are known as Garrisons. These Garrisons are rotated semi-annually and the participants are also rotated to avoid creation of racial/genetic divisions amongst the students. The Garrisons that exist include;

 

The Lightning Garrison (Full Charge)

 

The Magma Garrison (Spicy Sauce)

 

The Bezerker Garrison (The Bludgeoners)

 

The Firecracker Garrison (Lit Fuses)

 

The Hydra Garrison (Ebb and Flow)

 

The Flora Garrison (Peace on Earth)

 

The Fauna Garrison (Tooth and Claw)

 

The Phota Garrison (Best and Brightest)

 

The Terra Garrison (The Crusties)

 

The Dust Devil Garrison (The Dust Devils)

  

Streams flow through farmland on their way to Penns Creek, a tributary of the Susquehanna River, in Union County, Pa., on Sept. 17, 2019. (Photo by Will Parson/Chesapeake Bay Program)

 

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Thembile strikes a pose while Thuli rests in her shade during our morning walk with lions.

 

"Find Your Pride" is the slogan of the Lion Encounter at Victoria Falls, where lions are bred in capitivity to help restore the population. They use a four stage program outlined below, taken from the program's website.

 

Stage 1

 

Around 3 months and upwards until 18 months old: the cubs are taken on walks in the bush to help them become familiar with their natural surroundings. At 18 months to 2½ years human contact is removed and they are given the opportunity to hone their hunting skills by taking part in Night and Day Encounters in a safe and secure environment (fenced off, no humans).

 

Stage 2

 

The lions are released in a pride into a large enclosure where they can start to live as a wild pride, hunting and fending for themselves. They are closely monitored for research purposes; there is no human contact or intervention.

 

Stage 3

 

The pride is relocated to a larger area, where they will spend the rest of their lives. This area is big enough to have many different species in it, including competitive ones.

 

Stage 4

 

Cubs born in Stage 3 will be raised by the pride in a totally natural environment, and when old enough, can be relocated into those areas of Africa that need them.

 

For more information about the program, check the website here www.lionencounter.com/

This week in 1966, NASA’s Marshall Space Flight Center technicians acceptance-fired the S-IC-3, or first stage of the Saturn rocket, for 121.7 seconds. This was the last planned firing of the S-IC at Marshall. The S-IC was powered by five F-1 engines, each producing 1.5 million pounds of thrust. Here, an F-1 engine is test fired at Marshall’s S-IC Static Test Stand. From October 2018 through December 2022, NASA will mark the 50th anniversary of the Apollo Program that landed a dozen astronauts on the Moon between July 1969 and December 1972, and the first U.S. crewed mission -- Apollo 8 -- that circumnavigated the Moon in December 1968. Today, Marshall is developing NASA's Space Launch System, the most powerful rocket ever built, capable of sending astronauts to the Moon, Mars and deeper into space than ever before. The NASA History Program is responsible for generating, disseminating, and preserving NASA’s remarkable history and providing a comprehensive understanding of the institutional, cultural, social, political, economic, technological and scientific aspects of NASA’s activities in aeronautics and space. For more pictures like this one and to connect to NASA’s history, visit the Marshall History Program’s webpage.

 

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The Nature Conservancy hosts a group of roughly 30 visitors for a vernal pool hike at Forest Pools Preserve, adjacent to Kings Gap State Park in Cumberland County, Pa., on March 25, 2016. Because vernal pools, or seasonal wetlands, dry up every year, they don't harbor fish and thus are critical habitat for many amphibian species. (Photo by Will Parson/Chesapeake Bay Program)

 

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Dan Small of Washington College and landowner Harry Sears use a controlled fire to manage part of a warm season grassland at Chino Farms in Queen Anne's County, Md., on April 13, 2016. The grassland is ideal habitat for northern bobwhite quail. (Photo by Will Parson/Chesapeake Bay Program)

 

USAGE REQUEST INFORMATION

The Chesapeake Bay Program's photographic archive is available for media and non-commercial use at no charge. To request permission, send an email briefly describing the proposed use to requests@chesapeakebay.net. Please do not attach jpegs. Instead, reference the corresponding Flickr URL of the image.

 

A photo credit mentioning the Chesapeake Bay Program is mandatory. The photograph may not be manipulated in any way or used in any way that suggests approval or endorsement of the Chesapeake Bay Program. Requestors should also respect the publicity rights of individuals photographed, and seek their consent if necessary.

The 2016 Chesapeake Executive Council Meeting is held at Blandy Experimental Farm in Boyce, Va., on Oct. 4, 2016. It was announced that Pennsylvania will get $28 million in the next year to combat agricultural pollution, with $12.7 million coming from the U.S. Department of Agriculture, $4 million from the U.S. Environmental Protection Agency and $11.8 coming mostly from shifts within the Pennsylvania budget. (Photo by Will Parson/Chesapeake Bay Program)

 

USAGE REQUEST INFORMATION

The Chesapeake Bay Program's photographic archive is available for media and non-commercial use at no charge.

 

To request permission, send an email briefly describing the proposed use to requests@chesapeakebay.net. Please do not attach jpegs. Instead, reference the corresponding Flickr URL of the image.

 

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© all rights reserved

 

Ph.: Orarossa - Ascoli Piceno, Italy

 

Make: NIKON

Model: D810

Date/Time: 13/01/2017 / 21:33

Shutter Speed: 1/125 sec

Exposure Program: S

F-Stop: f/2,8

ISO Speed Ratings: 1600

Focal Length: 85 mm

Flash: OFF

Penn Theatre Arts Fall 2015 Mainstage Production

 

Directed by Dr. James F. Schlatter.

 

The Theatre Arts Program’s fall production, BURY THE DEAD, written by Irwin Shaw in 1936, is set “in the second year of the war that is to begin tomorrow night.” The scene is an unnamed battlefield somewhere in the world that also serves as the gravesite for six dead American soldiers. About to be interred, the six young soldiers stand up in their shared grave and plead not to be buried. This crisis is the focus of Shaw’s harrowing and deeply moving and provocative play, directed by Theatre Arts faculty member, Dr. James F. Schlatter, Can a war ever end if the dead won’t be buried? The play will be performed by an ensemble company.

 

Performances:

November 18–21, 7:00pm

@ Annenberg Center Live, Bruce Montgomery Theatre

 

theatre.sas.upenn.edu/events/fall-mainstage-production-bu...

 

provost.upenn.edu/initiatives/arts/stories/2015/11/16/the...

 

Rich Hines (left), who owns Springboro Tree Farms in Brookston, Indiana, has worked with USDA’s Natural Resources Conservation Service to implement conservation practices on his 33 acres of his forestland in Brookston, Indiana. Hines used the forest for maple syrup production as well as recreation. His brother Jim Hines (center) and friend Joe Velovitch (right) help with Hines worked with NRCS through the Environmental Quality Incentives Program to implement brush management, trail improvements and a forest management plan. He also utilized the Conservation Stewardship Program’s forest songbird habitat maintenance, forest stand improvement and tree planting enhancements. (NRCS photo by Brandon O’Connor)

Beech, American holly and dogwood leaves cling to winter branches at Government Island Park in Stafford County, Va., on Dec. 3, 2016. (Photo by Will Parson/Chesapeake Bay Program)

 

USAGE REQUEST INFORMATION

The Chesapeake Bay Program's photographic archive is available for media and non-commercial use at no charge. To request permission, send an email briefly describing the proposed use to requests@chesapeakebay.net. Please do not attach jpegs. Instead, reference the corresponding Flickr URL of the image.

 

A photo credit mentioning the Chesapeake Bay Program is mandatory. The photograph may not be manipulated in any way or used in any way that suggests approval or endorsement of the Chesapeake Bay Program. Requestors should also respect the publicity rights of individuals photographed, and seek their consent if necessary.

PACIFIC OCEAN (March 26, 2008) - An unarmed Trident II D5 missile launches from the Ohio-class ballistic missile submarine USS Nebraska (SSBN 739) off the coast of California. The test launch was part of the U.S. Navy Strategic Systems Program's demonstration and shakedown operation certification process. The successful launch certified the readiness of an SSBN crew and the operational performance of the submarine's strategic weapons system before returning to operational availability. (U.S. Navy photo by Mass Communication Specialist 1st Class Ronald Gutridge) 180326-N-UK333-012

 

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From left to right, NASA Associate Administrator, Science Mission Directorate, Thomas Zurbuchen; Astrobotic Mission Director, Sharad Bhaskaran; Astrobotic CEO, John Thornton; Chairman of the Board of Intuitive Machines, Kam Ghaffarian; VP of Research and Development of Intuitive Machines, Tim Crain; President and CEO of OrbitBeyond, Siba Padhi; Chief Science Officer, OrbitBeyond, Jon Morse; and NASA Press Officer, Felicia Chou, front center, put their thumbs up at the conclusion of an event announcing the companies that will provide the first lunar landers for the Artemis program's lunar surface exploration, Friday, May 31, 2019, at Goddard Space Flight Center in Md. Photo credit: (NASA/Aubrey Gemignani)

Construction continues on the Alliance for the Chesapeake Bay's Greening Virginia's Capitol project at Capitol Square in Richmond, Va., on June 7, 2011. Richmond is "going green" by retrofitting city streets and the grounds of Capitol Square, implementing porous brick pavers and rainwater harvesting to reduce polluted stormwater runoff. (Photo by Matt Rath/Chesapeake Bay Program)

 

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The Chesapeake Bay Program's photographic archive is available for media and non-commercial use at no charge.

 

To request permission, send an email briefly describing the proposed use to requests@chesapeakebay.net. Please do not attach jpegs. Instead, reference the corresponding Flickr URL of the image.

 

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Item 2, folder "School and Fire-Safe Education Program - S. A. F. E. - Promotional Folders, 1980 – 1988," Fire Department Public Education and Fire Safety Records (Record Series 2810-06), Seattle Municipal Archives.

Located at the end of a sleepy little cul-de-sac in the leafy north east Melburnian suburb of Fairy Hills is a beautiful pebbledash Arts and Crafts style bungalow. Quiet and unassuming amid its well kept gardens, this bungalow is quite significant historically as it is the creation and home of nationally renowned husband and wife artists Christian and Napier Waller, and is known as the Waller House. Together they designed the house and much of its interior decoration and furnishings. Napier Waller lived in their purpose designed home for some fifty years. What is especially significant about the house is that both it and its contents are quite intact. Napier Waller's studios, examples of his art, that of his two wives and his niece, famous studio potter Klytie Pate, and items connected with his work remain exactly as he left them. Architecturally the house design is innovative in its internal use of space, specifically in the organisation of the studio cum living room and displays a high degree of artistic creativity in the interior decoration.

 

The Waller House in Fairy Hills is so named because it was the residence of Mervyn Napier Waller, the acclaimed artist who gained National fame from his water colours, stained glass, mosaic works and murals and his wife Christian, who was a distinguished artist and designer of stained glass in her own right. In particular Napier Waller's works adorn the Melbourne Town Hall, the Myer Emporium Mural Hall, the Victorian State Library and the Australian War Memorial. The Waller House is a split level house designed by Napier and his first wife Christian who intended the house to be both a home and a workplace. For this the design was conceived to accommodate the tall studies and pieces of the artist's work.

 

The Waller house was built by Phillip Millsom in 1922 and the architectural style of the house is a mixture of Interwar Arts and Crafts, Interwar Old English and Interwar California Bungalow. The house is constructed from reinforced concrete walls with a rough cast pebbledash finish. The roof is steeply pitched with a prominent half timbered gable over the front entrance and has Marseilles pattern terracotta tiles. There are small paned casement windows. There have been several additions to the original design over the years but these have all been sympathetic to the original design.

 

The house is entered from a two sided verandah into an entrance hall, panelled in Tasmanian wood. This has stairs leading to the different levels of the house interior. In one direction the hall leads to a main living hall which was Napier Waller's original studio and later used as the main living room in the house. This room has a high ceiling with casement windows, a musicians’ gallery and a broad brick fireplace flanked by fire-dogs and bellows made by the sculptress Ola Cohn (1892 – 1964). Like many of the other rooms in the house the studio is panelled and floored with Tasmanian hardwood and contains some of the studies for Napier Waller's murals: “The Five Lamps of Learning; the Wise and Foolish Virgins” a mosaic for the University of Western Australia and, “Peace After Victory” a study painting for the State Library of Victoria. Above the panelling the plaster walls are painted in muted colours in wood grain effect. The raftered plaster ceiling has been painted in marble effect with gold leaf. Book shelves, still containing the Wallers’ beautiful books, are built into the panelled walls. Furniture in the room includes a settee with a painted back panel featuring jousting knights, painted by Christian Waller, a leather suite and black bean sideboards and cupboards. This furniture was designed in the nineteen thirties by Napier Waller and by Percy Meldrum and a noted cabinet maker called Goulman. The studio cum hall also contains many ceramic works created by studio potter Klytie Pate who was Christian Waller’s niece and protégée. The entrance hall leads in the other direction to a guest room, known as the “Blue Room”. This was the idea of Napier's wife Christian and has simple built-in glass topped furniture and Napier's murals of the “Labours of Hercules” which include a self portrait of the artist. An alcove section of the room was constructed out of an extension to the verandah. Stairs lead from the entrance hall to the musicians’ gallery which has a window and overlooks the studio cum living room. The kitchen near the studio/hall is panelled and raftered with built-in cupboards conforming to the panelling. The ceiling is stencilled in a fleur-de-lys design by Napier. The dining room lies to the right of the studio cum hall and contains shoulder high panelling and raftered ceilings. It has an angled brick corner fireplace and the walls and ceiling have the same painted treatment as the studio cum living room. The oak dining furniture was designed by Napier. A small den with high window, furnished with leather chairs, opens off the dining room. Opening off the hall to the left is a long rectangular room known as the glass studio. This was added to the house by builder C. Trinck of Hampton in about 1931 and contains Napier Waller's kiln, paintbrushes and stained-glass tools on the benches, and stained glass designs and racks which are still stacked with radiant streaked glass from his work with stained glass windows. A bedroom and bathroom with attic pitched rafter ceiling and casement windows is situated on the upper level of the house. Another bedroom in ship's cabin style with flared wall light fittings and built in bunks opens off this first bedroom.

 

The house backs onto a courtyard enclosed by a long bluestone garden wall. The house is set in a three and a half acre site with cypress hedges and gravelled paths. The garden drops away to a hillside slope with manna gum trees. Set on the slope is a flat roofed studio built in 1937. It has an undercroft beneath a studio room and this contains a lithographic press and a printing press of 1849 for woodcuts and linocuts. This was used by Napier and his first wife Christian to produce prints in the 1930s. Napier was widowed and married his stained glass studio assistant Lorna Reyburn in 1958.

 

The Waller House has recently become famous for yet another reason. The exterior has been used as a backdrop in the ABC/ITV co-production television series, “The Doctor Blake Mysteries” (2013). The house serves as the residence of the program’s lead character, Doctor Lucien Blake (played by Australian actor Craig McLachlan), and the doctor’s 1930s tourer is often seen driving up to or away from the Waller House throughout the series. The Waller House is the only regular backdrop not filmed in the provincial Victorian gold rush city of Ballarat, in which the series is based.

 

The Waller House is still a private residence, even though it was bequeathed to the people of Victoria by Napier Waller under the proviso that it would not revert to state ownership until after the death of his second wife, Lorna. The current leasee of the Waller House is a well known Melbourne antique dealer, who was friends with Lorna Reyburn, and who acts as a loving informal caretaker. He was approached by the Napier Waller Committee of Management and keeps the house neat and tidy, and maintains the garden beautifully. I am very grateful to him for his willingness to open the Waller House, and for allowing me the opportunity to comprehensively photograph this rarely seen gem of Melbourne art, architecture and history.

 

Mervyn Napier Waller (1893 – 1972) was an Australian artist. Born in Penshurst, Victoria, Napier was the son of William Waller, contractor, and his wife Sarah, née Napier. Educated locally until aged 14, he then worked on his father's farm. In 1913 he began studies at the National Gallery schools, Melbourne, and first exhibited water-colours and drawings at the Victorian Artists' Society in 1915. On 31 August of that year he enlisted in the Australian Imperial Force, and on 21 October at the manse of St Andrew's Presbyterian Church, Carlton, married Christian Yandell, a fellow student and artist from Castlemaine. Serving in France from the end of 1916, Waller was seriously wounded in action, and his right arm had to be amputated at the shoulder. Whilst convalescing in France and England Napier learned to write and draw with his left hand. After coming home to Australia he exhibited a series of war sketches in Melbourne, Sydney, Adelaide and Hobart between 1918 and 1919 which helped to establish his reputation as a talented artist. Napier continued to paint in water-colour, taking his subjects from mythology and classical legend, but exhibited a group of linocuts in 1923. In 1927 Napier completed his first major mural for the Menzies Hotel, Melbourne. Next year his mural 'Peace after Victory' was installed in the State Library of Victoria. Visiting England and Europe in 1929 to study stained glass, the Wallers travelled in Italy where Napier was deeply impressed by the mosaics in Ravenna and studied mosaic in Venice. He returned to Melbourne in March 1930 and began to work almost exclusively in stained glass and mosaic. In 1931 he completed a great monumental mosaic for the University of Western Australia; two important commissions in Melbourne followed: the mosaic façade for Newspaper House (completed 1933) and murals for the dining hall in the Myer Emporium (completed 1935). During this time he also worked on a number of stained-glass commissions, some in collaboration with his wife, Christian. Between 1939 and 1945 he worked as an illustrator and undertook no major commissions. In 1946 he finished a three-lancet window commemorating the New Guinea martyrs for St Peter's Church, Eastern Hill. In 1952-58 he designed and completed the mosaics and stained glass for the Hall of Memory at the Australian War Memorial, Canberra. On 25 January 1958 in a civil ceremony in Melbourne Waller had married Lorna Marion Reyburn, a New Zealand-born artist who had long been his assistant in stained glass.

 

Christian Waller (1894 – 1954) was an Australian artist. Born in Castlemaine, Victoria, Christian was the fifth daughter and youngest of seven children of William Edward Yandell a Victorian-born plasterer, and his wife Emily, née James, who came from England. Christian began her art studies in 1905 under Carl Steiner at the Castlemaine School of Mines. The family moved in 1910 to Melbourne where Christian attended the National Gallery schools. She studied under Frederick McCubbin and Bernard Hall, won several student prizes, exhibited (1913-22) with the Victorian Artists Society and illustrated publications. On 21 October 1915 at the manse of St Andrew's Presbyterian Church, Carlton, she married her former fellow-student Mervyn Napier Waller; they were childless, but adopted Christian’s niece Klytie Pate, in all but a legal sense. During the 1920s Christian Waller became a leading book illustrator, winning acclaim as the first Australian artist to illustrate Alice in Wonderland (1924). Her work reflected Classical, Medieval, Pre-Raphaelite and Art Nouveau influences. She also produced woodcuts and linocuts, including fine bookplates. From about 1928 she designed stained-glass windows. The Wallers travelled to London in 1929 to investigate the manufacture of stained glass at Whall & Whall Ltd's premises. Returning to Australia via Italy, they studied the mosaics at Ravenna and Venice. Christian signed and exhibited her work under her maiden name until 1930, but thereafter used her married name. In the 1930s Waller produced her finest prints, book designs and stained glass, her work being more Art Deco in style and showing her interest in theosophy. She created stained-glass windows for a number of churches—especially for those designed by Louis Williams—in Melbourne, Geelong, and rural centres in New South Wales. Sometimes she collaborated with her husband, both being recognized as among Australia's leading stained-glass artists. Estranged from Napier, Christian went to New York in 1939. In 1940 she returned to the home she shared with her husband in Fairy Hills where she immersed herself in her work and became increasingly reclusive. In 1942 she painted a large mural for Christ Church, Geelong; by 1948 she had completed more than fifty stained-glass windows.

 

Klytie Pate (1912 – 2010) was an Australian Studio Potter who emerged as an innovator in the use of unusual glazes and the extensive incising, piercing and ornamentation of earthenware pottery. She was one of a small group of Melbourne art potters which included Marguerite Mahood and Reg Preston who were pioneers in the 1930‘s of ceramic art nationwide. Her early work was strongly influenced by her aunt, the artist and printmaker, Christian Waller. Klytie’s father remarried when she was 13, so Klytie went to live with her aunt, Christian Waller. Christian and her husband Napier Waller encouraged her interest in art and printmaking. She spent time at their studio in Fairy Hills, and thus her work reflected Art Deco, Art Nouveau, the Pre Raphaelites, Egyptian art, Greek mythology, and Theosophy. Klytie made several plaster masks that were displayed by the Wallers in their home and experimented with linocut, a medium used by Christian in her printmaking. Her aunt further encouraged Klytie by arranging for her to study modelling under Ola Cohn, the Melbourne sculptor. Klytie became renowned for her high quality, geometric Art Deco designed pottery which is eagerly sought after today by museums, art galleries, collectors and auction houses.

 

Fairy Hills is a small north eastern suburb of Melbourne. Leafy, with streets lined with banks of agapanthus, it is an area well known for its exclusivity, affluence and artistic connections. It was designed along the lines of London’s garden suburbs, such as Hampstead and Highgate, where houses and gardens blended together to create an informal, village like feel. Many of Fairy Hills’ houses have been designed by well known architects of the early Twentieth Century such as Walter Burley Griffin (1876 – 1937) and have gardens landscaped by designers like Edna Walling (1895 – 1973). Fairy Hills is the result of a subdivision of an 1840s farm called “Fairy Hills” which was commenced in the years just before the First World War (1914 – 1918). “Lucerne Farm”, a late 1830s farm associated with Governor La Trobe, was also nearby.