View allAll Photos Tagged Stability
INDIAN OCEAN (Dec. 26, 2018) The San Antonio-class amphibious transport dock USS Anchorage (LPD 23), and embarked 13th Marine Expeditionary Unit participate in a cooperative deployment with the Indian Navy's INS Rajput (D51), to test their ability to communicate and improve on maritime capabilities between partners. The Anchorage is deployed as part of the Essex Amphibious Ready Group (ARG). The Essex ARG and 13th MEU are a capable and lethal Navy-Marine Corps team deployed to the U.S. 7th Fleet area of operations to support regional stability, reassure partners and allies and maintain a presence postured to respond to any crisis ranging from humanitarian assistance to contingency operations. (U.S. Marine Corps photo by Sgt. Austin Mealy/Released)
SEXT IS ASSOCIATED with the stillness and peace of noon, but it also evokes crisis and danger. Crisis is always a purification if we understand it correctly. The very word “crisis” comes from a root that means sifting out. Crisis is a separation, a sifting out of that which is viable and can go on from that which is dead and has to be left behind.
-Music of Silence: A Sacred Journey Through the Hours of the Day
Brother David Steindl-Rast, Sharon Lebell, and Kathleen Norris
PHILIPPINE SEA (Feb. 8, 2020) Flight deck crew members prepare to receive a MV-22B Osprey tiltrotor aircraft assigned to the Marine Medium Tiltrotor Squadron (VMM) 265 on the flight deck aboard Whidbey Island-class dock landing ship USS Germantown (LSD 42). Germantown, part of America Expeditionary Strike Group, 31st Marine Expeditionary Unit team, is operating in the U.S. 7th Fleet area of operations to enhance interoperability with allies and partners and serves as a ready response force to defend peace and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 1st Class Toni Burton)
EAST CHINA SEA (Aug. 4, 2020) Boatswain’s Mate Seaman Valentina Imokhai, from New York, operates the ship’s helm during a full power engine run aboard the amphibious dock landing ship USS Germantown (LSD 42). Germantown, part of America Expeditionary Strike Group, is operating in the 7th Fleet area of operations to enhance interoperability with allies and partners, and serves as a ready response force to defend peace and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 2nd Class Taylor DiMartino)
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PHILIPPINE SEA (Aug. 20, 2021) Airman Michael John, from Scottsdale, Arizona, assigned to forward-deployed amphibious assault ship USS America (LHA 6), fuels an F-35B Lightning II fighter aircraft from Marine Fighter Attack Squadron (VMFA 211), embarked on the Royal Navy aircraft carrier HMS Queen Elizabeth (R08), during flight operations between the Royal Navy and America. America, flagship of the America Expeditionary Strike Group, along with the 31st Marine Expeditionary Unit, is operating in the U.S. 7th Fleet area of responsibility to enhance interoperability with allies and partners and serve as a ready response force to defend peace and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 3rd Class Matthew Cavenaile)
South Surrey, BC Canada
A catamaran is a multi-hulled watercraft featuring two parallel hulls of equal size. It is a geometry-stabilized craft, deriving its stability from its wide beam, rather than from a ballasted keel as with a monohull boat.
Catamarans typically have less hull volume, smaller displacement, and shallower draft than monohulls of comparable length.
The two hulls combined also often have a smaller hydrodynamic resistance than comparable monohulls, requiring less propulsive power from either sails or motors. The catamaran's wider stance on the water can reduce both heeling and wave-induced motion, as compared with a monohull, and can give reduced wakes.
Sailing Catamarans have evolved from the small boats that you see in races on the shoreline into large ocean-going cruisers capable of carrying dozens of people. Catamarans have become increasingly popular because they are faster, more stable and can carry more loads than their monohull counterparts.
Resources: Wikipedia; Deepsailing.com/blog/sailing-a-catamaran
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Thank-you for your visit, and please know that any faves or comments are always greatly appreciated!
Sonja
KLAX (Los Angeles International Airport) - 23 SEP 2016
Ethiopian Airlines "Addis Ababa" ET-AOR (FLT ETH505) climbing out from RWY 25R for a 9 hour 20 minute flight to Dublin Int'l (DUB/EIDW).
Below the front door is a special graphic that commemorates the 50 year anniversary as of 2013, when President Kwame Nkrumah of Ghana on 25 MAY 1963 said “Africa must unite or perish” at the First Conference of African Independent States in Addis Ababa, Ethiopia, when 31 Africa Heads of State signed the Charter of the Organisation of African Unity (OAU) which main objective was to rid Africa from colonial domination. The OAU Charter of 1963 envisaged to “harness the natural and human resources of our continent to the total advancement of our peoples in all spheres of human endeavour”.
Fifty years after, the mission is accomplished. Africa enjoys its total liberation and its unity, enjoys an unprecedented economic rise, enjoys more and more democracy and good governance, peace and stability just to mention a few achievements.
Fifty years after the First Conference of African Independents States, on 25th May 2013, Africa will celebrate the 50th anniversary of the founding of the Organisation of African Unity (OAU). The celebration of the Golden Jubilee will be the occasion to pay tribute to the Founders of African Unity and to the Fighters who liberated Africa from the yoke of colonialism. It will constitute an unprecedented opportunity to take stock of 50 years of achievements while paving the way for the next 50 years.
As captured in the theme adopted for the celebration of the Golden Jubilee of the OAU-AU, “Pan-Africanism and African Renaissance”, the year 2013 will constitute a unique opportunity not only to praise the achievements gained from our unity and solidarity, the values that underpin pan Africanism but will also provide Africa with a chance for renaissance and outline its vision and mission for 2063.
Within this year of celebration, sons and daughters from within and outside Africa are called to bring closer to reality the Vision of the AU for “an integrated, prosperous and peaceful Africa, driven by its own citizens and representing a dynamic force in global arena”.
First flight: 12 SEP 2012
Delivery to Ethiopian Airlines: 03 OCT 2012 as ET-AOR
Named: "Addis Ababa"
Fleet number: OR
Special graphic: 2013, Year of Pan Africanism and African Renaissance
Aircraft based at Addis Ababa Bole International Airport (ADD/HAAB)
EAST CHINA SEA (July 31, 2020) Gunner’s Mate Seaman Spencer Christie fires a shot line from the Ticonderoga-class guided-missile cruiser USS Shiloh (CG 67) to the dry cargo and ammunition ship USNS Alan Shepard (T-AKE-3) during a replenishment-at-sea. Shiloh is forward-deployed to the U.S. 7th Fleet area of operations in support of security and stability in the Indo-Pacific. (U.S. Navy photo by Mass Communication Specialist 3rd Class Isaac Maxwell)
See more photos of this, and the Wikipedia article.
Details, quoting from Smithsonian National Air and Space Museum | Lockheed P-38J-10-LO Lightning
In the P-38 Lockheed engineer Clarence "Kelly" Johnson and his team of designers created one of the most successful twin-engine fighters ever flown by any nation. From 1942 to 1945, U. S. Army Air Forces pilots flew P-38s over Europe, the Mediterranean, and the Pacific, and from the frozen Aleutian Islands to the sun-baked deserts of North Africa. Lightning pilots in the Pacific theater downed more Japanese aircraft than pilots flying any other Allied warplane.
Maj. Richard I. Bong, America's leading fighter ace, flew this P-38J-10-LO on April 16, 1945, at Wright Field, Ohio, to evaluate an experimental method of interconnecting the movement of the throttle and propeller control levers. However, his right engine exploded in flight before he could conduct the experiment.
Transferred from the United States Air Force.
Manufacturer:
Date:
1943
Country of Origin:
United States of America
Dimensions:
Overall: 390 x 1170cm, 6345kg, 1580cm (12ft 9 9/16in. x 38ft 4 5/8in., 13988.2lb., 51ft 10 1/16in.)
Materials:
All-metal
Physical Description:
Twin-tail boom and twin-engine fighter; tricycle landing gear.
Long Description:
From 1942 to 1945, the thunder of P-38 Lightnings was heard around the world. U. S. Army pilots flew the P-38 over Europe, the Mediterranean, and the Pacific; from the frozen Aleutian Islands to the sun-baked deserts of North Africa. Measured by success in combat, Lockheed engineer Clarence "Kelly" Johnson and a team of designers created the most successful twin-engine fighter ever flown by any nation. In the Pacific Theater, Lightning pilots downed more Japanese aircraft than pilots flying any other Army Air Forces warplane.
Johnson and his team conceived this twin-engine, single-pilot fighter airplane in 1936 and the Army Air Corps authorized the firm to build it in June 1937. Lockheed finished constructing the prototype XP-38 and delivered it to the Air Corps on New Year's Day, 1939. Air Corps test pilot and P-38 project officer, Lt. Benjamin S. Kelsey, first flew the aircraft on January 27. Losing this prototype in a crash at Mitchel Field, New York, with Kelsey at the controls, did not deter the Air Corps from ordering 13 YP-38s for service testing on April 27. Kelsey survived the crash and remained an important part of the Lightning program. Before the airplane could be declared ready for combat, Lockheed had to block the effects of high-speed aerodynamic compressibility and tail buffeting, and solve other problems discovered during the service tests.
The most vexing difficulty was the loss of control in a dive caused by aerodynamic compressibility. During late spring 1941, Air Corps Major Signa A. Gilke encountered serious trouble while diving his Lightning at high-speed from an altitude of 9,120 m (30,000 ft). When he reached an indicated airspeed of about 515 kph (320 mph), the airplane's tail began to shake violently and the nose dropped until the dive was almost vertical. Signa recovered and landed safely and the tail buffet problem was soon resolved after Lockheed installed new fillets to improve airflow where the cockpit gondola joined the wing center section. Seventeen months passed before engineers began to determine what caused the Lightning's nose to drop. They tested a scale model P-38 in the Ames Laboratory wind tunnel operated by the NACA (National Advisory Committee for Aeronautics) and found that shock waves formed when airflow over the wing leading edges reached transonic speeds. The nose drop and loss of control was never fully remedied but Lockheed installed dive recovery flaps under each wing in 1944. These devices slowed the P-38 enough to allow the pilot to maintain control when diving at high-speed.
Just as the development of the North American P-51 Mustang, Republic P-47 Thunderbolt, and the Vought F4U Corsair (see NASM collection for these aircraft) pushed the limits of aircraft performance into unexplored territory, so too did P-38 development. The type of aircraft envisioned by the Lockheed design team and Air Corps strategists in 1937 did not appear until June 1944. This protracted shakedown period mirrors the tribulations suffered by Vought in sorting out the many technical problems that kept F4U Corsairs off U. S. Navy carrier decks until the end of 1944.
Lockheed's efforts to trouble-shoot various problems with the design also delayed high-rate, mass production. When Japan attacked Pearl Harbor, the company had delivered only 69 Lightnings to the Army. Production steadily increased and at its peak in 1944, 22 sub-contractors built various Lightning components and shipped them to Burbank, California, for final assembly. Consolidated-Vultee (Convair) subcontracted to build the wing center section and the firm later became prime manufacturer for 2,000 P-38Ls but that company's Nashville plant completed only 113 examples of this Lightning model before war's end. Lockheed and Convair finished 10,038 P-38 aircraft including 500 photo-reconnaissance models. They built more L models, 3,923, than any other version.
To ease control and improve stability, particularly at low speeds, Lockheed equipped all Lightnings, except a batch ordered by Britain, with propellers that counter-rotated. The propeller to the pilot's left turned counter-clockwise and the propeller to his right turned clockwise, so that one propeller countered the torque and airflow effects generated by the other. The airplane also performed well at high speeds and the definitive P-38L model could make better than 676 kph (420 mph) between 7,600 and 9,120 m (25,000 and 30,000 ft). The design was versatile enough to carry various combinations of bombs, air-to-ground rockets, and external fuel tanks. The multi-engine configuration reduced the Lightning loss-rate to anti-aircraft gunfire during ground attack missions. Single-engine airplanes equipped with power plants cooled by pressurized liquid, such as the North American P-51 Mustang (see NASM collection), were particularly vulnerable. Even a small nick in one coolant line could cause the engine to seize in a matter of minutes.
The first P-38s to reach the Pacific combat theater arrived on April 4, 1942, when a version of the Lightning that carried reconnaissance cameras (designated the F-4), joined the 8th Photographic Squadron based in Australia. This unit launched the first P-38 combat missions over New Guinea and New Britain during April. By May 29, the first 25 P-38s had arrived in Anchorage, Alaska. On August 9, pilots of the 343rd Fighter Group, Eleventh Air Force, flying the P-38E, shot down a pair of Japanese flying boats.
Back in the United States, Army Air Forces leaders tried to control a rumor that Lightnings killed their own pilots. On August 10, 1942, Col. Arthur I. Ennis, Chief of U. S. Army Air Forces Public Relations in Washington, told a fellow officer "… Here's what the 4th Fighter [training] Command is up against… common rumor out there that the whole West Coast was filled with headless bodies of men who jumped out of P-38s and had their heads cut off by the propellers." Novice Lightning pilots unfamiliar with the correct bailout procedures actually had more to fear from the twin-boom tail, if an emergency dictated taking to the parachute but properly executed, Lightning bailouts were as safe as parachuting from any other high-performance fighter of the day. Misinformation and wild speculation about many new aircraft was rampant during the early War period.
Along with U. S. Navy Grumman F4F Wildcats (see NASM collection) and Curtiss P-40 Warhawks (see NASM collection), Lightnings were the first American fighter airplanes capable of consistently defeating Japanese fighter aircraft. On November 18, men of the 339th Fighter Squadron became the first Lightning pilots to attack Japanese fighters. Flying from Henderson Field on Guadalcanal, they claimed three during a mission to escort Boeing B-17 Flying Fortress bombers (see NASM collection).
On April 18, 1943, fourteen P-38 pilots from the 70th and the 339th Fighter Squadrons, 347th Fighter Group, accomplished one of the most important Lightning missions of the war. American ULTRA cryptanalysts had decoded Japanese messages that revealed the timetable for a visit to the front by the commander of the Imperial Japanese Navy, Admiral Isoroku Yamamoto. This charismatic leader had crafted the plan to attack Pearl Harbor and Allied strategists believed his loss would severely cripple Japanese morale. The P-38 pilots flew 700 km (435 miles) at heights from 3-15 m (10-50 feet) above the ocean to avoid detection. Over the coast of Bougainville, they intercepted a formation of two Mitsubishi G4M BETTY bombers (see NASM collection) carrying the Admiral and his staff, and six Mitsubishi A6M Zero fighters (see NASM collection) providing escort. The Lightning pilots downed both bombers but lost Lt. Ray Hine to a Zero.
In Europe, the first Americans to down a Luftwaffe aircraft were Lt. Elza E. Shahan flying a 27th Fighter Squadron P-38E, and Lt. J. K. Shaffer flying a Curtiss P-40 (see NASM collection) in the 33rd Fighter Squadron. The two flyers shared the destruction of a Focke-Wulf Fw 200C-3 Condor maritime strike aircraft over Iceland on August 14, 1942. Later that month, the 1st fighter group accepted Lightnings and began combat operations from bases in England but this unit soon moved to fight in North Africa. More than a year passed before the P-38 reappeared over Western Europe. While the Lightning was absent, U. S. Army Air Forces strategists had relearned a painful lesson: unescorted bombers cannot operate successfully in the face of determined opposition from enemy fighters. When P-38s returned to England, the primary mission had become long-range bomber escort at ranges of about 805 kms (500 miles) and at altitudes above 6,080 m (20,000 ft).
On October 15, 1943, P-38H pilots in the 55th Fighter Group flew their first combat mission over Europe at a time when the need for long-range escorts was acute. Just the day before, German fighter pilots had destroyed 60 of 291 Eighth Air Force B-17 Flying Fortresses (see NASM collection) during a mission to bomb five ball-bearing plants at Schweinfurt, Germany. No air force could sustain a loss-rate of nearly 20 percent for more than a few missions but these targets lay well beyond the range of available escort fighters (Republic P-47 Thunderbolt, see NASM collection). American war planners hoped the long-range capabilities of the P-38 Lightning could halt this deadly trend, but the very high and very cold environment peculiar to the European air war caused severe power plant and cockpit heating difficulties for the Lightning pilots. The long-range escort problem was not completely solved until the North American P-51 Mustang (see NASM collection) began to arrive in large numbers early in 1944.
Poor cockpit heating in the H and J model Lightnings made flying and fighting at altitudes that frequently approached 12,320 m (40,000 ft) nearly impossible. This was a fundamental design flaw that Kelly Johnson and his team never anticipated when they designed the airplane six years earlier. In his seminal work on the Allison V-1710 engine, Daniel Whitney analyzed in detail other factors that made the P-38 a disappointing airplane in combat over Western Europe.
• Many new and inexperienced pilots arrived in England during December 1943, along with the new J model P-38 Lightning.
• J model rated at 1,600 horsepower vs. 1,425 for earlier H model Lightnings. This power setting required better maintenance between flights. It appears this work was not done in many cases.
• During stateside training, Lightning pilots were taught to fly at high rpm settings and low engine manifold pressure during cruise flight. This was very hard on the engines, and not in keeping with technical directives issued by Allison and Lockheed.
• The quality of fuel in England may have been poor, TEL (tetraethyl lead) fuel additive appeared to condense inside engine induction manifolds, causing detonation (destructive explosion of fuel mixture rather than controlled burning).
• Improved turbo supercharger intercoolers appeared on the J model P-38. These devices greatly reduced manifold temperatures but this encouraged TEL condensation in manifolds during cruise flight and increased spark plug fouling.
Using water injection to minimize detonation might have reduced these engine problems. Both the Republic P-47 Thunderbolt and the North American P-51 Mustang (see NASM collection) were fitted with water injection systems but not the P-38. Lightning pilots continued to fly, despite these handicaps.
During November 1942, two all-Lightning fighter groups, the 1st and the 14th, began operating in North Africa. In the Mediterranean Theater, P-38 pilots flew more sorties than Allied pilots flying any other type of fighter. They claimed 608 enemy a/c destroyed in the air, 123 probably destroyed and 343 damaged, against the loss of 131 Lightnings.
In the war against Japan, the P-38 truly excelled. Combat rarely occurred above 6,080 m (20,000 ft) and the engine and cockpit comfort problems common in Europe never plagued pilots in the Pacific Theater. The Lightning's excellent range was used to full advantage above the vast expanses of water. In early 1945, Lightning pilots of the 12th Fighter Squadron, 18th Fighter Group, flew a mission that lasted 10 ½ hours and covered more than 3,220 km (2,000 miles). In August, P-38 pilots established the world's long-distance record for a World War II combat fighter when they flew from the Philippines to the Netherlands East Indies, a distance of 3,703 km (2,300 miles). During early 1944, Lightning pilots in the 475th Fighter Group began the 'race of aces.' By March, Lieutenant Colonel Thomas J. Lynch had scored 21 victories before he fell to antiaircraft gunfire while strafing enemy ships. Major Thomas B. McGuire downed 38 Japanese aircraft before he was killed when his P-38 crashed at low altitude in early January 1945. Major Richard I. Bong became America's highest scoring fighter ace (40 victories) but died in the crash of a Lockheed P-80 (see NASM collection) on August 6, 1945.
Museum records show that Lockheed assigned the construction number 422-2273 to the National Air and Space Museum's P-38. The Army Air Forces accepted this Lightning as a P-38J-l0-LO on November 6, 1943, and the service identified the airplane with the serial number 42-67762. Recent investigations conducted by a team of specialists at the Paul E. Garber Facility, and Herb Brownstein, a volunteer in the Aeronautics Division at the National Air and Space Museum, have revealed many hitherto unknown aspects to the history of this aircraft.
Brownstein examined NASM files and documents at the National Archives. He discovered that a few days after the Army Air Forces (AAF) accepted this airplane, the Engineering Division at Wright Field in Dayton, Ohio, granted Lockheed permission to convert this P-38 into a two-seat trainer. The firm added a seat behind the pilot to accommodate an instructor who would train civilian pilots in instrument flying techniques. Once trained, these test pilots evaluated new Lightnings fresh off the assembly line.
In a teletype sent by the Engineering Division on March 2, 1944, Brownstein also discovered that this P-38 was released to Colonel Benjamin S. Kelsey from March 3 to April 10, 1944, to conduct special tests. This action was confirmed the following day in a cable from the War Department. This same pilot, then a Lieutenant, flew the XP-38 across the United States in 1939 and survived the crash that destroyed this Lightning at Mitchel Field, New York. In early 1944, Kelsey was assigned to the Eighth Air Force in England and he apparently traveled to the Lockheed factory at Burbank to pick up the P-38. Further information about these tests and Kelsey's involvement remain an intriguing question.
One of Brownstein's most important discoveries was a small file rich with information about the NASM Lightning. This file contained a cryptic reference to a "Major Bong" who flew the NASM P-38 on April 16, 1945, at Wright Field. Bong had planned to fly for an hour to evaluate an experimental method of interconnecting the movement of the throttle and propeller control levers. His flight ended after twenty-minutes when "the right engine blew up before I had a chance [to conduct the test]." The curator at the Richard I. Bong Heritage Center confirmed that America's highest scoring ace made this flight in the NASM P-38 Lightning.
Working in Building 10 at the Paul E. Garber Facility, Rob Mawhinney, Dave Wilson, Wil Lee, Bob Weihrauch, Jim Purton, and Heather Hutton spent several months during the spring and summer of 2001 carefully disassembling, inspecting, and cleaning the NASM Lightning. They found every hardware modification consistent with a model J-25 airplane, not the model J-10 painted in the data block beneath the artifact's left nose. This fact dovetails perfectly with knowledge uncovered by Brownstein. On April 10, the Engineering Division again cabled Lockheed asking the company to prepare 42-67762 for transfer to Wright Field "in standard configuration." The standard P-38 configuration at that time was the P-38J-25. The work took several weeks and the fighter does not appear on Wright Field records until May 15, 1944. On June 9, the Flight Test Section at Wright Field released the fighter for flight trials aimed at collecting pilot comments on how the airplane handled.
Wright Field's Aeromedical Laboratory was the next organization involved with this P-38. That unit installed a kit on July 26 that probably measured the force required to move the control wheel left and right to actuate the power-boosted ailerons installed in all Lightnings beginning with version J-25. From August 12-16, the Power Plant Laboratory carried out tests to measure the hydraulic pump temperatures on this Lightning. Then beginning September 16 and lasting about ten days, the Bombing Branch, Armament Laboratory, tested type R-3 fragmentation bomb racks. The work appears to have ended early in December. On June 20, 1945, the AAF Aircraft Distribution Office asked that the Air Technical Service Command transfer the Lightning from Wright Field to Altus Air Force Base, Oklahoma, a temporary holding area for Air Force museum aircraft. The P-38 arrived at the Oklahoma City Air Depot on June 27, 1945, and mechanics prepared the fighter for flyable storage.
Airplane Flight Reports for this Lightning also describe the following activities and movements:
6-21-45 Wright Field, Ohio, 5.15 hours of flying.
6-22-45Wright Field, Ohio, .35 minutes of flying by Lt. Col. Wendel [?] J. Kelley and P. Shannon.
6-25-45Altus, Oklahoma, .55 hours flown, pilot P. Shannon.
6-27-45Altus, Oklahoma, #2 engine changed, 1.05 hours flown by Air Corps F/O Ralph F. Coady.
10-5-45 OCATSC-GCAAF (Garden City Army Air Field, Garden City, Kansas), guns removed and ballast added.
10-8-45Adams Field, Little Rock, Arkansas.
10-9-45Nashville, Tennessee,
5-28-46Freeman Field, Indiana, maintenance check by Air Corps Capt. H. M. Chadhowere [sp]?
7-24-46Freeman Field, Indiana, 1 hour local flight by 1st Lt. Charles C. Heckel.
7-31-46 Freeman Field, Indiana, 4120th AAF Base Unit, ferry flight to Orchard Place [Illinois] by 1st Lt. Charles C. Heckel.
On August 5, 1946, the AAF moved the aircraft to another storage site at the former Consolidated B-24 bomber assembly plant at Park Ridge, Illinois. A short time later, the AAF transferred custody of the Lightning and more than sixty other World War II-era airplanes to the Smithsonian National Air Museum. During the early 1950s, the Air Force moved these airplanes from Park Ridge to the Smithsonian storage site at Suitland, Maryland.
• • •
Quoting from Wikipedia | Lockheed P-38 Lightning:
The Lockheed P-38 Lightning was a World War II American fighter aircraft built by Lockheed. Developed to a United States Army Air Corps requirement, the P-38 had distinctive twin booms and a single, central nacelle containing the cockpit and armament. Named "fork-tailed devil" by the Luftwaffe and "two planes, one pilot" by the Japanese, the P-38 was used in a number of roles, including dive bombing, level bombing, ground-attack, photo reconnaissance missions, and extensively as a long-range escort fighter when equipped with drop tanks under its wings.
The P-38 was used most successfully in the Pacific Theater of Operations and the China-Burma-India Theater of Operations as the mount of America's top aces, Richard Bong (40 victories) and Thomas McGuire (38 victories). In the South West Pacific theater, the P-38 was the primary long-range fighter of United States Army Air Forces until the appearance of large numbers of P-51D Mustangs toward the end of the war. The P-38 was unusually quiet for a fighter, the exhaust muffled by the turbo-superchargers. It was extremely forgiving, and could be mishandled in many ways, but the rate of roll was too slow for it to excel as a dogfighter. The P-38 was the only American fighter aircraft in production throughout American involvement in the war, from Pearl Harbor to Victory over Japan Day.
Variants: Lightning in maturity: P-38J
The P-38J was introduced in August 1943. The turbo-supercharger intercooler system on previous variants had been housed in the leading edges of the wings and had proven vulnerable to combat damage and could burst if the wrong series of controls were mistakenly activated. In the P-38J model, the streamlined engine nacelles of previous Lightnings were changed to fit the intercooler radiator between the oil coolers, forming a "chin" that visually distinguished the J model from its predecessors. While the P-38J used the same V-1710-89/91 engines as the H model, the new core-type intercooler more efficiently lowered intake manifold temperatures and permitted a substantial increase in rated power. The leading edge of the outer wing was fitted with 55 gal (208 l) fuel tanks, filling the space formerly occupied by intercooler tunnels, but these were omitted on early P-38J blocks due to limited availability.
The final 210 J models, designated P-38J-25-LO, alleviated the compressibility problem through the addition of a set of electrically-actuated dive recovery flaps just outboard of the engines on the bottom centerline of the wings. With these improvements, a USAAF pilot reported a dive speed of almost 600 mph (970 km/h), although the indicated air speed was later corrected for compressibility error, and the actual dive speed was lower. Lockheed manufactured over 200 retrofit modification kits to be installed on P-38J-10-LO and J-20-LO already in Europe, but the USAAF C-54 carrying them was shot down by an RAF pilot who mistook the Douglas transport for a German Focke-Wulf Condor. Unfortunately the loss of the kits came during Lockheed test pilot Tony LeVier's four-month morale-boosting tour of P-38 bases. Flying a new Lightning named "Snafuperman" modified to full P-38J-25-LO specs at Lockheed's modification center near Belfast, LeVier captured the pilots' full attention by routinely performing maneuvers during March 1944 that common Eighth Air Force wisdom held to be suicidal. It proved too little too late because the decision had already been made to re-equip with Mustangs.
The P-38J-25-LO production block also introduced hydraulically-boosted ailerons, one of the first times such a system was fitted to a fighter. This significantly improved the Lightning's rate of roll and reduced control forces for the pilot. This production block and the following P-38L model are considered the definitive Lightnings, and Lockheed ramped up production, working with subcontractors across the country to produce hundreds of Lightnings each month.
Noted P-38 pilots
Richard Bong and Thomas McGuire
The American ace of aces and his closest competitor both flew Lightnings as they tallied 40 and 38 victories respectively. Majors Richard I. "Dick" Bong and Thomas J. "Tommy" McGuire of the USAAF competed for the top position. Both men were awarded the Medal of Honor.
McGuire was killed in air combat in January 1945 over the Philippines, after racking up 38 confirmed kills, making him the second-ranking American ace. Bong was rotated back to the United States as America's ace of aces, after making 40 kills, becoming a test pilot. He was killed on 6 August 1945, the day the atomic bomb was dropped on Japan, when his P-80 Shooting Star jet fighter flamed out on takeoff.
Charles Lindbergh
The famed aviator Charles Lindbergh toured the South Pacific as a civilian contractor for United Aircraft Corporation, comparing and evaluating performance of single- and twin-engined fighters for Vought. He worked to improve range and load limits of the F4U Corsair, flying both routine and combat strafing missions in Corsairs alongside Marine pilots. In Hollandia, he attached himself to the 475th FG flying P-38s so that he could investigate the twin-engine fighter. Though new to the machine, he was instrumental in extending the range of the P-38 through improved throttle settings, or engine-leaning techniques, notably by reducing engine speed to 1,600 rpm, setting the carburetors for auto-lean and flying at 185 mph (298 km/h) indicated airspeed which reduced fuel consumption to 70 gal/h, about 2.6 mpg. This combination of settings had been considered dangerous; it was thought it would upset the fuel mixture and cause an explosion. Everywhere Lindbergh went in the South Pacific, he was accorded the normal preferential treatment of a visiting colonel, though he had resigned his Air Corps Reserve colonel's commission three years before. While with the 475th, he held training classes and took part in a number of Army Air Corps combat missions. On 28 July 1944, Lindbergh shot down a Mitsubishi Ki-51 "Sonia" flown expertly by the veteran commander of 73rd Independent Flying Chutai, Imperial Japanese Army Captain Saburo Shimada. In an extended, twisting dogfight in which many of the participants ran out of ammunition, Shimada turned his aircraft directly toward Lindbergh who was just approaching the combat area. Lindbergh fired in a defensive reaction brought on by Shimada's apparent head-on ramming attack. Hit by cannon and machine gun fire, the "Sonia's" propeller visibly slowed, but Shimada held his course. Lindbergh pulled up at the last moment to avoid collision as the damaged "Sonia" went into a steep dive, hit the ocean and sank. Lindbergh's wingman, ace Joseph E. "Fishkiller" Miller, Jr., had also scored hits on the "Sonia" after it had begun its fatal dive, but Miller was certain the kill credit was Lindbergh's. The unofficial kill was not entered in the 475th's war record. On 12 August 1944 Lindbergh left Hollandia to return to the United States.
Charles MacDonald
The seventh-ranking American ace, Charles H. MacDonald, flew a Lightning against the Japanese, scoring 27 kills in his famous aircraft, the Putt Putt Maru.
Robin Olds
Main article: Robin Olds
Robin Olds was the last P-38 ace in the Eighth Air Force and the last in the ETO. Flying a P-38J, he downed five German fighters on two separate missions over France and Germany. He subsequently transitioned to P-51s to make seven more kills. After World War II, he flew F-4 Phantom IIs in Vietnam, ending his career as brigadier general with 16 kills.
Clay Tice
A P-38 piloted by Clay Tice was the first American aircraft to land in Japan after VJ-Day, when he and his wingman set down on Nitagahara because his wingman was low on fuel.
Antoine de Saint-Exupéry
Noted aviation pioneer and writer Antoine de Saint-Exupéry vanished in a F-5B-1-LO, 42-68223, c/n 2734, of Groupe de Chasse II/33, out of Borgo-Porreta, Bastia, Corsica, a reconnaissance variant of the P-38, while on a flight over the Mediterranean, from Corsica to mainland France, on 31 July 1944. His health, both physical and mental (he was said to be intermittently subject to depression), had been deteriorating and there had been talk of taking him off flight status. There have been suggestions (although no proof to date) that this was a suicide rather than an aircraft failure or combat loss. In 2000, a French scuba diver found the wreckage of a Lightning in the Mediterranean off the coast of Marseille, and it was confirmed in April 2004 as Saint-Exupéry's F-5B. No evidence of air combat was found. In March 2008, a former Luftwaffe pilot, Horst Rippert from Jagdgruppe 200, claimed to have shot down Saint-Exupéry.
Adrian Warburton
The RAF's legendary photo-recon "ace", Wing Commander Adrian Warburton DSO DFC, was the pilot of a Lockheed P-38 borrowed from the USAAF that took off on 12 April 1944 to photograph targets in Germany. W/C Warburton failed to arrive at the rendezvous point and was never seen again. In 2003, his remains were recovered in Germany from his wrecked USAAF P-38 Lightning.
• • • • •
Quoting Smithsonian National Air and Space Museum | Boeing B-29 Superfortress "Enola Gay":
Boeing's B-29 Superfortress was the most sophisticated propeller-driven bomber of World War II and the first bomber to house its crew in pressurized compartments. Although designed to fight in the European theater, the B-29 found its niche on the other side of the globe. In the Pacific, B-29s delivered a variety of aerial weapons: conventional bombs, incendiary bombs, mines, and two nuclear weapons.
On August 6, 1945, this Martin-built B-29-45-MO dropped the first atomic weapon used in combat on Hiroshima, Japan. Three days later, Bockscar (on display at the U.S. Air Force Museum near Dayton, Ohio) dropped a second atomic bomb on Nagasaki, Japan. Enola Gay flew as the advance weather reconnaissance aircraft that day. A third B-29, The Great Artiste, flew as an observation aircraft on both missions.
Transferred from the United States Air Force.
Manufacturer:
Date:
1945
Country of Origin:
United States of America
Dimensions:
Overall: 900 x 3020cm, 32580kg, 4300cm (29ft 6 5/16in. x 99ft 1in., 71825.9lb., 141ft 15/16in.)
Materials:
Polished overall aluminum finish
Physical Description:
Four-engine heavy bomber with semi-monoqoque fuselage and high-aspect ratio wings. Polished aluminum finish overall, standard late-World War II Army Air Forces insignia on wings and aft fuselage and serial number on vertical fin; 509th Composite Group markings painted in black; "Enola Gay" in black, block letters on lower left nose.
Augustus once said, “I found Rome a city of bricks and left it a city of marble.” The establishment of the Roman Empire ushered in a 200-year golden age known as the Pax Romana, marked by relative peacefulness and stability, during which the empire reached its greatest territorial extents. Several Emperors prioritized the construction of significant works of public amenities as much as their own domūs and monuments. In fact, the phrase panem et circenses (bread and circuses) was originally a satirical jab at such artificial appeasement. Nonetheless, the Romans’ advancements in public infrastructure was unprecedented. The vast aqueduct system provided more than 300 million gallons of water on a daily basis. To put this into perspective, that’s more daily water per capita than modern New York City. It’s little wonder, then, how Rome became the first city in history to reach a population of more than one million. Such density, however, proved to be disastrous in July 64 CE when a devasting fire destroyed two-thirds of the city. The Great Fire of Rome lasted nine days and is regarded as one of the worst urban conflagrations in history. While the aftermath would provide a clean slate for reconstruction, the efforts were certainly not without their exploitations as Emperor Nero began persecuting Christians and numerous projects were funded and built on the wealth and backs of newly conquered peoples. Although the Pax Romana is said to have ended with the death of Marcus Aurelius in 180 CE, the Halcyon days of Rome lasted until its eventual sack in 410 CE, but not before Emperor Constantine I brought about the Edict of Milan in 313, legalizing Christianity and paving the way for the eventual Edict of Thessalonica which made it the Empire’s official state church. Having left an indelible legacy on world history through such social decrees coupled with its pioneering achievements in public infrastructure, Rome is considered to be the greatest city of the Ancient world.
EAST CHINA SEA (July 31, 2020) The Ticonderoga-class guided-missile cruiser USS Shiloh (CG 67) conducts a replenishment-at-sea with the dry cargo and ammunition ship USNS Alan Shepard (T-AKE-3). Shiloh is forward-deployed to the U.S. 7th Fleet area of operations in support of security and stability in the Indo-Pacific. (U.S. Navy photo by Mass Communication Specialist 3rd Class Isaac Maxwell)
200823-N-IO312-1179 PHILIPPINE SEA (Aug. 23, 2020) Marines assigned to the 31st Marine Expeditionary Unit conduct fast-rope sustainment training on the flight deck of the forward-deployed amphibious assault ship USS America (LHA 6). America, flagship of the America Expeditionary Strike Group, is operating in the U.S. 7th Fleet area of responsibility to enhance interoperability with allies and partners and serve as a ready response force to maintain security and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist Seaman Matthew Cavenaile)
Playa de Aigüesblanques utilizando un filtro degradado de densidad neutra de 3 pasos
Beach Aigues Blanques using a gradient neutral density filter 3 steps
The Beechcraft UC-43 Staggerwing was a military version of the popular Beechcraft Model 17 Staggerwing biplane. It was used by the United States Army Air Corps during World War II for transportation and liaison duties. The UC-43 Staggerwing featured a distinctive staggered upper and lower wing design, giving it excellent stability and handling characteristics.
Livestock mobility, flexible use of rangelands, and diverse herds were key elements of traditional nomadic pastoral practices throughout the world and contributed to the high ecological stability of pastoral systems.
Nomads are still found today on the Tibetan Plateau and Himalaya. Known in the Tibetan language as drokpa, translating as “high-pasture people,” there are an estimated two million Tibetan-speaking nomads spread over a vast area. Throughout the Tibetan areas of what is now the People’s Republic of China and in the northern parts of Bhutan, India and Nepal, nomads are an important element in the economy and society wherever they are found, but their way of life is disappearing.
Read more: maptia.com/danielmiller/stories/nomads-of-the-tibetan-pla...
The Basílica i Temple Expiatori de la Sagrada Família Spanish: Templo Expiatorio de la Sagrada Familia; English: Basilica and Expiatory Church of the Holy Family) is a large Roman Catholic church in Barcelona, designed by Catalan architect Antoni Gaudí (1852–1926). Gaudí's work on the building is part of a UNESCO World Heritage Site, and in November 2010 Pope Benedict XVI consecrated and proclaimed it a minor basilica, as distinct from a cathedral, which must be the seat of a bishop.
In 1882 construction of Sagrada Família commenced under architect Francisco Paula de Villar until 1883, when Gaudí became involved when Francisco resigned as the head architect.Taking over the project, Gaudí transformed it with his architectural and engineering style, combining Gothic and curvilinear Art Nouveau forms. Gaudí devoted his last years to the project, and at the time of his death at age 73 in 1926, less than a quarter of the project was complete.
Sagrada Familia's construction progressed slowly, as it relied on private donations and was interrupted by the Spanish Civil War, only to resume intermittent progress in the 1950s. Construction passed the midpoint in 2010 with some of the project's greatest challenges remaining and an anticipated completion date of 2026, the centenary of Gaudí's death.
The basílica has a long history of dividing the citizens of Barcelona: over the initial possibility it might compete with Barcelona's cathedral, over Gaudí's design itself, over the possibility that work after Gaudí's death disregarded his design, and the 2007 proposal to build an underground tunnel of Spain's high-speed rail link to France which could disturb its stability. Describing Sagrada Família, art critic Rainer Zerbst said, "It is probably impossible to find a church building anything like it in the entire history of art" and Paul Goldberger describes it as, "The most extraordinary personal interpretation of Gothic architecture since the Middle Ages." Wikipedia
The view from standing in Huby's Tower which was built 1495-1526. It was named after Abbot Marmaduke Huby who commissioned its erection. It is a tower designed to leave no doubt in the mind about the wealth of Fountains amongst the English Cistercian Order. It rises to 170 ft and was split into five storey's. The design of the windows varies with each storey.
The information was provided by flickr user "Scumbag*College" whose brilliant photos can be seen at :-
www.flickr.com/photos/51368278@N08/
en.wikipedia.org/wiki/Fountains_Abbey
Fountains Abbey is approximately three miles south west of Ripon in North Yorkshire, England near to the village of Aldfield. Founded in 1132, the abbey operated for over 400 years, until 1539, when Henry VIII ordered the Dissolution of the Monasteries. It is one of the largest and best preserved ruined Cistercian monasteries in England.
The abbey is a Grade I listed building owned by the National Trust and part of the designated Studley Royal Park including the Ruins of Fountains Abbey UNESCO World Heritage Site.
History
After a dispute and riot in 1132 at the Benedictine house, St Mary's Abbey, in York, 13 monks were expelled and, after unsuccessfully attempting to return to the early 6th-century Rule of St Benedict, were taken into the protection of Thurstan, Archbishop of York.[2] He provided them with land in the valley of the River Skell, a tributary of the Ure. The enclosed valley had all the natural features needed for the creation of a monastery, providing shelter from the weather, stone and timber for building, and a supply of running water.[3] After enduring a harsh winter in 1133, the monks applied to join the Cistercian order and in 1135 became the second house of that order in northern England, after Rievaulx. The monks subjected themselves to Clairvaux Abbey, in Burgundy which was under the rule of St Bernard. Under the guidance of Geoffrey of Ainai, a monk sent from Clairvaux, the group learned how to celebrate the seven Canonical Hours and were shown how to construct wooden buildings in accordance with Cistercian practice.[4][5]
After Henry Murdac was elected to the abbacy in 1143, the small stone church and timber claustral buildings were replaced. Within three years, an aisled nave had been added to the stone church, and the first permanent claustral buildings built in stone and roofed in tile had been completed.
In 1146 an angry mob, displeased with Murdac's role in opposing the election of William FitzHerbert to the archbishopric of York, attacked the abbey and burnt down all but the church and some surrounding buildings.[6] The community recovered swiftly from the attack and founded four daughter houses. Henry Murdac resigned the abbacy in 1147 to become the Archbishop of York and was replaced first by Maurice, Abbot of Rievaulx then, on the resignation of Maurice, by Thorald. Thorald was forced by Henry Murdac to resign after two years in office. The next abbot, Richard, held the post until his death in 1170 and restored the abbey's stability and prosperity. In 20 years as abbot, he supervised a huge building programme which involved completing repairs to the damaged church and building more accommodation for the increasing number of recruits. Only the chapter house was completed before he died and the work was ably continued by his successor, Robert of Pipewell, under whose rule the abbey gained a reputation for caring for the needy.
The next abbot was William who presided over the abbey from 1180 to 1190 and he was succeeded by Ralph Haget, who had entered Fountains at the age of 30 as a novice, after pursuing a military career. During the European famine of 1194 Haget ordered the construction of shelters in the vicinity of the abbey and provided daily food rations to the poor enhancing the abbey's reputation for caring for the poor and attracting more grants from wealthy benefactors.
In the first half of the 13th century Fountains increased in reputation and prosperity under the next three abbots, John of York (1203–1211), John of Hessle (1211–1220) and John of Kent (1220–1247). They were burdened with an inordinate amount of administrative duties and increasing demands for money in taxation and levies but managed to complete another massive expansion of the abbey's buildings. This included enlarging the church and building an infirmary. In the second half of the 13th century the abbey was in more straitened circumstances. It was presided over by eleven abbots, and became financially unstable largely due to forward selling its wool crop, and the abbey was criticised for its dire material and physical state when it was visited by Archbishop John Romeyn in 1294. The run of disasters that befell the community continued into the early 14th century when northern England was invaded by the Scots and there were further demands for taxes. The culmination of these misfortunes was the Black Death of 1349–1349. The loss of manpower and income due to the ravages of the plague was almost ruinous.
A further complication arose as a result of the Papal Schism of 1378–1409. Fountains Abbey along with other English Cistertion houses was told to break off any contact with the mother house of Citeaux, which supported a rival pope. This resulted in the abbots forming their own chapter to rule the order in England and consequently they became increasingly involved in internecine politics. In 1410, following the death of Abbott Burley of Fountains, the community was riven by several years of turmoil over the election of his successor. Contending candidates John Ripon, Abbot of Meaux, and Roger Frank, a monk of Fountains were locked in discord until 1415 when Ripon was finally appointed and presided until his death in 1434. Under abbots John Greenwell (1442–1471), Thomas Swinton (1471–8), John Darnton (1478–95), who undertook some much needed restoration of the fabric of the abbey including notable work on the church, and Marmaduke Huby (1495–1526) Fountains regained stability and prosperity.
When Marmaduke Huby died he was succeeded by William Thirsk who was accused by the royal commissioners of immorality and inadequacy and dismissed from the abbacy and replaced by Marmaduke Bradley, a monk of the abbey who had reported Thirsk's supposed offences, testified against him and offered the authorities six hundred marks for the abbacy. In 1539 Bradley surrendered the abbey when Henry VIII ordered the Dissolution of the Monasteries.
Abbots of Fountains
NameDatesNameDatesNameDatesNameDates
Richard
1132–39John of Hessle1211–20Henry Otley[7]
1289?–90John Ripon1416–34
Richard (II)1139–43John of Kent1220–47Robert Thorntonc.1289–90Thomas Paslew1434–43
Henry Murdac1144–47Stephen of Easton1247–52Robert Bishoptonc.1290/1-1311John Martin1442
Maurice1147–48William of Allerton1252–58William Rigton1311–16John Greenwell1442–71
Thorold1148–50Adam1258–59Walter Coxwold1316–36Thomas Swinton1471–78
Richard (III)1150–70Alexander1259–65Robert Copgrove1336–46John Darnton1479–95
Robert of Pipewell1170–80Reginald1267Robert Monkton1346–69Marmaduke Huby1495–1526
William of Newminster1180–90Peter Ayling1275–79William Gower1369–84William Thirsk1526–36
Ralph Haget1190–1203Nicholas1279Robert Burley1383–1410Marmaduke Bradley1536–39
John of York1203–11Adam Ravensworth1280–84Roger Frank1410
Architecture
The abbey precinct covered 70 acres (28 ha) surrounded by an 11-foot (3.4 m) wall built in the 13th century, some parts of which are visible to the south and west of the abbey. The area consists of three concentric zones cut by the River Skell flowing from west to east across the site. The church and claustral buildings stand at the centre of the precinct north of the Skell, the inner court containing the domestic buildings stretches down to the river and the outer court housing the industrial and agricultural buildings lies on the river's south bank. The early abbey buildings were added to and altered over time, causing deviations from the strict Cistercian type. Outside the walls were the abbey's granges.
Construction began in 1132 when a two-storey wooden church was built under the oversight of Geoffrey of Clairvaux.[9] A church built with locally quarried sandstone later replaced it. The original cruciform, unaisled stone church was badly damaged by fire in 1146 and rebuilt in enlarged form on the same site. This structure, completed around 1170, was 300-foot (91 m) long and had 11 bays in the side aisles. A lantern tower was added at the crossing of the church in the late 12th century. The presbytery at the eastern end of the church was much altered in the 13th century.[10] The church's greatly lengthened choir, commenced by Abbot John of York, 1203–11, and carried on by his successor terminates, like that of Durham Cathedral, in an eastern transept, the work of Abbot John of Kent, 1220–47. The 160-foot (49 m) tall tower, which was added not long before the dissolution, by Abbot Huby, 1494–1526, is in an unusual position at the northern end of the north transept and bears Huby's motto 'Soli Deo Honor et Gloria'. The sacristry adjoined the south transept.
The cloister, which had arcading of black marble from Nidderdale and white sandstone, is in the centre of the precinct and to the south of the church. The three-aisled chapter-house and parlour open from the eastern walk of the cloister and the refectory, with the kitchen and buttery attached, are at right angles to its southern walk. Parallel with the western walk is an immense vaulted substructure serving as cellars and store-rooms, which supported the dormitory of the conversi (lay brothers) above. This building extended across the river and at its southwest corner were the latrines, built above the swiftly flowing stream. The monks' dormitory was in its usual position above the chapter-house, to the south of the transept. Peculiarities of this arrangement include the position of the kitchen, between the refectory and calefactory, and of the infirmary above the river to the west, adjoining the guest-houses.
The abbot's house is located to the east of the latrine block, close to the River Skell. It was built in the mid-twelfth-century as a modest single-storey structure, then, from the fourteenth-century, underwent extensive expansion and remodelling to end up in the 16th century as a grand dwelling with fine bay windows and grand fireplaces.
Among other apartments, for the designation of which see the ground-plan, was a domestic oratory or chapel, 461⁄2-by-23-foot (14 by 7 m), and a kitchen, 50-by-38-foot (15 by 12 m).
Endowments and economy
Medieval monasteries were sustained by landed estates that were given to them as endowments and from which they derived an income from rents. They were the gifts of the founder and subsequent patrons, but some were purchased from cash revenues. At the outset, the Cistercian order rejected gifts of mills and rents, churches with tithes and feudal manors as they did not accord with their belief in monastic purity, because they involved contact with laymen. When Archbishop Thurstan founded the abbey he gave the community 260 acres (110 ha) of land at Sutton north of the abbey and 200 acres (81 ha) at Herleshowe to provide support while the abbey became established. In the early years the abbey struggled to maintain itself because further gifts were not forthcoming and Thurstan could not help further because the lands he administered were not his own, but part of the diocesan estate. After a few years of impoverished struggle to establish the abbey, the monks were joined by Hugh, a former dean of York Minster, a rich man who brought a considerable fortune as well as furniture and books to start the library.[5]
By 1135 the monks had acquired only another 260 acres (110 ha) at Cayton, given by Eustace fitzJohn of Knaresborough "for the building of the abbey". Shortly after the fire of 1146, the monks had established granges at Sutton, Cayton, Cowton Moor, Warsill, Dacre and Aldburgh[11] all within six miles of Fountains. In the 1140s the water mill was built on the abbey site making it possible for the grain from the granges to be brought to the abbey for milling.[12] Tannery waste from this time has been excavated on the site.
Further estates were assembled in two phases, between 1140 and 1160 then 1174 and 1175, from piecemeal acquisitions of land. Some of the lands were grants from benefactors but others were purchased from gifts of money to the abbey. Roger de Mowbray granted vast areas of Nidderdale and William de Percy and his tenants granted substantial estates in Craven which included Malham Moor and the fishery in Malham Tarn.[13] After 1203 the abbots consolidated the abbey's lands by renting out more distant areas that the monks could not easily farm themselves, and exchanging and purchasing lands that complemented their existing estates. Fountains' holdings both in Yorkshire and beyond had reached their maximum extent by 1265, when they were an efficient and very profitable estate. Their estates were linked in a network of individual granges which provided staging posts to the most distant ones. They had urban properties in York, Yarm, Grimbsby, Scarborough and Boston from which to conduct export and market trading and their other commercial interests included mining, quarrying, iron-smelting, fishing and milling.[14]
The Battle of Bannockburn in 1314 was a factor that led to a downturn in the prosperity of the abbey in the early fourteenth century. Areas of the north of England as far south as York were looted by the Scots. Then the number of lay-brothers being recruited to the order reduced considerably. The abbey chose to take advantage of the relaxation of the edict on leasing property that had been enacted by the General Chapter of the order in 1208 and leased some of their properties. Others were staffed by hired labour and remained in hand under the supervision of bailiffs. In 1535 Fountains had an interest in 138 vills and the total taxable income of the Fountains estate was £1,115, making it the richest Cistercian monastery in England.
Post-monastic development
The Abbey buildings and over 500 acres (200 ha) of land were sold by the Crown, on 1 October 1540, to Sir Richard Gresham, the London merchant, father of the founder of the Royal Exchange, Sir Thomas Gresham.[3] Gresham sold some of the fabric of the site, stone, timber, lead, as building materials to help to defray the cost of purchase. The site was acquired in 1597 by Sir Stephen Proctor, who used stone from the monastic complex to build Fountains Hall. Between 1627 and 1767 the estate was owned by the Messenger family who sold it to William Aislaby who was responsible for combining it with the Studley Royal Estate.[16] The archaeological excavation of the site was begun under the supervision of John Richard Walbran, a Ripon antiquary who, in 1846, had published a paper On the Necessity of clearing out the Conventual Church of Fountains.[17] In 1966 the Abbey was placed in the guardianship of the Department of the Environment and the estate was purchased by the West Riding County Council who transferred ownership to the North Yorkshire County Council in 1974. The National Trust bought the 674-acre (273 ha) Fountains Abbey and Studley Royal estate from North Yorkshire County Council in 1983.
World Heritage Site
In 1986 the parkland in which the abbey is situated and the abbey was designated a World Heritage Site by UNESCO. It was recognised for fulfilling the criteria of being a masterpiece of human creative genius, and an outstanding example of a type of building or architectural or technological ensemble or landscape which illustrates significant stages in human history. Fountains Abbey is owned by the National Trust and maintained by English Heritage. The trust owns Studley Royal Park, Fountains Hall, to which there is partial public access, and St Mary's Church, designed by William Burges and built around 1873, all of which are significant features of the World Heritage Site.[18]
The Porter's Lodge, which was once the gatehouse to the abbey, houses a modern exhibition area with displays about the history of Fountains Abbey and how the monks lived.
In January 2010, Fountains Abbey and Studley Royal became two of the first National Trust properties to be included in Google Street View, using the Google Trike.
Film location
Fountains Abbey was used as a filming location by Orchestral Manoeuvres in the Dark for their single Maid of Orleans (The Waltz Joan of Arc) during the cold winter of December 1981. In 1980, Hollywood also came to the site to film the final scenes to the film Omen III: The Final Conflict.[20] Other productions filmed on location at the abbey are the films The Secret Garden, The History Boys, TV series Flambards, A History of Britain, Terry Jones' Medieval Lives, Cathedral and the game show Treasure Hunt.
Hudson Motor Car company was founded by auto pioneers Howard Coffin, George W. Dunham, and Roy E. Chapin, and largely funded by department store owner Joseph L. Hudson. In 1910, just one year after it was created, Hudson was the eleventh-largest auto company in America — a country then rife with automakers.
In 1936, Hudson brought out its “radial safety control” or “rhythmic ride” suspension, which used two steel bars as well as leaf springs to suspend the front axle; this let Hudson use longer and softer leaf springs for a smoother ride, while maintaining directional stability. The cars were also much larger inside than other cars. The 1936 engines ranged from 93 to 124 hp, and had a column-mounted gearshift lever to free front seat space.
In 1936, Hudson’s launched new six and eight cylinder models with elegant styling. New features were impressive, including hydraulic brakes - the first ones with a separate safety system that automatically took control in emergencies - as well as a more cushioned ride, draft elimination, and “tru-line steering,” which “enables the car to hold its direction, without swerving or wandering, unaffected by spring action, braking, or road conditions.”
Three models were available (arguably a single car with three variants): buyers could choose a six with a 120-inch wheelbase (at 93 and 100 horsepower, coincidentally the same ratings as Chrysler’s later 2.2 and 2.5-liter fuel-injected engines), or an eight on a 120 or 127-inch wheelbase, boasting 113 and 124 horsepower.
Models made in 1936 included:
•Super Straight 8 Sedan (six passengers, DeLuxe and Custom series, 127 inch wheelbase)
•Super Straight 8 Brougham (six passengers, DeLuxe and Custom series, 120 inch wheelbase, Touring option with curved hatch cover)
•Super Straight 8 Coupe (DeLuxe and Custom series, rumble seat or baggage space, 120 inch wheelbase)
•Super Straight 8 Convertible Coupe (with rumble seat and optional "trunk," 120 inch wheelbase)
•Six Four Door Sedan (six passengers, Custom, DeLuxe, or Touring [with “trunk”])
•Six Custom Brougham (essentially the same as above, but no DeLuxe model)
•Six Custom Coupe (with rumble seat or baggage space)
•Six Custom Convertible Coupe (with rumble seat)
1936 Hudson cars: specifications
• Weight: 2,930 - 3,280 lb
• Six cylinder: 3" bore, 5" stroke, 212 cubic inches, 6.25:1 compression
• Eight cylinder: 3" bore, 4.5" stroke, 254 cubic inches, 6:1 compression
•Peak horsepower, standard engines, reached at 3,800 rpm
•Optional engines: compression ratio 7:1
•Ignition: metric plugs, full automatic advance
•Battery: 105 / 125 amp-hour (six and eight cylinder)
•Transmission: three-speed manual with optional Electric Hand for “pre-selective power-controlled gearshifting.”
•Hudson was based in Detroit, Michigan.
Source: www.allpar.com/cars/adopted/hudson-1936.html
This classy classic Hudson on display at the Hostetler Hudson Auto Museum, Shipshewanna, Indiana.
EAST CHINA SEA (Nov. 3, 2021) Forward-deployed amphibious assault ship USS America (LHA 6) sails in formation with Japan Maritime Self-Defense Force ship JS Ise (DDH 182). America, lead ship of the America Amphibious Ready Group, is operating in U.S. 7th Fleet to enhance interoperability with allies and partners and serve as a ready response force to defend peace and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 2nd Class Shelby Tucker)
WESTERN PACIFIC (Nov. 12, 2017) The aircraft carriers USS Ronald Reagan (CVN 76) and USS Nimitz (CVN 68) transit the Western Pacific. The USS Ronald Raegan (CVN 76), USS Theodore Roosevelt (CVN 71) and USS Nimitz (CVN 68) Strike Groups are underway and conducting operations in international waters as part of a three-carrier strike force exercise. The U.S. Navy has patrolled the Indo-Asia Pacific region routinely for more than 70 years promoting regional security, stability and prosperity. (U.S. Navy photo by Mass Communication Specialist 3rd Class Rachael Treon/Released)
#AbFav_GREEN_ 🍀
Hops are the flowers (also called seed cones or strobiles) of the hop plant Humulus lupulus.
They are used primarily as a flavouring and stability agent in beer, to which they impart bitter, zesty, or citric flavours; though they are also used for various purposes in other beverages and herbal medicine.
The hop plant is a vigorous, climbing, herbaceous perennial, usually trained to grow up strings.
Many different varieties of hops are grown by farmers around the world, with different types used for particular styles of beer.
The first documented use of hops in beer is from the 9th century.
Hops are also used in brewing for their antibacterial effect over less desirable microorganisms and for purported benefits including balancing the sweetness of the malt with bitterness and a variety of flavours and aromas.
Have a lovely day, M, (*_*)
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Green, hops, flowers, plants, Humulus-lupulus, beer, wall, growth, creeper, colour, Nikon D200, Magda-Indigo
Wall Street Journal
Navy Day in New York, 1945
The biggest display of military might the nation had ever seen.
By Elliot Rosenberg
Oct. 26, 2015 6:48 pm ET
Seventy years ago, on Oct. 27, 1945, New York City was the site of the most spectacular homefront display of American military might the nation had ever seen. Navy Day was in effect a monumental victory lap, coming seven weeks after the signing of the Japanese surrender in Tokyo Bay aboard the USS Missouri.
Now the “Big Mo” and other stars and supporting players from the Pacific Fleet had come home. Along a six-mile stretch of the Hudson River, 47 warships gathered—battleships, aircraft carriers, cruisers, destroyers, submarines and submarine chasers.
President Truman was there. So was I. About 3.5 million people crowded along Manhattan’s West Side, with another 1.5 million viewing from New Jersey, according to press reports. Joining the USS Missouri, with its 16-inch turret guns bristling from its 56,000-ton frame, were the USS New York (an older battle wagon) and the USS Enterprise, the only aircraft carrier that had been active from Pearl Harbor to V-J Day.
At midafternoon, President Truman boarded a destroyer for a two-hour review of the assembled firepower. Twenty-one-gun salutes boomed from many of the vessels. Overhead, 1,200 Hellcat and Corsair fighters, Avenger torpedo planes and Helldiver bombers circled in 12-mile ovals. For half-hour spells on two successive nights the ships turned on their 24-inch and 36-inch searchlights, sending brilliant blue-white beams, with millions in candle power, flashing across the sky and illuminating the city’s skyscrapers. No fireworks display could compare.
Many of the ships initially moored at piers along the river, welcoming visitors, and tens of thousands clambered aboard. The Missouri was the biggest celebrity; visitors especially wanted to see a small starboard-deck plaque that read: “Over this spot on 2 September 1945 the instrument of formal surrender of Japan to the Allied Powers was signed.”
By the time my father was off work and able to take me to see the naval display, the ships had left their piers and lined up in mid-river. Navy launches ferried civilians to visit them, and my father and I were among the lucky ones.
I would have preferred to see the Big Mo, but the Enterprise was a worthy consolation prize. I marveled at being aboard an aircraft carrier, previously known only through movies like “Wing and a Prayer” and “Thirty Seconds Over Tokyo.” The rectangular expanse of the flight deck. The squadrons of planes bunched together, wings folded. The rows of antiaircraft guns lining its rim. A large poster provided some Enterprise statistics: 911 Japanese planes shot down, 71 ships sunk, 192 more ships damaged or sunk.
After Oct. 27, the Navy fleet gradually dispersed. Elsewhere that fall, the Soviet Union was scrambling to develop an atomic bomb, and the Korean peninsula was about to be sliced at something called the 38th Parallel. Vietnam was still a faraway French outpost in Indochina. And Afghanistan and Iraq barely registered in the mind of at least one New York schoolboy, who had witnessed Navy Day and come away certain that America could still lick any international bully on the planet.
Mr. Rosenberg is the author, with Louis Eisenstein, of “A Stripe of Tammany’s Tiger” (Cornell University, 2013 paperback).
From Wikipedia, the free encyclopedia
History
United States
Name:USS Midway
Namesake:Battle of Midway
Ordered:1 August 1942
Builder:Newport News Shipbuilding
Laid down:27 October 1943
Launched:20 March 1945
Commissioned:10 September 1945
Decommissioned:11 April 1992
In service:1945
Out of service:1992
Stricken:17 March 1997
Nickname(s):Midway Magic
Status:Museum ship at the USS Midway Museum in San Diego, California
Notes:Only carrier museum in the United States from WW2 that is not of the Essex class
General characteristics
Class and type:Midway-class aircraft carrier
Displacement:
45,000 tons at commissioning
64,000 tons at decommissioning
Length:1,001 ft (305 m)[1]
Beam:
121 ft (37 m)
136 ft (41 m), 238 ft (73 m) at flight deck after modernization
Draft:34.5 ft (10.5 m)
Propulsion:12 boilers, four Westinghouse geared Steam turbines[2]
Speed:33 kn (61 km/h; 38 mph)
Complement:4,104 officers and men
Armament:
As Built:
18 × 5"/54 caliber Mark 16 guns,
84 × Bofors 40 mm guns,
68 × Oerlikon 20 mm cannons
After Refit:
2 8-cell Sea Sparrow launchers,
2 Phalanx CIWS
Aircraft carried:137 theoretical, 100 (1940s–50s), 70 (Vietnam–retirement)
USS Midway (CVB/CVA/CV-41) is an aircraft carrier, formerly of the United States Navy, the lead ship of her class. Commissioned a week after the end of World War II, Midway was the largest ship in the world until 1955, as well as the first U.S. aircraft carrier too big to transit the Panama Canal. She operated for 47 years, during which time she saw action in the Vietnam War and served as the Persian Gulf flagship in 1991's Operation Desert Storm. Decommissioned in 1992, she is now a museum ship at the USS Midway Museum, in San Diego, California, and is the only remaining inactive U.S. aircraft carrier that is not an Essex-class aircraft carrier.
Service history
Midway was laid down 27 October 1943 in Shipway 11 at Newport News Shipbuilding Co., Newport News, Virginia; launched 20 March 1945, sponsored by Mrs. Bradford William Ripley, Jr.; and commissioned on 10 September 1945 (eight days after the Surrender of Japan) with Captain Joseph F. Bolger in command.
After shakedown in the Caribbean, Midway joined the U.S. Atlantic Fleet training schedule, with Norfolk as her homeport. From 20 February 1946, she was the flagship for Carrier Division 1. In March, she participated in Operation Frostbite testing the Ryan FR Fireball and helicopter rescue techniques for cold-weather operations in the Labrador Sea. In September 1947, a captured German V-2 rocket was test-fired from the flight deck in Operation Sandy, the first large-rocket launch from a moving platform, and the only moving-platform launch for a V-2. While the rocket lifted off, she then tilted and broke up at 15,000 feet (4,600 m).[3]
On 29 October 1947, Midway sailed for the first of her annual deployments with the 6th Fleet in the Mediterranean. Between deployments, Midway trained and received alterations to accommodate heavier aircraft as they were developed.
In June 1951, Midway operated in the Atlantic off the Virginia Capes during carrier suitability tests of the F9F-5 Panther. On 23 June, as Cdr. George Chamberlain Duncan attempted a landing in BuNo 125228, a downdraft just aft of the stern caused Duncan to crash. His plane's forward fuselage broke away and rolled down the deck, and he suffered burns. Footage of the crash has been used in several films, including Men of the Fighting Lady, Midway, and The Hunt for Red October.[4]
In 1952, the ship participated in Operation Mainbrace, North Sea maneuvers with NATO forces. Midway had an angled runway painted on the flight deck in May for touch-and-go landings following the pioneering trials of the technique aboard HMS Triumph. Successful demonstration of the possibilities caused widespread adoption of the angled flight deck in future aircraft carrier construction and modifications of existing carriers.[3] On 1 October, the ship was redesignated CVA-41.
Midway cleared Norfolk 27 December 1954 for a world cruise, sailing via the Cape of Good Hope for Taiwan, where she became the first large carrier in the 7th Fleet for operations in the Western Pacific until 28 June 1955.[3] During these operations, Midway pilots flew cover for the evacuation from the Quemoy-Matsu crisis[5] from the Tachen Islands of 15,000 Chinese nationalist troops and 20,000 Chinese civilians, along with their livestock.
Apartheid Incident
Controversy arose during the cruise when Midway docked in Cape Town, South Africa. Democratic senator Herbert Lehman sent a telegram to Secretary of the Navy Charles Thomas when he learned of a supposed United States Navy plan to segregate 400 non-European members of the crew of Midway while she was in Cape Town. Fellow Democrat senator Hubert Humphrey soon joined Lehman, additionally sending a letter to the Secretary of State John Foster Dulles, asking that "immediate steps be taken to see that equal treatment is given to American service personnel allowed shore leave in South Africa, or eliminate Cape Town as a port of call", and that: "To me this is a shocking of discrimination that should not be tolerated by our Government. Every American soldier or sailor is an American regardless of race, colour or creed, and is entitled to be respected and treated as such anywhere in the world."[6]
An anonymous Navy official stated that the Department of the Navy did not know of the arrangements that were to be made between the officers of Midway and South African authorities, and that African-American members of the crew would not be segregated while still aboard Midway.[6]
Clarence Mitchell Jr. also urged Thomas not to allow Midway to dock at Cape Town. James H. Smith Jr., Acting Secretary of the Navy at the time, replied that the stop at Cape Town was merely to "satisfy an operational logistic requirement" and that it was customary to observe local laws and regulations while visiting foreign ports.[6]
Captain Reynold Delos Hogle of Midway stated that while in port, Midway would be United States territory and federal United States laws would apply. In the end, the crew of Midway were not made to abide by Apartheid, saying that "At Hartleyvale this afternoon and at the concert to-night, European and non-European members of the crew have been asked to attend. There will be no segregation whatsoever".[6]
Modernizations
On 28 June 1955, the ship sailed for Puget Sound Naval Shipyard, where Midway underwent an extensive modernization program (SCB-110, similar to SCB-125 for the Essex-class carriers). Midway received an enclosed hurricane bow, an aft deck-edge elevator, an angled flight deck, and steam catapults, returning to service on 30 September 1957.[3]
Home ported at Alameda, California, Midway began annual deployments bringing McDonnell F3H Demons, North American FJ-4 Furys, Vought F-8 Crusaders, Douglas A-1 Skyraiders, and Douglas A-3 Skywarriors to the 7th Fleet in 1958, and into the South China Sea during the Laotian Crisis of spring 1961. During the 1962 deployment, Midway recorded her 100,000th arrested landing[3] as the ship's aircraft tested the air defense systems of Japan, Korea, Okinawa, the Philippines, and Taiwan. Midway again sailed for the Far East 6 March 1965, and from mid-April flew strikes against military and logistics installations in North and South Vietnam including the first combat use of AGM-12 Bullpup air-to-surface missiles. On 17 June 1965 two VF-21 McDonnell Douglas F-4 Phantom IIs flying from Midway were credited with the first confirmed MiG kills of the Vietnam conflict using AIM-7 Sparrow missiles to down two MiG-17s. Three days later, four of Midway's A-1 Skyraiders used the Thach Weave to down an attacking MiG-17.[3]
Midway lost an F-4 Phantom and two A-4 Skyhawks to North Vietnamese S-75 Dvina surface-to-air missiles before returning to Alameda on 23 November to enter San Francisco Bay Naval Shipyard on 11 February 1966 for a massive modernization (SCB-101.66), which proved expensive and controversial. The flight deck was enlarged from 2.8 to 4 acres (11,300 to 16,200 square metres (122,000 to 174,000 sq ft)), and the angle of the flight deck landing area was increased to 13.5 degrees. The elevators were enlarged, moved, and given almost double the weight capacity. Midway also received new steam catapults, arresting gear, and a centralized air conditioning plant. Cost overruns raised the price of this program from $88 million to US$202 million, and precluded a similar modernization planned for Franklin D. Roosevelt. After Midway was finally recommissioned on 31 January 1970, it was found that the modifications had hurt the ship's seakeeping capabilities and ability to conduct air operations in rough seas, which made further modifications necessary to correct the problem.[3]
Return to Vietnam
Midway returned to Vietnam and on 18 May 1971, after relieving Hancock on Yankee Station, began single carrier operations. Midway departed Yankee Station on 5 June, completing the vessel's final line period on 31 October 1971, and returned to the ship's homeport on 6 November 1971.
Midway en route to South-East Asia in April 1972
Midway, with embarked Carrier Air Wing 5 (CVW 5), again departed Alameda for operations off Vietnam on 10 April 1972. On 11 May, aircraft from Midway, along with those from Coral Sea, Kitty Hawk, and Constellation, continued laying naval mines off North Vietnamese ports, including Thanh Hóa, Đồng Hới, Vinh, Hon Gai, Quang Khe, and Cam Pha as well as other approaches to Haiphong. Ships that were in port in Haiphong had been advised that the mining would take place and that the mines would be armed 72 hours later.
Midway continued Vietnam operations during Operation Linebacker throughout the summer of 1972. On 7 August 1972, an HC-7 Det 110 helicopter, flying from Midway, and aided by planes from the carrier and from Saratoga, searched for the pilot of an A-7 Corsair II aircraft from Saratoga, who had been downed the previous day by a surface-to-air missile about 20 mi (32 km) inland, northwest of Vinh. Flying over mountains, the HC-7 helicopter spotted the downed aviator with her searchlight and, under heavy ground fire, retrieved him and returned to an LPD off the coast. This was the deepest penetration of a rescue helicopter into North Vietnam since 1968. By the end of 1972, HC-7 Det 110 had rescued 48 pilots, 35 in combat conditions.
On 5 October 1973, Midway, with CVW 5, put into Yokosuka, Japan, marking the first forward-deployment of a complete carrier task group in a Japanese port, the result of an accord arrived at on 31 August 1972 between the U.S. and Japan. The move allowed sailors to live with their families when in port; more strategically, it allowed three carriers to stay in the Far East even as the economic situation demanded the reduction of carriers in the fleet. CVW 5 became based at the nearby Naval Air Facility Atsugi.[3]
For service in Vietnam from 30 April 1972, to 9 February 1973, Midway and CVW 5 received the Presidential Unit Citation from Richard Nixon. It read:
For extraordinary heroism and outstanding performance of duty in action against enemy forces in Southeast Asia from 30 April 1972 to 9 February 1973. During this crucial period of the Vietnam conflict, USS MIDWAY and embarked Attack Carrier Air Wing FIVE carried out devastating aerial attacks against enemy installations, transportation, and lines of communications in the face of extremely heavy opposition including multi-calibre antiaircraft artillery fire and surface-to-air missiles. Displaying superb airmanship and unwavering courage, MIDWAY/CVW-5 pilots played a significant role in lifting the prolonged sieges at An Lộc, Kon Tum, and Quảng Trị and in carrying out the concentrated aerial strikes against the enemy's industrial heartland which eventually resulted in a cease-fire. By their excellent teamwork, dedication, and sustained superior performance, the officers and men of MIDWAY and Attack Carrier Air Wing FIVE reflected great credit upon themselves and upheld the highest traditions of the United States Naval Service."[7]
Aircraft from Midway made the first MIG kills in the Vietnam War, and the last air-to-air victory of the war. On 17 June 1965, aviators of Midway's Attack Carrier Wing 2, VF-21 downed the first two MiGs credited to U.S. forces in Southeast Asia.[8] On 12 January 1973 a combat aircraft from Midway made the last air-to-air victory of the Vietnam War.[8]
Operation Frequent Wind
On 19 April 1975, after North Vietnam had overrun two-thirds of South Vietnam, Midway, along with Coral Sea, Hancock, Enterprise and Okinawa, were sent to the waters off South Vietnam. Ten days later, U.S. 7th Fleet forces carried out the Operation Frequent Wind evacuation. Midway, which had offloaded half of the ship's regular combat air wing at NS Subic Bay, Philippines, steamed to Thailand and took aboard eight CH-53 from 21st Special Operations Squadron and two HH-53 helicopters from 40th Aerospace Rescue and Recovery Squadron.[9] As Saigon fell to the North Vietnamese, these helicopters ferried hundreds of U.S. personnel and Vietnamese people to Midway and other U.S. ships in the South China Sea.
On 29 April 1975, Republic of Vietnam Air Force (RVNAF) Major Buang-Ly (also spelled Buang Lee) loaded his wife and five children into a two-seat Cessna O-1 Bird Dog and took off from Con Son Island. After evading enemy ground fire, Buang headed out to the South China Sea, found Midway, and began to circle overhead with his landing lights turned on. Midway's crew unsuccessfully attempted to contact the aircraft on emergency frequencies. When a spotter reported that there were at least four people in the two-seater aircraft, all thoughts of forcing the pilot to ditch alongside were abandoned. After three tries, Major Buang managed to drop a note from a low pass over the deck: "Can you move the helicopter to the other side, I can land on your runway, I can fly for one hour more, we have enough time to move. Please rescue me! Major Buang, wife and 5 child." Captain Larry Chambers, the ship's commanding officer, ordered that the arresting wires be removed and that any helicopters that could not be safely and quickly moved should be pushed over the side. He called for volunteers, and soon every available seaman was on deck to help. An estimated US$10 million worth of UH-1 Huey helicopters were pushed overboard. With a 500-foot (150 m) ceiling, 5-mile (8.0 km) visibility, light rain, and 15 knots (28 km/h; 17 mph) of surface wind, Chambers ordered the ship to make 25 knots (46 km/h; 29 mph) into the wind. Warnings about the dangerous downdrafts created behind a steaming carrier were transmitted blind in both Vietnamese and English. To make matters worse, five more UH-1s landed and cluttered up the deck. Without hesitation, Chambers ordered them scuttled as well. Captain Chambers recalled that the aircraft cleared the ramp and touched down on center line at the normal touchdown point. Had he been equipped with a tailhook he could have bagged a number 3 wire. He bounced once and came stop abeam of the island, amid a wildly cheering, arms-waving flight deck crew.[10]
Buang was escorted to the bridge where Chambers congratulated him on his outstanding airmanship and his bravery in risking everything on a gamble beyond the point of no return without knowing for certain a carrier would be where he needed it. The crew of Midway was so impressed that they established a fund to help him and his family get settled in the United States.[11] The O-1 that Major Buang landed is now on display at the Naval Aviation Museum in Pensacola, Florida.[12] Major Buang became the first Vietnamese pilot ever to land on an aircraft carrier deck.
Upon completion of ferrying people to other ships, Midway returned to Thailand and disembarked the Air Force helicopters at U-Tapao Royal Thai Navy Airfield. The CH-53s then airlifted over 50 RVNAF aircraft to the ship.[13] With almost 100 helicopters and aircraft of the former RVNAF aboard, the ship steamed to Guam where the aircraft and helicopters were offloaded in twenty-four hours. While transiting back to the Philippines to pick up the ship's air wing, Midway was rerouted to act as a floating airfield in support of special operation forces rescuing the SS Mayagüez. Midway picked up the ship's regular air wing again a month later when the aircraft carrier returned NAS Cubi Point, Philippines.
After Vietnam
On 21 August 1976, a Navy task force headed by Midway made a show of force off the coast of Korea in response to an unprovoked attack on two U.S. Army officers who were killed by North Korean guards on 18 August. (The U.S. response to this incident was Operation Paul Bunyan). Midway's response was in support of a U.S. demonstration of military concern vis-à-vis North Korea.
Midway relieved Constellation as the Indian Ocean contingency carrier on 16 April 1979. This unscheduled deployment was due to USS Ranger colliding with tanker Liberian Fortune near the Straits of Malacca, with Midway taking over Ranger's mission while she went in for repair. Midway and her escorts continued a significant American naval presence in the oil-producing region of the Arabian Sea and Persian Gulf. On 18 November, the aircraft carrier arrived in the northern part of the Arabian Sea in connection with the continuing hostage crisis in Iran. Militant followers of the Ayatollah Khomeini, who had come to power following the overthrow of the Shah, seized the U.S. Embassy in Tehran on 4 November and held 63 U.S. citizens hostage. Midway was joined 21 November by Kitty Hawk, and both carriers, along with their escort ships, were joined by Nimitz and her escorts on 22 January 1980. Midway was relieved by Coral Sea on 5 February.[3]
Missions in the 1980s
Following a period in Yokosuka, Midway relieved Coral Sea 30 May 1980 on standby south of the Cheju-Do Islands in the Sea of Japan following the potential of civil unrest in the Republic of Korea.
While transiting the passage between Palawan Island of the Philippines and the coast of Northern Borneo on 29 July, the Panamanian merchant ship Cactus collided with Midway. Cactus was 450 nautical miles (830 km) southwest of Subic Bay and headed to Singapore. The collision occurred near the liquid oxygen plant and two sailors working in the plant were killed and three were injured. Midway sustained light damage and three F-4 Phantom aircraft parked on the flight deck were also damaged.[8]
On 17 August, Midway relieved Constellation to begin another Indian Ocean deployment and to complement the Dwight D. Eisenhower task group still on contingency duty in the Arabian Sea. Midway spent a total of 118 consecutive days in the Indian Ocean during 1980.
On 16 March 1981, an A-6 Intruder from VA-115 aboard Midway sighted a downed civilian helicopter in the South China Sea. Midway immediately dispatched HC-1 Det 2 helicopters to the scene. All 17 people aboard the downed helicopter were rescued and brought aboard the carrier. The chartered civilian helicopter was also plucked out of the water and lifted to Midway's flight deck.
On 25 March 1986, the final carrier launching of a Navy fleet F-4S Phantom II took place off Midway during flight operations in the East China Sea. The Phantoms were replaced by the new F/A-18 Hornets.
Midway continued serving in the western Pacific throughout the 1980s. In order to alleviate persistent seakeeping issues, Midway received hull blisters in 1986. During her 1986 refit (named "Extended Incremental Selected Repair Availability"), blisters were added to improve the ship's stability. The modification proved unsuccessful, and actually increased the ship's instability in rough seas. She took water over the flight deck during excessive rolls in moderate seas, thereby hampering flight operations. Before another $138 million refit was approved to rectify the stability problems, it was even proposed to decommission Midway. Nevertheless, she had earned herself the nickname "Rock'n Roll carrier". During a typhoon while in the Sea of Japan during the Olympic Games in Korea, October 8, 1988, Midway, which was not supposed to be able to survive more than 24 degrees of roll, sustained a 26 degree roll and withstood it.
On 30 October 1989 an F/A-18 Hornet aircraft from Midway mistakenly dropped a 500 pounds (227 kilograms) general-purpose bomb on the deck of Reeves during training exercises in the Indian Ocean, creating a 5-foot (1.5 m) hole in the bow, sparking small fires, and injuring five sailors. Reeves was 32 miles (51 km) south of Diego Garcia at the time of the incident.[14]
Disaster struck Midway on 20 June 1990. While conducting routine flight operations approximately 125 nautical miles (232 km; 144 mi) northeast of Japan, the ship was badly damaged by two onboard explosions. These explosions led to a fire that raged more than ten hours. In addition to damage to the ship's hull, two crew members were killed and 9 others were wounded;[15] one of the injured later died of his injuries.[16] All 11 crewmen belonged to the at sea fire-fighting team known as the Flying Squad. When Midway entered Yokosuka Harbor the next day, 12 Japanese media helicopters flew in circles and hovered about 150 feet (46 m) above the flight deck. Three bus loads of reporters were waiting on the pier. About 30 minutes after Midway cast her first line, more than 100 international print and electronic journalists charged over the brow to cover the event. The news media made a major issue out of the incident, as it happened amid several other military accidents. It was thought that the accident would lead to the ship's immediate retirement due to her age, but instead Midway was retained to fight in one last major conflict.
Operation Desert Storm and the 1990s
On 2 August 1990, Iraq invaded neighboring Kuwait and U.S. forces moved into Saudi Arabia as part of Operation Desert Shield to protect that country against invasion by Iraq. On 1 November 1990, Midway was again on station in the North Arabian Sea being the carrier of Battle Force Zulu (which included warships from the US, Australia, and other countries), relieving Independence. On 15 November, the aircraft carrier participated in Operation Imminent Thunder, an eight-day combined amphibious landing exercise in northeastern Saudi Arabia which involved about 1,000 U.S. Marines, 16 warships, and more than 1,100 aircraft. Meanwhile, the United Nations set an ultimatum deadline of 15 January 1991 for Iraq to withdraw from Kuwait.
Operation Desert Storm began the next day, and the Navy launched 228 sorties from Midway and Ranger in the Persian Gulf, from Theodore Roosevelt en route to the Gulf, and from John F. Kennedy, Saratoga, and America in the Red Sea. In addition, the Navy launched more than 100 Tomahawk missiles from nine ships in the Mediterranean Sea, the Red Sea, and the Persian Gulf. Desert Storm officially ended 27 February, and Midway departed the Persian Gulf on 11 March 1991 and returned to Yokosuka.
In June 1991, Midway left for her final deployment, this time to the Philippines to take part in Operation Fiery Vigil, which was the evacuation of 20,000 military members including their families from Clark Air Base, on the island of Luzon, after the eruption of Mt. Pinatubo. Midway, along with twenty other U.S. naval ships, ferried the evacuees to the island of Cebu, where they were taken off the ship by helicopter. After taking part in the evacuation, the aircraft carrier once again returned to Yokosuka.
Final cruise
In August 1991, Midway departed Yokosuka and returned to Pearl Harbor. There, she turned over with Independence, which was to replace Midway as the forward-deployed carrier in Yokosuka. Rear Admiral Joseph Prueher and the staff of Carrier Group ONE cross-decked from Independence. Pruher was the last admiral to break his flag on Midway. She then sailed to Seattle for a port visit. The ship then disembarked "tigers" (guests of crew members) before making her final voyage to San Diego.
Midway was decommissioned at Naval Air Station North Island on 11 April 1992 in a ceremony in which the main speaker was Secretary of Defense Dick Cheney. The ship was stricken from the Naval Vessel Register on 17 March 1997. During decommissioning, Midway, her sailors, and their families were filmed for the movie At Sea, a documentary on carrier life shown only at the Navy Museum in Washington, D.C.
On 30 September 2003, ex-Midway began her journey from the Navy Inactive Ship Maintenance Facility, Bremerton, Washington, to San Diego, California, in preparation for use as a museum and memorial. The aircraft carrier was docked in early October at the Charles P. Howard Terminal in Oakland, California, while work proceeded on the Broadway Pier in downtown San Diego. On 10 January 2004, the ship was moored at her final location, where she was opened to the public on 7 June 2004 as a museum. In the first year of operation, the museum had 879,281 visitors, double the expected attendance.
On 11 November 2012, a college basketball game between the Syracuse Orange and the San Diego State Aztecs was played on the flight deck. The Orange won, 62–49.[17]
On 15 July 2015, museum personnel were evacuated from ex-Midway due to smoke caused by an apparent fire. The San Diego fire department responded quickly, but no fire was found, and the museum was able to open for the day on schedule.[18]
Awards and decorations
Presidential Unit Citation Joint Meritorious Unit Award Navy Unit Commendation
with three stars Meritorious Unit Commendation
with two stars
Navy E Ribbon with
wreathed Battle "E" device Navy Expeditionary Medal
with three stars China Service Medal American Campaign Medal
World War II Victory Medal Navy Occupation Service Medal National Defense Service Medal
with two stars Armed Forces Expeditionary Medal
with six stars
Vietnam Service Medal
with four stars Southwest Asia Service Medal
with two stars Humanitarian Service Medal Sea Service Deployment Ribbon
with sixteen stars
Republic of Vietnam Meritorious
Unit Citation (Gallantry Cross) Republic of Vietnam Campaign
Medal Kuwait Liberation Medal
(Saudi Arabia) Kuwait Liberation Medal
(Kuwait)
YOKOSUKA, Japan (March 2, 2018) The Los Angeles-class attack submarine USS Topeka (SSN 754) sits along the pier at Fleet Activities Yokosuka after arriving for a port visit. U.S. Navy port visits represent an important opportunity to promote stability and security in the Indo-Pacific region, demonstrate commitment to regional partners and foster relationships. (U.S. Navy photo by Mass Communication Specialist 2nd Class Jeremy Graham/Released)
SOUTH CHINA SEA (Sept. 6, 2020) Sailors assigned to the forward-deployed amphibious assault ship USS America (LHA 6) refuel an AH-1Z Viper helicopter assigned to the 31st Marine Expeditionary Unit (MEU), Marine Medium Tiltrotor Squadron (VMM) 262 (Reinforced) during a visit, board, search and seizure exercise. America, flagship of the America Amphibious Ready Group, assigned to Amphibious Squadron Eleven, along with the 31st Marine Expeditionary Unit, is operating in the U.S. 7th Fleet area of responsibility to enhance interoperability with allies and partners and serve as a ready response force to defend peace and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 3rd Class Vincent E. Zline)
PHILIPPINE SEA (Aug. 6, 2020) A CV-22 Osprey tilt-rotor aircraft attached to the Air Force 21st Special Operations Squadron lands on the flight deck of the amphibious assault ship USS America (LHA 6). America, flagship of the America Expeditionary Strike Group, is operating in the U.S. 7th Fleet area of responsibility to enhance interoperability with allies and partners and serve as a ready response force to maintain security and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 3rd Class Walter Estrada)
The rooftop shoot two days ago was much more successful, the Chamonix handled the windy conditions very well I must say, even the vibrating bellows at times didn’t affect the image, I’m mighty impressed with the stability!
Image shot on the Chamonix Alpinist X with the Schneider Super Symmar XL 150mm f/5.6 lens with IVa center filter on Fomapan 100 b&W film, scanned on an Epson V850 with a homemade film holder
PACIFIC OCEAN (Aug. 19, 2020) Landing Craft, Utility 1666, from Navy Beach Unit (NBU) 7 enters the well deck of the amphibious transport dock ship USS New Orleans (LPD 18). New Orleans, part of the America Expeditionary Strike Group, is operating in the U.S. 7th Fleet area of operations to enhance interoperability with allies and partners, and serves as a ready response force to defend security and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 2nd Class Kelby Sanders)
Lake Tennyson DOC campsite
Trangia 27-7 HA/UL. (HA/UL suffix = hard-anodized, ultra-light)
Great little cook set for one person.
The kit is compact and not too heavy.
The alcohol burner is super quiet.
I used it almost everyday, sometimes four times a day.
It's very easy to set up.
The stand provides excellent stability.
The flame burns well in windy conditions.
I used all three pieces, saucepan and two pots.
Fuel consumption was about 1 L per week.
SOUTH CHINA SEA (Sept. 6, 2020) Force Reconnaissance Marines with Command Element, 31st Marine Expeditionary Unit (MEU) fast rope from an MH-60S Seahawk helicopter from the “Archangels” of Helicopter Sea Combat Squadron (HSC) 25, Detachment 6, during a visit, board, search and seizure exercise aboard the amphibious dock landing ship USS Germantown (LSD 42). Germantown, part of the America Amphibious Ready Group assigned to Amphibious Squadron 11, along with the 31st Marine Expeditionary Unit, is operating in the U.S. 7th Fleet area of responsibility to enhance interoperability with allies and partners, and serve as a ready response force to defend peace and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 2nd Class Taylor DiMartino)
PHILIPPINE SEA (Jan. 27, 2021) Aviation Boatswains Mate (Handling) 3rd Class Russell Edgar, from Salt Lake City, left, and Chief Warrant Officer Brad Anthony, from Anthony, Fla., perform a P-25 drive-through aboard the forward-deployed amphibious assault ship USS America (LHA 6). America, flagship of the America Expeditionary Strike Group, along with the 31st Marine Expeditionary Unit, is operating in the U.S. 7th Fleet area of responsibility to enhance interoperability with allies and partners, serving as a ready response force to defend peace and stability in the Pacific region. (U.S. Navy photo by Mass Communication Specialist Seaman Kelsey Culbertson)
PHILIPPINE SEA (Aug. 13, 2021) U.S. Marines with the 31st Marine Expeditionary Unit (MEU), brace behind cargo during a Helicopter Support Team (HST) exercise aboard amphibious assault ship USS America (LHA 6) in the Philippine Sea. Marines conduct HST training in order to increase proficiency in logistics tasks and enhance the ability to execute potential contingency missions carried out be the 31st MEU. The 31st MEU is operating aboard ships of America Expeditionary Strike Group in the 7th fleet area of operations to enhance interoperability with allies and partners and serve as a ready response force to defend peace and stability in the Indo-Pacific region. (U.S. Marine Corps photo by Lance Cpl. Malik Lewis)
PHILIPPINE SEA (Sept. 1, 2020) The forward-deployed amphibious transport dock USS New Orleans (LPD 18), front right, the amphibious assault ship USS America (LHA 6) and the amphibious dock landing ship USS Germantown (LSD 42) sail in formation. New Orleans, America and Germantown, part of the America Amphibious Ready Group assigned to Amphibious Squadron 11, along with the 31st Marine Expeditionary Unit, are operating in the U.S. 7th Fleet area of responsibility to enhance interoperability with allies and partners and serve as a ready response force to defend peace and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 3rd Class Walter Estrada)
PHILIPPINE SEA (Aug. 26, 2016) Marines of 31st Marine Expeditionary Unit (MEU), embarked aboard amphibious assault ship USS Bonhomme Richard (LHD 6), conduct a gun shoot to maintain weapons familiarity and proficiency while at sea. Bonhomme Richard, flagship of the Bonhomme Richard Expeditionary Strike Group, is operating in the U.S. 7th Fleet area of operations in support of security and stability in the Indo-Asia-Pacific region. (U.S. Navy photo by Mass Communication Specialist 3rd Class Jeanette Mullinax/Released)
Nature is amazing. The male Tree Swallow has to stay in flight while coupling with the female. It takes some doing in midair. He grabs her head feathers, presumably for stability. Or maybe it's just passion.
SOUTH CHINA SEA (Sept. 6, 2020) Force Reconnaissance Marines with Command Element, 31st Marine Expeditionary Unit (MEU) board a CH-53 E Super Stallion helicopter with Marine Medium Tiltrotor Squadron (VMM) 262, for extraction during a visit, board, search and seizure exercise aboard the amphibious dock landing ship USS Germantown (LSD 42). Germantown, part of the America Amphibious Ready Group assigned to Amphibious Squadron 11, along with the 31st Marine Expeditionary Unit, is operating in the U.S. 7th Fleet area of responsibility to enhance interoperability with allies and partners, and serve as a ready response force to defend peace and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 2nd Class Taylor DiMartino)
EAST CHINA SEA (July 31, 2020) Sailors connect fueling lines to the Ticonderoga-class guided-missile cruiser USS Shiloh (CG 67) from the dry cargo and ammunition ship USNS Alan Shepard (T-AKE-3) during a replenishment-at-sea. Shiloh is forward-deployed to the U.S. 7th Fleet area of operations in support of security and stability in the Indo-Pacific. (U.S. Navy photo by Mass Communication Specialist 3rd Class Isaac Maxwell)
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- Photo by Sean Anderson
Salem, located at the mouth of the Naumkeag river at the site of an ancient Native American village and trading center, was first settled by Europeans in 1626, when a company of fishermen from Cape Ann led by Roger Conant arrived.
Conant's leadership had provided the stability to survive the first two years, but he was immediately replaced by John Endecott, one of the new arrivals, by order of the Massachusetts Bay Company. Conant graciously stepped aside and was granted 200 acres (0.81 km2) of land in compensation.
These "New Planters" and the "Old Planters" agreed to cooperate, in large part due to the diplomacy of Conant and Endicott. In recognition of this peaceful transition to the new government, the name of the settlement was changed to Salem, a hellenized form of the word for "peace" in Arabic سلام (salaam) and Hebrew שלום (shalom).
In 1628, Endecott ordered that the Great ("Governor's") House be moved from Cape Ann, reassembling on what is now Washington Street north of Church Street. When Higginson arrived in Salem, he wrote that "we found a faire house newly built for the Governor" which was remarkable for being two stories high. A year later, the Massachusetts Bay Charter was issued creating the Massachusetts Bay Colony with Matthew Craddock as its governor in London and Endecott as its governor in the colony. John Winthrop was elected Governor in late 1629, and arrived with the Winthrop Fleet in 1630, beginning the Great Migration.
In 1639, Endecott's was one of the signatures on the building contract for enlarging the meeting house in Town House Square for the First Church in Salem. This document remains part of the town records at City Hall. He was active in the affairs of the town throughout his life. Samuel Skelton was the first pastor of the First Church of Salem, which is the original Puritan church in North America. Endecott already had a close relationship with Skelton, having been converted by him, and Endecott considered him as his spiritual father.
Title page of A Modest Enquiry Into the Nature of Witchcraft by John Hale (Boston, 1702)
Roger Conant died in 1679, at the age of 87; a large statue commemorating him stands overlooking Salem Common. Salem originally included much of the North Shore, including Marblehead. Most of the accused in the Salem witch trials lived in nearby "Salem Village", now known as Danvers, although a few lived on the outskirts of Salem. Salem Village also included Peabody and parts of present-day Beverly. Middleton, Topsfield, Wenham and Manchester-by-the-Sea were once parts of Salem.
William Hathorne was a prosperous businessman in early Salem and became one of its leading citizens of the early colonial period. He led troops to victory in King Philip's War, served as a magistrate on the highest court, and was chosen as the first speaker of the House of Deputies. He was a zealous advocate of the personal rights of freemen against royal emissaries and agents.
Puritans had come to Massachusetts to obtain religious freedom for themselves, but had no particular interest in establishing a haven for other faiths. The laws were harsh, with punishments that included fines, deprivation of property, banishment or imprisonment.
One of the most widely known aspects of Salem is its history of witchcraft allegations, which in many popular accounts started with Abigail Williams, Betty Parris, and their friends playing with a Venus glass and egg. Salem is also significant in legal history as the site of the Dorthy Talbye trial, where a mentally ill woman was hanged for murdering her daughter, because at the time Massachusetts made no distinction between insanity and criminal behavior. The story of the girls in Salem experimenting with fortune-telling is, however, apocryphal.
William Hathorne's son, Judge John Hathorne, came to prominence in the late 17th century. People generally believed witchcraft to be real. Nothing caused more fear in the Puritan community than people who appeared to be possessed by demons, and witchcraft was a serious felony. Judge Hathorne is the best known of the witch trial judges, and he became known as the "Hanging Judge" for sentencing witches to death.
In 17th century colonial North America, the supernatural was part of everyday life, for there was a strong belief that Satan was present and active on Earth. This concept emerged in Europe around the fifteenth century and spread to North America when it was colonized. Witchcraft was then used by peasants, who invoked particular charms for farming and agriculture. Over time, the idea of white magic transformed into dark magic and became associated with demons and evil spirits. From 1560 to 1670, witchcraft persecutions became common as superstitions became associated with the devil. In "Against Modern Sadducism" (1668), Joseph Glanvill claimed that he could prove the existence of witches and ghosts of the supernatural realm. Glanvill wrote about the "denial of the bodily resurrection, and the [supernatural] spirits".[5] In his treatise, he claimed that ingenious men should believe in witches and apparitions; if they doubted the reality of spirits, they not only denied demons, but also the almighty God. Glanvill wanted to prove that the supernatural could not be denied; those who did deny apparitions were considered heretics for it also disproved their beliefs in angels.[6] Works by men such as Glanvill and Cotton Mather tried to prove to humanity that "demons were alive",[7] which played on the fears of individuals who believed that demons were active among them on Earth.
Men and women in Salem believed that all the misfortunes were attributed to the work of the devil; when things like infant death, crop failures or friction among the congregation occurred, the supernatural was blamed. Because of the unusual size of the outbreak of witchcraft accusations, various aspects of the historical context of this episode have been considered as specific contributing factors.