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U.S. Air Force Fact Sheet
E-3 SENTRY (AWACS)
E-3 Sentry celebrates 30 years in Air Force's fleet
Mission
The E-3 Sentry is an airborne warning and control system, or AWACS, aircraft with an integrated command and control battle management, or C2BM, surveillance, target detection, and tracking platform. The aircraft provides an accurate, real-time picture of the battlespace to the Joint Air Operations Center. AWACS provides situational awareness of friendly, neutral and hostile activity, command and control of an area of responsibility, battle management of theater forces, all-altitude and all-weather surveillance of the battle space, and early warning of enemy actions during joint, allied, and coalition operations.
Features
The E-3 Sentry is a modified Boeing 707/320 commercial airframe with a rotating radar dome. The dome is 30 feet (9.1 meters) in diameter, six feet (1.8 meters) thick, and is held 11 feet (3.33 meters) above the fuselage by two struts. It contains a radar subsystem that permits surveillance from the Earth's surface up into the stratosphere, over land or water. The radar has a range of more than 250 miles (375.5 kilometers). The radar combined with an identification friend or foe, or IFF, subsystem can look down to detect, identify and track enemy and friendly low-flying aircraft by eliminating ground clutter returns that confuse other radar systems.
Major subsystems in the E-3 are avionics, navigation, communications, sensors (radar and passive detection) and identification tools (IFF/SIF). The mission suite includes consoles that display computer-processed data in graphic and tabular format on video screens. Mission crew members perform surveillance, identification, weapons control, battle management and communications functions.
The radar and computer subsystems on the E-3 Sentry can gather and present broad and detailed battlefield information. This includes position and tracking information on enemy aircraft and ships, and location and status of friendly aircraft and naval vessels. The information can be sent to major command and control centers in rear areas or aboard ships. In time of crisis, this data can also be forwarded to the president and secretary of defense.
In support of air-to-ground operations, the Sentry can provide direct information needed for interdiction, reconnaissance, airlift and close-air support for friendly ground forces. It can also provide information for commanders of air operations to gain and maintain control of the air battle.
As an air defense system, E-3s can detect, identify and track airborne enemy forces far from the boundaries of the United States or NATO countries. It can direct fighter-interceptor aircraft to these enemy targets. Experience has proven that the E-3 Sentry can respond quickly and effectively to a crisis and support worldwide military deployment operations.
AWACS may be employed alone or horizontally integrated in combination with other C2BM and intelligence, surveillance, and reconnaissance elements of the Theater Air Control System. It supports decentralized execution of the air tasking order/air combat order. The system provides the ability to find, fix, track and target airborne or maritime threats and to detect, locate and ID emitters. It has the ability to detect threats and control assets below and beyond the coverage of ground-based command and control or C2, and can exchange data with other C2 systems and shooters via datalinks.
With its mobility as an airborne warning and control system, the Sentry has a greater chance of surviving in warfare than a fixed, ground-based radar system. Among other things, the Sentry's flight path can quickly be changed according to mission and survival requirements. The E-3 can fly a mission profile approximately 8 hours without refueling. Its range and on-station time can be increased through in-flight refueling and the use of an on-board crew rest area.
Background
Engineering, test and evaluation began on the first E-3 Sentry in October 1975. In March 1977 the 552nd Airborne Warning and Control Wing (now 552nd Air Control Wing, Tinker Air Force Base, Okla.), received the first E-3s.
There are 32 aircraft in the U.S. inventory. Air Combat Command has 27 E-3s at Tinker. Pacific Air Forces has four E-3 Sentries at Kadena AB, Japan and Elmendorf AFB, Alaska. There is also one test aircraft at the Boeing Aircraft Company in Seattle.
NATO has 17 E-3A's and support equipment. The first E-3 was delivered to NATO in January 1982. The United Kingdom has seven E-3s, France has four, and Saudi Arabia has five. Japan has four AWACS built on the Boeing 767 airframe.
As proven in operations Desert Storm, Allied Force, Enduring Freedom, Iraqi Freedom, and Odyssey Dawn/Unified Protector the E-3 Sentry is the world's premier C2BM aircraft. AWACS aircraft and crews were instrumental to the successful completion of operations Northern and Southern Watch, and are still engaged in operations Noble Eagle and Enduring Freedom. They provide radar surveillance and control in addition to providing senior leadership with time-critical information on the actions of enemy forces. The E-3 has also deployed to support humanitarian relief operations in the U.S. following Hurricanes Rita and Katrina, coordinating rescue efforts between military and civilian authorities.
The data collection capability of the E-3 radar and computer subsystems allowed an entire air war to be recorded for the first time in the history of aerial warfare.
In March 1996, the Air Force activated the 513th Air Control Group, an AWACS Reserve Associate Program unit which performs duties on active-duty aircraft.
During the spring of 1999, the first AWACS aircraft went through the Radar System Improvement Program. RSIP is a joint U.S./NATO development program that involved a major hardware and software intensive modification to the existing radar system. Installation of RSIP enhanced the operational capability of the E-3 radar electronic counter-measures and has improved the system's reliability, maintainability and availability.
The AWACS modernization program, Block 40/45, is currently underway. Bock 40/45 represents a revolutionary change for AWACS and worldwide Joint Command and Control, Battle Management, and Wide Area Surveillance. It is the most significant counter-air battle management improvement in Combat Air Forces tactical Command and Control history. The Block 40/45 Mission Computer and Display upgrade replaces current 1970 vintage mission computing and displays with a true open system and commercial off-the-shelf hardware and software, giving AWACS crews the modern computing tools needed to perform, and vastly improve mission capability. Estimated fleet upgrades completion in ~2020.
General Characteristics
Primary Function: Airborne battle management, command and control
Contractor: Boeing Aerospace Co.
Power Plant: Four Pratt and Whitney TF33-PW-100A turbofan engines
Thrust: 20,500 pounds each engine at sea level
Rotodome: 30 feet in diameter (9.1 meters), 6 feet thick (1.8 meters), mounted 11 feet (3.33 meters) above fuselage
Wingspan: 145 feet, 9 inches (44.4 meters)
Length: 152 feet, 11 inches (46.6 meters)
Height: 41 feet, 9 inches (13 meters)
Weight: 205,000 pounds (zero fuel) (92,986 kilograms)
Maximum Takeoff Weight: 325,000 pounds (147,418 kilograms)
Fuel Capacity: 21,000 gallons (79,494 liters)
Speed: optimum cruise 360 mph (Mach 0.48)
Range: more than 5,000 nautical miles (9,250 kilometers)
Ceiling: Above 29,000 feet (8,788 meters)
Crew: Flight crew of four plus mission crew of 13-19 specialists (mission crew size varies according to mission)
Unit Cost: $270 million (fiscal 98 constant dollars)
Initial operating capability: April 1978
Inventory: Active force, 32 (1 test); Reserve, 0; Guard, 0
Point of Contact
Air Combat Command, Public Affairs Office; 130 Andrews St., Suite 202; Langley AFB, VA 23665-1987; DSN 574-5007 or 757-764-5007; e-mail: accpa.operations@langley.af.mil
Using original Lego set, modify it with system's bricks. Adding claws and tail to increase the "scary" feeling.
This is harder than I thought it would be.
A storm system delivers copious amounts of rainfall to San Jose, CA early this evening. The line of heaviest precipitation was witnessed as this system's main cold front/frontal system finally pushed thru. The Warriors game was on, so I hurried back home to watch the 2nd half after the rains have subsided lol. Certainly, rain & wind was felt in the Bay Area this day as the 1st of 3 storms were to bring widespread rainfall (and gusty winds) for the entire state into early next week... Drive safe out there! (Video footage taken Wednesday evening, January 18, 2017)
***Summary of this new atmospheric river event:
A new round of storms were to take aim at California. Each storm was to bring locally drenching rain. Beginning Wednesday, 3 separate storm systems were set to impact the Bay Area. The 1st was forecast to arrive Wednesday. The 2nd system was forecast to arrive by Thursday night into Friday. The 3rd final system was to arrive by Saturday night & extend thru the weekend. For this 3rd storm system, rainfall amounts were to be higher than either of the first 2 systems. All 3 storms were expected to be relatively fast-moving, so rainfall accumulations won't be that intense as opposed to the previous AR event earlier in the month.
The first 2 systems were not likely to cause too many headaches because of the limited storm-total rainfall amounts forecasted. The 3rd system has the greatest chance to cause more widespread problems, because the projected rainfall totals are highest in this 3rd system. Most creeks and rivers may handle the successive runoff, but a few may approach or exceed flood levels... Drive safely out there! A prolonged weather event of this nature has the potential to produce flows in local rivers not seen since 2010.
What about the drought status? The worst drought areas have been greatly reduced to a small region northwest of Los Angeles. At this point, just 2.1 percent of the state was now in "exceptional drought"! Indeed, we were finally headed in the right direction in terms of the water supply for the state...
The New Croton Dam (also known as Cornell Dam),[2] part of the New York City water supply system, stretches across the Croton River near Croton-on-Hudson, New York, about 22 miles (35 km) north of New York City. Construction began in 1892 and was completed in 1906.[3] Designed by Alphonse Fteley (1837–1903), this masonry dam is 266 feet (81 m) broad at its base and 297 feet (91 m) high from base to crest. Its foundation extends 130 feet (40 m) below the bed of the river, and the dam contains 850,000 cubic yards (650,000 m3) of masonry.[4] The engineers' tablet mounted on the headhouse nearest the spillway lists the spillway length as 1,000 feet (300 m) and the total length of the dam and spillway combined as 2,188 feet (667 m).[5] At the time of its completion, it was the tallest dam in the world.[6] New Croton Dam impounds up to 19 billion US gallons (72,000,000 m3) of water, a small fraction of the New York City water system's total storage capacity of 580 billion US gallons (2.2×109 m3).[7]
The dam, in Westchester County, has an unusual spillway, part artificial and part natural, which forms a waterfall on the north side of the structure. New Croton Dam has a public park and trail head at its base and a road along its crest. Road use is limited to pedestrians and emergency vehicles.
Archer Training System's business owners(and cute couple): Courtney and Nathan.
Went for a more fun feel and edit for this particular image out of the whole series.
For my Strobists:
Camera top: Octobank being held by assistant, shooting down
Camera left: Strip Box
Factory Building No. 3 housed the paint, body, and final assembly operations of Duesenberg Motor Company. The company was owned by brothers August and Fred S. Duesenberg. The cars they built became known as the Duesenberg and were acclaimed as "The World's Finest Motor Car." Building No. 3 is the only remaining building from the original Duesenberg complex. In 2019, when the photograph was taken, Building No. 3 housed the transit system's garage. The company's name on the front of the build had been restored.
A rainy evening in the city while out and about doing last-minute errands with mom. Our area got some rain this day, but heavier rains have occurred, especially in the North Bay. We just got the tail end of this system's main rain band or so.
Weather update/scenario/forecast:
Certainly, El Niño's March madness continues to bring more rain to thirsty California (despite receiving an abundance of rainfall from an atmospheric river event earlier in the month). Looking ahead, however, California was to see a multi-day break in the precipitation by early next week (and, if current forecasts hold, it should be a needed break from the heavy precipitation, though we still need a lot more rain to completely eliminate our drought!). There are some signs, luckily, that wet weather may return once again by the middle of the month. It’s worth noting that decaying El Niño events can lead to very active late winter and spring periods in California, and hopefully that’s where this year is headed. Indeed, a ‘Miracle March’ was imminent… though the long range weather forecasts were showing a prolonged break in the stormy pattern (drier weather) in the foreseeable future. Fingers crossed that we would continue to receive above average rainfall before the dry summer months arrive. We still have a long way to go in terms of relieving our prolonged drought here in the Golden State...
(Footage taken Saturday evening, March 12, 2016 around San Jose, CA)
This short video clip shows my area getting pummeled with a heavy shower (possibly a thundershower) during midday of Monday, March 7, 2016. The weather was actually nice and partly cloudy during the morning hours. However, as the day went on, I've noticed cumulus clouds around the area trying to tower. That's a good indication of an unstable airmass aloft. The same system that had brought heavy rain to our area just the previous evening was still slowly departing. It was this system's main low that was hovering above the region this day, which explains the thunderstorm activity... Even SoCal saw a decent line of t-storms move thru this same morning. However, we got some of the action up here as well, though not as 'great'. I didn't have my car at the time as well, since my dad used it to do his errands...ugh! I need my own storm chasing vehicle! Anyways, this brief heavy shower was the 'last hurrah' for this storm system before it headed eastward. This storm system was storm number 2 in an ongoing atmospheric river event...
Weather scenario & details:
An atmospheric river event was in store for California for early March 2016, despite a very dry & mild February. The 1st storm had hit by the 1st weekend of the month, bringing heavy rain & gusty winds. As we started the 2nd week of March, a 2nd strong system had brought more of the same thing across California. While we were still on the heels of that 1st storm that had battered us early month, a new storm had pushed in. Rainfall from this 2nd storm were to be 1-2 inches in NorCal and 0.50-1 inch in SoCal. Flooding was a concern, since the ground was already saturated from the 1st storm. In addition, t-storms were possible with this 2nd system due to its (more) unstable air mass. Even a line of strong t-storms had drifted right thru the Los Angeles area Monday morning (March 7, 2016). Although we need all the rain we can get due to our ongoing drought, the copious amounts that were falling in a short time have proven to be too much of a good thing...
Looking ahead:
Right when we were giving up on El Niño, especially after seeing such a dry February, a parade of strong winter storms were (finally) aimed at our drought-parched state. Impacts from the storms so far (Storms 1 and 2 in this atmospheric river event) had brought heavy rain & wind to my area in San Jose, CA within the first week of March 2016. At this moment (as of March 7), it looks like more rain was still in store for California in the foreseeable future. Looks like this was El Nino's last hurrah this winter! Are we on the verge of a 'Miracle-March'? Fingers crossed...we still have a long way to go in terms of relieving our serious drought here.
(Footage filmed Monday, March 7, 2016 around San Jose, CA)
**Full video here:
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The Flakpanzer Coelian comprised a family of self-propelled anti-aircraft gun tanks, designed by Rheinmetall during World War II for the German armed forces. In the first years of the war, the Wehrmacht had only little interest in developing self-propelled anti-aircraft guns, but as the Allies developed air superiority, the need for more mobile and better-armed self-propelled anti-aircraft guns increased.
As a stopgap solution the Wehrmacht had adapted a variety of wheeled, half-track and tracked vehicles to serve as mobile forward air defense positions to protect armor and infantry units in the field as well as for temporary forward area positions such as mobile headquarters and logistic points. As Allied fighter bombers and other ground attack aircraft moved from machine gun armament and bombing to air-to-ground rockets, the air defense positions were even more vulnerable. The answer was to adapt a tank chassis with a specialized turret that would protect the gun crews while they fired upon approaching Allied aircraft.
Initial AA-tank designs were the ‘Möbelwagen’ and the ‘Wirbelwind’, effectively both conversions of refurbished Panzer IV combat tank chassis’ with open platforms or open turrets with four 20mm cannon. Alternatively, a single 37mm AA gun was mounted, too, resulting in the more effective ‘Ostwind’ tank – but all these vehicles were just compromises and suffered from light armor and lack of crew protection.
Further developments led to the ‘Kugelblitz’, another Panzer IV variant, but this time the ball-shaped turret was effectively integrated into the hull, resulting in a low silhouette and a fully protected crew. Another new feature was the use of the Mauser MK 103 machine cannon – a lightweight, belt-fed aircraft gun with a gas-powered action mechanism, first employed on board of the Hs 129 attack aircraft against ground targets, including tanks. The Mk 103 had a weight of only 141 kg (311 lb) and a length of 235 cm (93 in) (with muzzle brake). Barrel length was 134 cm (53 in), resulting in Kaliber L/44.7 (44.7 calibres).
Anyway, the Kugelblitz could only mount two of these guns in its very cramped and complicated tilting turret. Venting and ammunition feed problems could also not be solved, so that the innovative vehicle never made it beyond the prototype and evaluation stage, even though the integration of the Kugelblitz turret into the hull of the Jagdpanzer ‘Hetzer’ was considered for some time.
In parallel, the promising MK 103 was also tested in the four-gun carriage of the Wirlbelwind’s 20 mm Flakvierling 38 mount, resulting in the ‘3 cm Flakvierling 103/38’ and the respective ‘Zerstörer 45’ tank prototype. But this was, effectively, only a juiced up version of the obsolete ‘Wirbelwind’, again with only a roofless and vulnerable turret and the obsolete Panzer IV as base. The ‘Zerstörer 45’ was consequently rejected, but the firepower of the four guns was immense: Rate of fire of a single MK 103 was 400 - 450 RPM, and the rounds carried three times as much explosive charge as a Soviet 37 mm round. Both HE/M and APCR rounds were available for the MK 103. Muzzle velocity was 860-940 m/sec, paired with a high degree of accuracy. The armor penetration for APCR was 42–52 mm (1.7–2.0 in) / 60° / 300 m (980 ft) or 75–95 mm (3.0–3.7 in) / 90° / 300 m (980 ft) – more than enough for aircraft, and even dangerous for many combat tanks when hitting more lightly armored areas. Anyway, it was not possible to combine four of these 30mm guns with a favorably shaped, completely enclosed turret for an effective front line anti-aircraft tank that could stand its own among the armored combat units.
The solution to this problem eventually materialized in 1943 with the decision to completely abandon the limiting Panzer IV chassis and build a new generation of anti-aircraft tanks on the basis of the larger (and heavier) Panzer V medium battle tank, the ‘Panther’. Its chassis had in the meantime become available in considerably numbers from damaged and/or recovered combat tanks, and updated details like new turrets or different wheels were gradually introduced into production and during refurbishments.
The Panther could mount a considerably larger and heavier turret than the previous standard tank chassis like the Panzer III and IV, and this potential was full exploited – as well as the possibility to increase the weapon system’s weight, thanks to the sturdier chassis. Rheinmetall’s new, fully enclosed, 360° rotating turret could carry a wide array of weapons and ammunition (all were belt-fed), a crew of three and also offered a good protection through a sloped, frontal armor of 70mm thickness. Traverse and elevation of the turret was hydraulic, allowing a full elevation in just over four seconds, and a 360° traverse in 15.5 seconds. The initial version was armed with two 3.7 cm FlaK 43 guns, as a compromise between range, firepower and rate of fire. Beyond this initial variant, Rheinmetall developed the ‘Coelian’ turret in various versions, too, including fully enclosed turrets with a single 55 mm gun and with four 20mm MG 151/20 guns.
Eventually, in May 1944, a complete family of turrets with different armament options was cleared for production: the standard Coelian I, with a revised mount for the twin 3.7 cm FlaK 43 guns, a heavier variant with twin 55 mm guns against larger, high-flying targets (Coelian II; the guns were based on another aircraft weapon, the MK 214), and finally the Coelian III with four Mk 103 cannon against low-flying attack aircraft and soft/lightly armored ground targets. The variant with four 20 mm guns had been dropped, since it did not offer and added value compared to the Coelian III. All these vehicles ran under the SdKfz. 171/3 designation, with suffixes (A-C) to distinguish their armament in a more or less standardized turret.
Even though ground-based, mobile radar systems were under development at that time, all these turrets had to rely only on optical sensors, even though very effective optical rangefinders were introduced. All the turrets of the Coelian family were to be mounted on revamped Panzer V chassis, simply replacing the former combat tank turrets (either the original production turret from the A, D and G variant or the newly introduced Schmalturm from the F version). Theoretically, they could have also been mounted onto the Panzer VI ‘Tiger’ chassis, but due to this type’s weight and complexity, this was not carried out.
However, the SdKfz. 171/3 Panther/Coelian family designation had in the meantime also just become an interim solution: Plans had been made to start the production of a completely new, simplified tank vehicle family, the so-called ‘Einheitspanzer’. The resulting standard combat tanks (called E-50 and E-75, based on their weight class in tonnes) and their respective hulls would be based on the large Königstiger battle tank, and potentially accept even bigger turrets and weapons. Consequentially, while production of the Coelian turrets and the conversion of 2nd hand and by the time also new Panther hulls of all variants was just gaining momentum in late 1944, work for the new Einheitspanzer tanks and their weaponry had already started.
Roundabout 300 Coelian tanks reached frontline units, two third of them were factory-built, and in the course of early 1945 the Coelian family had gradually replaced most of the outdated Panzer IV AA variants and SPAAGs with open turrets. The Coelian tanks were soon joined by the newly produced, dedicated Flakpanzer variants of the Einheitspanzer family, including a twin 55 mm gun on the E-50 chassis and also a monstrous 140 ton anti-aircraft variant of the heavy E-100 chassis, equipped with an automatic twin 8.8cm Flak in a fully enclosed and heavily armored turret.
Specifications:
Crew: Five (commander, gunner, loader/2nd gunner, driver, radio-operator/hull machine gunner)
Weight: 44.8 tonnes (44.1 long tons; 49.4 short tons)
Length: 6.87 m (22 ft 6 in)
Width: 3.42 m (11 ft 3 in) with side skirts
Height: 3.13 m (10 ft 3 in)
Suspension: Double torsion bar, interleaved road wheels
Fuel capacity: 720 litres (160 imp gal; 190 US gal)
Armor:
15–80 mm (0.6 – 3.15 in)
Performance:
Maximum road speed: 46 km/h (29 mph)
Operational range: 250 km (160 mi)
Power/weight: 15.39 PS (11.5 kW)/tonne (13.77 hp/ton)
Engine:
Maybach HL230 P30 V-12 petrol engine with 700 PS (690 hp, 515 kW)
ZF AK 7-200 gear; 7 forward 1 reverse
Armament:
4× 30 mm (1.18 in) MK 103 machine cannon with 3.600 rounds
1× 7.92 mm MG 34 machine gun in the front glacis plate with 2.500 rounds
The kit and its assembly:
This was a spontaneous build, in the wake of other recent whif tanks and using some leftover parts from the kit pile(s). Things started with a KORA 1:72 resin conversion kit with a 2x 37mm FlaK Coelian turret for a Panther chassis – but with broken and bent gun barrels. I had actually stashed the parts away for a potential mecha build/conversion, long ago, but while doing legwork for late German WWII tanks I recently came again across the various anti-aircraft tank designs. And I wondered if mounting the Coelian turret on a Panzer IV chassis would be possible and lead to a compact (and whiffy) new vehicle?
Well, it would not work, because the Coelian turret needs a considerably bigger turret bearing diameter than anything the Panzer IV hull could realistically handle (even the Panther’s Schmalturm is actually a little too wide…), and so I folded the idea up again and put it onto the “vague ideas” pile.
…until I stumbled upon the leftover hull from a Hasegawa Panther Ausf. F in the donor kits pile, which had originally given both of its OOB turrets (a Schmalturm and a standard model) to other conversions. While mating the Coelian turret with its originally intended hull was not a sexy project, I eventually did so, because I could effectively use two leftovers for something sound and well-balanced.
Concerning the assembly phase, there’s not much to tell about the Hasegawa Panther Ausf. F. Fit is good, a simple kit, and it comes, as a benefit, with optional all-steel wheels which I used for my conversion, changing the overall look to a true late war model. Only the opening for the turret had to be widened in order to accept the new resin turret.
The latter only consists of two parts: the massive core section and a separate weapon mount. The latter was in so far modified that I added a simple metal peg which can be switched between two holes in the turret hull, for two gun positions.
Since the original gun barrels had to be replaced, anyway, I did a thorough (and fictional) modification: I used four 1:48 20 mm brass barrels for a Flak 38 Flakvierling (from RB Models) and mounted them in two staggered pairs onto the original cannon fairing. The resulting gun array looks impressive and even realistic, and, thanks to the scale-o-rama effect, the 1:48 parts have the perfect size for 30 mm cannon barrels in 1:72!
Painting and markings:
Something “German”, but nothing spectacular, so I ended up with another variant of the Hinterhalt scheme, found on a Jagdpanther from the Ardennenoffensive period. In this case, the prominent colors are Dunkelgelb and Olivgrün in broad stripes, separated by blurred, thin lines made of Rotbraun.
As a little twist I wanted to modify the scheme in so far that this vehicle was to show its conversion heritage in a workshop, so hull and turret received different basic tones as an initial step.
The hull and all wheels were painted with matt RAL 7028 (a modern equivalent to the WWII Dunkelgelb), while the turret received a red primer coat with Oxidrot (RAL 3009). On top of these, wide green bands (RAL 6003 from Modelmaster) and separating russet (Humbrol 113) stripes were painted with brushes. In order to brighten up the relatively dark turret, some yellow mottles were added on the Oxidrot areas (using Revell 16).
Once dry, the whole surface received a sand paper treatment, so that the RAL 7028 would shine through here and there, as if worn out. After a dark brown wash, details were emphasized with dry-brushing in light grey and beige. Decals were puzzled together from various German tank sheets, and the kit finally sealed with matt acrylic varnish.
The black vinyl tracks were also painted/weathered, with a wet-in-wet mix of black, iron and red brown (all acrylics). Once they were mounted into place, mud and dust around the running gear and the lower hull was simulated with a greyish-brown mix of artist mineral pigments.
A bit of recycling and less exotic than originally hoped for – but it’s still a whiffy tank model, and its proximity to the real but unrealized Coelian project makes this one even more subtle. Pile reduction, one by one…
CREMASTER 4 (1994) adheres most closely to the project's biological model. This penultimate episode describes the system's onward rush toward descension despite its resistance to division. The logo for this chapter is the Manx triskelion - three identical armored legs revolving around a central axis. Set on the Isle of Man, the film absorbs the island's folklore as well as its more recent incarnation as host to the Tourist Trophy motorcycle race. Myth and machine combine to narrate a story of candidacy, which involves a trial of the will articulated by a series of passages and transformations. The film comprises three main character zones. The Loughton Candidate (played by Barney) is a satyr with two sets of impacted sockets in his head - four nascent horns, which will eventually grow into those of the mature, Loughton Ram, an ancient breed native to the island. Its horns - two arcing upward, two down - form a diagram that proposes a condition of undifferentiation, with ascension and descension coexisting in equilibrium. The second and third character zones comprise a pair of motorcycle sidecar teams: the Ascending and Descending Hacks. These primary characters are attended to by a trio of fairies who mirror the three narrative fields occupied by the Candidate and the two racing teams. Having no volition of their own, these creatures metamorphose in accordance with whatever field they occupy at any given time.
Cremaster 4 begins and ends in a building on the end of Queen's Pier. As the film starts, the Candidate is being prepared by the fairies for a journey. The motorcycle race begins, and each team speeds off in opposite directions. The camera cuts back and forth between the race and the Candidate, who is tap-dancing his way through a slowly eroding floor. As the bikes vie for the title, the camera pulls in for close-up shots of the riders' torsos.
Gelatinous gonadal forms - undifferentiated internal sex organs - emerge from slots in their uniforms in a migratory quest for directionality. In the case of the Ascending Hack, the organs move upward toward a second set of slots in the leather. With the Descending Hack, they ooze downward.
Back at the pier, the Candidate plunges through the floor into the sea and heads toward the island. At the moment of his fall - a transition from the utopian realm of pregenital oneness to that of bifurcation - the Ascending Hack collides with a stone embankment and the Descending Hack pulls off the course for a pit stop, where the fairies service its motorcycle. The Candidate reaches land and begins to burrow his way up into the body of the island through a curving channel that he must navigate in order to reach the finish line, where the two Hacks will converge. This conduit leads him to a bluff, where the fairies are having a picnic. They frolic in a game that mirrors the conflict enacted by the principal characters, but with none of the tension. Still in his underground tunnel, the Candidate finally reaches his destination. The Loughton Ram stands at this junction - a symbol for the integration of opposites, the urge for unity that fuels this triple race. But before the Candidate and Hacks meet, the screen goes white. The Candidate's dream of transcending his biology to dwell in the space of pure symmetry is shattered.
In the final sequence at the pier the Hacks are parked on discrete ramps sloping down from the building's exterior. In the closing image the camera peers through an open crotch at the top of the frame toward the end of the pier. A tightly retracted scrotum is pierced with clasps connected to vinyl cords, which trail off to the awaiting Ascending and Descending Hacks, who will drive toward the island to pick up the slack. Full descension is guaranteed.
Bobak Ferdowsi, a system's engineer at NASA's Jet Propulsion Laboratory who became widely known for his mohawk hairstyle during the broadcast of the Curiosity landing on Mars, is seen here discussing a project with a participant in the White House Science Fair. The fourth White House Science Fair was held at the White House and included 100 students from more than 30 different states who competed in science, technology, engineering, and math (STEM) competitions. (Photo Credit: NASA/Aubrey Gemignani)
My tent at the camp on Tern Island in the French Frigate Shoals, Hawaii.
Camera: Olympus OM-1
Lens: Olympus OM-System S Zuiko MC Auto-Zoom f/4 35-70mm. Yellow filter.
Film: Adox HR-50
Developer: Beerenol (Rainier Beer)
One of the Denso system main capability is the fact that by arranging the width of the shelves, you are able to fit different size TV screens. The Denso shelving system is one the most configurable contenders in its category. With several configurations to choose from, the system's versatility allows you to mix and match shelves and accessories until you make your very own customized unit.
Dwarf planet Ceres is the largest object in the Solar System's main asteroid belt, with a diameter of about 950 kilometers (590 miles). Ceres is seen here in approximately true color, based on image data from the Dawn spacecraft recorded on May 4, 2015. On that date, Dawn's orbit stood 13,642 kilometers above the surface of the small world. Two of Ceres' famous mysterious bright spots at Oxo crater and Haulani crater are near center and center right of this view. Casting a telltale shadow at the bottom is Ceres' cone-shaped, lonely mountain Ahuna Mons. Presently some 385 kilometers above the Cerean surface, the ion-propelled Dawn spacecraft is now returning images from its closest mapping orbit. via NASA ift.tt/20t6SaU
+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
In the aftermath of the Second World War, Sweden required a strong air defense, utilizing the newly developed jet propulsion technology. The original concept had been designed around a mostly straight wing, but after Swedish engineers had obtained German research data on swept-wing designs, the prototype was altered to incorporate a 25° sweep. In order to make the wing as thin as possible, Saab elected to locate the retractable undercarriage in the aircraft's fuselage rather than into the wings.
Extensive wind tunnel testing had also influenced aspects of the aircraft's aerodynamics, such as stability and trim across the aircraft's speed range. In order to test the design of the swept wing further and avoid any surprises, it was decided to modify a Saab Safir. It received the designation Saab 201 and a full-scale swept wing for a series of flight tests. The first 'final' sketches of the aircraft, incorporating the new information, were drawn in January 1946.
The originally envisioned powerplant for the new fighter type was the de Havilland Goblin turbojet engine. However, in December 1945, information on the newer and more powerful de Havilland Ghost engine became available. The new engine was deemed to be ideal for Saab's in-development aircraft, as not only did the Ghost engine had provisions for the use of a central circular air intake, the overall diameter of the engine was favorable for the planned fuselage dimensions, too. Thus, following negotiations between de Havilland and Saab, the Ghost engine was selected to power the type and built in license as the RM 2.
By February 1946 the main outline of the proposed aircraft had been clearly defined. In autumn 1946, following the resolution of all major questions of principal and the completion of the project specification, the Swedish Air Force formally ordered the completion of the design and that three prototype aircraft be produced, giving the proposed type the designation J 29. After a thorough test program, production of the type commenced in 1948 and, in May 1951, the first deliveries of operational production aircraft were received by F 13 Norrköping. The J 29 proved to be very successful and several variants and updates of the Tunnan were produced, including a dedicated reconnaissance variant, a two seat trainer and an all-weather fighter with an onboard radar
However, Sweden foresaw that there would soon be a need for a jet fighter that could intercept bombers at high altitude and also successfully engage fighters. During September 1949, the Swedish Air Force, via the Swedish Defence Material Administration, released a requirement for a cutting-edge interceptor aircraft that was envisioned to be capable of attacking hostile bomber aircraft in the transonic speed range. As released, this requirement specified a top speed of Mach speed 1.4 to 1.5. (1956, the specified speed was revised and raised to Mach 1.7-1.8, and eventually led to the Saab 35 Draken). With the barely supersonic Saab 32 Lansen just under development, and intended for different roles than being a nimble day fighter, the company searched for a way to either achieve supersonic flight through modifications of an existing type or at least gather sufficient data and develop and try the new technologies necessary to meet the 1949 requirements.
Since Sweden did not have a truly supersonic aircraft in its inventory (not even an experimental type), Saab decided to convert the Saab 29 into a supersonic testbed, with the outlook to develop an interim day fighter that could replace the various Tunnan fighter versions and support the new Lansen fleet until a fully capable Mach 1.5+ interceptor was ready for service. Even though the type was regarded as a pure experimental aircraft, the designation remained close to the J29 nomenclature in order to secure military funding for the project and to confuse eventual spies. Consequently, the P29 was initially presented as a new J29 version (hence the “G” suffix).
The P29G was based on a heavily modified production J29B airframe, which was built in two versions and only in two specimens. Work on the first airframe started in 1952, just when the first Saab 32 prototype made its maiden flight. The initial challenge consisted of integrating two relatively compact axial flow jet engines with afterburners into the fuselage, since the J29’s original RM2, even in its late afterburner variant, was not able to safely deliver the necessary thrust for the intended supersonic flight program. After long negotiations, Saab was able to procure a small number of Westinghouse J34-WE-42 turbojets from the USA, which delivered as a pair 40% more thrust than the original RM2B. The engines were only delivered under the restriction that they would exclusively be used in connection with the supersonic research program.
Through a thorough re-construction, the Saab team was able to mount the new engines into the lower rear fuselage, and, internally, the air intake duct had to be modified and forked behind the landing gear wells. Due to the significantly widened rear fuselage, the P29G became quickly nicknamed “Kurviga Tunnan” (= “Curvy Barrel”). Even though the widened rear fuselage increased the aircraft’s frontal cross section, the modified shape had the (unintended) effect of area ruling, a welcome side benefit which became apparent during the flight test and which largely promoted the P29G’s gain of top speed.
Another special and unique feature of the P29G was a special wing attachment system. It consisted of two strengthened, open box spars in the fuselage with additional attachment points along the wing roots, which allowed different wings to be switched with relatively little effort. However, due to this modification, the wing tanks (with a total capacity of 900l inside of the J29s standard wings) were lost and only 2.150l in the Saab 29’s standard fuselage tanks could be carried – but this was, for a research aircraft, not regarded as a major weakness, and compensated for the wing attachment system’s additional weight. The original wing-mounted pitots were replaced by a single, massive sensor boom attached to the aircraft’s nose above the air intake, slightly set-off to starboard in order to give the pilot an unobstructed view.
The first P29G's maiden flight, marked “Gul Urban” (Yellow U), took place in July 1955. The aircraft behaved normally, even though the center of gravity had markedly shifted backwards and the overall gain of weight made the aircraft slightly unstable along the longitudinal axis. During the initial, careful attempts to break the sound barrier, it soon became apparent that both the original wings as well as the original air intake shape limited the P29G's potential. In its original form, the P29G could only barely pass Mach 1 in level flight.
As a consequence, the second P29G, which had been under conversion from another J29B airframe since mid-1954, received more thorough modifications. The air intake was lengthened and widened, and in order to make it more effective at supersonic speed it received a sharp lip. Wind tunnel tests with the first machine led to a modified tail, too: the fin was now taller and further swept back, the stabilizer was moved to a higher position, resulting in a cruciform layout. The original single-piece stabilizer was furthermore replaced by a two-piece, all-moving construction with a 45° sweep and a thinner profile. This not only improved the aerodynamics at high speed, it also suppressed the longitudinal instability problem, even though this was never really cured.
Due to the even higher all-up weight of the new aircraft, the landing gear was reinforced and the 2nd P29G received an experimental suspension system on its main legs with higher spring travel, which was designed for operations on semi-prepared airfields. This system had actually been designed for the updated J29 fighters (esp. the A32B attack variant), but it was not introduced into series production or the Saab 29E/F conversion program. Despite these massive changes, the P29G designation was retained, and the second machine, carrying the tactical code “Röd Urban” (Red U), was quickly nicknamed “Karpen” (“Carp”), due to its characteristic new intake shape, the long fin and its stocky shape.
The second P29G was ready for flight tests in August 1956, just in time to support the Saab 35’s ongoing development – the aircraft, which was eventually built to meet (and exceed) the Swedish Air Force’s 1949 supersonic interceptor requirement. The modifications proved to be successful and the P29G was, fitted with a 60° sweep wing and in clean configuration, able to achieve a maximum speed of 1.367 km/h (849 mph) in level flight, a formidable achievement (vs. the 1,060 km/h (660 mph) of the late J29F and the 1200 km/h (745 mph) of the J32B interceptor) for the post WWII design.
Several wing shapes and profiles were tested, including sweep angles from 25° to 63° as well as different shapes and profiles. Even though the machines carried provisions for the J29’s standard armament, the 20 mm cannons were normally not mounted and replaced with sensors and recording equipment. However, both machines were temporarily fitted with one or two guns in order to analyze the effects of firing the weapons at supersonic speed. Underwing ordnance was also almost never carried. In some tests, though, light bombs or unguided missiles were carried and deployed, or podded cine cameras were carried.
While the second P29G was used for high speed trials, the first machine remained in its original guise and took over low speed handling tests. Thanks to the unique wing switch mechanism, the supersonic research program could be held within a very tight schedule and lasted until late 1959. Thereafter, the P29Gs’ potential was of little use anymore, and the engine use agreement with the USA put an end to further use of the two aircraft, so that both P29Gs were retired from service in 1960. The 1st machine, outfitted with standard J29F wings and stripped off of its engines, remained in use as an instructional air at Malmslätt air base 1969, while the second machine was mothballed. However, both airframes were eventually scrapped in 1970.
General characteristics:
Crew: 1
Length: 11.66 m (38 ft 2 in) fuselage only,
13,97 m (45 ft 9 in) with pitot boom
Wingspan: varied*; 11.0 m (36 ft 1 in) with standard 25° sweep wings,
10.00 m (32 ft 9 ¾ in) with experimental 45° wings
Height: 4.54m (14 ft 10 ½ in)
Wing area: varied*; 24.15 m² (260.0 ft²) with standard 25° sweep wings
22.5 m² (242.2 ft²) with experimental 45° wings
Empty weight: 5,220 kg (11,500 lb)
Max. takeoff weight: 8,510 kg (18,744 lb)
Powerplant:
2× Westinghouse J34-WE-42 turbojets, each rated at 3,400 lbf (15 kN) dry thrust
and 4,200 lbf (19 kN) with full afterburner
Performance:
Maximum speed: 1.367 km/h (849 mph) were achieved*
Range: 790 km (490 mi)
Service ceiling: up to 17,250 m (56,500 ft)*
Rate of climb: up to 45 m/s (8,850 ft/min)*
*Varying figures due to different tested wing configurations
Armament:
None installed; provisions for 4x 20mm Hispano Mark V autocannon in the lower front fuselage.
Depending on the mounted wing type, various external loads could be carried, including a wide range of light bombs, 75 mm (3 in) air-to-air rockets, 145 mm (5.8 in) anti-armor rockets, 150 mm (6 in) HE (high-explosive) rockets or 180 mm (7.2 in) HE anti-ship rockets. Due to the lack of complex wiring or fuel plumbing, no guided weapons or drop tanks could be mounted, though.
The kit and its assembly:
Sweden is a prolific whiffing territory, and the Saab 29 offers some interesting options. This highly modified Tunnan, which is actually rather a kitbashing than a mere model kit modification, is/was a submission to the “More or less engines” group build at whatifmodelers.com in summer 2019.
I actually had the idea of a two-engine J29 in the back of my mind for a long time, spawned by a resin conversion set for the Hasegawa B-47 Stratojet kit that came with new intakes and exhaust sections for the four engine pods. The single engine pod parts had been spent a long time ago, but the twin engine parts were still waiting for a good use. Could the exhaust fit under/into a Tunnan…?
I even had a Matchbox J29 stashed away for this experiment long ago, as well as some donor parts like the wings, and the GB eventually offered the right motivation to put those things together that no one would expect to work.
So I pulled out all the stuff and started – a rather straightforward affair. Work started with the fuselage, which was, together with the (very nice) cockpit assembled OOB at first, the nose filled with as much lead as possible and with the lower rear section cut away, so the B-47 resin jet nozzles would end up at the same position as the original RM2B exhaust. Due to the pen nib fairing between them, though, the profile of the modified tail became (visually) more massive, and I had to fill some gaps under the tail boom (with styrene sheet and putty). The twin engines also turned out to be wider than expected – I had hoped for straight flanks, but the fuselage shape ended up with considerable bulges behind the landing gear wells. These were created with parts from drop tank halves and blended into the rest of the lower hill with PSR work. In the same wake the area under the fin was sculpted and re-created, too.
At that point it became clear that I had to do more on the fuselage, esp. the front end, in order to keep the aircraft visually balance. A convenient solution became an F-100 air intake, which I grafted onto the nose instead of the original circular and round-lipped orifice – with its sharp lip the Super Sabre piece was even a plausible change! The fuselage shapes and diameters differed considerably, though, more PSR became necessary.
Next came the wings: I had already set apart a pair of trapezoid wings with a 45° sweep angle – these were left over from a PM Model Ta 183 conversion some time ago. With their odd shape and size they were a perfect match for my project, even more so due to the fact that I could keep the original J29 wing attachment points, I just had to shorten and modify the trailing edge area on the fuselage. The result was very conclusive.
With the new nose and the wings in place, the overall proportions became clearer: still tail-heavy, but not unpleasant. At this time I was also certain that I had to modify the tail surfaces. The fin was too small and did not have enough sweep for the overall look, and the stabilizer, with its thick profile, rounded edges and the single, continuous rudder did not look supersonic at all. What followed was a long search in the donor banks for suitable replacements, and I eventually came up with a MiG-15 fin (Hobby Boss) which was later clipped at the top for a less recognizable profile. The stabilizers were more challenging, though. My solution eventually became a pair of modified stabilizers from a Matchbox Buccaneer(!), attached to the MiG-15 fin.
The design problems did not stop here, though: the landing gear caused some more headaches. I wanted to keep the OOB parts, but especially the main legs would leave the aircraft with a very goofy look through a short wheelbase and a rear axis position too much forward. In an attempt to save the situation I attached swing arms to the OOB struts, moving the axis maybe 5mm backwards and widening the track by 2mm at the same time. Not much in total, but it helped (a little, even though the aircraft is still very tail-heavy)
As a final addition – since the original, wing-mounted pitots of the J29 were gone now and would not go well with the wing-switching idea – I gave the P29G a large, nose-mounted pitot and sensor boom, placed on top of the nose. This part come, like the air intake, from an F-100.
Painting and markings:
I tend to be conservative when it comes to liveries for what-if models, and the P29G is no exception. At first, I thought that this build could become an operational supersonic daylight interceptor (the J29G), so that I could give the model full military markings and maybe a camouflage paint scheme. However, this idea would not work: the potential real life window for such an aircraft, based on the Saab 29, would be very narrow. And aircraft development in the late Fifties made quantum leaps within a very short period of time: While the J29A entered service, work on the Mach 2 Saab 35 was already underway – nobody would have accepted (or needed) a Mach 1 fighter, based on late Forties technology, at that time anymore, and there was the all-weather Saab J32B around, too. The update program with new wings and a more powerful afterburner engine was all that could be done to exploit the Tunnan’s potential, resulting in the (real world’s) J29E and F variants.
I eventually decided that the J29G would only be a prototype/research aircraft, consequently called P29G, and through this decision I became more or less settled upon a NMF finish with some colorful markings. Consequently, the model was painted with various shades of metal colors, primarily Polished Aluminum Metallizer from Humbrol, but also with Humbrol 191 and Matt Aluminum Metallizer as well as ModelMaster Steel Metallizer. Around the exhaust section, I also used Revell 91 (Iron) and ModelMaster Exhaust Metallizer. Some single panels and details were painted with Revell 99 (Aluminum), and I also used generic decal material in silver to simulate some smaller access panels. Grey decal sheet was used to simulate covers for the cannon nozzles.
The cockpit interior was painted, according to Saab 29 standard, in a dark greenish-grey (Revell 67), and bluish grey was used inside of the landing gear wells (Revell 57). The pitot boom received black and white stripes.
For markings I let myself get inspired from the real world Saab 29 and 32 prototypes, which were all marked with a colored “U” tactical code on the fin and also on the front fuselage, simply meaning “Utverding” (= “Test”). I found four red decals, and I also gave the aircraft a yellow cheatline, lent from an Airfix F-86D decal sheet. The Swedish roundels come from a generic aftermarket sheet, most stencils were taken from the Revell OOB sheet and a Printscale J29 sheet.
Before the model was sealed with semi-gloss acrylic varnish from Italeri, some grinded graphite was rubbed onto the rear fuselage, adding a metallic shine and simulating exhaust stains.
A thorough conversion – this has rather evolved into a kitbashing than just a kit conversion: not much from the original Matchbox J29 has been left over. But I like the outcome, even though things developed gradually from the simple idea of changing the number of engines on the Tunnan. One thing led to another. The resulting aircraft looks quite plausible, even though I am not totally happy with the landing gear, which appears to be rather far forward, despite surgical measures to mend the situation. The Ta 183 wings are a very good match, though, and I cannot help but recognize a certain French look, maybe due to the cruciform tail and the oval air intake? The P29G could also, with Argentinian marking, have become a revised version of the FMA Pulqui II?
Birds on a backhoe on Tern Island in the French Frigate Shoals, Hawaii.
Camera: Olympus OM-1
Lens: Olympus OM-System S Zuiko MC Auto-Zoom f/4 35-70mm.
Film: Kodak Ektachrome E100D Expired 10/20
Developer: The Darkroom
NASA Release Date: April 12, 2011
Pictured here are two named craters, Bek (32 km in diameter) and Lermontov (166 km in diameter). Bek's beautiful rays are indicative of its relative youth; Lermontov's floor is a suspected site of explosive volcanism, with irregular depressions and a distinct color signature.
This image was acquired as part of MDIS's color base map. The color base map is composed of WAC images taken through eight different narrow-band color filters and will cover more than 90% of Mercury's surface with an average resolution of 1 kilometer/pixel (0.6 miles/pixel). The highest-quality color images are obtained for Mercury's surface when both the spacecraft and the Sun are overhead, so these images typically are taken with viewing conditions of low incidence and emission angles.
The MESSENGER spacecraft is the first ever to orbit the planet Mercury, and the spacecraft's seven scientific instruments and radio science investigation are unraveling the history and evolution of the Solar System's innermost planet. Visit the Why Mercury? section of this website to learn more about the key science questions that the MESSENGER mission is addressing. During the one-year primary mission, MDIS is scheduled to acquire more than 75,000 images in support of MESSENGER's science goals.
Credit: NASA/Johns Hopkins University Applied Physics Laboratory/Carnegie Institution of Washington
With the lightweight aluminium front and rear axles from the BMW M3/M4 models, forged 19-inch aluminium wheels with mixed-size tyres, M Servotronic steering with two settings and suitably effective M compound brakes, the new BMW M2 Coupe has raised the bar once again in the compact high-performance sports car segment when it comes to driving dynamics. The electronically controlled Active M Differential, which optimises traction and directional stability, also plays a significant role here. And even greater driving pleasure is on the cards when the Dynamic Stability Control system’s M Dynamic Mode (MDM) is activated. MDM allows wheel slip and therefore moderate, controlled drifts on the track.
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A strong storm system was delivering heavy rain to San Jose, CA this evening. The line of heaviest precipitation was witnessed as this system's main cold front/frontal system finally pushed thru. The Warriors game was on, so I hurried back home to watch the 2nd half after the rains have subsided lol. Certainly, rain & wind was felt in the Bay Area this day as the 1st of 3 storms were to bring widespread rainfall (and gusty winds) for the entire state into early next week... Drive safe out there! (Video footage taken Wednesday evening, January 18, 2017)
***Summary of this new atmospheric river event:
A new round of storms were to take aim at California. Each storm was to bring locally drenching rain. Beginning Wednesday, 3 separate storm systems were set to impact the Bay Area. The 1st was forecast to arrive Wednesday. The 2nd system was forecast to arrive by Thursday night into Friday. The 3rd final system was to arrive by Saturday night & extend thru the weekend. For this 3rd storm system, rainfall amounts were to be higher than either of the first 2 systems. All 3 storms were expected to be relatively fast-moving, so rainfall accumulations won't be that intense as opposed to the previous AR event earlier in the month.
The first 2 systems were not likely to cause too many headaches because of the limited storm-total rainfall amounts forecasted. The 3rd system has the greatest chance to cause more widespread problems, because the projected rainfall totals are highest in this 3rd system. Most creeks and rivers may handle the successive runoff, but a few may approach or exceed flood levels... Drive safely out there! A prolonged weather event of this nature has the potential to produce flows in local rivers not seen since 2010.
What about the drought status? The worst drought areas have been greatly reduced to a small region northwest of Los Angeles. At this point, just 2.1 percent of the state was now in "exceptional drought"! Indeed, we were finally headed in the right direction in terms of the water supply for the state...
Wet, unsettled weather makes a big return to San Jose, CA. We were also under hazardous weather advisories at the time. I miss this weather... It feels like it's been forever since I've seen rain!
Weather scenario/details:
At last, rain was finally making a return to California after a very dry February! Certainly, we were in for a lot of it! Although we were still in a drought, all this rain equals hazardous conditions... It may be too much of a good thing...
Here's a weather rundown: Why the sudden rains? An atmospheric river event was in store for California for early March 2016... Despite a very dry and mild February, a major pattern change toward a much wetter weather pattern was imminent. The 1st strong system of the series had hit by the first weekend of the month, bringing heavy rain, gusty winds, and heavy mountain snow. Wind & flood advisories were also issued with the first system of the series. The 1st system's strong cold front had approached the Bay Area by Saturday afternoon. Strong southerly winds have developed as the front passed thru. While this rain was to help replenish depleted water reservoirs and put a dent in the long-standing drought, the large amount of rain in a short time frame would lead to flooding and mudslides. Despite its drawbacks, the rainfall was beneficial to the state's water supply. Impacts from the 1st strong system had brought heavy rain & wind to my area in San Jose, CA. The 2nd system was expected to arrive by Sunday night and into Monday. At the time, the 2nd system appeared a bit stronger, bringing in more heavy rain, according to forecasters. Looks like this was El Nino's last hurrah this winter! Is a 'Miracle-March' imminent? Drive safe & stay dry out there, guys.
(Footage filmed Saturday, March 5, 2016 from around San Jose, CA)
I think I've modded my skyrim to the limit of its possibilities, and certainly to the limit of my system's ;)
Above is a slightly tweaked Snofwall Weathers ENB with an alternate dof shader.
Image of the former station building at St. Enoch subway station in the centre of St. Enoch Square in Glasgow. Construction of the 6.5 mile 4ft gauge cable operated underground railway started here in March 1891 and the 15 station circular route of the Glasgow District Subway opened on 14 December 1896. The station was built to the design of architect, James Miller. Overcrowding on the first day and interruptions to service led to the decision to not reopen until 21 January 1897. The Corporation of Glasgow took over the Company in 1923. Electric haulage was introduced separately on the Inner and Outer Circles during 1935. After the system’s closure for extensive modernisation between 1977 and 1980, this building became a travel information centre with new entrances to the station provided to the north and south of this building. Currently it is operated as a coffee shop by one of the national chains. On the right of the picture is the one time St. Enoch Church which was demolished in 1925. On the left is the former Glasgow and South Western Railway St Enoch terminus (opened 1876) and hotel (opened 1879). British Rail closed the station in 1966, the hotel lasting a little longer until 1974. Both were subsequently demolished and replaced by the St. Enoch shopping centre (opened 1989). The square was until more recently used by Corporation bus services (later those of the Passenger Transport Executive and its successors ) until pedestrianisation took over. In the 1950s and 1960s, BEA maintained its Glasgow Air Terminal in one of the shop units on the left under the main line station’s cab road. The picture of the Subway station is from the 1900 book “The Glasgow District Subway” by Andrew Home Morton, whose father, David, was Consulting Mechanical Engineer to the Subway Company at the time of construction.
The geothermal areas of Yellowstone include several geyser basins in Yellowstone National Park as well as other geothermal features such as hot springs, mud pots, and fumaroles. The number of thermal features in Yellowstone is estimated at 10,000. A study that was completed in 2011 found that a total of 1,283 geysers have erupted in Yellowstone, 465 of which are active during an average year. These are distributed among nine geyser basins, with a few geysers found in smaller thermal areas throughout the Park. The number of geysers in each geyser basin are as follows: Upper Geyser Basin (410), Midway Geyser Basin (59), Lower Geyser Basin (283), Norris Geyser Basin (193), West Thumb Geyser Basin (84), Gibbon Geyser Basin (24), Lone Star Geyser Basin (21), Shoshone Geyser Basin (107), Heart Lake Geyser Basin (69), other areas (33). Although famous large geysers like Old Faithful are part of the total, most of Yellowstone's geysers are small, erupting to only a foot or two. The hydrothermal system that supplies the geysers with hot water sits within an ancient active caldera. Many of the thermal features in Yellowstone build up sinter, geyserite, or travertine deposits around and within them.
The various geyser basins are located where rainwater and snowmelt can percolate into the ground, get indirectly superheated by the underlying Yellowstone hotspot, and then erupt at the surface as geysers, hot springs, and fumaroles. Thus flat-bottomed valleys between ancient lava flows and glacial moraines are where most of the large geothermal areas are located. Smaller geothermal areas can be found where fault lines reach the surface, in places along the circular fracture zone around the caldera, and at the base of slopes that collect excess groundwater. Due to the Yellowstone Plateau's high elevation the average boiling temperature at Yellowstone's geyser basins is 199 °F (93 °C). When properly confined and close to the surface it can periodically release some of the built-up pressure in eruptions of hot water and steam that can reach up to 390 feet (120 m) into the air (see Steamboat Geyser, the world's tallest geyser). Water erupting from Yellowstone's geysers is superheated above that boiling point to an average of 204 °F (95.5 °C) as it leaves the vent. The water cools significantly while airborne and is no longer scalding hot by the time it strikes the ground, nearby boardwalks, or even spectators. Because of the high temperatures of the water in the features it is important that spectators remain on the boardwalks and designated trails. Several deaths have occurred in the park as a result of falls into hot springs.
Prehistoric Native American artifacts have been found at Mammoth Hot Springs and other geothermal areas in Yellowstone. Some accounts state that the early people used hot water from the geothermal features for bathing and cooking. In the 19th century Father Pierre-Jean De Smet reported that natives he interviewed thought that geyser eruptions were "the result of combat between the infernal spirits". The Lewis and Clark Expedition traveled north of the Yellowstone area in 1806. Local natives that they came upon seldom dared to enter what we now know is the caldera because of frequent loud noises that sounded like thunder and the belief that the spirits that possessed the area did not like human intrusion into their realm. The first white man known to travel into the caldera and see the geothermal features was John Colter, who had left the Lewis and Clark Expedition. He described what he saw as "hot spring brimstone". Beaver trapper Joseph Meek recounted in 1830 that the steam rising from the various geyser basins reminded him of smoke coming from industrial smokestacks on a cold winter morning in Pittsburgh, Pennsylvania. In the 1850s famed trapper Jim Bridger called it "the place where Hell bubbled up".
The heat that drives geothermal activity in the Yellowstone area comes from brine (salty water) that is 1.5–3 miles (7,900–15,800 ft; 2,400–4,800 m) below the surface. This is actually below the solid volcanic rock and sediment that extends to a depth of 3,000 to 6,000 feet (900 to 1,800 m) and is inside the hot but mostly solid part of the pluton that contains Yellowstone's magma chamber. At that depth the brine is superheated to temperatures that exceed 400 °F (204 °C) but is able to remain a liquid because it is under great pressure (like a huge pressure cooker).
Convection of the churning brine and conduction from surrounding rock transfers heat to an overlaying layer of fresh groundwater. Movement of the two liquids is facilitated by the highly fractured and porous nature of the rocks under the Yellowstone Plateau. Some silica is dissolved from the fractured rhyolite into the hot water as it travels through the fractured rock. Part of this hard mineral is later redeposited on the walls of the cracks and fissures to make a nearly pressure-tight system. Silica precipitates at the surface to form either geyserite or sinter, creating the massive geyser cones, the scalloped edges of hot springs, and the seemingly barren landscape of geyser basins.
There are at least five types of geothermal features found at Yellowstone:
Fumaroles: Fumaroles, or steam vents, are the hottest hydrothermal features in the park. They have so little water that it all flashes into steam before reaching the surface. At places like Roaring Mountain, the result is loud hissing of steam and gases.
Geysers: Geysers such as Old Faithful are a type of geothermal feature that periodically erupt scalding hot water. Increased pressure exerted by the enormous weight of the overlying rock and water prevents deeper water from boiling. As the hot water rises it is under less pressure and steam bubbles form. They, in turn, expand on their ascent until the bubbles are too big and numerous to pass freely through constrictions. At a critical point the confined bubbles actually lift the water above, causing the geyser to splash or overflow. This decreases the pressure of the system and violent boiling results. Large quantities of water flash into tremendous amounts of steam that force a jet of water out of the vent: an eruption begins. Water (and heat) is expelled faster than the geyser's recharge rate, gradually decreasing the system's pressure and eventually ending the eruption.
Hot springs: Hot springs such as Grand Prismatic Spring are the most common hydrothermal features in the park. Their plumbing has no constrictions. Superheated water cools as it reaches the surface, sinks, and is replaced by hotter water from below. This circulation, called convection, prevents water from reaching the temperature needed to set off an eruption. Many hot springs give rise to streams of heated water.
Mudpots: Mudpots such as Fountain Paint Pots are acidic hot springs with a limited water supply. Some microorganisms use hydrogen sulfide (rotten egg smell), which rises from deep within the earth, as an energy source. They convert the gas into sulfuric acid, which breaks down rock into clay.
Travertine terraces: Travertine terraces, found at Mammoth Hot Springs, are formed from limestone (a rock type made of calcium carbonate). Thermal waters rise through the limestone, carrying high amounts of dissolved carbonate. Carbon dioxide is released at the surface and calcium carbonate deposited as travertine, the chalky white rock of the terraces. These features constantly and quickly change due to the rapid rate of deposition.
Geyser basins
The Norris Geyser Basin 44°43′43″N 110°42′16″W is the hottest geyser basin in the park and is located near the northwest edge of Yellowstone Caldera near Norris Junction and on the intersection of three major faults. The Norris-Mammoth Corridor is a fault that runs from Norris north through Mammoth to the Gardiner, Montana, area. The Hebgen Lake fault runs from northwest of West Yellowstone, Montana, to Norris. This fault experienced an earthquake in 1959 that measured 7.4 on the Richter scale (sources vary on exact magnitude between 7.1 and 7.8; see 1959 Hebgen Lake earthquake). Norris Geyser Basin is so hot and dynamic because these two faults intersect with the ring fracture zone that resulted from the creation of the Yellowstone Caldera of 640,000 years ago.
The Basin consists of three main areas: Porcelain Basin, Back Basin, and One Hundred Springs Plain. Unlike most of other geyser basins in the park, the waters from Norris are acidic rather than alkaline (for example, Echinus Geyser has a pH of ~3.5). The difference in pH allows for a different class of bacterial thermophiles to live at Norris, creating different color patterns in and around the Norris Basin waters.
The Ragged Hills that lie between Back Basin and One Hundred Springs Plain are thermally altered glacial kames. As glaciers receded the underlying thermal features began to express themselves once again, melting remnants of the ice and causing masses of debris to be dumped. These debris piles were then altered by steam and hot water flowing through them. Madison lies within the eroded stream channels cut through lava flows formed after the caldera eruption. The Gibbon Falls lies on the caldera boundary as does Virginia Cascades.
Algae on left bacteria on right at the intersection of flows from the Constant & Whirlgig Geysers at Norris Geyser Basin
The tallest active geyser in the world, Steamboat Geyser,[11] is located in Norris Basin. Unlike the slightly smaller but much more famous Old Faithful Geyser located in Upper Geyser Basin, Steamboat has an erratic and lengthy timetable between major eruptions. During major eruptions, which may be separated by intervals of more than a year (the longest recorded span between major eruptions was 50 years), Steamboat erupts over 300 feet (90 m) into the air. Steamboat does not lie dormant between eruptions, instead displaying minor eruptions of approximately 40 feet (12 m).
Norris Geyser Basin periodically undergoes a large-scale, basin-wide thermal disturbance lasting a few weeks. Water levels fluctuate, and temperatures, pH, colors, and eruptive patterns change throughout the basin. During a disturbance in 1985, Porkchop Geyser continually jetted steam and water; in 1989, the same geyser apparently clogged with silica and blew up, throwing rocks more than 200 feet (61 m). In 2003 a park ranger observed it bubbling heavily, the first such activity seen since 1991. Activity increased dramatically in mid-2003. Because of high ground temperatures and new features beside the trail much of Back Basin was closed until October. In 2004 the boardwalk was routed around the dangerous area and now leads behind Porkchop Geyser.
North of Norris, Roaring Mountain is a large, acidic hydrothermal area (solfatara) with many fumaroles. In the late 19th and early 20th centuries, the number, size, and power of the fumaroles were much greater than today. The fumaroles are most easily seen in the cooler, low-light conditions of morning and evening.
The Gibbon Geyser Basin 44°41′58″N 110°44′34″W includes several thermal areas in the vicinity of the Gibbon River between Gibbon Falls and Norris. The most accessible feature in the basin is Beryl Spring, with a small boardwalk right along the Grand Loop Road. Artists' Paintpots is a small hydrothermal area south of Norris Junction that includes colorful hot springs and two large mudpots.
The Monument Geyser Basin 44°41′03″N 110°45′14″W has no active geysers, but its 'monuments' are siliceous sinter deposits similar to the siliceous spires discovered on the floor of Yellowstone Lake. Scientists hypothesize that this basin's structures formed from a hot water system in a glacially dammed lake during the waning stages of the Pinedale Glaciation. The basin is on a ridge reached by a very steep one-mile (1.6 km) trail south of Artists' Paint Pots. Other areas of thermal activity in Gibbon Geyser Basin lie off-trail.
South of Norris along the rim of the caldera is the Upper Geyser Basin 44°27′52″N 110°49′45″W, which has the highest concentration of geothermal features in the park. This complement of features includes the most famous geyser in the park, Old Faithful Geyser, as well as four other predictable large geysers. One of these large geysers in the area is Castle Geyser which is about 1,400 feet (430 m) northwest of Old Faithful. Castle Geyser has an interval of approximately 13 hours between major eruptions, but is unpredictable after minor eruptions. The other three predictable geysers are Grand Geyser, Daisy Geyser, and Riverside Geyser. Biscuit Basin and Black Sand Basin are also within the boundaries of Upper Geyser Basin.
The hills surrounding Old Faithful and the Upper Geyser Basin are reminders of Quaternary rhyolitic lava flows. These flows, occurring long after the catastrophic eruption of 640,000 years ago, flowed across the landscape like stiff mounds of bread dough due to their high silica content.
Evidence of glacial activity is common, and it is one of the keys that allows geysers to exist. Glacier till deposits underlie the geyser basins providing storage areas for the water used in eruptions. Many landforms, such as Porcupine Hills north of Fountain Flats, are made up of glacial gravel and are reminders that 70,000 to 14,000 years ago, this area was buried under ice.
Signs of the forces of erosion can be seen everywhere, from runoff channels carved across the sinter in the geyser basins to the drainage created by the Firehole River. Mountain building is evident on the drive south of Old Faithful, toward Craig Pass. Here the Rocky Mountains reach a height of 8,262 feet (2,518 m), dividing the country into two distinct watersheds.
Midway Geyser Basin 44°31′04″N 110°49′56″W is much smaller than the other basins found alongside the Firehole River. Despite its small size, it contains two large features, the 200-by-300-foot-wide (60 by 90 m) Excelsior Geyser which pours over 4,000 U.S. gallons (15,000 L; 3,300 imp gal) per minute into the Firehole River. The largest hot spring in Yellowstone, the 370-foot-wide (110 m) and 121-foot-deep (37 m) Grand Prismatic Spring is found here. Also in the basin is Turquoise Pool and Opal Pool.
Lower Geyser Basin
Blue spring with steam rising from it; irregular blotches of red and orange residue are on the banks, along with dead tree trunks.
Silex Spring at Fountain Paint Pot
Farther north is the Lower Geyser Basin 44°32′58″N 110°50′09″W, which is the largest geyser basin in area, covering approximately 11 square miles. Due to its large size, it has a much less concentrated set of geothermal features, including Fountain Paint Pots. Fountain Paint Pots are mud pots, that is, a hot spring that contains boiling mud instead of water. The mud is produced by a higher acidity in the water which enables the spring to dissolve surrounding minerals to create an opaque, usually grey, mud. Also there is Firehole Spring, Celestine Pool, Leather Pool, Red Spouter, Jelly spring, and a number of fumaroles.
Geysers in Lower Geyser Basin include Great Fountain Geyser, whose eruptions reach 100 to 200 feet (30–61 m) in the air, while waves of water cascade down its sinter terraces., the Fountain group of Geysers (Clepsydra Geyser which erupts nearly continuously to heights of 45 feet (14 m), Fountain Geyser, Jelly Geyser, Jet Geyser, Morning Geyser, and Spasm Geyser), the Pink Cone group of geysers (Dilemma Geyser, Labial Geyser, Narcissus Geyser, Pink Geyser, and Pink Cone Geyser), the White Dome group of geysers (Crack Geyser, Gemini Geyser, Pebble Geyser, Rejuvenated Geyser, and White Dome Geyser), as well as Sizzler Geyser.
Clepsydra Geyser erupting. July 2019
Fountain Paint Pots
White Dome Geyser
West Thumb Geyser Basin
Several pools of blue water in ashen rock basin.
West Thumb Geyser Basin
Blackened basin with orange streaks; steam is rising from it with fir trees in the background.
Overflow areas of Silex springs
The West Thumb Geyser Basin 44°25′07″N 110°34′23″W, including Potts Basin to the north, is the largest geyser basin on the shores of Yellowstone Lake. The heat source of the thermal features in this location is thought to be relatively close to the surface, only 10,000 feet (3,000 m) down. West Thumb is about the same size as another famous volcanic caldera, Crater Lake in Oregon, but much smaller than the great Yellowstone Caldera which last erupted about 640,000 years ago. West Thumb is a caldera within a caldera.
West Thumb was created approximately 162,000 years ago when a magma chamber bulged up under the surface of the earth and subsequently cracked it along ring fracture zones. This in turn released the enclosed magma as lava and caused the surface above the emptied magma chamber to collapse. Water later filled the collapsed area of the caldera, forming an extension of Yellowstone Lake. This created the source of heat and water that feed the West Thumb Geyser Basin today.
The thermal features at West Thumb are not only found on the lake shore, but extend under the surface of the lake as well. Several underwater hydrothermal features were discovered in the early 1990s and can be seen as slick spots or slight bulges in the summer. During the winter, the underwater thermal features are visible as melt holes in the icy surface of the lake. The surrounding ice can reach three feet (one yard) in thickness.
Perhaps the most famous hydrothermal feature at West Thumb is a geyser on the lake shore known as Fishing Cone. Walter Trumbull of the 1870 Washburn-Langford-Doane Expedition described a unique event while a man was fishing adjacent to the cone: "...in swinging a trout ashore, it accidentally got off the hook and fell into the spring. For a moment it darted about with wonderful rapidity, as if seeking an outlet. Then it came to the top, dead, and literally boiled." Fishing Cone erupted frequently to the height of 40 feet (12 m) in 1919 and to lesser heights in 1939. One fisherman was badly burned in Fishing Cone in 1921. Fishing at the geyser is now prohibited.
Early visitors would arrive at West Thumb via stagecoach from the Old Faithful area. They had a choice of continuing on the stagecoach or boarding the steamship Zillah to continue the journey by water to Lake Hotel. The boat dock was located near the south end of the geyser basin near Lakeside Spring.
Backcountry Geyser Basins
The Heart Lake 44°18′00″N 110°30′56″W, Lone Star 44°24′50″N 110°49′04″W, and Shoshone Geyser Basins 44°21′16″N 110°47′57″W are located away from the road and require at least several miles of hiking to reach. These areas lack the boardwalks and other safety features of the developed areas. As falling into geothermal features can be fatal, it is usually advisable to visit these areas with an experienced guide or at the very least, travelers need to ensure they remain on well-marked trails.
The Heart Lake Geyser Basin contains several groups of geysers and deep blue hot springs near Heart Lake in the south-central portion of Yellowstone, southeast of most of the main geyser basins. Lying in the Snake River watershed east of Lewis Lake and south of Yellowstone Lake, Heart Lake was named sometime before 1871 for Hart Hunney, a hunter. Other explorers in the region incorrectly assumed that the lake's name was spelled 'heart' because of its shape. The Heart Lake Geyser Basin begins a couple miles from the lake and descends along Witch Creek to the lakeshore. Five groups of hydrothermal features comprise the basin, and all of them contain geysers, although some are dormant.
Between Shoshone Lake and Old Faithful is the Lone Star Geyser Basin, of which the primary feature is Lone Star Geyser, named for its isolation from the nearby geysers of the Upper Geyser Basin. The basin is reachable on foot or bicycle via a 3 mile road that is closed to vehicles.
The Shoshone Geyser Basin, reached by hiking or by boat, contains one of the highest concentrations of geysers in the world – more than 80 in an area 1,600 by 800 feet (490 by 240 m). Hot springs and mudpots dot the landscape between the geyser basin and Shoshone Lake.
Hot Spring Basin is located 15 miles (24 km) north-northeast of Fishing Bridge and has one of Yellowstone's largest collections of hot springs and fumaroles. The geothermal features there release large amounts of sulfur. This makes water from the springs so acidic that it has dissolved holes in the pants of people who sit on wet ground and causes mounds of sulfur three feet (1 m) high to develop around fumaroles. The very hot acidic water and steam have also created voids in the ground that are only covered by a thin crust.
Mammoth Hot Springs is a large complex of hot springs on a hill of travertine in Yellowstone National Park adjacent to Fort Yellowstone and the Mammoth Hot Springs Historic District. It was created over thousands of years as hot water from the spring cooled and deposited calcium carbonate (over two tons flow into Mammoth each day in a solution). Because of the huge amount of geothermal vents, travertine flourishes. Although these springs lie outside the caldera boundary, their energy has been attributed to the same magmatic system that fuels other Yellowstone geothermal areas.
The thermal features at Mud Volcano and Sulphur Caldron are primarily mud pots and fumaroles because the area is situated on a perched water system with little water available. Fumaroles or "steam vents" occur when the ground water boils away faster than it can be recharged. Also, the vapors are rich in sulfuric acid that leaches the rock, breaking it down into clay. Because no water washes away the acid or leached rock, it remains as sticky clay to form a mud pot. Hydrogen sulfide gas is present deep in the earth at Mud Volcano and is oxidized to sulfuric acid by microbial activity, which dissolves the surface soils to create pools and cones of clay and mud. Along with hydrogen sulfide, steam, carbon dioxide, and other gases explode through the layers of mud.
A series of shallow earthquakes associated with the volcanic activity in Yellowstone struck this area in 1978. Soil temperatures increased to nearly 200 °F (93 °C). The slope between Sizzling Basin and Mud Geyser, once covered with green grass and trees, became a barren landscape of fallen trees known as "the cooking hillside".
Yellowstone National Park is a national park located in the western United States, largely in the northwest corner of Wyoming and extending into Montana and Idaho. It was established by the 42nd U.S. Congress with the Yellowstone National Park Protection Act and signed into law by President Ulysses S. Grant on March 1, 1872. Yellowstone was the first national park in the U.S. and is also widely held to be the first national park in the world. The park is known for its wildlife and its many geothermal features, especially the Old Faithful geyser, one of its most popular. While it represents many types of biomes, the subalpine forest is the most abundant. It is part of the South Central Rockies forests ecoregion.
While Native Americans have lived in the Yellowstone region for at least 11,000 years, aside from visits by mountain men during the early-to-mid-19th century, organized exploration did not begin until the late 1860s. Management and control of the park originally fell under the jurisdiction of the U.S. Department of the Interior, the first Secretary of the Interior to supervise the park being Columbus Delano. However, the U.S. Army was eventually commissioned to oversee the management of Yellowstone for 30 years between 1886 and 1916. In 1917, the administration of the park was transferred to the National Park Service, which had been created the previous year. Hundreds of structures have been built and are protected for their architectural and historical significance, and researchers have examined more than a thousand archaeological sites.
Yellowstone National Park spans an area of 3,468.4 sq mi (8,983 km2), comprising lakes, canyons, rivers, and mountain ranges. Yellowstone Lake is one of the largest high-elevation lakes in North America and is centered over the Yellowstone Caldera, the largest super volcano on the continent. The caldera is considered a dormant volcano. It has erupted with tremendous force several times in the last two million years. Well over half of the world's geysers and hydrothermal features are in Yellowstone, fueled by this ongoing volcanism. Lava flows and rocks from volcanic eruptions cover most of the land area of Yellowstone. The park is the centerpiece of the Greater Yellowstone Ecosystem, the largest remaining nearly intact ecosystem in the Earth's northern temperate zone. In 1978, Yellowstone was named a UNESCO World Heritage Site.
Hundreds of species of mammals, birds, fish, reptiles, and amphibians have been documented, including several that are either endangered or threatened. The vast forests and grasslands also include unique species of plants. Yellowstone Park is the largest and most famous megafauna location in the contiguous United States. Grizzly bears, cougars, wolves, and free-ranging herds of bison and elk live in this park. The Yellowstone Park bison herd is the oldest and largest public bison herd in the United States. Forest fires occur in the park each year; in the large forest fires of 1988, nearly one-third of the park was burnt. Yellowstone has numerous recreational opportunities, including hiking, camping, boating, fishing, and sightseeing. Paved roads provide close access to the major geothermal areas as well as some of the lakes and waterfalls. During the winter, visitors often access the park by way of guided tours that use either snow coaches or snowmobiles.
Teton County is a county in the U.S. state of Wyoming. As of the 2020 United States Census, the population was 23,331. Its county seat is Jackson. Its west boundary line is also the Wyoming state boundary shared with Idaho and the southern tip of Montana. Teton County is part of the Jackson, WY-ID Micropolitan Statistical Area.
Teton County contains the Jackson Hole ski area, all of Grand Teton National Park, and 40.4% of Yellowstone National Park's total area, including over 96.6% of its water area (largely in Yellowstone Lake).
Wyoming is a state in the Mountain West subregion of the Western United States. It borders Montana to the north and northwest, South Dakota and Nebraska to the east, Idaho to the west, Utah to the southwest, and Colorado to the south. With a population of 576,851 in 2020, Wyoming is the least populous state despite being the 10th largest by area, with the second-lowest population density after Alaska. The state capital and most populous city is Cheyenne, which had an estimated population of 63,957 in 2018.
Wyoming's western half consists mostly of the ranges and rangelands of the Rocky Mountains; its eastern half consists of high-elevation prairie, and is referred to as the High Plains. Wyoming's climate is semi-arid in some parts and continental in others, making it drier and windier overall than other states, with greater temperature extremes. The federal government owns just under half of Wyoming's land, generally protecting it for public uses. The state ranks sixth in the amount of land—-and fifth in the proportion of its land—-that is owned by the federal government. Its federal lands include two national parks (Grand Teton and Yellowstone), two national recreation areas, two national monuments, and several national forests, as well as historic sites, fish hatcheries, and wildlife refuges.
Indigenous peoples inhabited the region for thousands of years. Historic and currently federally recognized tribes include the Arapaho, Crow, Lakota, and Shoshone. Part of the land that is now Wyoming came under American sovereignty via the Louisiana Purchase, part via the Oregon Treaty, and, lastly, via the Mexican Cession. With the opening of the Oregon Trail, the Mormon Trail, and the California Trail, vast numbers of pioneers travelled through parts of the state that had once been traversed mainly by fur trappers, and this spurred the establishment of forts, such as Fort Laramie, that today serve as population centers. The Transcontinental Railroad supplanted the wagon trails in 1867 with a route through southern Wyoming, bringing new settlers and the establishment of founding towns, including the state capital of Cheyenne. On March 27, 1890, Wyoming became the union's 44th state.
Farming and ranching, and the attendant range wars, feature prominently in the state's history. Today, Wyoming's economy is largely based on tourism and the extraction of minerals such as coal, natural gas, oil, and trona. Its agricultural commodities include barley, hay, livestock, sugar beets, wheat, and wool.
Wyoming was the first state to allow women the right to vote (not counting New Jersey, which had allowed it until 1807), and the right to assume elected office, as well as the first state to elect a female governor. In honor of this part of its history, its most common nickname is "The Equality State" and its official state motto is "Equal Rights". It is among the least religious states in the country, and is known for having a political culture that leans towards libertarian conservatism. The Republican presidential nominee has carried the state in every election since 1968.
The tenth ALMA antenna arrives at the 5000-metre Chajnantor plateau in March 2011, carried on an ALMA transporter vehicle, joining eight others in the central cluster. Another antenna is not shown here, as it is placed about 600 metres away, allowing the astronomers and engineers to test the system’s performance with a longer baseline — the separation between a pair of antennas. When ALMA construction is completed in 2013, there will be a total of 66 antennas in the array.
More information: www.eso.org/public/announcements/ann11013/
C/2025 K1: A Whisper of Ice Crossing the Desert Dawn
In the quiet breath of the Arizona dawn, Comet C/2025 K1 drifted across the awakening sky—an ancient traveler sculpted from primordial ice, older than mountains, older than seas, older than the dreams of our species. Through the optics of your Celestron Nexstar 9.25 and the shimmering precision of the Hyperstar, its faint glow became a lesson in cosmic persistence: that every comet is a messenger from the Solar System’s cold nursery, carrying dust older than the Sun itself.
This morning, at Desert Bloom Observatory, your instruments worked as one—guiders, filters, sensors, and mount—each capturing not just light, but story. And the story is this: comets remind us that even the smallest wanderers reshape worlds, seed oceans, and whisper clues about how life first awakened on Earth. In your image, science becomes poetry, and the sky becomes a teacher—urging us to look up, to learn, and to remember that we, too, are made of wandering stardust.
Exposure: 0.05 sec (1/20)
Aperture: f/3.5
Focal Length: 28 mm
ISO Speed: 400
Exposure Bias: 0 EV
Flash: Off, Did not fire
The London Underground is a metro system serving a large part of Greater London and neighbouring areas of Essex, Hertfordshire and Buckinghamshire in England. It is the world's oldest underground railway system. It is usually referred to as the Underground or the Tube - the latter deriving from the shape of the system's deep-bore tunnels - although about 55% of the network is above ground.
The earlier lines of the present London Underground network, which were built by various private companies, became part of an integrated transport system (which excluded the main line railways) in 1933 with the creation of the London Passenger Transport Board (LPTB), more commonly known by its shortened name: "London Transport".
The Underground has 268 stations and approximately 400 km (250 miles) of track,[1] making it the longest metro system in the world by route length,[4] and one of the most served in terms of stations. In 2007, over one billion passenger journeys were recorded.
Transport for London (TfL) was created in 2000 as the integrated body responsible for London's transport system. It replaced London Regional Transport. It assumed control of London Underground Limited in July 2003.
The London Underground's 11 lines are the Bakerloo line, Central line, Circle line, District line, Hammersmith & City line, Jubilee line, Metropolitan line, Northern line, Piccadilly line, Victoria line, and Waterloo & City line.
Until 2007 there was a twelfth line, the East London line, but this has closed for rebuilding work. It will be reopen as part of London Overground - part of the National Rail network and eventually connected to its North London Line - in 2010.
The Underground has been featured in many movies and television shows, including Sliding Doors, Tube Tales and Neverwhere. The London Underground Film Office handles over 100 requests per month. The Underground has also featured in music such as The Jam's "Down in the Tube Station at Midnight" and in literature such as the graphic novel V for Vendetta. Popular legends about the Underground being haunted persist to this day.
The Underground currently sponsors and contributes to the arts via its Platform for Art and Poems on the Underground projects. Poster and billboard space (and in the case of Gloucester Road tube station, an entire disused platform) is given over to artwork and poetry to "create an environment for positive impact and to enhance and enrich the journeys of ... passengers".[
The London Underground's 11 lines are the Bakerloo line, Central line, Circle line, District line, Hammersmith & City line, Jubilee line, Metropolitan line, Northern line, Piccadilly line, Victoria line, and Waterloo & City line. Until 2007 there was a twelfth line, the East London line, but this has closed for conversion work and will be transferred to the London Overground when it reopens in 2010.
Transport for London (TfL) was created in 2000 as the integrated body responsible for London's transport system. It replaced London Regional Transport. It assumed control of London Underground Limited in July 2003.
TfL is part of the Greater London Authority and is constituted as a statutory corporation regulated under local government finance rules.[22] It has three subsidiaries: London Transport Insurance (Guernsey) Ltd., the TfL Pension Fund Trustee Co. Ltd. and Transport Trading Ltd (TTL). TTL has six wholly-owned subsidiaries, one of which is London Underground Limited.
London Underground From Wikipedia
Photo is illegally used on this webpage
Guilford Rail System's train EDMO's power shuffles around East Deerfield yard. May 24, 2002, Kodak Extra Gold 400
Report on operations of the Board during the year. Provides minutes of Federal Open Market Committee meetings, financial statements of the Board and combined financial statements of the Reserve Banks, financial statements for Federal Reserve priced services, information on other services provided by the Reserve Banks, directories of Federal Reserve officials and advisory committees, statistical tables, and maps showing the System's District and Branch boundaries.
Full report: www.federalreserve.gov/publications/annual-report/default...
This is not a level of DooM. It's Edogawa flood prevention system's main buffer tank, north of Tokyo. The size of this underground cathedral is 177x78x28m
Other pictures of Japan, Tokyo (東京) and G-Cans (首都圏外郭放水路の龍Q館).
Edited Suomi NPP image of smoke from the Mendocino (and other) fires in Northern California last summer. This image was used as a check for HRRR-Smoke modeling.
Image source: earthobservatory.nasa.gov/images/144190/which-way-will-th...
Original caption: By the time the U.S. Forest Service declared the Mendocino Complex Fire 100 percent contained in mid-September 2018, it had burned for nearly two months, destroyed 157 homes, and scorched more than 459,000 acres, making it the largest wildfire in California history. Wildfires in the state burned more than 1.3 million acres from January 1 through November 4, shrouding the region and, at times, whole swaths of the country, in smoke.
In the past, the behavior of such wildfires and their smoke plumes was notoriously difficult to forecast. “It was a challenge for the atmospheric models to know where a fire was, how active it was, and how much emissions it was putting into the atmosphere,” said Andy Edman, who oversees Western region wildfires for the National Weather Service. “It was sort of like having a family reunion. Most everyone is going to be acting normal, but wildfire behavior can be like your crazy uncle—erratic and difficult to predict.”
But a new experimental model that relies on data from National Oceanic and Atmospheric Administration (NOAA) and NASA satellites has proven remarkably good at simulating the behavior of wildfire smoke. The High-Resolution Rapid Refresh Smoke model, or HRRR-Smoke, builds on NOAA’s existing HRRR weather model, which forecasts rain, wind, and thunderstorms. It ingests real-time data from the Joint Polar Satellite System’s Suomi-NPP and NOAA-20 polar-orbiting satellites, as well as NASA’s Terra and Aqua satellites.
The image on the top left, captured by the Visible Infrared Imaging Radiometer Suite (VIIRS) on Suomi-NPP, shows the Western United States in natural color in the afternoon on August 6, 2018, at the height of the Mendocino Complex Fire. On the top right is a HRRR-Smoke simulation from the same region at the same time.
Central to HRRR-Smoke is an important metric called fire radiative power. FRP is a measurement of the amount of heat released by a given fire in megawatts. A large fire, for example, might reach about 4,000 megawatts per pixel (750x750 meters). Calculating radiative power and where it is distributed can help scientists pinpoint the active front of a fire and predict the density and trajectory of the smoke it will emit.
The HRRR-smoke model combines FRP data with observations of wind speed, rain, and atmospheric temperature. It also includes vegetation maps because the more scientists know about what is burning, the better the simulation. (For instance, sagebrush burns differently than ponderosa pine.) These measurements are mapped to a three-dimensional grid that extends nearly 16 miles into the atmosphere. What results is a detailed forecast of the amount of smoke produced, the direction it should travel, and its plume height. HRRR-Smoke generates forecasts four times per day and looks ahead by 36 hours.
The forecasts include two key sets of predictions. “Near-surface smoke” refers to the smoke that will hover within 8 meters (26 feet) of the ground—the kind responsible for burning eyes and aggravated asthma. “Vertically integrated smoke” depicts all of the smoke in a vertical column, including smoke high in Earth’s atmosphere. That is the smoke you see at sunrise and sunset. The animation below shows a 36-hour forecast of vertically integrated smoke on August 6, 2018.
[Unfortunately, I was unable to upload this animated GIF to Flickr... - please see original site for image.]
“Near-surface smoke is one indicator of air pollution, but the smoke could also be at much higher altitudes,” said Ravan Ahmadov, the main developer of the HRRR-smoke model, and a research scientist at NOAA’s Earth Systems Research Laboratory and the Cooperative Institute for Research in Environmental Sciences. “That’s important to know, because the smoke could affect visibility for aviation.” High-altitude smoke can also block incoming sunlight, which can cool air temperatures and interfere with solar energy production.
HRRR-Smoke is being used increasingly by forecasters and government agencies, but also by some local groups. During California’s Ferguson fire, the Department of Transportation used HRRR-Smoke simulations as part of its decision-making to suspend Amtrak rail service in the region. Likewise, the model was part of the National Park Service calculus when it closed parts of Yosemite.
On a local scale, schools in Utah referred to model forecasts when they opted to keep kids inside during recess and to cancel football games due to fires burning south of Provo. In Oregon, a youth swimming coach moved outdoor practice to an indoor pool after hearing the forecast.
“When we can tell people that the smoke is going to move in and hang around for a day, they can take smart actions to anticipate the event,” Edman said. “If you have a child with asthma, you’ll know to take precautions.”
The HRRR-Smoke model is still evolving. One limitation, Ahmadov said, is that each polar orbiting satellite passes each location in the continental United States just twice a day, and fires can spread and evolve rapidly during the time between those observations. He hopes to eventually incorporate data from geostationary satellites like GOES-16 and GOES-17, which have a lower spatial resolution but would scan the fires more often. The ultimate goal is to add smoke to the regular HRRR model used by the National Weather Service.
“In the next couple of years, I think we are going to see a lot of small, incremental improvements,” Edman said. “The model is not perfect, but all of the components came together this year, and the forecasts were pretty darn good.”
NASA Earth Observatory images by Lauren Dauphin, using VIIRS data from the Suomi National Polar-orbiting Partnership and HRRR-Smoke data. Story by Jenny Marder, Joint Polar Satellite System.
Date acquired: April 05, 2013
This striking image of Kuiper shows the crater in a new perspective. This image highlights the crater's smooth impact melt and central peaks. Kuiper, first seen by Mariner 10, is an easily identifiable feature on Mercury's surface due to its bright rays, similar to Hokusai.
This image was acquired as a high-resolution targeted observation. Targeted observations are images of a small area on Mercury's surface at resolutions much higher than the 200-meter/pixel morphology base map. It is not possible to cover all of Mercury's surface at this high resolution, but typically several areas of high scientific interest are imaged in this mode each week.
The MESSENGER spacecraft is the first ever to orbit the planet Mercury, and the spacecraft's seven scientific instruments and radio science investigation are unraveling the history and evolution of the Solar System's innermost planet. During the first two years of orbital operations, MESSENGER acquired over 150,000 images and extensive other data sets. MESSENGER is capable of continuing orbital operations until early 2015.
Credit: NASA/Johns Hopkins University Applied Physics Laboratory/Carnegie Institution of Washington
GOVERNOR ANNOUNCES STOP VIOLENCE AGAINST WOMEN ACT
PROGRAM GRANT AWARDS
CHARLESTON -- Governor Earl Ray Tomblin today, June 29, 2016, awarded $1,087,599.00 in STOP Violence Against Women Grant Program funds for twenty-eight (28) projects statewide. The purpose of these funds is to establish or enhance teams whose core members include victim service providers, law enforcement, and prosecution to improve the criminal justice system's response to violence against women. Grants provide personnel, equipment, training, technical assistance, and information systems for the establishment or enhancement of these teams. Additionally, statewide projects are funded to provide training and educational opportunities for all victim service providers, law enforcement, prosecution, and court personnel throughout the state.
STOP funds are awarded from the Office on Violence Against Women, Office of the U.S. Department of Justice. The funds are administered by the Division of Justice and Community Services.
Funds were awarded to the following:
CABELL
Branches Domestic Violence Shelter, Inc.$55,446.00
These funds provide for the enhancement and the continuation of the Cabell County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Cabell County Prosecutor's Office, Branches Domestic Violence Shelter, CONTACT of Huntington, and the Huntington Police Department.
Contact:Ms. Amanda McComas
Phone: (304) 529-2382
Email: mccomas@branchesdvs.org
CALHOUN
Family Crisis Intervention Center$19,799.00
These funds provide for the enhancement and the continuation of the Calhoun County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Calhoun County Prosecutor's Office, the Family Crisis Intervention Center, and the Calhoun County Sheriff's Department.
Contact:Ms Emly S. Larkins
Phone: (304) 428-2333
Email: eelarkins@suddenlink.net
FAYETTE
Comprehensive Women's Service Council$32,671.00
These funds provide for the enhancement and the continuation of the Fayette County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Fayette County Prosecutor's Office, the Comprehensive Women’s Service Council, and the Fayette County Sheriff’s Department.
Contact:Ms. Patricia M. Bailey
Phone: (304) 255-2559
Email: Pbailey@wrcwv.org
GRANT
Family Crisis Center, Inc.$17,683.00
These funds provide for the enhancement and the continuation of the Grant County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Grant County Prosecutor’s Office, the Family Crisis Center, and the Grant County Sheriff’s Department.
Contact:Ms. Sony Fazzalore
Phone: (304) 788-6061
Email: fcc911@frontier.com
GREENBRIER
Family Refuge Center$53,040.00
These funds provide for the enhancement and the continuation of the Greenbrier County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Greenbrier County Prosecutor's Office, the Family Refuge Center, the Lewisburg Police Department, and the Greenbrier County Sheriff’s Department.
Contact:Ms. Kenosha Davenport
Phone: (304) 645-6334
Email: kenoshad@familyrefugecenter.org
HARRISON
Task Force on Domestic Violence, "HOPE, Inc."$43,176.00
These funds provide for the enhancement and the continuation of the Harrison County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Harrison County Prosecutor's Office, the Task Force on Domestic Violence “HOPE, Inc.”, the Bridgeport Police Department and the Clarksburg Police Department.
Contact:Ms. Harriet Sutton
Phone: (304) 367-1100
Email: hmsutton@hopeincwv.org
KANAWHA
Kanawha County Commission$46,429.00
These funds provide for the enhancement and the continuation of the Kanawha County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Kanawha County Prosecutor's Office, the YWCA Resolve Family Abuse Program, the Family Counseling Connection – REACH Program, Beginning My Empowerment Thru Emmanuel's Kingdom (BEMEEK) Outreach Program, the Kanawha County Sheriff’s Department, and the Charleston Police Department.
Contact:Ms. Gale A. Teare
Phone: (304) 357-0499
Email: galeteare@kcso.us
MARION
Task Force on Domestic Violence, "HOPE, Inc."$51,078.00
These funds provide for the enhancement and the continuation of the Marion County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Marion County Prosecutor's Office, the Task Force on Domestic Violence, "HOPE, Inc.", the Marion County Sheriff's Department, and the Fairmont Police Department.
Contact:Ms. Harriet Sutton
Phone: (304) 367-1100
Email: hmsutton@hopeincwv.org
MARSHALL
Marshall County Commission$25,259.00
These funds provide for the enhancement and the continuation of the Marshall County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Marshall County Prosecutor's Office, the YWCA Family Violence Prevention Program, and the Marshall County Sheriff's Department.
Contact:Ms. Betsy Frohnapfel
Phone: (304) 845-0482
Email: bfrohnapfel@marshallcountywv.org
MINERAL
Family Crisis Center, Inc.$17,683.00
These funds provide for the enhancement and the continuation of the Mineral County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Mineral County Prosecutor's Office, the Family Crisis Center, and the Mineral County Sheriff’s Department.
Contact:Ms. Sonya Fazzalore
Phone: (304) 788-6061
Email: fcc911@frontier.com
MINGO
Tug Valley Recovery Shelter, Inc.$43,576.00
These funds provide for the enhancement and the continuation of the Mingo County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Mingo County Prosecutor's Office, the Tug Valley Recovery Shelter, and the Mingo County Sheriff's Department.
Contact:Ms. Kim Ryan
Phone: (304) 235-6121
Email: k.s.ryan@hotmail.com
MINGO, LOGAN
Tug Valley Recovery Shelter, Inc.$32,596.00
These funds provide for the enhancement and the continuation of the Logan County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Logan County Prosecutor's Office, the Tug Valley Recovery Shelter, and the Logan County Sheriff’s Department.
Contact:Ms. Kim Ryan
Phone: (304) 235-6121
Email: k.s.ryan@hotmail.com
MONONGALIA
The Rape & Domestic Violence Information Center, Inc.$54,599.00
These funds provide for the enhancement and the continuation of the Monongalia County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Monongalia County Prosecutor's Office, the Rape and Domestic Violence Information Center, the Morgantown Police Department, the Monongalia County Sheriff’s Department, and the Star City Police Department.
Contact:Ms. Judy King
Phone: (304) 292-5100
Email: rdvic99@earthlink.net
Monroe
Family Refuge Center$23,825.00
These funds provide for the enhancement and the continuation of the Monroe County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Monroe County Prosecutor's Office, the Family Refuge Center, and the Monroe County Sheriff's Department.
Contact:Ms. Kenosha Davenport
Phone: (304) 645-6334
Email: kenoshad@familyresourcecenter.org
NICHOLAS
Comprehensive Women's Service Council$36,904.00
These funds provide for the enhancement and the continuation of the Nicholas County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Nicholas County Prosecutor's Office, the Comprehensive Women’s Service Council and the Nicholas County Sheriff's Department.
Contact:Ms. Patricia M. Bailey
Phone: (304) 255-2559
Email: pbailey@wrcwv.org
OHIO
Ohio County Commission$87,614.00
These funds provide for the enhancement and the continuation of the Ohio County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Ohio County Prosecutor's Office, the YWCA Family Violence Prevention Program, the YWCA Cultural Diversity and Community Outreach Program, and the Ohio County Sheriff’s Department.
Contact:Mr. Scott R. Smith
Phone: (304) 234-3631
Email: ssmith@wvocpa.org
POCAHONTAS
Family Refuge Center $6,000.00
These funds provide for the enhancement of the Pocahontas County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Pocahontas County Prosecutor’s Office, the Family Refuge Center and the Pocahontas County Sheriff’s Department.
Contact:Ms. Kenosha Davenport
Phone: (304) 645-6334
Email: kenoshad@familyrefugecenter.org
PRESTON
The Rape & Domestic Violence Information Center, Inc.$35,643.00
These funds provide for the enhancement and the continuation of the Preston County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Preston County Prosecutor's Office, the Rape and Domestic Violence Information Center, and the Preston County Sheriff's Department.
Contact:Ms. Judy King
Phone: (304) 292-5100
Email: rdvic99@earthlink.net
PUTNAM
Putnam County Commission$25,421.00
These funds provide for the enhancement and the continuation of the Putnam County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Putnam County Prosecutor's Office, Branches Domestic Violence Shelter, the Family Counseling Connection - REACH Program, and the Putnam County Sheriff's Department.
Contact:Sheriff Steve Deweese
Phone: (304) 586-0256
Email: tcraigo@putnamwv.org
RALEIGH
Comprehensive Women's Service Council$60,535.00
These funds provide for the enhancement and the continuation of the Raleigh County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Raleigh County Prosecutor's Office, the Comprehensive Women’s Service Council, and the Beckley Police Department.
Contact:Ms. Patricia M. Bailey
Phone: (304) 255-2559
Email: pbailey@wrcwv.org
RANDOLPH
Women's Aid in Crisis$16,767.00
These funds provide for the enhancement and the continuation of the Randolph County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Randolph County Prosecutor's Office, Women's Aid in Crisis, and the Randolph County Sheriff’s Department.
Contact:Ms. Marcia R. Drake
Phone: (304) 626-8433
Email: mdrake@waicwv.org
ROANE
Family Crisis Intervention Center$17,398.00
These funds provide for the enhancement and the continuation of the Roane County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Roane County Prosecutor's Office, the Family Crisis Intervention Center, the Spencer Police Department, and the Roane County Sheriff's Department.
Contact:Ms. Emily S. Larkins
Phone: (304) 428-2333
Email: eelarkins@suddenlink.net
UPSHUR
Upshur County Commission$26,496.00
These funds provide for the enhancement and the continuation of the Upshur County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Upshur County Prosecutor's Office, Women's Aid in Crisis, and the Buckhannon Police Department.
Contact:Mr. David E. Godwin
Phone: (304) 472-9699
Email: degodwin@upshurcounty.org
STATEWIDE
West Virginia Prosecuting Attorneys Institute$39,284.00
These funds provide for the development and continuation of strengthening prosecution strategies and best practices as well as improve prosecution-based victim services in cases involving violence against women through training and the development of resources.
Contact:Ms. Sherry Eling
Phone: (304) 558-3348
Email: sherry.s.eling@wv.gov
West Virginia Foundation for Rape Information and Services$56,689.00
These funds provide for finalizing the development of an Advocate Guide and Protocol with participating correctional facilities in the state for service provision; convert training materials into e-learning resources; and work with Rape Crisis Centers on service implementation in order to work towards compliance with PREA requirements.
Contact:Ms. Nancy Hoffman
Phone: (304) 366-9500
Email: wvfris@frontier.com
West Virginia Supreme Court of Appeals$54,104.00
These funds provide for updating and printing the Domestic Violence Benchbook; to provide the salary of a DV Case Coordinator for the pilot program of the Kanawha County Domestic Violence Court; to maintain the Domestic Violence Registry back-up internet site; and to provide continued training for court personnel in the area of domestic violence, sexual assault, stalking and dating violence.
Contact:Ms. Angela Saunders
Phone: (304) 558-0145
Email: Angela.saunders@courtswv.gov
West Virginia Coalition Against Domestic Violence$43,763.00
These funds provide for the continued enhancement of the statewide domestic and sexual violence database; to provide training and technical assistance for STOP Teams and Domestic Violence Programs on cultural diversity and cultural competency; and to promote dating violence protocols.
Contact:Ms. Tonia Thomas
Phone: (304) 965-3552
Email: tthomas@wvcadv.org
West Virginia Foundation for Rape Information and Serivces$64,121.00
These funds provide for training activities, the on-going development and capacity building of service providers to victims of sexual assault, dating violence and stalking crimes, and to provide training and resources for these programs in order to provide services to sexual assault, dating violence, and stalking victims.
Contact:Ms. Nancy Hoffman
Phone: (304) 366-9500
Email: wvfris@frountier.com
Division of Justice & Community Services contact:
Sarah J. Brown
Senior Justice Programs Specialist
Division of Justice and Community Services
1204 Kanawha Boulevard, East
Charleston, West Virginia 25301
Phone: (304) 558-8814, Extension 53337
Email: Sarah.J.Brown@wv.gov
Photos available for media use. All photos should be attributed “Photo courtesy of Office of the Governor.”
With the deployment of Earth's Bifrost orbital ring, Mars' Beanstalk space elevator and the Moon's magnetic catapult, the System's logistics are vastly easier and cheaper than in the old days of the dawn of the true Space Age, when expensive and fuel-inefficient chemical rockets were needed to lift payloads into orbit. However, the far-flung nature of the System means that there are plenty of planetside or moonside colonies and outposts which lack such massive infrastructure investments but do have significant gravity wells to climb out of.
The LL-218 Patrick Moore-class of autonomous cargo lifter are one of the primary solutions in use in the System.
A simple reusable nuclear-thermal rocket able to take off and land vertically from a gravity well up to 2/3 Earth standard (or approximately twice Martian gravity), the Patrick Moore rockets are sufficiently efficient that quite a large payload can be lifted for a relatively small fuel mass, and sufficiently flexible in their basing requirements that even the smallest outposts can throw together landing and refueling stations.
~~~
A desperately simple model, but I'm quite pleased with the fact that I can now tile a whole 20x20 square and make a semi-decent small landing pad.
I admit I disliked fuji when it started. From the X100 to the XPro1, the camera system, despite its completely seducing color science output, was completely out of sync with my practice in terms of autofocus speed and file. Now the X system has matured into something that I find very hard to match for mirrorless camera photography.
The XT1 comes to solve pretty much all the problems I had with the system: AF and Camera Operations (once u get used to the nobs, hard to go back to menus) are reliable and quick, Lightroom 5.7 renders the file beautifully (with Classic Chrome) and the viewfinder is bigger than that of a full frame dSLR. Not only the camera is now a great camera, the lens system is superb in its consistency: the 14, 23 and 56 are great highly recommended lenses and perform equally marvellously in sharpness, colors and BOKEH while also looking darn good with the Fuji design language. Image quality wise, you get clean files at most of the modern ISOs 200-6400 (you can push the 6400 raw up to 12800 if u want without much penalty or color shifts).
The running cost of ownership is also even more interesting. The body goes for around 1K$ and the rest of the "super prime lenses" (you'd want to shoot prime with this one) go for 1k$ or less each. You can get yourself up and running for less than a full frame camera with equivalent quality lenses.The XT1 ain't still sunshine and rainbow though: It requires the extra grip to enjoy shooting with it, it is not light, the battery lasts as much as a film roll, you can't use exposure compensation on "manual" mode to shift the auto-ISO values, the RAW files are HUGE 30-40mb a piece, low-light AF works fast as long as you have a contrast zone to hunt for but then you also have a magnificent manual focus experience. Classic Chrome (also available in LR 5.7) redefines the fuji photography experience by offering a raw file free of color distorsions and true of natural colors as well as a butt load of great micro-contrast off the file.
All in all, I have to say that I fell in love with it. It is truly the best enthusiast mirrorless system I've come across and it's now well matured.
If you use a full frame dSLR: switching to fuji will depend if you want the premium lenses or the full frame IQ but can't afford the steep 2K$ per lens or 2-4K$ per body, also if you want to sacrifice the extensive "flash system" that dSLRs have.
If you are using a crop sensor dSLR: switching to fuji will depend if you want to keep investing in photography lenses and equipment and don't have to shoot unpredictable fast moving subjects, like birdies.
If you use a Sony: switching to fuji will depend if you are fed up with the teenage identity crisis unpredictability of the system's evolution (new tech = new "test" camera = no "conclusion" camera = less lenses for existing cameras = change the name). The A7 system will flourish to lead the mirrorless trend one day but before that day comes, you have at least until 2016.
If you use a m43 camera: switching to fuji will depend if are willing to drop a bunch of practical technical features: super fast AF (fuji is DARN FAST but m43 cameras are INSTANT FAST), video (I don't shoot video) or image stabilisation or clinical sharpness (fuji images are sharp! but not as pixel sharp as m43... I mean no camera is as pixel sharp as the m43 an) or the touchscreen af point selection... all this for an upgrade in image aesthetics that's a compromise of m43 compactness (somewhat) and passionated lens designs (m43's got good lenses but no "omg wow what the heck" lenses, sorry)
If you shoot film: This is IT. Film nobs, Film look, Film grain, Film output… on digital. This is fujifilm making a camera with the color science they apply on their negatives, all of it.
At the southern end of Milwaukee's "Hop" streetcar line- Intermodal Station- car 03 has just been swapped out for car 01, a movement I somehow have not yet seen. The system's carbarn / maintenance center is off to the left, cleverly located underneath Interstate 794. The system is operated and managed by global passenger rail and transit group Transdev, a fact which is rarely obvious- the giveaway here are the high-vis vests.
Headquartered in suburban Paris, France, Transdev operates buses, trams/streetcars, metros/subways and heavy rail passenger train services in France, Germany, the UK, Ireland, the Czech Republic, Portugal, the Netherlands, Spain, Sweden, Canada, the US, Chile, Columbia, Morocco, New Caledonia, Australia and New Zealand. It formerly had operations in China, India, South Korea, Hong Kong and the Philippines, but these were transferred to RATP (operator of the Paris Metro) partially in 2009 and fully in late 2020.
The best-known (non-bus) American operations under Transdev control include the New Orleans RTA's streetcars, part of the Denver RTD system, San Diego's Sprinter DMU service, and the Miami-area TriRail commuter rail system. Predecessor Violia Transportation also operated the Boston MBTA commuter rail network until Keolis took over in 2014. Interestingly, Transdev also operates a system operating with the same Brookville Liberty equipment and off-wire technology as the Milwaukee Hop: Detroit's Q-Line.
A special train ran from the Dempster Street Station to just past Wilson Avenue to recognize the last trains to use catenary (overhead wire) on the CTA.
From ChicagoL.com
The 4000s were Chicago's first steel body cars, designed and built in anticipation of the system's unification that began in October 1913. The first series of these cars, 4001-4250, were built between 1914 and 1915 and affectionately referred to as "baldies" because of their plain arched roofs (the previous wooden cars had ventilator sash running the length of the roof). The cars were stark and utilitarian, especially for the period, but resembled designs appearing in Boston, New York and Philadelphia.
users.ameritech.net/liz357/4000a.htm
world.nycsubway.org/us/chicago/cta4000.html
eddiesrailroad.blogspot.com/2007/01/chicago-transit-autho...
en.wikipedia.org/wiki/Chicago_Transit_Authority
another stab at testing AI's creative abilities - write me a short story around "butterfly effect" based on the photo
all AIs produced cliched, generic rubbish. So, writers, the good ones, you can sleep in peace, at least for the time being, your job is secure. Accountants, lawyers and GPs will be wiped out together with web designers and deservedly so, but writers, the good ones will endure together with plumbers and bricklayers , at least next 5 to 7 years.
Ok , let's see if I can come up with some stuff comparable to AI's bs , I bet I can
===
so my reply to AI
February 8th 2025. Auckland, New Zealand. Butterfly Creek. 11.25 am. A man with a camera, late boomer vintage, the man not the camera. He might be just sneaking through into the boomers cohort with a year or two to spare. The camera, Nikon z5 with a decent zoom, not the one “a professional” would be gear-shamed into buying but still a step up above your average grandkids shots gear. The camera suggest the man fancies himself as a photographer. Must be one of those Flickr types. The man is glued to the viewfinder, the lens is tracking a butterfly. The butterfly is doing one of those neurotic - “I can’t commit” - butterfly dances, teasing a leaf or a flower only to change its mind and flutter away to another flower or a leaf. A girl is also watching the butterfly. The butterfly seems finally made up its mind to settle on a leaf, the man with the camera steadied his breathing preparing to take a shot. Beating the shutter by a split second the butterfly takes off and lands on the girl’s palm. The man takes his shot.
July 2047. 4.35 pm. Prakesh just finished his daily security scrub of the quantum cluster, a routine check that never revealed anything of note, not on Prakesh’s watch anyway. Quantum servers got to be essentially unbreakable and impossible to compromise these days and The System’s stability, or rather instability, had become a concept of the past. AI1 designed The System and other AIs (the breakers) tasked to break it. If the breakers failed to disrupt they self destroyed. If they succeeded to disrupt AI1 destroyed the breakers and The System and started from scratch.
Prakesh was looking forward to a night out with Danika. New Japanese restaurant by none other than Kenji X himself in downtown Mumbai, you have to book 3 weeks in advance. Prakesh’s mum loves to go on how young ones lost respect to Indian food and tradition, “your Danika can’t even tell Roti from the Naan, can she?! “
Prakesh brushed the air with his index finger in a W shape, a touchless sign out from the system, the shape complements the eye scan and the fingerprint scan of the admin of course, when the log out sequence momentarily paused and a tiny amber flickering light appeared in the top right corner of the virtual screen. The light flickered for 7 seconds then stayed solid for another 7 then started the string of on and offs, each on and off lasting 3 seconds. Prakesh felt his scull suddenly becoming almost unbearably heavy as if they put a lead helmet on him. For a moment he was unable to breath. He knew exactly what was going on and the choice he would have to make. He knew all along it may happen and he was trained for 7 years preparing for this moment before taking the position he contested with 3 other best graduates of The Programme, 1 male and 2 female. He prayed daily this moment and this choice never comes. There will be 50 on and 50 off signals in total , that gives him 300 seconds before ... The system went into a fatal spiral cycle, the cycle will inevitably end up in UAE (Universal Annihilation Event). There are only 2 choices to prevent UAE: relinquish all control over The System to AI11 - humanity becomes secondary with no control over its own future but humanity survives, at least if AI1 thinks it should. Or destroy The System, destroy AI1 and let humanity live - live without the power of The System, live, again, without being able to cure cancer, to halt global warming, to stop aging, to create abundance and prosperity. Live taking a gamble, again, between self destruction and the future.
285, 286, 287 ... It took Prakesh 12 seconds to regain composure and start the critical phase reasoning process. His reasoning process, having taken all, so many times planned and practised, 4 minutes, resulted in no decision. He presented himself with 50-50 split. 13 seconds from the Earth being dispersed in a giant cloud of dust he had nothing at all left to guide his choice. 9 seconds out a a cloud, a vision floated by. He first almost didn’t notice this puff of memory. He made himself to stop it and focus, an old photograph he saw years ago on one of the legacy “websites” , The Programme did have a few of those in the library. The photograph of the girl with a butterfly in the palm of her hand. He immeditely pressed one of the 2 virtual buttons in front of him. 299.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The Sondergerät SG104 "Münchhausen" was a German airborne recoillless 355.6 mm (14-inch) caliber gun, intended to engage even the roughest enemy battleships, primarily those of the Royal Navy. The design of this unusual and massive weapon began in 1939. The rationale behind it was that a battleship’s most vulnerable part was the deck – a flat surface, with relatively thin armor (as typical hits were expected on the flanks) and ideally with vital targets underneath, so that a single, good hit would cripple of even destroy a ship. The purpose of such a high angle of attack was likely to allow the projectile to penetrate the target ship's deck, where the ship's armor, if there was any, would have been much thinner than the armor on its sidesHowever, hitting the deck properly with another ship’s main gun was not easy, since it could only be affected through indirect hits and the typical angle of the attack from aballistic shot would not necessarily be ideal for deep penetration, esp. at long range.
The solution to this problem: ensure that the heavy projectile would hit its target directly from above, ideally at a very steep angle. To achieve this, the gun with battleship caliber was “relocated” from a carrier ship or a coastal battery onto an aircraft – specifically to a type that was capable of dive-bombing, a feature that almost any German bomber model of the time offered.
Firing such a heavy weapon caused a lot fo problems, which were severe even if the gun was mounted on a ship or on land. To compensate for such a large-caliber gun’s recoil and to make firing a 14 in shell (which alone weighed around almost 700 kg/1.550 lb, plus the charge) from a relatively light airframe feasible, the respective gun had to be as light as possible and avoid any recoil, which would easily tear an aircraft – even a bomber – apart upon firing. Therefore, the Gerät 104 was designed as a recoilless cannon. Its firing system involved venting the same amount of the weapon's propellant gas for its round to the rear of the launch tube (which was open at both ends), in the same fashion as a rocket launcher. This created a forward directed momentum which was nearly equal to the rearward momentum (recoil) imparted to the system by accelerating the projectile itself. The balance thus created did not leave much net momentum to be imparted to the weapon's mounting or the carrying airframe in the form of felt recoil. A further share of the recoil induced by the moving round itself could be compensated by a muzzle brake which re-directed a part of the firing gases backwards. Since recoil had been mostly negated, a heavy and complex recoil damping mechanism was not necessary – even though the weapon itself was huge and heavy.
Work on the "Münchhausen" device (a secret project handle after a fictional German nobleman created by the German writer Rudolf Erich Raspe in the late 18th century who reputedly had ridden on a cannonball between enemy frontlines), was done by Rheinmetall-Borsig and lasted until 1941. The first test of a prototype weapon was conducted on 9th of September 1940 in Unterlüss with a satisfactory result, even though the weapon was only mounted onto an open rack and not integrated into an airframe yet. At that time, potential carriers were the Ju 88, the Dornier Do 217 and the new Junkers Ju 288. Even though the system’s efficacy was doubted, the prospect of delivering a single, fatal blow to an important , armored arget superseded any doubts at the RLM, and the project was greenlit in early 1942 for the next stage: the integration of the Sondergerät 104 into an existing airframe. The Ju 88 and its successor, the Ju 188, turned out to be too light and lacked carrying capacity for the complete, loaded weapon, and the favored Ju 288 was never produced, so that only the Dornier Do 217 or the bigger He 177 remained as a suitable carriers. The Do 217 was eventually chosen because it had the biggest payload and the airframe was proven and readily available.
After calculations had verified that the designed 14 in rifle would have effectively no recoil, preliminary tests with dumm airframes were carried out. After ground trials with a Do 217 E day bomber to check recoil and blast effects on the airframe, the development and production of a limited Nullserie (pre-production series) of the dedicated Do 217 F variant for field tests and eventual operational use against British sea and land targets was ordered in April 1942.
The resulting Do 217 F-0 was based on the late “E” bomber variant and powered by a pair of BMW 801 radial engines. It was, however, heavily modified for its unique weapon and the highly specialized mission profile: upon arriving at the zone of operation at high altitude, the aircraft would initiate a dive with an angle of attack between 50° and 80° from the horizontal, firing the SG 104 at an altitude between 6,000 and 2,000 meters. The flight time of the projectile could range from 16.0 seconds for a shot from an altitude of 6,000 meters at a 50° angle to just 4.4 seconds for a shot from 2.000 meters at an almost vertical 80° angle. Muzzle velocity of the SG 104 was only 300 m/s, but, prior to impact, the effective velocity of the projectile was projected to range between 449 and 468 m/s (1,616 to 1,674 km/h). Together with the round's weight of roughly 700 kg (1.550 lb) and a hardened tip, this would still ensure a high penetration potential.
The operational Sondergerät 104 had an empty mass of 2.780 kg (6,123 lb) and its complete 14 inch double cartridge weighed around 1.600 kg (3,525 lb). The loaded mass of the weapon was 4,237 kg, stretching the limits of the Do 217’s load capacity to the maximum, so that some armor and less vital pieces of equipment were deleted. Crew and defensive armament were reduced to a minimum.
Even though there had been plans to integrate the wepaon into the airframe (on the Ju 288), the Gerät 104 was on the Do 217 F-0 mounted externally and occupied the whole space under the aircraft, precluding any use of the bomb bay. The latter was occupied by the Gerät 104’s complex mount, which extended to the outside under a streamlined fairing and held the weapon at a distance from the airframe. Between the mount’s struts inside of the fuselage, an additional fuel tank for balance reasons was added, too.
The gun’s center, where the heavy round was carried, was positioned under the aircraft’s center of gravity, so that the gun barrel markedly protruded from under the aircraft’s nose. To make enough space, the Do 217 Es bomb aimer’s ventral gondola and his rearward-facing defensive position under the cockpit were omitted and faired over. The nose section was also totally different: the original extensive glazing (the so-called “Kampfkopf”) was replaced by a smaller, conventional canopy, similar to the later Do 217 J and N night fighter versions, together with a solid nose - the original glass panels would have easily shattered upon firing the gun, esp. in a steep high-speed dive. A "Lotfernrohr" bomb aiming device was still installed in a streamlined and protected fairing, though, so that the navigator could guide the pilot during the approach to the target and during the attack run.
To stabilize the heavy aircraft during its attack and to time- and safely pull out of the dive, a massive mechanical dive brake was mounted at the extended tail tip, which unfolded with four "petals". A charecteristic stabilizing dorsal strake was added between the twin fins, too.
The ventral area behind the gun’s rear-facing muzzle received additional metal plating and blast guiding vanes, after trials in late 1940 had revealed that firing the SG 104 could easily damage the Do 217’s tail structure, esp. all of the tail surfaces’ rudders and the fins’ lower ends in particular. Due to all this extra weight, the Do 217 F-0’s defensive armament consisted only of a single 13 mm MG 131 machine gun in a manually operated dorsal position behind the cockpit cabin, which offered space for a crew of three. A fixed 15 mm MG 151 autocannon was mounted in the nose, too, a weapon with a long barrel for extended range and accuracy. It was not an offensive weapon, though, rather intended as an aiming aid for the SG 104 because it was loaded with tracer bullets: during the final phase of the attack dive, the pilot kept firing the MG 151, and the bullet trail showed if he was on target to fire the SG 104 when the right altitude/range had been reached.
The first Do 217 F-0 was flown and tested in late 1943, and after some detail changes the type was cleared for a limited production run of ten aircraft in January 1944. The first operational machine was delivered to a dedicated testing commando, the Erprobungskommando 104 “Münchhausen”, also known as “Sonderkommando Münchhausen” or simply “E-Staffel 104”. The unit was based at Bordeaux/Merignac and directly attached to the KG 40's as a staff flight. At that time, KG 40 operated Do 217 and He 177 bombers and frequently flew reconnaissance and anti-shipping missions over the Atlantic west of France, up to the British west and southern coast, equipped with experimental Henschel Hs 293 glide bombs.
Initial flights confirmed that the Do 217 airframe was burdened with the SG 104 to its limits, the already rather sluggish aircraft (the Do 217 had generally a high wing loading and was not easy to fly) lost anything that was left of what could be called agility. It needed an experienced pilot to handle it safely, esp. during start and landing. It is no wonder that two Do 217 F-0s suffered ground accidents during the first two weeks of operations, but the machines could be repaired, resume the test program and carry out attack missions.
However, during one of the first test shots with the weapon, one Do 217 F-0 lost its complete tail section though the gun blast, and the aircraft crashed into the Bay of Biscay, killing the complete crew.
On 4th or April 1944 the first "hot" attack against an enemy ship was executed in the Celtic Sea off of Brest, against a convoy of 20 ships homeward bound from Gibraltar. The attack was not successful, though, the shot missing its target, and the German bomber was attacked and heavily damaged by British Bristol Beaufighters that had been deployed to protect the ships. The Do 217F-0 eventually crashed and sank into the Atlantic before it could reach land again.
A couple of days later, on 10th of April, the first attempt to attack and destroy a land target was undertaken: two Do 217 F-0s took off to attack Bouldnor Battery, an armored British artillery position located on the Isle of Wight. One machine had to abort the attack due to oil leakages, the second Do 217 F-0 eventually reached its target and made a shallow attack run, but heavy fog obscured the location and the otherwise successful shot missed the fortification. Upon return to its home base the aircraft was intercepted by RAF fighters over the Channel and heavily damaged, even though German fighters deployed from France came to the rescue, fought the British attackers off and escorted the limping Do 217 F-0 back to its home base.
These events revealed that the overall SG 104 concept was generally feasible, but also showed that the Do 217 F-0 was very vulnerable without air superiority or a suitable escort, so that new tactics had to be developed. One consequence was that further Do 217 F-0 deployments were now supported by V/KG 40, the Luftwaffe's only long range maritime fighter unit. These escorts consisted of Junkers Ju 88C-6s, which were capable of keeping up with the Do 217 F-0 and fend of intercepting RAF Coastal Command’s Beaufighters and later also Mosquitos.
In the meantime, tests with the SG 104 progressed and several modifications were tested on different EKdo 104's Do 217 F-0s. One major upgrade was a further strengthening of the tail section, which added another 200 kg (440 lb) to the aircraft's dry weight. Furthermore, at least three aircraft were outfitted with additional dive brakes under the outer wings, so that the dive could be better controlled and intercepted. these aircraft, however, lost their plumbed underwing hardpoints, but these were only ever used for drop tanks during transfer flights - a loaded SG 104 precluded any other ordnance. On two other aircraft the SG 104 was modified to test different muzzle brakes and deflectors for the rear-facing opening, so that the gun blast was more effectively guided away from the airframe to prevent instability and structural damage. For instance, one machine was equipped with a bifurcated blast deflector that directed the rearward gasses partly sideways, away from the fuselage.
These tests did not last long, though. During the Allied Normandy landings in June 1944 E-Staffel 104 was hastily thrown into action and made several poorly-prepared attack runs against Allied support ships. The biggest success was a full hit and the resulting sinking of the Norwegian destroyer HNoMS Svenner (G03) by "1A+BA" at dawn on 6th of June, off Sword, one of the Allied landing zones. Other targets were engaged, too, but only with little effect. This involvement, however, led to the loss of three Do 217 F-0s within just two days and four more heavily damaged aircraft – leaving only two of EKdo 104's Do 217 F-0s operational.
With the Allied invasion of France and a worsening war condition, the SG 104 program was stopped in August 1944 and the idea of an airborne anti-ship gun axed in favor of more flexible guided weapons like the Hs 293 missile and the Fritz-X glide bomb. Plans for a further developed weapon with a three-round drum magazine were immediately stopped, also because there was no carrier aircraft in sight that could carry and deploy this complex 6.5 tons weapon. However, work on the SG 104 and the experience gained from EKdo 104's field tests were not in vain. The knowledge gathered from the Münchhausen program was directly used for the design of a wide range of other, smaller recoilless aircraft weapons, including the magnetically-triggered SG 113 "Förstersonde" anti-tank weapon or the lightweight SG 118 "Rohrblock" unguided air-to-air missile battery for the Heinkel He 162 "Volksjäger".
General characteristics:
Crew: 3 (pilot, navigator, radio operator/gunner)
Length: 20,73 m (67 ft 11 in) overall
18,93 m (62 ft 3/4 in) hull only
Wingspan: 19 m (62 ft 4 in)
Height: 4.97 m (16 ft 4 in)
Wing area: 57 m² (610 sq ft)
Empty weight: 9,065 kg (19,985 lb)
Empty equipped weight:10,950 kg (24,140 lb)
Max takeoff weight: 16,700 kg (36,817 lb)
Fuel capacity: 2,960 l (780 US gal; 650 imp gal) in fuselage tank and four wing tanks
Powerplant:
2× BMW 801D-2 14-cylinder air-cooled radial piston engines, delivering
1,300 kW (1,700 hp) each for take-off and 1,070 kW (1,440 hp) at 5,700 m (18,700 ft),
driving 3-bladed VDM constant-speed propellers
Performance:
Maximum speed: 475 km/h (295 mph, 256 kn) at sea level
560 km/h (350 mph; 300 kn) at 5,700 m (18,700 ft)
Cruise speed: 400 km/h (250 mph, 220 kn) with loaded Gerät 104 at optimum altitude
Range: 2,180 km (1,350 mi, 1,180 nmi) with maximum internal fuel
Ferry range: 2,500 km (1,600 mi, 1,300 nmi); unarmed, with auxiliary fuel tanks
Service ceiling: 7,370 m (24,180 ft) with loaded Gerät 104,
9,500 m (31,200 ft) after firing
Rate of climb: 3.5 m/s (690 ft/min)
Time to altitude: 1,000 m (3,300 ft) in 4 minutes 10 seconds
2,000 m (6,600 ft) in 8 minutes 20 seconds
6,100 m (20,000 ft) in 24 minutes 40 seconds
Armament:
1x 355.6 mm (14-inch) Sondergerät 104 recoilless gun with a single round in ventral position
1x 15 mm (0.787 in) MG 151 machine cannon with 200 rounds, fixed in the nose
1x 13 mm (0.512 in) MG 131 machine gun with 500 rounds, movable in dorsal position
Two underwing hardpoints for a 900 l drop tank each, but only used during unarmed ferry flights
The kit and its assembly:
This was another submission to the "Gunships" group build at whatifmodellers.com in late 2021, and inspiration struck when I realized that I had two Italeri Do 217 in The Stash - a bomber and a night fighter - that could be combined into a suitable (fictional) carrier for a Sondergerät 104. This mighty weapon actually existed and even reached the hardware/test stage - but it was never integrated into an airframe and tested in flight. But that's what this model is supposed to depict.
On the Do 217, the Sg 104 would have been carried externally under the fuselage, even though there had been plans to integrate this recoilless rifle into airframes, esp. into the Ju 288. Since the latter never made it into production, the Do 217 would have been the most logical alternative, also because it had the highest payload of all German bombers during WWII and probably the only aircraft capable of carrying and deploying the Münchhausen device, as the SG 104 was also known.
The fictional Do 217 F-0 is a kitbashing, using a Do 217 N fuselage, combined with the wings from a Do 217 K bomber, plus some modifications. What initially sounded like a simple plan soon turned into a improvisation mess: it took some time to realize that I had already donated the Do 217 K's BMW 801 engines to another project, an upgraded He 115... I did not want to use the nightfighter's more powerful DB 603s, and I was lucky to have an Italeri Ju 188 kit at hand which comes with optional BMW 801s and Jumo 211s. Transplanting these engines onto the Do 217's wings took some tailoring of the adapter plates, but was feasible. However, the BMW 801s from the Ju 188 kit have a flaw: they lack the engine's characteristic cooling fans... Another lucky find: I found two such parts in the scrap box, even though from different kits - one left over from another Italeri Do 217 K, the other one from what I assume is/was an Italeri 1:72 Fw 190 A/F. To make matters worse, one propeller from the Ju 188 kit was missing, so that I had to find a(nother) replacement. :-/
I eventually used something that looked like an 1:72 F6F Hellcat propeller, but I an not certain about this because I have never built this model...? With some trimming on the blades' trailing edges and other mods, the donor's overall look could be adapted to the Ju 188 benchmark. Both propellers were mounted on metal axis' so that they could also carry the cooling fans. Lots of work, but the result looks quite good.
The Do 217 N's hull lost the lower rear gunner position and its ventral gondola, which was faired over with a piece of styrene sheet. The pilot was taken OOB, the gunner in the rear position was replaced by a more blob-like crew member from the scrap box. The plan to add a navigator in the seat to the lower right of the pilot did not work out due to space shortage, but this figure would probably have been invisble, anyway.
All gun openings in the nose were filled and PSRed away, and a fairing for a bomb aiming device and a single gun (the barrel is a hollow steel needle) were added.
The SG 104 was scratched. Starting point was a white metal replacement barrel for an 1:35 ISU-152 SPG with a brass muzzle brake. However, after dry-fitting the barrel under the hull the barrel turned out to be much too wide, so that only the muzzal brake survived and the rest of the weapon was created from a buddy refueling pod (from an Italeri 1:72 Luftwaffe Tornado, because of its two conical ends) and protective plastic caps from medical canulas. To attach this creation to the hull I abused a conformal belly tank from a Matchbox Gloster Meteor night fighter and tailored it into a streamlined fairing. While this quite a Frankenstein creation, the overall dimensions match the real SG 104 prototype and its look well.
Other cosmetic modifications include a pair of underwing dive brakes, translanted from an Italeri 1:72 Ju 88 A-4 kit, an extended (scratched) tail "stinger" which resembles the real dive brake arrangement that was installed on some Do 217 E bombers, and I added blast deflector vanes and a dorsal stabilizer fin.
In order to provide the aircraft with enough ground clearance, the tail wheel was slightly extended. Thanks to the long tail stinger, this is not blatantly obvious.
Painting and markings:
This was not an easy choice, but as a kind of prototype I decided that the paint scheme should be rather conservative. However, German aircraft operating over the Atlantic tended to carry rather pale schemes, so that the standard pattern of RLM 70/71/65 (Dunkelgrün, Schwarzgrün and Hellblau) with a low waterline - typical for experimental types - would hardly be appropriate.
I eventually found a compromise on a He 177 bomber (coded 6N+BN) from 1944 that was operated by KG 100: this particular aircraft had a lightened upper camouflage - still a standard splinter scheme but consisting of RLM 71 and 02 (Dunkelgrün and Grau; I used Modelmaster 2081 and Humbrol 240), a combination that had been used on German fighters during the Battle of Britain when the standard colors turned out to be too dark for operations over the Channel. The aircraft also carried standard RLM 65 (or maybe the new RLM76) underneath (Humbrol 65) and on the fin, but with a very high and slightly wavy waterline. As a rather unusual feature, no typical camouflage mottles were carried on the flanks or the fin, giving the aircraft a very bleak and simple look.
Despite my fears that this might look rather boring I adapted this scheme for the Do 217 F-0, and once basic painting was completed I was rather pleased by the aircraft's look! As an aircraft operated at the Western front, no additional markings like fuselage bands were carried.
To set the SG 104 apart from the airframe, I painted the weapon's visible parts in RLM 66 (Schwarzgrau, Humbrol 67), because this tone was frequently used for machinery (including the interior surfaces of aircraft towards 1945).
RLM 02 was also used for the interior surfaces and the landing gear, even though I used a slightly different, lighter shade in form of Revell 45 (Helloliv).
A light black ink washing was applied and post-shading to emphasize panel lines. Most markings/decals came from a Begemot 1:72 He 11 sheet, including the unusual green tactical code - it belongs to a staff unit, a suitable marking for such an experimental aircraft. The green (Humbrol 2) was carried over to the tips of the propeller spinners. The unit's code "1A" is fictional, AFAIK this combination had never been used by the Luftwaffe.
The small unit badge was alucky find: it actually depicts the fictional Baron von Münchhausen riding on a cannonball, and it comes from an Academy 1:72 Me 163 kit and its respective sheet. The mission markings underneath, depicting two anti-ship missions plus a successful sinking, came from a TL Modellbau 1:72 scale sheet with generic German WWII victory markings.
After some soot stains around the engine exhaust and weapon muzzles had been added with graphite, the model was sealed with matt acrylic varnish and final details like position lights and wire antennae (from heated black plastic sprue material) were added.
Well, what started as a combination of two kits of the same kind with a simple huge pipe underneath turned out to be more demanding than expected. The (incomplete) replacement engines were quite a challenge, and body work on the hull (tail stinger, fairing for the SG 104 as well as the weapon itself) turned out to be more complex and extensive than initially thought of. The result looks quite convincing, also supported by the rather simple paint scheme which IMHO just "looks right" and very convincing. And the whole thing is probably the most direct representation of the inspiring "Gunship" theme!
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The Sondergerät SG104 "Münchhausen" was a German airborne recoillless 355.6 mm (14-inch) caliber gun, intended to engage even the roughest enemy battleships, primarily those of the Royal Navy. The design of this unusual and massive weapon began in 1939. The rationale behind it was that a battleship’s most vulnerable part was the deck – a flat surface, with relatively thin armor (as typical hits were expected on the flanks) and ideally with vital targets underneath, so that a single, good hit would cripple of even destroy a ship. The purpose of such a high angle of attack was likely to allow the projectile to penetrate the target ship's deck, where the ship's armor, if there was any, would have been much thinner than the armor on its sidesHowever, hitting the deck properly with another ship’s main gun was not easy, since it could only be affected through indirect hits and the typical angle of the attack from aballistic shot would not necessarily be ideal for deep penetration, esp. at long range.
The solution to this problem: ensure that the heavy projectile would hit its target directly from above, ideally at a very steep angle. To achieve this, the gun with battleship caliber was “relocated” from a carrier ship or a coastal battery onto an aircraft – specifically to a type that was capable of dive-bombing, a feature that almost any German bomber model of the time offered.
Firing such a heavy weapon caused a lot fo problems, which were severe even if the gun was mounted on a ship or on land. To compensate for such a large-caliber gun’s recoil and to make firing a 14 in shell (which alone weighed around almost 700 kg/1.550 lb, plus the charge) from a relatively light airframe feasible, the respective gun had to be as light as possible and avoid any recoil, which would easily tear an aircraft – even a bomber – apart upon firing. Therefore, the Gerät 104 was designed as a recoilless cannon. Its firing system involved venting the same amount of the weapon's propellant gas for its round to the rear of the launch tube (which was open at both ends), in the same fashion as a rocket launcher. This created a forward directed momentum which was nearly equal to the rearward momentum (recoil) imparted to the system by accelerating the projectile itself. The balance thus created did not leave much net momentum to be imparted to the weapon's mounting or the carrying airframe in the form of felt recoil. A further share of the recoil induced by the moving round itself could be compensated by a muzzle brake which re-directed a part of the firing gases backwards. Since recoil had been mostly negated, a heavy and complex recoil damping mechanism was not necessary – even though the weapon itself was huge and heavy.
Work on the "Münchhausen" device (a secret project handle after a fictional German nobleman created by the German writer Rudolf Erich Raspe in the late 18th century who reputedly had ridden on a cannonball between enemy frontlines), was done by Rheinmetall-Borsig and lasted until 1941. The first test of a prototype weapon was conducted on 9th of September 1940 in Unterlüss with a satisfactory result, even though the weapon was only mounted onto an open rack and not integrated into an airframe yet. At that time, potential carriers were the Ju 88, the Dornier Do 217 and the new Junkers Ju 288. Even though the system’s efficacy was doubted, the prospect of delivering a single, fatal blow to an important , armored arget superseded any doubts at the RLM, and the project was greenlit in early 1942 for the next stage: the integration of the Sondergerät 104 into an existing airframe. The Ju 88 and its successor, the Ju 188, turned out to be too light and lacked carrying capacity for the complete, loaded weapon, and the favored Ju 288 was never produced, so that only the Dornier Do 217 or the bigger He 177 remained as a suitable carriers. The Do 217 was eventually chosen because it had the biggest payload and the airframe was proven and readily available.
After calculations had verified that the designed 14 in rifle would have effectively no recoil, preliminary tests with dumm airframes were carried out. After ground trials with a Do 217 E day bomber to check recoil and blast effects on the airframe, the development and production of a limited Nullserie (pre-production series) of the dedicated Do 217 F variant for field tests and eventual operational use against British sea and land targets was ordered in April 1942.
The resulting Do 217 F-0 was based on the late “E” bomber variant and powered by a pair of BMW 801 radial engines. It was, however, heavily modified for its unique weapon and the highly specialized mission profile: upon arriving at the zone of operation at high altitude, the aircraft would initiate a dive with an angle of attack between 50° and 80° from the horizontal, firing the SG 104 at an altitude between 6,000 and 2,000 meters. The flight time of the projectile could range from 16.0 seconds for a shot from an altitude of 6,000 meters at a 50° angle to just 4.4 seconds for a shot from 2.000 meters at an almost vertical 80° angle. Muzzle velocity of the SG 104 was only 300 m/s, but, prior to impact, the effective velocity of the projectile was projected to range between 449 and 468 m/s (1,616 to 1,674 km/h). Together with the round's weight of roughly 700 kg (1.550 lb) and a hardened tip, this would still ensure a high penetration potential.
The operational Sondergerät 104 had an empty mass of 2.780 kg (6,123 lb) and its complete 14 inch double cartridge weighed around 1.600 kg (3,525 lb). The loaded mass of the weapon was 4,237 kg, stretching the limits of the Do 217’s load capacity to the maximum, so that some armor and less vital pieces of equipment were deleted. Crew and defensive armament were reduced to a minimum.
Even though there had been plans to integrate the wepaon into the airframe (on the Ju 288), the Gerät 104 was on the Do 217 F-0 mounted externally and occupied the whole space under the aircraft, precluding any use of the bomb bay. The latter was occupied by the Gerät 104’s complex mount, which extended to the outside under a streamlined fairing and held the weapon at a distance from the airframe. Between the mount’s struts inside of the fuselage, an additional fuel tank for balance reasons was added, too.
The gun’s center, where the heavy round was carried, was positioned under the aircraft’s center of gravity, so that the gun barrel markedly protruded from under the aircraft’s nose. To make enough space, the Do 217 Es bomb aimer’s ventral gondola and his rearward-facing defensive position under the cockpit were omitted and faired over. The nose section was also totally different: the original extensive glazing (the so-called “Kampfkopf”) was replaced by a smaller, conventional canopy, similar to the later Do 217 J and N night fighter versions, together with a solid nose - the original glass panels would have easily shattered upon firing the gun, esp. in a steep high-speed dive. A "Lotfernrohr" bomb aiming device was still installed in a streamlined and protected fairing, though, so that the navigator could guide the pilot during the approach to the target and during the attack run.
To stabilize the heavy aircraft during its attack and to time- and safely pull out of the dive, a massive mechanical dive brake was mounted at the extended tail tip, which unfolded with four "petals". A charecteristic stabilizing dorsal strake was added between the twin fins, too.
The ventral area behind the gun’s rear-facing muzzle received additional metal plating and blast guiding vanes, after trials in late 1940 had revealed that firing the SG 104 could easily damage the Do 217’s tail structure, esp. all of the tail surfaces’ rudders and the fins’ lower ends in particular. Due to all this extra weight, the Do 217 F-0’s defensive armament consisted only of a single 13 mm MG 131 machine gun in a manually operated dorsal position behind the cockpit cabin, which offered space for a crew of three. A fixed 15 mm MG 151 autocannon was mounted in the nose, too, a weapon with a long barrel for extended range and accuracy. It was not an offensive weapon, though, rather intended as an aiming aid for the SG 104 because it was loaded with tracer bullets: during the final phase of the attack dive, the pilot kept firing the MG 151, and the bullet trail showed if he was on target to fire the SG 104 when the right altitude/range had been reached.
The first Do 217 F-0 was flown and tested in late 1943, and after some detail changes the type was cleared for a limited production run of ten aircraft in January 1944. The first operational machine was delivered to a dedicated testing commando, the Erprobungskommando 104 “Münchhausen”, also known as “Sonderkommando Münchhausen” or simply “E-Staffel 104”. The unit was based at Bordeaux/Merignac and directly attached to the KG 40's as a staff flight. At that time, KG 40 operated Do 217 and He 177 bombers and frequently flew reconnaissance and anti-shipping missions over the Atlantic west of France, up to the British west and southern coast, equipped with experimental Henschel Hs 293 glide bombs.
Initial flights confirmed that the Do 217 airframe was burdened with the SG 104 to its limits, the already rather sluggish aircraft (the Do 217 had generally a high wing loading and was not easy to fly) lost anything that was left of what could be called agility. It needed an experienced pilot to handle it safely, esp. during start and landing. It is no wonder that two Do 217 F-0s suffered ground accidents during the first two weeks of operations, but the machines could be repaired, resume the test program and carry out attack missions.
However, during one of the first test shots with the weapon, one Do 217 F-0 lost its complete tail section though the gun blast, and the aircraft crashed into the Bay of Biscay, killing the complete crew.
On 4th or April 1944 the first "hot" attack against an enemy ship was executed in the Celtic Sea off of Brest, against a convoy of 20 ships homeward bound from Gibraltar. The attack was not successful, though, the shot missing its target, and the German bomber was attacked and heavily damaged by British Bristol Beaufighters that had been deployed to protect the ships. The Do 217F-0 eventually crashed and sank into the Atlantic before it could reach land again.
A couple of days later, on 10th of April, the first attempt to attack and destroy a land target was undertaken: two Do 217 F-0s took off to attack Bouldnor Battery, an armored British artillery position located on the Isle of Wight. One machine had to abort the attack due to oil leakages, the second Do 217 F-0 eventually reached its target and made a shallow attack run, but heavy fog obscured the location and the otherwise successful shot missed the fortification. Upon return to its home base the aircraft was intercepted by RAF fighters over the Channel and heavily damaged, even though German fighters deployed from France came to the rescue, fought the British attackers off and escorted the limping Do 217 F-0 back to its home base.
These events revealed that the overall SG 104 concept was generally feasible, but also showed that the Do 217 F-0 was very vulnerable without air superiority or a suitable escort, so that new tactics had to be developed. One consequence was that further Do 217 F-0 deployments were now supported by V/KG 40, the Luftwaffe's only long range maritime fighter unit. These escorts consisted of Junkers Ju 88C-6s, which were capable of keeping up with the Do 217 F-0 and fend of intercepting RAF Coastal Command’s Beaufighters and later also Mosquitos.
In the meantime, tests with the SG 104 progressed and several modifications were tested on different EKdo 104's Do 217 F-0s. One major upgrade was a further strengthening of the tail section, which added another 200 kg (440 lb) to the aircraft's dry weight. Furthermore, at least three aircraft were outfitted with additional dive brakes under the outer wings, so that the dive could be better controlled and intercepted. these aircraft, however, lost their plumbed underwing hardpoints, but these were only ever used for drop tanks during transfer flights - a loaded SG 104 precluded any other ordnance. On two other aircraft the SG 104 was modified to test different muzzle brakes and deflectors for the rear-facing opening, so that the gun blast was more effectively guided away from the airframe to prevent instability and structural damage. For instance, one machine was equipped with a bifurcated blast deflector that directed the rearward gasses partly sideways, away from the fuselage.
These tests did not last long, though. During the Allied Normandy landings in June 1944 E-Staffel 104 was hastily thrown into action and made several poorly-prepared attack runs against Allied support ships. The biggest success was a full hit and the resulting sinking of the Norwegian destroyer HNoMS Svenner (G03) by "1A+BA" at dawn on 6th of June, off Sword, one of the Allied landing zones. Other targets were engaged, too, but only with little effect. This involvement, however, led to the loss of three Do 217 F-0s within just two days and four more heavily damaged aircraft – leaving only two of EKdo 104's Do 217 F-0s operational.
With the Allied invasion of France and a worsening war condition, the SG 104 program was stopped in August 1944 and the idea of an airborne anti-ship gun axed in favor of more flexible guided weapons like the Hs 293 missile and the Fritz-X glide bomb. Plans for a further developed weapon with a three-round drum magazine were immediately stopped, also because there was no carrier aircraft in sight that could carry and deploy this complex 6.5 tons weapon. However, work on the SG 104 and the experience gained from EKdo 104's field tests were not in vain. The knowledge gathered from the Münchhausen program was directly used for the design of a wide range of other, smaller recoilless aircraft weapons, including the magnetically-triggered SG 113 "Förstersonde" anti-tank weapon or the lightweight SG 118 "Rohrblock" unguided air-to-air missile battery for the Heinkel He 162 "Volksjäger".
General characteristics:
Crew: 3 (pilot, navigator, radio operator/gunner)
Length: 20,73 m (67 ft 11 in) overall
18,93 m (62 ft 3/4 in) hull only
Wingspan: 19 m (62 ft 4 in)
Height: 4.97 m (16 ft 4 in)
Wing area: 57 m² (610 sq ft)
Empty weight: 9,065 kg (19,985 lb)
Empty equipped weight:10,950 kg (24,140 lb)
Max takeoff weight: 16,700 kg (36,817 lb)
Fuel capacity: 2,960 l (780 US gal; 650 imp gal) in fuselage tank and four wing tanks
Powerplant:
2× BMW 801D-2 14-cylinder air-cooled radial piston engines, delivering
1,300 kW (1,700 hp) each for take-off and 1,070 kW (1,440 hp) at 5,700 m (18,700 ft),
driving 3-bladed VDM constant-speed propellers
Performance:
Maximum speed: 475 km/h (295 mph, 256 kn) at sea level
560 km/h (350 mph; 300 kn) at 5,700 m (18,700 ft)
Cruise speed: 400 km/h (250 mph, 220 kn) with loaded Gerät 104 at optimum altitude
Range: 2,180 km (1,350 mi, 1,180 nmi) with maximum internal fuel
Ferry range: 2,500 km (1,600 mi, 1,300 nmi); unarmed, with auxiliary fuel tanks
Service ceiling: 7,370 m (24,180 ft) with loaded Gerät 104,
9,500 m (31,200 ft) after firing
Rate of climb: 3.5 m/s (690 ft/min)
Time to altitude: 1,000 m (3,300 ft) in 4 minutes 10 seconds
2,000 m (6,600 ft) in 8 minutes 20 seconds
6,100 m (20,000 ft) in 24 minutes 40 seconds
Armament:
1x 355.6 mm (14-inch) Sondergerät 104 recoilless gun with a single round in ventral position
1x 15 mm (0.787 in) MG 151 machine cannon with 200 rounds, fixed in the nose
1x 13 mm (0.512 in) MG 131 machine gun with 500 rounds, movable in dorsal position
Two underwing hardpoints for a 900 l drop tank each, but only used during unarmed ferry flights
The kit and its assembly:
This was another submission to the "Gunships" group build at whatifmodellers.com in late 2021, and inspiration struck when I realized that I had two Italeri Do 217 in The Stash - a bomber and a night fighter - that could be combined into a suitable (fictional) carrier for a Sondergerät 104. This mighty weapon actually existed and even reached the hardware/test stage - but it was never integrated into an airframe and tested in flight. But that's what this model is supposed to depict.
On the Do 217, the Sg 104 would have been carried externally under the fuselage, even though there had been plans to integrate this recoilless rifle into airframes, esp. into the Ju 288. Since the latter never made it into production, the Do 217 would have been the most logical alternative, also because it had the highest payload of all German bombers during WWII and probably the only aircraft capable of carrying and deploying the Münchhausen device, as the SG 104 was also known.
The fictional Do 217 F-0 is a kitbashing, using a Do 217 N fuselage, combined with the wings from a Do 217 K bomber, plus some modifications. What initially sounded like a simple plan soon turned into a improvisation mess: it took some time to realize that I had already donated the Do 217 K's BMW 801 engines to another project, an upgraded He 115... I did not want to use the nightfighter's more powerful DB 603s, and I was lucky to have an Italeri Ju 188 kit at hand which comes with optional BMW 801s and Jumo 211s. Transplanting these engines onto the Do 217's wings took some tailoring of the adapter plates, but was feasible. However, the BMW 801s from the Ju 188 kit have a flaw: they lack the engine's characteristic cooling fans... Another lucky find: I found two such parts in the scrap box, even though from different kits - one left over from another Italeri Do 217 K, the other one from what I assume is/was an Italeri 1:72 Fw 190 A/F. To make matters worse, one propeller from the Ju 188 kit was missing, so that I had to find a(nother) replacement. :-/
I eventually used something that looked like an 1:72 F6F Hellcat propeller, but I an not certain about this because I have never built this model...? With some trimming on the blades' trailing edges and other mods, the donor's overall look could be adapted to the Ju 188 benchmark. Both propellers were mounted on metal axis' so that they could also carry the cooling fans. Lots of work, but the result looks quite good.
The Do 217 N's hull lost the lower rear gunner position and its ventral gondola, which was faired over with a piece of styrene sheet. The pilot was taken OOB, the gunner in the rear position was replaced by a more blob-like crew member from the scrap box. The plan to add a navigator in the seat to the lower right of the pilot did not work out due to space shortage, but this figure would probably have been invisble, anyway.
All gun openings in the nose were filled and PSRed away, and a fairing for a bomb aiming device and a single gun (the barrel is a hollow steel needle) were added.
The SG 104 was scratched. Starting point was a white metal replacement barrel for an 1:35 ISU-152 SPG with a brass muzzle brake. However, after dry-fitting the barrel under the hull the barrel turned out to be much too wide, so that only the muzzal brake survived and the rest of the weapon was created from a buddy refueling pod (from an Italeri 1:72 Luftwaffe Tornado, because of its two conical ends) and protective plastic caps from medical canulas. To attach this creation to the hull I abused a conformal belly tank from a Matchbox Gloster Meteor night fighter and tailored it into a streamlined fairing. While this quite a Frankenstein creation, the overall dimensions match the real SG 104 prototype and its look well.
Other cosmetic modifications include a pair of underwing dive brakes, translanted from an Italeri 1:72 Ju 88 A-4 kit, an extended (scratched) tail "stinger" which resembles the real dive brake arrangement that was installed on some Do 217 E bombers, and I added blast deflector vanes and a dorsal stabilizer fin.
In order to provide the aircraft with enough ground clearance, the tail wheel was slightly extended. Thanks to the long tail stinger, this is not blatantly obvious.
Painting and markings:
This was not an easy choice, but as a kind of prototype I decided that the paint scheme should be rather conservative. However, German aircraft operating over the Atlantic tended to carry rather pale schemes, so that the standard pattern of RLM 70/71/65 (Dunkelgrün, Schwarzgrün and Hellblau) with a low waterline - typical for experimental types - would hardly be appropriate.
I eventually found a compromise on a He 177 bomber (coded 6N+BN) from 1944 that was operated by KG 100: this particular aircraft had a lightened upper camouflage - still a standard splinter scheme but consisting of RLM 71 and 02 (Dunkelgrün and Grau; I used Modelmaster 2081 and Humbrol 240), a combination that had been used on German fighters during the Battle of Britain when the standard colors turned out to be too dark for operations over the Channel. The aircraft also carried standard RLM 65 (or maybe the new RLM76) underneath (Humbrol 65) and on the fin, but with a very high and slightly wavy waterline. As a rather unusual feature, no typical camouflage mottles were carried on the flanks or the fin, giving the aircraft a very bleak and simple look.
Despite my fears that this might look rather boring I adapted this scheme for the Do 217 F-0, and once basic painting was completed I was rather pleased by the aircraft's look! As an aircraft operated at the Western front, no additional markings like fuselage bands were carried.
To set the SG 104 apart from the airframe, I painted the weapon's visible parts in RLM 66 (Schwarzgrau, Humbrol 67), because this tone was frequently used for machinery (including the interior surfaces of aircraft towards 1945).
RLM 02 was also used for the interior surfaces and the landing gear, even though I used a slightly different, lighter shade in form of Revell 45 (Helloliv).
A light black ink washing was applied and post-shading to emphasize panel lines. Most markings/decals came from a Begemot 1:72 He 11 sheet, including the unusual green tactical code - it belongs to a staff unit, a suitable marking for such an experimental aircraft. The green (Humbrol 2) was carried over to the tips of the propeller spinners. The unit's code "1A" is fictional, AFAIK this combination had never been used by the Luftwaffe.
The small unit badge was alucky find: it actually depicts the fictional Baron von Münchhausen riding on a cannonball, and it comes from an Academy 1:72 Me 163 kit and its respective sheet. The mission markings underneath, depicting two anti-ship missions plus a successful sinking, came from a TL Modellbau 1:72 scale sheet with generic German WWII victory markings.
After some soot stains around the engine exhaust and weapon muzzles had been added with graphite, the model was sealed with matt acrylic varnish and final details like position lights and wire antennae (from heated black plastic sprue material) were added.
Well, what started as a combination of two kits of the same kind with a simple huge pipe underneath turned out to be more demanding than expected. The (incomplete) replacement engines were quite a challenge, and body work on the hull (tail stinger, fairing for the SG 104 as well as the weapon itself) turned out to be more complex and extensive than initially thought of. The result looks quite convincing, also supported by the rather simple paint scheme which IMHO just "looks right" and very convincing. And the whole thing is probably the most direct representation of the inspiring "Gunship" theme!
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The Sondergerät SG104 "Münchhausen" was a German airborne recoillless 355.6 mm (14-inch) caliber gun, intended to engage even the roughest enemy battleships, primarily those of the Royal Navy. The design of this unusual and massive weapon began in 1939. The rationale behind it was that a battleship’s most vulnerable part was the deck – a flat surface, with relatively thin armor (as typical hits were expected on the flanks) and ideally with vital targets underneath, so that a single, good hit would cripple of even destroy a ship. The purpose of such a high angle of attack was likely to allow the projectile to penetrate the target ship's deck, where the ship's armor, if there was any, would have been much thinner than the armor on its sidesHowever, hitting the deck properly with another ship’s main gun was not easy, since it could only be affected through indirect hits and the typical angle of the attack from aballistic shot would not necessarily be ideal for deep penetration, esp. at long range.
The solution to this problem: ensure that the heavy projectile would hit its target directly from above, ideally at a very steep angle. To achieve this, the gun with battleship caliber was “relocated” from a carrier ship or a coastal battery onto an aircraft – specifically to a type that was capable of dive-bombing, a feature that almost any German bomber model of the time offered.
Firing such a heavy weapon caused a lot fo problems, which were severe even if the gun was mounted on a ship or on land. To compensate for such a large-caliber gun’s recoil and to make firing a 14 in shell (which alone weighed around almost 700 kg/1.550 lb, plus the charge) from a relatively light airframe feasible, the respective gun had to be as light as possible and avoid any recoil, which would easily tear an aircraft – even a bomber – apart upon firing. Therefore, the Gerät 104 was designed as a recoilless cannon. Its firing system involved venting the same amount of the weapon's propellant gas for its round to the rear of the launch tube (which was open at both ends), in the same fashion as a rocket launcher. This created a forward directed momentum which was nearly equal to the rearward momentum (recoil) imparted to the system by accelerating the projectile itself. The balance thus created did not leave much net momentum to be imparted to the weapon's mounting or the carrying airframe in the form of felt recoil. A further share of the recoil induced by the moving round itself could be compensated by a muzzle brake which re-directed a part of the firing gases backwards. Since recoil had been mostly negated, a heavy and complex recoil damping mechanism was not necessary – even though the weapon itself was huge and heavy.
Work on the "Münchhausen" device (a secret project handle after a fictional German nobleman created by the German writer Rudolf Erich Raspe in the late 18th century who reputedly had ridden on a cannonball between enemy frontlines), was done by Rheinmetall-Borsig and lasted until 1941. The first test of a prototype weapon was conducted on 9th of September 1940 in Unterlüss with a satisfactory result, even though the weapon was only mounted onto an open rack and not integrated into an airframe yet. At that time, potential carriers were the Ju 88, the Dornier Do 217 and the new Junkers Ju 288. Even though the system’s efficacy was doubted, the prospect of delivering a single, fatal blow to an important , armored arget superseded any doubts at the RLM, and the project was greenlit in early 1942 for the next stage: the integration of the Sondergerät 104 into an existing airframe. The Ju 88 and its successor, the Ju 188, turned out to be too light and lacked carrying capacity for the complete, loaded weapon, and the favored Ju 288 was never produced, so that only the Dornier Do 217 or the bigger He 177 remained as a suitable carriers. The Do 217 was eventually chosen because it had the biggest payload and the airframe was proven and readily available.
After calculations had verified that the designed 14 in rifle would have effectively no recoil, preliminary tests with dumm airframes were carried out. After ground trials with a Do 217 E day bomber to check recoil and blast effects on the airframe, the development and production of a limited Nullserie (pre-production series) of the dedicated Do 217 F variant for field tests and eventual operational use against British sea and land targets was ordered in April 1942.
The resulting Do 217 F-0 was based on the late “E” bomber variant and powered by a pair of BMW 801 radial engines. It was, however, heavily modified for its unique weapon and the highly specialized mission profile: upon arriving at the zone of operation at high altitude, the aircraft would initiate a dive with an angle of attack between 50° and 80° from the horizontal, firing the SG 104 at an altitude between 6,000 and 2,000 meters. The flight time of the projectile could range from 16.0 seconds for a shot from an altitude of 6,000 meters at a 50° angle to just 4.4 seconds for a shot from 2.000 meters at an almost vertical 80° angle. Muzzle velocity of the SG 104 was only 300 m/s, but, prior to impact, the effective velocity of the projectile was projected to range between 449 and 468 m/s (1,616 to 1,674 km/h). Together with the round's weight of roughly 700 kg (1.550 lb) and a hardened tip, this would still ensure a high penetration potential.
The operational Sondergerät 104 had an empty mass of 2.780 kg (6,123 lb) and its complete 14 inch double cartridge weighed around 1.600 kg (3,525 lb). The loaded mass of the weapon was 4,237 kg, stretching the limits of the Do 217’s load capacity to the maximum, so that some armor and less vital pieces of equipment were deleted. Crew and defensive armament were reduced to a minimum.
Even though there had been plans to integrate the wepaon into the airframe (on the Ju 288), the Gerät 104 was on the Do 217 F-0 mounted externally and occupied the whole space under the aircraft, precluding any use of the bomb bay. The latter was occupied by the Gerät 104’s complex mount, which extended to the outside under a streamlined fairing and held the weapon at a distance from the airframe. Between the mount’s struts inside of the fuselage, an additional fuel tank for balance reasons was added, too.
The gun’s center, where the heavy round was carried, was positioned under the aircraft’s center of gravity, so that the gun barrel markedly protruded from under the aircraft’s nose. To make enough space, the Do 217 Es bomb aimer’s ventral gondola and his rearward-facing defensive position under the cockpit were omitted and faired over. The nose section was also totally different: the original extensive glazing (the so-called “Kampfkopf”) was replaced by a smaller, conventional canopy, similar to the later Do 217 J and N night fighter versions, together with a solid nose - the original glass panels would have easily shattered upon firing the gun, esp. in a steep high-speed dive. A "Lotfernrohr" bomb aiming device was still installed in a streamlined and protected fairing, though, so that the navigator could guide the pilot during the approach to the target and during the attack run.
To stabilize the heavy aircraft during its attack and to time- and safely pull out of the dive, a massive mechanical dive brake was mounted at the extended tail tip, which unfolded with four "petals". A charecteristic stabilizing dorsal strake was added between the twin fins, too.
The ventral area behind the gun’s rear-facing muzzle received additional metal plating and blast guiding vanes, after trials in late 1940 had revealed that firing the SG 104 could easily damage the Do 217’s tail structure, esp. all of the tail surfaces’ rudders and the fins’ lower ends in particular. Due to all this extra weight, the Do 217 F-0’s defensive armament consisted only of a single 13 mm MG 131 machine gun in a manually operated dorsal position behind the cockpit cabin, which offered space for a crew of three. A fixed 15 mm MG 151 autocannon was mounted in the nose, too, a weapon with a long barrel for extended range and accuracy. It was not an offensive weapon, though, rather intended as an aiming aid for the SG 104 because it was loaded with tracer bullets: during the final phase of the attack dive, the pilot kept firing the MG 151, and the bullet trail showed if he was on target to fire the SG 104 when the right altitude/range had been reached.
The first Do 217 F-0 was flown and tested in late 1943, and after some detail changes the type was cleared for a limited production run of ten aircraft in January 1944. The first operational machine was delivered to a dedicated testing commando, the Erprobungskommando 104 “Münchhausen”, also known as “Sonderkommando Münchhausen” or simply “E-Staffel 104”. The unit was based at Bordeaux/Merignac and directly attached to the KG 40's as a staff flight. At that time, KG 40 operated Do 217 and He 177 bombers and frequently flew reconnaissance and anti-shipping missions over the Atlantic west of France, up to the British west and southern coast, equipped with experimental Henschel Hs 293 glide bombs.
Initial flights confirmed that the Do 217 airframe was burdened with the SG 104 to its limits, the already rather sluggish aircraft (the Do 217 had generally a high wing loading and was not easy to fly) lost anything that was left of what could be called agility. It needed an experienced pilot to handle it safely, esp. during start and landing. It is no wonder that two Do 217 F-0s suffered ground accidents during the first two weeks of operations, but the machines could be repaired, resume the test program and carry out attack missions.
However, during one of the first test shots with the weapon, one Do 217 F-0 lost its complete tail section though the gun blast, and the aircraft crashed into the Bay of Biscay, killing the complete crew.
On 4th or April 1944 the first "hot" attack against an enemy ship was executed in the Celtic Sea off of Brest, against a convoy of 20 ships homeward bound from Gibraltar. The attack was not successful, though, the shot missing its target, and the German bomber was attacked and heavily damaged by British Bristol Beaufighters that had been deployed to protect the ships. The Do 217F-0 eventually crashed and sank into the Atlantic before it could reach land again.
A couple of days later, on 10th of April, the first attempt to attack and destroy a land target was undertaken: two Do 217 F-0s took off to attack Bouldnor Battery, an armored British artillery position located on the Isle of Wight. One machine had to abort the attack due to oil leakages, the second Do 217 F-0 eventually reached its target and made a shallow attack run, but heavy fog obscured the location and the otherwise successful shot missed the fortification. Upon return to its home base the aircraft was intercepted by RAF fighters over the Channel and heavily damaged, even though German fighters deployed from France came to the rescue, fought the British attackers off and escorted the limping Do 217 F-0 back to its home base.
These events revealed that the overall SG 104 concept was generally feasible, but also showed that the Do 217 F-0 was very vulnerable without air superiority or a suitable escort, so that new tactics had to be developed. One consequence was that further Do 217 F-0 deployments were now supported by V/KG 40, the Luftwaffe's only long range maritime fighter unit. These escorts consisted of Junkers Ju 88C-6s, which were capable of keeping up with the Do 217 F-0 and fend of intercepting RAF Coastal Command’s Beaufighters and later also Mosquitos.
In the meantime, tests with the SG 104 progressed and several modifications were tested on different EKdo 104's Do 217 F-0s. One major upgrade was a further strengthening of the tail section, which added another 200 kg (440 lb) to the aircraft's dry weight. Furthermore, at least three aircraft were outfitted with additional dive brakes under the outer wings, so that the dive could be better controlled and intercepted. these aircraft, however, lost their plumbed underwing hardpoints, but these were only ever used for drop tanks during transfer flights - a loaded SG 104 precluded any other ordnance. On two other aircraft the SG 104 was modified to test different muzzle brakes and deflectors for the rear-facing opening, so that the gun blast was more effectively guided away from the airframe to prevent instability and structural damage. For instance, one machine was equipped with a bifurcated blast deflector that directed the rearward gasses partly sideways, away from the fuselage.
These tests did not last long, though. During the Allied Normandy landings in June 1944 E-Staffel 104 was hastily thrown into action and made several poorly-prepared attack runs against Allied support ships. The biggest success was a full hit and the resulting sinking of the Norwegian destroyer HNoMS Svenner (G03) by "1A+BA" at dawn on 6th of June, off Sword, one of the Allied landing zones. Other targets were engaged, too, but only with little effect. This involvement, however, led to the loss of three Do 217 F-0s within just two days and four more heavily damaged aircraft – leaving only two of EKdo 104's Do 217 F-0s operational.
With the Allied invasion of France and a worsening war condition, the SG 104 program was stopped in August 1944 and the idea of an airborne anti-ship gun axed in favor of more flexible guided weapons like the Hs 293 missile and the Fritz-X glide bomb. Plans for a further developed weapon with a three-round drum magazine were immediately stopped, also because there was no carrier aircraft in sight that could carry and deploy this complex 6.5 tons weapon. However, work on the SG 104 and the experience gained from EKdo 104's field tests were not in vain. The knowledge gathered from the Münchhausen program was directly used for the design of a wide range of other, smaller recoilless aircraft weapons, including the magnetically-triggered SG 113 "Förstersonde" anti-tank weapon or the lightweight SG 118 "Rohrblock" unguided air-to-air missile battery for the Heinkel He 162 "Volksjäger".
General characteristics:
Crew: 3 (pilot, navigator, radio operator/gunner)
Length: 20,73 m (67 ft 11 in) overall
18,93 m (62 ft 3/4 in) hull only
Wingspan: 19 m (62 ft 4 in)
Height: 4.97 m (16 ft 4 in)
Wing area: 57 m² (610 sq ft)
Empty weight: 9,065 kg (19,985 lb)
Empty equipped weight:10,950 kg (24,140 lb)
Max takeoff weight: 16,700 kg (36,817 lb)
Fuel capacity: 2,960 l (780 US gal; 650 imp gal) in fuselage tank and four wing tanks
Powerplant:
2× BMW 801D-2 14-cylinder air-cooled radial piston engines, delivering
1,300 kW (1,700 hp) each for take-off and 1,070 kW (1,440 hp) at 5,700 m (18,700 ft),
driving 3-bladed VDM constant-speed propellers
Performance:
Maximum speed: 475 km/h (295 mph, 256 kn) at sea level
560 km/h (350 mph; 300 kn) at 5,700 m (18,700 ft)
Cruise speed: 400 km/h (250 mph, 220 kn) with loaded Gerät 104 at optimum altitude
Range: 2,180 km (1,350 mi, 1,180 nmi) with maximum internal fuel
Ferry range: 2,500 km (1,600 mi, 1,300 nmi); unarmed, with auxiliary fuel tanks
Service ceiling: 7,370 m (24,180 ft) with loaded Gerät 104,
9,500 m (31,200 ft) after firing
Rate of climb: 3.5 m/s (690 ft/min)
Time to altitude: 1,000 m (3,300 ft) in 4 minutes 10 seconds
2,000 m (6,600 ft) in 8 minutes 20 seconds
6,100 m (20,000 ft) in 24 minutes 40 seconds
Armament:
1x 355.6 mm (14-inch) Sondergerät 104 recoilless gun with a single round in ventral position
1x 15 mm (0.787 in) MG 151 machine cannon with 200 rounds, fixed in the nose
1x 13 mm (0.512 in) MG 131 machine gun with 500 rounds, movable in dorsal position
Two underwing hardpoints for a 900 l drop tank each, but only used during unarmed ferry flights
The kit and its assembly:
This was another submission to the "Gunships" group build at whatifmodellers.com in late 2021, and inspiration struck when I realized that I had two Italeri Do 217 in The Stash - a bomber and a night fighter - that could be combined into a suitable (fictional) carrier for a Sondergerät 104. This mighty weapon actually existed and even reached the hardware/test stage - but it was never integrated into an airframe and tested in flight. But that's what this model is supposed to depict.
On the Do 217, the Sg 104 would have been carried externally under the fuselage, even though there had been plans to integrate this recoilless rifle into airframes, esp. into the Ju 288. Since the latter never made it into production, the Do 217 would have been the most logical alternative, also because it had the highest payload of all German bombers during WWII and probably the only aircraft capable of carrying and deploying the Münchhausen device, as the SG 104 was also known.
The fictional Do 217 F-0 is a kitbashing, using a Do 217 N fuselage, combined with the wings from a Do 217 K bomber, plus some modifications. What initially sounded like a simple plan soon turned into a improvisation mess: it took some time to realize that I had already donated the Do 217 K's BMW 801 engines to another project, an upgraded He 115... I did not want to use the nightfighter's more powerful DB 603s, and I was lucky to have an Italeri Ju 188 kit at hand which comes with optional BMW 801s and Jumo 211s. Transplanting these engines onto the Do 217's wings took some tailoring of the adapter plates, but was feasible. However, the BMW 801s from the Ju 188 kit have a flaw: they lack the engine's characteristic cooling fans... Another lucky find: I found two such parts in the scrap box, even though from different kits - one left over from another Italeri Do 217 K, the other one from what I assume is/was an Italeri 1:72 Fw 190 A/F. To make matters worse, one propeller from the Ju 188 kit was missing, so that I had to find a(nother) replacement. :-/
I eventually used something that looked like an 1:72 F6F Hellcat propeller, but I an not certain about this because I have never built this model...? With some trimming on the blades' trailing edges and other mods, the donor's overall look could be adapted to the Ju 188 benchmark. Both propellers were mounted on metal axis' so that they could also carry the cooling fans. Lots of work, but the result looks quite good.
The Do 217 N's hull lost the lower rear gunner position and its ventral gondola, which was faired over with a piece of styrene sheet. The pilot was taken OOB, the gunner in the rear position was replaced by a more blob-like crew member from the scrap box. The plan to add a navigator in the seat to the lower right of the pilot did not work out due to space shortage, but this figure would probably have been invisble, anyway.
All gun openings in the nose were filled and PSRed away, and a fairing for a bomb aiming device and a single gun (the barrel is a hollow steel needle) were added.
The SG 104 was scratched. Starting point was a white metal replacement barrel for an 1:35 ISU-152 SPG with a brass muzzle brake. However, after dry-fitting the barrel under the hull the barrel turned out to be much too wide, so that only the muzzal brake survived and the rest of the weapon was created from a buddy refueling pod (from an Italeri 1:72 Luftwaffe Tornado, because of its two conical ends) and protective plastic caps from medical canulas. To attach this creation to the hull I abused a conformal belly tank from a Matchbox Gloster Meteor night fighter and tailored it into a streamlined fairing. While this quite a Frankenstein creation, the overall dimensions match the real SG 104 prototype and its look well.
Other cosmetic modifications include a pair of underwing dive brakes, translanted from an Italeri 1:72 Ju 88 A-4 kit, an extended (scratched) tail "stinger" which resembles the real dive brake arrangement that was installed on some Do 217 E bombers, and I added blast deflector vanes and a dorsal stabilizer fin.
In order to provide the aircraft with enough ground clearance, the tail wheel was slightly extended. Thanks to the long tail stinger, this is not blatantly obvious.
Painting and markings:
This was not an easy choice, but as a kind of prototype I decided that the paint scheme should be rather conservative. However, German aircraft operating over the Atlantic tended to carry rather pale schemes, so that the standard pattern of RLM 70/71/65 (Dunkelgrün, Schwarzgrün and Hellblau) with a low waterline - typical for experimental types - would hardly be appropriate.
I eventually found a compromise on a He 177 bomber (coded 6N+BN) from 1944 that was operated by KG 100: this particular aircraft had a lightened upper camouflage - still a standard splinter scheme but consisting of RLM 71 and 02 (Dunkelgrün and Grau; I used Modelmaster 2081 and Humbrol 240), a combination that had been used on German fighters during the Battle of Britain when the standard colors turned out to be too dark for operations over the Channel. The aircraft also carried standard RLM 65 (or maybe the new RLM76) underneath (Humbrol 65) and on the fin, but with a very high and slightly wavy waterline. As a rather unusual feature, no typical camouflage mottles were carried on the flanks or the fin, giving the aircraft a very bleak and simple look.
Despite my fears that this might look rather boring I adapted this scheme for the Do 217 F-0, and once basic painting was completed I was rather pleased by the aircraft's look! As an aircraft operated at the Western front, no additional markings like fuselage bands were carried.
To set the SG 104 apart from the airframe, I painted the weapon's visible parts in RLM 66 (Schwarzgrau, Humbrol 67), because this tone was frequently used for machinery (including the interior surfaces of aircraft towards 1945).
RLM 02 was also used for the interior surfaces and the landing gear, even though I used a slightly different, lighter shade in form of Revell 45 (Helloliv).
A light black ink washing was applied and post-shading to emphasize panel lines. Most markings/decals came from a Begemot 1:72 He 11 sheet, including the unusual green tactical code - it belongs to a staff unit, a suitable marking for such an experimental aircraft. The green (Humbrol 2) was carried over to the tips of the propeller spinners. The unit's code "1A" is fictional, AFAIK this combination had never been used by the Luftwaffe.
The small unit badge was alucky find: it actually depicts the fictional Baron von Münchhausen riding on a cannonball, and it comes from an Academy 1:72 Me 163 kit and its respective sheet. The mission markings underneath, depicting two anti-ship missions plus a successful sinking, came from a TL Modellbau 1:72 scale sheet with generic German WWII victory markings.
After some soot stains around the engine exhaust and weapon muzzles had been added with graphite, the model was sealed with matt acrylic varnish and final details like position lights and wire antennae (from heated black plastic sprue material) were added.
Well, what started as a combination of two kits of the same kind with a simple huge pipe underneath turned out to be more demanding than expected. The (incomplete) replacement engines were quite a challenge, and body work on the hull (tail stinger, fairing for the SG 104 as well as the weapon itself) turned out to be more complex and extensive than initially thought of. The result looks quite convincing, also supported by the rather simple paint scheme which IMHO just "looks right" and very convincing. And the whole thing is probably the most direct representation of the inspiring "Gunship" theme!
Initially called the Oakland & Antioch Railway, the OA&E was an electric interurban trolley than ran from the Key System's Oakland pier (with San Francisco service) to Sacramento. See here for more route info: www.cowellhistoricalsociety.org/html/oa_er.html
The OA&E ceased to exist in 1929 when it was merged into the new Sacramento Northern Railroad.
This ticket provided for a trip to Bay Point via OA&E and a trip to Oakland via lines of the Atchison, Topeka and Santa Fe Railroad's Coast Line.
Using original Lego set, modify it with system's bricks. Adding claws and tail to increase the "scary" feeling.
This is harder than I thought it would be.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The Sondergerät SG104 "Münchhausen" was a German airborne recoillless 355.6 mm (14-inch) caliber gun, intended to engage even the roughest enemy battleships, primarily those of the Royal Navy. The design of this unusual and massive weapon began in 1939. The rationale behind it was that a battleship’s most vulnerable part was the deck – a flat surface, with relatively thin armor (as typical hits were expected on the flanks) and ideally with vital targets underneath, so that a single, good hit would cripple of even destroy a ship. The purpose of such a high angle of attack was likely to allow the projectile to penetrate the target ship's deck, where the ship's armor, if there was any, would have been much thinner than the armor on its sidesHowever, hitting the deck properly with another ship’s main gun was not easy, since it could only be affected through indirect hits and the typical angle of the attack from aballistic shot would not necessarily be ideal for deep penetration, esp. at long range.
The solution to this problem: ensure that the heavy projectile would hit its target directly from above, ideally at a very steep angle. To achieve this, the gun with battleship caliber was “relocated” from a carrier ship or a coastal battery onto an aircraft – specifically to a type that was capable of dive-bombing, a feature that almost any German bomber model of the time offered.
Firing such a heavy weapon caused a lot fo problems, which were severe even if the gun was mounted on a ship or on land. To compensate for such a large-caliber gun’s recoil and to make firing a 14 in shell (which alone weighed around almost 700 kg/1.550 lb, plus the charge) from a relatively light airframe feasible, the respective gun had to be as light as possible and avoid any recoil, which would easily tear an aircraft – even a bomber – apart upon firing. Therefore, the Gerät 104 was designed as a recoilless cannon. Its firing system involved venting the same amount of the weapon's propellant gas for its round to the rear of the launch tube (which was open at both ends), in the same fashion as a rocket launcher. This created a forward directed momentum which was nearly equal to the rearward momentum (recoil) imparted to the system by accelerating the projectile itself. The balance thus created did not leave much net momentum to be imparted to the weapon's mounting or the carrying airframe in the form of felt recoil. A further share of the recoil induced by the moving round itself could be compensated by a muzzle brake which re-directed a part of the firing gases backwards. Since recoil had been mostly negated, a heavy and complex recoil damping mechanism was not necessary – even though the weapon itself was huge and heavy.
Work on the "Münchhausen" device (a secret project handle after a fictional German nobleman created by the German writer Rudolf Erich Raspe in the late 18th century who reputedly had ridden on a cannonball between enemy frontlines), was done by Rheinmetall-Borsig and lasted until 1941. The first test of a prototype weapon was conducted on 9th of September 1940 in Unterlüss with a satisfactory result, even though the weapon was only mounted onto an open rack and not integrated into an airframe yet. At that time, potential carriers were the Ju 88, the Dornier Do 217 and the new Junkers Ju 288. Even though the system’s efficacy was doubted, the prospect of delivering a single, fatal blow to an important , armored arget superseded any doubts at the RLM, and the project was greenlit in early 1942 for the next stage: the integration of the Sondergerät 104 into an existing airframe. The Ju 88 and its successor, the Ju 188, turned out to be too light and lacked carrying capacity for the complete, loaded weapon, and the favored Ju 288 was never produced, so that only the Dornier Do 217 or the bigger He 177 remained as a suitable carriers. The Do 217 was eventually chosen because it had the biggest payload and the airframe was proven and readily available.
After calculations had verified that the designed 14 in rifle would have effectively no recoil, preliminary tests with dumm airframes were carried out. After ground trials with a Do 217 E day bomber to check recoil and blast effects on the airframe, the development and production of a limited Nullserie (pre-production series) of the dedicated Do 217 F variant for field tests and eventual operational use against British sea and land targets was ordered in April 1942.
The resulting Do 217 F-0 was based on the late “E” bomber variant and powered by a pair of BMW 801 radial engines. It was, however, heavily modified for its unique weapon and the highly specialized mission profile: upon arriving at the zone of operation at high altitude, the aircraft would initiate a dive with an angle of attack between 50° and 80° from the horizontal, firing the SG 104 at an altitude between 6,000 and 2,000 meters. The flight time of the projectile could range from 16.0 seconds for a shot from an altitude of 6,000 meters at a 50° angle to just 4.4 seconds for a shot from 2.000 meters at an almost vertical 80° angle. Muzzle velocity of the SG 104 was only 300 m/s, but, prior to impact, the effective velocity of the projectile was projected to range between 449 and 468 m/s (1,616 to 1,674 km/h). Together with the round's weight of roughly 700 kg (1.550 lb) and a hardened tip, this would still ensure a high penetration potential.
The operational Sondergerät 104 had an empty mass of 2.780 kg (6,123 lb) and its complete 14 inch double cartridge weighed around 1.600 kg (3,525 lb). The loaded mass of the weapon was 4,237 kg, stretching the limits of the Do 217’s load capacity to the maximum, so that some armor and less vital pieces of equipment were deleted. Crew and defensive armament were reduced to a minimum.
Even though there had been plans to integrate the wepaon into the airframe (on the Ju 288), the Gerät 104 was on the Do 217 F-0 mounted externally and occupied the whole space under the aircraft, precluding any use of the bomb bay. The latter was occupied by the Gerät 104’s complex mount, which extended to the outside under a streamlined fairing and held the weapon at a distance from the airframe. Between the mount’s struts inside of the fuselage, an additional fuel tank for balance reasons was added, too.
The gun’s center, where the heavy round was carried, was positioned under the aircraft’s center of gravity, so that the gun barrel markedly protruded from under the aircraft’s nose. To make enough space, the Do 217 Es bomb aimer’s ventral gondola and his rearward-facing defensive position under the cockpit were omitted and faired over. The nose section was also totally different: the original extensive glazing (the so-called “Kampfkopf”) was replaced by a smaller, conventional canopy, similar to the later Do 217 J and N night fighter versions, together with a solid nose - the original glass panels would have easily shattered upon firing the gun, esp. in a steep high-speed dive. A "Lotfernrohr" bomb aiming device was still installed in a streamlined and protected fairing, though, so that the navigator could guide the pilot during the approach to the target and during the attack run.
To stabilize the heavy aircraft during its attack and to time- and safely pull out of the dive, a massive mechanical dive brake was mounted at the extended tail tip, which unfolded with four "petals". A charecteristic stabilizing dorsal strake was added between the twin fins, too.
The ventral area behind the gun’s rear-facing muzzle received additional metal plating and blast guiding vanes, after trials in late 1940 had revealed that firing the SG 104 could easily damage the Do 217’s tail structure, esp. all of the tail surfaces’ rudders and the fins’ lower ends in particular. Due to all this extra weight, the Do 217 F-0’s defensive armament consisted only of a single 13 mm MG 131 machine gun in a manually operated dorsal position behind the cockpit cabin, which offered space for a crew of three. A fixed 15 mm MG 151 autocannon was mounted in the nose, too, a weapon with a long barrel for extended range and accuracy. It was not an offensive weapon, though, rather intended as an aiming aid for the SG 104 because it was loaded with tracer bullets: during the final phase of the attack dive, the pilot kept firing the MG 151, and the bullet trail showed if he was on target to fire the SG 104 when the right altitude/range had been reached.
The first Do 217 F-0 was flown and tested in late 1943, and after some detail changes the type was cleared for a limited production run of ten aircraft in January 1944. The first operational machine was delivered to a dedicated testing commando, the Erprobungskommando 104 “Münchhausen”, also known as “Sonderkommando Münchhausen” or simply “E-Staffel 104”. The unit was based at Bordeaux/Merignac and directly attached to the KG 40's as a staff flight. At that time, KG 40 operated Do 217 and He 177 bombers and frequently flew reconnaissance and anti-shipping missions over the Atlantic west of France, up to the British west and southern coast, equipped with experimental Henschel Hs 293 glide bombs.
Initial flights confirmed that the Do 217 airframe was burdened with the SG 104 to its limits, the already rather sluggish aircraft (the Do 217 had generally a high wing loading and was not easy to fly) lost anything that was left of what could be called agility. It needed an experienced pilot to handle it safely, esp. during start and landing. It is no wonder that two Do 217 F-0s suffered ground accidents during the first two weeks of operations, but the machines could be repaired, resume the test program and carry out attack missions.
However, during one of the first test shots with the weapon, one Do 217 F-0 lost its complete tail section though the gun blast, and the aircraft crashed into the Bay of Biscay, killing the complete crew.
On 4th or April 1944 the first "hot" attack against an enemy ship was executed in the Celtic Sea off of Brest, against a convoy of 20 ships homeward bound from Gibraltar. The attack was not successful, though, the shot missing its target, and the German bomber was attacked and heavily damaged by British Bristol Beaufighters that had been deployed to protect the ships. The Do 217F-0 eventually crashed and sank into the Atlantic before it could reach land again.
A couple of days later, on 10th of April, the first attempt to attack and destroy a land target was undertaken: two Do 217 F-0s took off to attack Bouldnor Battery, an armored British artillery position located on the Isle of Wight. One machine had to abort the attack due to oil leakages, the second Do 217 F-0 eventually reached its target and made a shallow attack run, but heavy fog obscured the location and the otherwise successful shot missed the fortification. Upon return to its home base the aircraft was intercepted by RAF fighters over the Channel and heavily damaged, even though German fighters deployed from France came to the rescue, fought the British attackers off and escorted the limping Do 217 F-0 back to its home base.
These events revealed that the overall SG 104 concept was generally feasible, but also showed that the Do 217 F-0 was very vulnerable without air superiority or a suitable escort, so that new tactics had to be developed. One consequence was that further Do 217 F-0 deployments were now supported by V/KG 40, the Luftwaffe's only long range maritime fighter unit. These escorts consisted of Junkers Ju 88C-6s, which were capable of keeping up with the Do 217 F-0 and fend of intercepting RAF Coastal Command’s Beaufighters and later also Mosquitos.
In the meantime, tests with the SG 104 progressed and several modifications were tested on different EKdo 104's Do 217 F-0s. One major upgrade was a further strengthening of the tail section, which added another 200 kg (440 lb) to the aircraft's dry weight. Furthermore, at least three aircraft were outfitted with additional dive brakes under the outer wings, so that the dive could be better controlled and intercepted. these aircraft, however, lost their plumbed underwing hardpoints, but these were only ever used for drop tanks during transfer flights - a loaded SG 104 precluded any other ordnance. On two other aircraft the SG 104 was modified to test different muzzle brakes and deflectors for the rear-facing opening, so that the gun blast was more effectively guided away from the airframe to prevent instability and structural damage. For instance, one machine was equipped with a bifurcated blast deflector that directed the rearward gasses partly sideways, away from the fuselage.
These tests did not last long, though. During the Allied Normandy landings in June 1944 E-Staffel 104 was hastily thrown into action and made several poorly-prepared attack runs against Allied support ships. The biggest success was a full hit and the resulting sinking of the Norwegian destroyer HNoMS Svenner (G03) by "1A+BA" at dawn on 6th of June, off Sword, one of the Allied landing zones. Other targets were engaged, too, but only with little effect. This involvement, however, led to the loss of three Do 217 F-0s within just two days and four more heavily damaged aircraft – leaving only two of EKdo 104's Do 217 F-0s operational.
With the Allied invasion of France and a worsening war condition, the SG 104 program was stopped in August 1944 and the idea of an airborne anti-ship gun axed in favor of more flexible guided weapons like the Hs 293 missile and the Fritz-X glide bomb. Plans for a further developed weapon with a three-round drum magazine were immediately stopped, also because there was no carrier aircraft in sight that could carry and deploy this complex 6.5 tons weapon. However, work on the SG 104 and the experience gained from EKdo 104's field tests were not in vain. The knowledge gathered from the Münchhausen program was directly used for the design of a wide range of other, smaller recoilless aircraft weapons, including the magnetically-triggered SG 113 "Förstersonde" anti-tank weapon or the lightweight SG 118 "Rohrblock" unguided air-to-air missile battery for the Heinkel He 162 "Volksjäger".
General characteristics:
Crew: 3 (pilot, navigator, radio operator/gunner)
Length: 20,73 m (67 ft 11 in) overall
18,93 m (62 ft 3/4 in) hull only
Wingspan: 19 m (62 ft 4 in)
Height: 4.97 m (16 ft 4 in)
Wing area: 57 m² (610 sq ft)
Empty weight: 9,065 kg (19,985 lb)
Empty equipped weight:10,950 kg (24,140 lb)
Max takeoff weight: 16,700 kg (36,817 lb)
Fuel capacity: 2,960 l (780 US gal; 650 imp gal) in fuselage tank and four wing tanks
Powerplant:
2× BMW 801D-2 14-cylinder air-cooled radial piston engines, delivering
1,300 kW (1,700 hp) each for take-off and 1,070 kW (1,440 hp) at 5,700 m (18,700 ft),
driving 3-bladed VDM constant-speed propellers
Performance:
Maximum speed: 475 km/h (295 mph, 256 kn) at sea level
560 km/h (350 mph; 300 kn) at 5,700 m (18,700 ft)
Cruise speed: 400 km/h (250 mph, 220 kn) with loaded Gerät 104 at optimum altitude
Range: 2,180 km (1,350 mi, 1,180 nmi) with maximum internal fuel
Ferry range: 2,500 km (1,600 mi, 1,300 nmi); unarmed, with auxiliary fuel tanks
Service ceiling: 7,370 m (24,180 ft) with loaded Gerät 104,
9,500 m (31,200 ft) after firing
Rate of climb: 3.5 m/s (690 ft/min)
Time to altitude: 1,000 m (3,300 ft) in 4 minutes 10 seconds
2,000 m (6,600 ft) in 8 minutes 20 seconds
6,100 m (20,000 ft) in 24 minutes 40 seconds
Armament:
1x 355.6 mm (14-inch) Sondergerät 104 recoilless gun with a single round in ventral position
1x 15 mm (0.787 in) MG 151 machine cannon with 200 rounds, fixed in the nose
1x 13 mm (0.512 in) MG 131 machine gun with 500 rounds, movable in dorsal position
Two underwing hardpoints for a 900 l drop tank each, but only used during unarmed ferry flights
The kit and its assembly:
This was another submission to the "Gunships" group build at whatifmodellers.com in late 2021, and inspiration struck when I realized that I had two Italeri Do 217 in The Stash - a bomber and a night fighter - that could be combined into a suitable (fictional) carrier for a Sondergerät 104. This mighty weapon actually existed and even reached the hardware/test stage - but it was never integrated into an airframe and tested in flight. But that's what this model is supposed to depict.
On the Do 217, the Sg 104 would have been carried externally under the fuselage, even though there had been plans to integrate this recoilless rifle into airframes, esp. into the Ju 288. Since the latter never made it into production, the Do 217 would have been the most logical alternative, also because it had the highest payload of all German bombers during WWII and probably the only aircraft capable of carrying and deploying the Münchhausen device, as the SG 104 was also known.
The fictional Do 217 F-0 is a kitbashing, using a Do 217 N fuselage, combined with the wings from a Do 217 K bomber, plus some modifications. What initially sounded like a simple plan soon turned into a improvisation mess: it took some time to realize that I had already donated the Do 217 K's BMW 801 engines to another project, an upgraded He 115... I did not want to use the nightfighter's more powerful DB 603s, and I was lucky to have an Italeri Ju 188 kit at hand which comes with optional BMW 801s and Jumo 211s. Transplanting these engines onto the Do 217's wings took some tailoring of the adapter plates, but was feasible. However, the BMW 801s from the Ju 188 kit have a flaw: they lack the engine's characteristic cooling fans... Another lucky find: I found two such parts in the scrap box, even though from different kits - one left over from another Italeri Do 217 K, the other one from what I assume is/was an Italeri 1:72 Fw 190 A/F. To make matters worse, one propeller from the Ju 188 kit was missing, so that I had to find a(nother) replacement. :-/
I eventually used something that looked like an 1:72 F6F Hellcat propeller, but I an not certain about this because I have never built this model...? With some trimming on the blades' trailing edges and other mods, the donor's overall look could be adapted to the Ju 188 benchmark. Both propellers were mounted on metal axis' so that they could also carry the cooling fans. Lots of work, but the result looks quite good.
The Do 217 N's hull lost the lower rear gunner position and its ventral gondola, which was faired over with a piece of styrene sheet. The pilot was taken OOB, the gunner in the rear position was replaced by a more blob-like crew member from the scrap box. The plan to add a navigator in the seat to the lower right of the pilot did not work out due to space shortage, but this figure would probably have been invisble, anyway.
All gun openings in the nose were filled and PSRed away, and a fairing for a bomb aiming device and a single gun (the barrel is a hollow steel needle) were added.
The SG 104 was scratched. Starting point was a white metal replacement barrel for an 1:35 ISU-152 SPG with a brass muzzle brake. However, after dry-fitting the barrel under the hull the barrel turned out to be much too wide, so that only the muzzal brake survived and the rest of the weapon was created from a buddy refueling pod (from an Italeri 1:72 Luftwaffe Tornado, because of its two conical ends) and protective plastic caps from medical canulas. To attach this creation to the hull I abused a conformal belly tank from a Matchbox Gloster Meteor night fighter and tailored it into a streamlined fairing. While this quite a Frankenstein creation, the overall dimensions match the real SG 104 prototype and its look well.
Other cosmetic modifications include a pair of underwing dive brakes, translanted from an Italeri 1:72 Ju 88 A-4 kit, an extended (scratched) tail "stinger" which resembles the real dive brake arrangement that was installed on some Do 217 E bombers, and I added blast deflector vanes and a dorsal stabilizer fin.
In order to provide the aircraft with enough ground clearance, the tail wheel was slightly extended. Thanks to the long tail stinger, this is not blatantly obvious.
Painting and markings:
This was not an easy choice, but as a kind of prototype I decided that the paint scheme should be rather conservative. However, German aircraft operating over the Atlantic tended to carry rather pale schemes, so that the standard pattern of RLM 70/71/65 (Dunkelgrün, Schwarzgrün and Hellblau) with a low waterline - typical for experimental types - would hardly be appropriate.
I eventually found a compromise on a He 177 bomber (coded 6N+BN) from 1944 that was operated by KG 100: this particular aircraft had a lightened upper camouflage - still a standard splinter scheme but consisting of RLM 71 and 02 (Dunkelgrün and Grau; I used Modelmaster 2081 and Humbrol 240), a combination that had been used on German fighters during the Battle of Britain when the standard colors turned out to be too dark for operations over the Channel. The aircraft also carried standard RLM 65 (or maybe the new RLM76) underneath (Humbrol 65) and on the fin, but with a very high and slightly wavy waterline. As a rather unusual feature, no typical camouflage mottles were carried on the flanks or the fin, giving the aircraft a very bleak and simple look.
Despite my fears that this might look rather boring I adapted this scheme for the Do 217 F-0, and once basic painting was completed I was rather pleased by the aircraft's look! As an aircraft operated at the Western front, no additional markings like fuselage bands were carried.
To set the SG 104 apart from the airframe, I painted the weapon's visible parts in RLM 66 (Schwarzgrau, Humbrol 67), because this tone was frequently used for machinery (including the interior surfaces of aircraft towards 1945).
RLM 02 was also used for the interior surfaces and the landing gear, even though I used a slightly different, lighter shade in form of Revell 45 (Helloliv).
A light black ink washing was applied and post-shading to emphasize panel lines. Most markings/decals came from a Begemot 1:72 He 11 sheet, including the unusual green tactical code - it belongs to a staff unit, a suitable marking for such an experimental aircraft. The green (Humbrol 2) was carried over to the tips of the propeller spinners. The unit's code "1A" is fictional, AFAIK this combination had never been used by the Luftwaffe.
The small unit badge was alucky find: it actually depicts the fictional Baron von Münchhausen riding on a cannonball, and it comes from an Academy 1:72 Me 163 kit and its respective sheet. The mission markings underneath, depicting two anti-ship missions plus a successful sinking, came from a TL Modellbau 1:72 scale sheet with generic German WWII victory markings.
After some soot stains around the engine exhaust and weapon muzzles had been added with graphite, the model was sealed with matt acrylic varnish and final details like position lights and wire antennae (from heated black plastic sprue material) were added.
Well, what started as a combination of two kits of the same kind with a simple huge pipe underneath turned out to be more demanding than expected. The (incomplete) replacement engines were quite a challenge, and body work on the hull (tail stinger, fairing for the SG 104 as well as the weapon itself) turned out to be more complex and extensive than initially thought of. The result looks quite convincing, also supported by the rather simple paint scheme which IMHO just "looks right" and very convincing. And the whole thing is probably the most direct representation of the inspiring "Gunship" theme!
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The Sondergerät SG104 "Münchhausen" was a German airborne recoillless 355.6 mm (14-inch) caliber gun, intended to engage even the roughest enemy battleships, primarily those of the Royal Navy. The design of this unusual and massive weapon began in 1939. The rationale behind it was that a battleship’s most vulnerable part was the deck – a flat surface, with relatively thin armor (as typical hits were expected on the flanks) and ideally with vital targets underneath, so that a single, good hit would cripple of even destroy a ship. The purpose of such a high angle of attack was likely to allow the projectile to penetrate the target ship's deck, where the ship's armor, if there was any, would have been much thinner than the armor on its sidesHowever, hitting the deck properly with another ship’s main gun was not easy, since it could only be affected through indirect hits and the typical angle of the attack from aballistic shot would not necessarily be ideal for deep penetration, esp. at long range.
The solution to this problem: ensure that the heavy projectile would hit its target directly from above, ideally at a very steep angle. To achieve this, the gun with battleship caliber was “relocated” from a carrier ship or a coastal battery onto an aircraft – specifically to a type that was capable of dive-bombing, a feature that almost any German bomber model of the time offered.
Firing such a heavy weapon caused a lot fo problems, which were severe even if the gun was mounted on a ship or on land. To compensate for such a large-caliber gun’s recoil and to make firing a 14 in shell (which alone weighed around almost 700 kg/1.550 lb, plus the charge) from a relatively light airframe feasible, the respective gun had to be as light as possible and avoid any recoil, which would easily tear an aircraft – even a bomber – apart upon firing. Therefore, the Gerät 104 was designed as a recoilless cannon. Its firing system involved venting the same amount of the weapon's propellant gas for its round to the rear of the launch tube (which was open at both ends), in the same fashion as a rocket launcher. This created a forward directed momentum which was nearly equal to the rearward momentum (recoil) imparted to the system by accelerating the projectile itself. The balance thus created did not leave much net momentum to be imparted to the weapon's mounting or the carrying airframe in the form of felt recoil. A further share of the recoil induced by the moving round itself could be compensated by a muzzle brake which re-directed a part of the firing gases backwards. Since recoil had been mostly negated, a heavy and complex recoil damping mechanism was not necessary – even though the weapon itself was huge and heavy.
Work on the "Münchhausen" device (a secret project handle after a fictional German nobleman created by the German writer Rudolf Erich Raspe in the late 18th century who reputedly had ridden on a cannonball between enemy frontlines), was done by Rheinmetall-Borsig and lasted until 1941. The first test of a prototype weapon was conducted on 9th of September 1940 in Unterlüss with a satisfactory result, even though the weapon was only mounted onto an open rack and not integrated into an airframe yet. At that time, potential carriers were the Ju 88, the Dornier Do 217 and the new Junkers Ju 288. Even though the system’s efficacy was doubted, the prospect of delivering a single, fatal blow to an important , armored arget superseded any doubts at the RLM, and the project was greenlit in early 1942 for the next stage: the integration of the Sondergerät 104 into an existing airframe. The Ju 88 and its successor, the Ju 188, turned out to be too light and lacked carrying capacity for the complete, loaded weapon, and the favored Ju 288 was never produced, so that only the Dornier Do 217 or the bigger He 177 remained as a suitable carriers. The Do 217 was eventually chosen because it had the biggest payload and the airframe was proven and readily available.
After calculations had verified that the designed 14 in rifle would have effectively no recoil, preliminary tests with dumm airframes were carried out. After ground trials with a Do 217 E day bomber to check recoil and blast effects on the airframe, the development and production of a limited Nullserie (pre-production series) of the dedicated Do 217 F variant for field tests and eventual operational use against British sea and land targets was ordered in April 1942.
The resulting Do 217 F-0 was based on the late “E” bomber variant and powered by a pair of BMW 801 radial engines. It was, however, heavily modified for its unique weapon and the highly specialized mission profile: upon arriving at the zone of operation at high altitude, the aircraft would initiate a dive with an angle of attack between 50° and 80° from the horizontal, firing the SG 104 at an altitude between 6,000 and 2,000 meters. The flight time of the projectile could range from 16.0 seconds for a shot from an altitude of 6,000 meters at a 50° angle to just 4.4 seconds for a shot from 2.000 meters at an almost vertical 80° angle. Muzzle velocity of the SG 104 was only 300 m/s, but, prior to impact, the effective velocity of the projectile was projected to range between 449 and 468 m/s (1,616 to 1,674 km/h). Together with the round's weight of roughly 700 kg (1.550 lb) and a hardened tip, this would still ensure a high penetration potential.
The operational Sondergerät 104 had an empty mass of 2.780 kg (6,123 lb) and its complete 14 inch double cartridge weighed around 1.600 kg (3,525 lb). The loaded mass of the weapon was 4,237 kg, stretching the limits of the Do 217’s load capacity to the maximum, so that some armor and less vital pieces of equipment were deleted. Crew and defensive armament were reduced to a minimum.
Even though there had been plans to integrate the wepaon into the airframe (on the Ju 288), the Gerät 104 was on the Do 217 F-0 mounted externally and occupied the whole space under the aircraft, precluding any use of the bomb bay. The latter was occupied by the Gerät 104’s complex mount, which extended to the outside under a streamlined fairing and held the weapon at a distance from the airframe. Between the mount’s struts inside of the fuselage, an additional fuel tank for balance reasons was added, too.
The gun’s center, where the heavy round was carried, was positioned under the aircraft’s center of gravity, so that the gun barrel markedly protruded from under the aircraft’s nose. To make enough space, the Do 217 Es bomb aimer’s ventral gondola and his rearward-facing defensive position under the cockpit were omitted and faired over. The nose section was also totally different: the original extensive glazing (the so-called “Kampfkopf”) was replaced by a smaller, conventional canopy, similar to the later Do 217 J and N night fighter versions, together with a solid nose - the original glass panels would have easily shattered upon firing the gun, esp. in a steep high-speed dive. A "Lotfernrohr" bomb aiming device was still installed in a streamlined and protected fairing, though, so that the navigator could guide the pilot during the approach to the target and during the attack run.
To stabilize the heavy aircraft during its attack and to time- and safely pull out of the dive, a massive mechanical dive brake was mounted at the extended tail tip, which unfolded with four "petals". A charecteristic stabilizing dorsal strake was added between the twin fins, too.
The ventral area behind the gun’s rear-facing muzzle received additional metal plating and blast guiding vanes, after trials in late 1940 had revealed that firing the SG 104 could easily damage the Do 217’s tail structure, esp. all of the tail surfaces’ rudders and the fins’ lower ends in particular. Due to all this extra weight, the Do 217 F-0’s defensive armament consisted only of a single 13 mm MG 131 machine gun in a manually operated dorsal position behind the cockpit cabin, which offered space for a crew of three. A fixed 15 mm MG 151 autocannon was mounted in the nose, too, a weapon with a long barrel for extended range and accuracy. It was not an offensive weapon, though, rather intended as an aiming aid for the SG 104 because it was loaded with tracer bullets: during the final phase of the attack dive, the pilot kept firing the MG 151, and the bullet trail showed if he was on target to fire the SG 104 when the right altitude/range had been reached.
The first Do 217 F-0 was flown and tested in late 1943, and after some detail changes the type was cleared for a limited production run of ten aircraft in January 1944. The first operational machine was delivered to a dedicated testing commando, the Erprobungskommando 104 “Münchhausen”, also known as “Sonderkommando Münchhausen” or simply “E-Staffel 104”. The unit was based at Bordeaux/Merignac and directly attached to the KG 40's as a staff flight. At that time, KG 40 operated Do 217 and He 177 bombers and frequently flew reconnaissance and anti-shipping missions over the Atlantic west of France, up to the British west and southern coast, equipped with experimental Henschel Hs 293 glide bombs.
Initial flights confirmed that the Do 217 airframe was burdened with the SG 104 to its limits, the already rather sluggish aircraft (the Do 217 had generally a high wing loading and was not easy to fly) lost anything that was left of what could be called agility. It needed an experienced pilot to handle it safely, esp. during start and landing. It is no wonder that two Do 217 F-0s suffered ground accidents during the first two weeks of operations, but the machines could be repaired, resume the test program and carry out attack missions.
However, during one of the first test shots with the weapon, one Do 217 F-0 lost its complete tail section though the gun blast, and the aircraft crashed into the Bay of Biscay, killing the complete crew.
On 4th or April 1944 the first "hot" attack against an enemy ship was executed in the Celtic Sea off of Brest, against a convoy of 20 ships homeward bound from Gibraltar. The attack was not successful, though, the shot missing its target, and the German bomber was attacked and heavily damaged by British Bristol Beaufighters that had been deployed to protect the ships. The Do 217F-0 eventually crashed and sank into the Atlantic before it could reach land again.
A couple of days later, on 10th of April, the first attempt to attack and destroy a land target was undertaken: two Do 217 F-0s took off to attack Bouldnor Battery, an armored British artillery position located on the Isle of Wight. One machine had to abort the attack due to oil leakages, the second Do 217 F-0 eventually reached its target and made a shallow attack run, but heavy fog obscured the location and the otherwise successful shot missed the fortification. Upon return to its home base the aircraft was intercepted by RAF fighters over the Channel and heavily damaged, even though German fighters deployed from France came to the rescue, fought the British attackers off and escorted the limping Do 217 F-0 back to its home base.
These events revealed that the overall SG 104 concept was generally feasible, but also showed that the Do 217 F-0 was very vulnerable without air superiority or a suitable escort, so that new tactics had to be developed. One consequence was that further Do 217 F-0 deployments were now supported by V/KG 40, the Luftwaffe's only long range maritime fighter unit. These escorts consisted of Junkers Ju 88C-6s, which were capable of keeping up with the Do 217 F-0 and fend of intercepting RAF Coastal Command’s Beaufighters and later also Mosquitos.
In the meantime, tests with the SG 104 progressed and several modifications were tested on different EKdo 104's Do 217 F-0s. One major upgrade was a further strengthening of the tail section, which added another 200 kg (440 lb) to the aircraft's dry weight. Furthermore, at least three aircraft were outfitted with additional dive brakes under the outer wings, so that the dive could be better controlled and intercepted. these aircraft, however, lost their plumbed underwing hardpoints, but these were only ever used for drop tanks during transfer flights - a loaded SG 104 precluded any other ordnance. On two other aircraft the SG 104 was modified to test different muzzle brakes and deflectors for the rear-facing opening, so that the gun blast was more effectively guided away from the airframe to prevent instability and structural damage. For instance, one machine was equipped with a bifurcated blast deflector that directed the rearward gasses partly sideways, away from the fuselage.
These tests did not last long, though. During the Allied Normandy landings in June 1944 E-Staffel 104 was hastily thrown into action and made several poorly-prepared attack runs against Allied support ships. The biggest success was a full hit and the resulting sinking of the Norwegian destroyer HNoMS Svenner (G03) by "1A+BA" at dawn on 6th of June, off Sword, one of the Allied landing zones. Other targets were engaged, too, but only with little effect. This involvement, however, led to the loss of three Do 217 F-0s within just two days and four more heavily damaged aircraft – leaving only two of EKdo 104's Do 217 F-0s operational.
With the Allied invasion of France and a worsening war condition, the SG 104 program was stopped in August 1944 and the idea of an airborne anti-ship gun axed in favor of more flexible guided weapons like the Hs 293 missile and the Fritz-X glide bomb. Plans for a further developed weapon with a three-round drum magazine were immediately stopped, also because there was no carrier aircraft in sight that could carry and deploy this complex 6.5 tons weapon. However, work on the SG 104 and the experience gained from EKdo 104's field tests were not in vain. The knowledge gathered from the Münchhausen program was directly used for the design of a wide range of other, smaller recoilless aircraft weapons, including the magnetically-triggered SG 113 "Förstersonde" anti-tank weapon or the lightweight SG 118 "Rohrblock" unguided air-to-air missile battery for the Heinkel He 162 "Volksjäger".
General characteristics:
Crew: 3 (pilot, navigator, radio operator/gunner)
Length: 20,73 m (67 ft 11 in) overall
18,93 m (62 ft 3/4 in) hull only
Wingspan: 19 m (62 ft 4 in)
Height: 4.97 m (16 ft 4 in)
Wing area: 57 m² (610 sq ft)
Empty weight: 9,065 kg (19,985 lb)
Empty equipped weight:10,950 kg (24,140 lb)
Max takeoff weight: 16,700 kg (36,817 lb)
Fuel capacity: 2,960 l (780 US gal; 650 imp gal) in fuselage tank and four wing tanks
Powerplant:
2× BMW 801D-2 14-cylinder air-cooled radial piston engines, delivering
1,300 kW (1,700 hp) each for take-off and 1,070 kW (1,440 hp) at 5,700 m (18,700 ft),
driving 3-bladed VDM constant-speed propellers
Performance:
Maximum speed: 475 km/h (295 mph, 256 kn) at sea level
560 km/h (350 mph; 300 kn) at 5,700 m (18,700 ft)
Cruise speed: 400 km/h (250 mph, 220 kn) with loaded Gerät 104 at optimum altitude
Range: 2,180 km (1,350 mi, 1,180 nmi) with maximum internal fuel
Ferry range: 2,500 km (1,600 mi, 1,300 nmi); unarmed, with auxiliary fuel tanks
Service ceiling: 7,370 m (24,180 ft) with loaded Gerät 104,
9,500 m (31,200 ft) after firing
Rate of climb: 3.5 m/s (690 ft/min)
Time to altitude: 1,000 m (3,300 ft) in 4 minutes 10 seconds
2,000 m (6,600 ft) in 8 minutes 20 seconds
6,100 m (20,000 ft) in 24 minutes 40 seconds
Armament:
1x 355.6 mm (14-inch) Sondergerät 104 recoilless gun with a single round in ventral position
1x 15 mm (0.787 in) MG 151 machine cannon with 200 rounds, fixed in the nose
1x 13 mm (0.512 in) MG 131 machine gun with 500 rounds, movable in dorsal position
Two underwing hardpoints for a 900 l drop tank each, but only used during unarmed ferry flights
The kit and its assembly:
This was another submission to the "Gunships" group build at whatifmodellers.com in late 2021, and inspiration struck when I realized that I had two Italeri Do 217 in The Stash - a bomber and a night fighter - that could be combined into a suitable (fictional) carrier for a Sondergerät 104. This mighty weapon actually existed and even reached the hardware/test stage - but it was never integrated into an airframe and tested in flight. But that's what this model is supposed to depict.
On the Do 217, the Sg 104 would have been carried externally under the fuselage, even though there had been plans to integrate this recoilless rifle into airframes, esp. into the Ju 288. Since the latter never made it into production, the Do 217 would have been the most logical alternative, also because it had the highest payload of all German bombers during WWII and probably the only aircraft capable of carrying and deploying the Münchhausen device, as the SG 104 was also known.
The fictional Do 217 F-0 is a kitbashing, using a Do 217 N fuselage, combined with the wings from a Do 217 K bomber, plus some modifications. What initially sounded like a simple plan soon turned into a improvisation mess: it took some time to realize that I had already donated the Do 217 K's BMW 801 engines to another project, an upgraded He 115... I did not want to use the nightfighter's more powerful DB 603s, and I was lucky to have an Italeri Ju 188 kit at hand which comes with optional BMW 801s and Jumo 211s. Transplanting these engines onto the Do 217's wings took some tailoring of the adapter plates, but was feasible. However, the BMW 801s from the Ju 188 kit have a flaw: they lack the engine's characteristic cooling fans... Another lucky find: I found two such parts in the scrap box, even though from different kits - one left over from another Italeri Do 217 K, the other one from what I assume is/was an Italeri 1:72 Fw 190 A/F. To make matters worse, one propeller from the Ju 188 kit was missing, so that I had to find a(nother) replacement. :-/
I eventually used something that looked like an 1:72 F6F Hellcat propeller, but I an not certain about this because I have never built this model...? With some trimming on the blades' trailing edges and other mods, the donor's overall look could be adapted to the Ju 188 benchmark. Both propellers were mounted on metal axis' so that they could also carry the cooling fans. Lots of work, but the result looks quite good.
The Do 217 N's hull lost the lower rear gunner position and its ventral gondola, which was faired over with a piece of styrene sheet. The pilot was taken OOB, the gunner in the rear position was replaced by a more blob-like crew member from the scrap box. The plan to add a navigator in the seat to the lower right of the pilot did not work out due to space shortage, but this figure would probably have been invisble, anyway.
All gun openings in the nose were filled and PSRed away, and a fairing for a bomb aiming device and a single gun (the barrel is a hollow steel needle) were added.
The SG 104 was scratched. Starting point was a white metal replacement barrel for an 1:35 ISU-152 SPG with a brass muzzle brake. However, after dry-fitting the barrel under the hull the barrel turned out to be much too wide, so that only the muzzal brake survived and the rest of the weapon was created from a buddy refueling pod (from an Italeri 1:72 Luftwaffe Tornado, because of its two conical ends) and protective plastic caps from medical canulas. To attach this creation to the hull I abused a conformal belly tank from a Matchbox Gloster Meteor night fighter and tailored it into a streamlined fairing. While this quite a Frankenstein creation, the overall dimensions match the real SG 104 prototype and its look well.
Other cosmetic modifications include a pair of underwing dive brakes, translanted from an Italeri 1:72 Ju 88 A-4 kit, an extended (scratched) tail "stinger" which resembles the real dive brake arrangement that was installed on some Do 217 E bombers, and I added blast deflector vanes and a dorsal stabilizer fin.
In order to provide the aircraft with enough ground clearance, the tail wheel was slightly extended. Thanks to the long tail stinger, this is not blatantly obvious.
Painting and markings:
This was not an easy choice, but as a kind of prototype I decided that the paint scheme should be rather conservative. However, German aircraft operating over the Atlantic tended to carry rather pale schemes, so that the standard pattern of RLM 70/71/65 (Dunkelgrün, Schwarzgrün and Hellblau) with a low waterline - typical for experimental types - would hardly be appropriate.
I eventually found a compromise on a He 177 bomber (coded 6N+BN) from 1944 that was operated by KG 100: this particular aircraft had a lightened upper camouflage - still a standard splinter scheme but consisting of RLM 71 and 02 (Dunkelgrün and Grau; I used Modelmaster 2081 and Humbrol 240), a combination that had been used on German fighters during the Battle of Britain when the standard colors turned out to be too dark for operations over the Channel. The aircraft also carried standard RLM 65 (or maybe the new RLM76) underneath (Humbrol 65) and on the fin, but with a very high and slightly wavy waterline. As a rather unusual feature, no typical camouflage mottles were carried on the flanks or the fin, giving the aircraft a very bleak and simple look.
Despite my fears that this might look rather boring I adapted this scheme for the Do 217 F-0, and once basic painting was completed I was rather pleased by the aircraft's look! As an aircraft operated at the Western front, no additional markings like fuselage bands were carried.
To set the SG 104 apart from the airframe, I painted the weapon's visible parts in RLM 66 (Schwarzgrau, Humbrol 67), because this tone was frequently used for machinery (including the interior surfaces of aircraft towards 1945).
RLM 02 was also used for the interior surfaces and the landing gear, even though I used a slightly different, lighter shade in form of Revell 45 (Helloliv).
A light black ink washing was applied and post-shading to emphasize panel lines. Most markings/decals came from a Begemot 1:72 He 11 sheet, including the unusual green tactical code - it belongs to a staff unit, a suitable marking for such an experimental aircraft. The green (Humbrol 2) was carried over to the tips of the propeller spinners. The unit's code "1A" is fictional, AFAIK this combination had never been used by the Luftwaffe.
The small unit badge was alucky find: it actually depicts the fictional Baron von Münchhausen riding on a cannonball, and it comes from an Academy 1:72 Me 163 kit and its respective sheet. The mission markings underneath, depicting two anti-ship missions plus a successful sinking, came from a TL Modellbau 1:72 scale sheet with generic German WWII victory markings.
After some soot stains around the engine exhaust and weapon muzzles had been added with graphite, the model was sealed with matt acrylic varnish and final details like position lights and wire antennae (from heated black plastic sprue material) were added.
Well, what started as a combination of two kits of the same kind with a simple huge pipe underneath turned out to be more demanding than expected. The (incomplete) replacement engines were quite a challenge, and body work on the hull (tail stinger, fairing for the SG 104 as well as the weapon itself) turned out to be more complex and extensive than initially thought of. The result looks quite convincing, also supported by the rather simple paint scheme which IMHO just "looks right" and very convincing. And the whole thing is probably the most direct representation of the inspiring "Gunship" theme!
GOVERNOR ANNOUNCES STOP VIOLENCE AGAINST WOMEN ACT
PROGRAM GRANT AWARDS
CHARLESTON -- Governor Earl Ray Tomblin today, June 29, 2016, awarded $1,087,599.00 in STOP Violence Against Women Grant Program funds for twenty-eight (28) projects statewide. The purpose of these funds is to establish or enhance teams whose core members include victim service providers, law enforcement, and prosecution to improve the criminal justice system's response to violence against women. Grants provide personnel, equipment, training, technical assistance, and information systems for the establishment or enhancement of these teams. Additionally, statewide projects are funded to provide training and educational opportunities for all victim service providers, law enforcement, prosecution, and court personnel throughout the state.
STOP funds are awarded from the Office on Violence Against Women, Office of the U.S. Department of Justice. The funds are administered by the Division of Justice and Community Services.
Funds were awarded to the following:
CABELL
Branches Domestic Violence Shelter, Inc.$55,446.00
These funds provide for the enhancement and the continuation of the Cabell County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Cabell County Prosecutor's Office, Branches Domestic Violence Shelter, CONTACT of Huntington, and the Huntington Police Department.
Contact:Ms. Amanda McComas
Phone: (304) 529-2382
Email: mccomas@branchesdvs.org
CALHOUN
Family Crisis Intervention Center$19,799.00
These funds provide for the enhancement and the continuation of the Calhoun County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Calhoun County Prosecutor's Office, the Family Crisis Intervention Center, and the Calhoun County Sheriff's Department.
Contact:Ms Emly S. Larkins
Phone: (304) 428-2333
Email: eelarkins@suddenlink.net
FAYETTE
Comprehensive Women's Service Council$32,671.00
These funds provide for the enhancement and the continuation of the Fayette County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Fayette County Prosecutor's Office, the Comprehensive Women’s Service Council, and the Fayette County Sheriff’s Department.
Contact:Ms. Patricia M. Bailey
Phone: (304) 255-2559
Email: Pbailey@wrcwv.org
GRANT
Family Crisis Center, Inc.$17,683.00
These funds provide for the enhancement and the continuation of the Grant County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Grant County Prosecutor’s Office, the Family Crisis Center, and the Grant County Sheriff’s Department.
Contact:Ms. Sony Fazzalore
Phone: (304) 788-6061
Email: fcc911@frontier.com
GREENBRIER
Family Refuge Center$53,040.00
These funds provide for the enhancement and the continuation of the Greenbrier County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Greenbrier County Prosecutor's Office, the Family Refuge Center, the Lewisburg Police Department, and the Greenbrier County Sheriff’s Department.
Contact:Ms. Kenosha Davenport
Phone: (304) 645-6334
Email: kenoshad@familyrefugecenter.org
HARRISON
Task Force on Domestic Violence, "HOPE, Inc."$43,176.00
These funds provide for the enhancement and the continuation of the Harrison County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Harrison County Prosecutor's Office, the Task Force on Domestic Violence “HOPE, Inc.”, the Bridgeport Police Department and the Clarksburg Police Department.
Contact:Ms. Harriet Sutton
Phone: (304) 367-1100
Email: hmsutton@hopeincwv.org
KANAWHA
Kanawha County Commission$46,429.00
These funds provide for the enhancement and the continuation of the Kanawha County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Kanawha County Prosecutor's Office, the YWCA Resolve Family Abuse Program, the Family Counseling Connection – REACH Program, Beginning My Empowerment Thru Emmanuel's Kingdom (BEMEEK) Outreach Program, the Kanawha County Sheriff’s Department, and the Charleston Police Department.
Contact:Ms. Gale A. Teare
Phone: (304) 357-0499
Email: galeteare@kcso.us
MARION
Task Force on Domestic Violence, "HOPE, Inc."$51,078.00
These funds provide for the enhancement and the continuation of the Marion County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Marion County Prosecutor's Office, the Task Force on Domestic Violence, "HOPE, Inc.", the Marion County Sheriff's Department, and the Fairmont Police Department.
Contact:Ms. Harriet Sutton
Phone: (304) 367-1100
Email: hmsutton@hopeincwv.org
MARSHALL
Marshall County Commission$25,259.00
These funds provide for the enhancement and the continuation of the Marshall County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Marshall County Prosecutor's Office, the YWCA Family Violence Prevention Program, and the Marshall County Sheriff's Department.
Contact:Ms. Betsy Frohnapfel
Phone: (304) 845-0482
Email: bfrohnapfel@marshallcountywv.org
MINERAL
Family Crisis Center, Inc.$17,683.00
These funds provide for the enhancement and the continuation of the Mineral County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Mineral County Prosecutor's Office, the Family Crisis Center, and the Mineral County Sheriff’s Department.
Contact:Ms. Sonya Fazzalore
Phone: (304) 788-6061
Email: fcc911@frontier.com
MINGO
Tug Valley Recovery Shelter, Inc.$43,576.00
These funds provide for the enhancement and the continuation of the Mingo County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Mingo County Prosecutor's Office, the Tug Valley Recovery Shelter, and the Mingo County Sheriff's Department.
Contact:Ms. Kim Ryan
Phone: (304) 235-6121
Email: k.s.ryan@hotmail.com
MINGO, LOGAN
Tug Valley Recovery Shelter, Inc.$32,596.00
These funds provide for the enhancement and the continuation of the Logan County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Logan County Prosecutor's Office, the Tug Valley Recovery Shelter, and the Logan County Sheriff’s Department.
Contact:Ms. Kim Ryan
Phone: (304) 235-6121
Email: k.s.ryan@hotmail.com
MONONGALIA
The Rape & Domestic Violence Information Center, Inc.$54,599.00
These funds provide for the enhancement and the continuation of the Monongalia County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Monongalia County Prosecutor's Office, the Rape and Domestic Violence Information Center, the Morgantown Police Department, the Monongalia County Sheriff’s Department, and the Star City Police Department.
Contact:Ms. Judy King
Phone: (304) 292-5100
Email: rdvic99@earthlink.net
Monroe
Family Refuge Center$23,825.00
These funds provide for the enhancement and the continuation of the Monroe County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Monroe County Prosecutor's Office, the Family Refuge Center, and the Monroe County Sheriff's Department.
Contact:Ms. Kenosha Davenport
Phone: (304) 645-6334
Email: kenoshad@familyresourcecenter.org
NICHOLAS
Comprehensive Women's Service Council$36,904.00
These funds provide for the enhancement and the continuation of the Nicholas County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Nicholas County Prosecutor's Office, the Comprehensive Women’s Service Council and the Nicholas County Sheriff's Department.
Contact:Ms. Patricia M. Bailey
Phone: (304) 255-2559
Email: pbailey@wrcwv.org
OHIO
Ohio County Commission$87,614.00
These funds provide for the enhancement and the continuation of the Ohio County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Ohio County Prosecutor's Office, the YWCA Family Violence Prevention Program, the YWCA Cultural Diversity and Community Outreach Program, and the Ohio County Sheriff’s Department.
Contact:Mr. Scott R. Smith
Phone: (304) 234-3631
Email: ssmith@wvocpa.org
POCAHONTAS
Family Refuge Center $6,000.00
These funds provide for the enhancement of the Pocahontas County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Pocahontas County Prosecutor’s Office, the Family Refuge Center and the Pocahontas County Sheriff’s Department.
Contact:Ms. Kenosha Davenport
Phone: (304) 645-6334
Email: kenoshad@familyrefugecenter.org
PRESTON
The Rape & Domestic Violence Information Center, Inc.$35,643.00
These funds provide for the enhancement and the continuation of the Preston County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Preston County Prosecutor's Office, the Rape and Domestic Violence Information Center, and the Preston County Sheriff's Department.
Contact:Ms. Judy King
Phone: (304) 292-5100
Email: rdvic99@earthlink.net
PUTNAM
Putnam County Commission$25,421.00
These funds provide for the enhancement and the continuation of the Putnam County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Putnam County Prosecutor's Office, Branches Domestic Violence Shelter, the Family Counseling Connection - REACH Program, and the Putnam County Sheriff's Department.
Contact:Sheriff Steve Deweese
Phone: (304) 586-0256
Email: tcraigo@putnamwv.org
RALEIGH
Comprehensive Women's Service Council$60,535.00
These funds provide for the enhancement and the continuation of the Raleigh County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Raleigh County Prosecutor's Office, the Comprehensive Women’s Service Council, and the Beckley Police Department.
Contact:Ms. Patricia M. Bailey
Phone: (304) 255-2559
Email: pbailey@wrcwv.org
RANDOLPH
Women's Aid in Crisis$16,767.00
These funds provide for the enhancement and the continuation of the Randolph County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Randolph County Prosecutor's Office, Women's Aid in Crisis, and the Randolph County Sheriff’s Department.
Contact:Ms. Marcia R. Drake
Phone: (304) 626-8433
Email: mdrake@waicwv.org
ROANE
Family Crisis Intervention Center$17,398.00
These funds provide for the enhancement and the continuation of the Roane County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Roane County Prosecutor's Office, the Family Crisis Intervention Center, the Spencer Police Department, and the Roane County Sheriff's Department.
Contact:Ms. Emily S. Larkins
Phone: (304) 428-2333
Email: eelarkins@suddenlink.net
UPSHUR
Upshur County Commission$26,496.00
These funds provide for the enhancement and the continuation of the Upshur County STOP Team to improve the criminal justice system's response to victims of domestic violence, sexual assault, stalking and dating violence. The core Team includes the Upshur County Prosecutor's Office, Women's Aid in Crisis, and the Buckhannon Police Department.
Contact:Mr. David E. Godwin
Phone: (304) 472-9699
Email: degodwin@upshurcounty.org
STATEWIDE
West Virginia Prosecuting Attorneys Institute$39,284.00
These funds provide for the development and continuation of strengthening prosecution strategies and best practices as well as improve prosecution-based victim services in cases involving violence against women through training and the development of resources.
Contact:Ms. Sherry Eling
Phone: (304) 558-3348
Email: sherry.s.eling@wv.gov
West Virginia Foundation for Rape Information and Services$56,689.00
These funds provide for finalizing the development of an Advocate Guide and Protocol with participating correctional facilities in the state for service provision; convert training materials into e-learning resources; and work with Rape Crisis Centers on service implementation in order to work towards compliance with PREA requirements.
Contact:Ms. Nancy Hoffman
Phone: (304) 366-9500
Email: wvfris@frontier.com
West Virginia Supreme Court of Appeals$54,104.00
These funds provide for updating and printing the Domestic Violence Benchbook; to provide the salary of a DV Case Coordinator for the pilot program of the Kanawha County Domestic Violence Court; to maintain the Domestic Violence Registry back-up internet site; and to provide continued training for court personnel in the area of domestic violence, sexual assault, stalking and dating violence.
Contact:Ms. Angela Saunders
Phone: (304) 558-0145
Email: Angela.saunders@courtswv.gov
West Virginia Coalition Against Domestic Violence$43,763.00
These funds provide for the continued enhancement of the statewide domestic and sexual violence database; to provide training and technical assistance for STOP Teams and Domestic Violence Programs on cultural diversity and cultural competency; and to promote dating violence protocols.
Contact:Ms. Tonia Thomas
Phone: (304) 965-3552
Email: tthomas@wvcadv.org
West Virginia Foundation for Rape Information and Serivces$64,121.00
These funds provide for training activities, the on-going development and capacity building of service providers to victims of sexual assault, dating violence and stalking crimes, and to provide training and resources for these programs in order to provide services to sexual assault, dating violence, and stalking victims.
Contact:Ms. Nancy Hoffman
Phone: (304) 366-9500
Email: wvfris@frountier.com
Division of Justice & Community Services contact:
Sarah J. Brown
Senior Justice Programs Specialist
Division of Justice and Community Services
1204 Kanawha Boulevard, East
Charleston, West Virginia 25301
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With the lightweight aluminium front and rear axles from the BMW M3/M4 models, forged 19-inch aluminium wheels with mixed-size tyres, M Servotronic steering with two settings and suitably effective M compound brakes, the new BMW M2 Coupe has raised the bar once again in the compact high-performance sports car segment when it comes to driving dynamics. The electronically controlled Active M Differential, which optimises traction and directional stability, also plays a significant role here. And even greater driving pleasure is on the cards when the Dynamic Stability Control system’s M Dynamic Mode (MDM) is activated. MDM allows wheel slip and therefore moderate, controlled drifts on the track.
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S135-E-007551 (12 July 2011) --- With his feet secured on a restraint on the space station remote manipulator system's robotic arm or Canadarm2, NASA astronaut Mike Fossum (lower right side of frame) holds the Robotics Refueling Mission payload, which was the focus of one of the primary chores accomplished on a six and a half hour spacewalk on July 12. The failed pump module is with DEXTRE in the upper left corner of the photo. NASA astronauts Fossum and Ron Garan performed the six-hour, 31-minute spacewalk, which represents the final scheduled extravehicular activity during shuttle missions. Photo credit: NASA