Leica M240, Summilux-M 35mm ASPH FLE

"Coachwork: Scaglietti

Designer: Pininfarina

Chassis Num: 1603GT

Engine Num: 1603 GT

Vin Num: Internal Num: 22F

Sold for $7,260,000 at 2010 Gooding & Company.

Sold for $18,150,000 at 2016 Gooding & Company.

The Ferrari California Spider was designed and marketed as a multi-purpose sports car capable of racing and equally suitable for grand touring. With a lightweight aluminum body and tuned engine, it could function as a serious racing car. In this guise, just nine LWB California Spiders were original constructed with alloy coachwork, and of those, just a few left the factory with competition features. The alloy-bodied Spiders were produced on a one-off basis throughout the 50-car production run, and no two examples are exactly alike. The nine examples display many differences, both aesthetically and mechanically.

Without direct factory support and despite their limited production, the California Spider Competiziones achieved impressive results. From 1959 to 1961, alloy-bodied California Spiders won their class at major events (Sebring, Bridgehampton, Nassau, and Watkins Glen) and dominated the SCCA's B and C Production classes.

This 1959 Ferrari 250 GT LWB California Spyder Competizione features an alloy body and left hand drive configuration. It was created on November 23rd of 1959 and is the 42nd example created. It is powered by a Type 168 engine mated to a Tipo 508C/525 gearbox. This engine was the same unit found in the Competition SWB Berlinettas, and was a development of Ferrari's 250 Testa Rossa sports racing cars and was installed in just four LWB California Spiders. The engine in 1603 GT was factory-equipped with Testa Rossa-type cylinder heads, featuring high-lift Tipo 130 camshafts and 9.8:1. It was fitted with three Weber 40 DCL6 carburetors with velocity stacks and an Abarth competition exhaust. In comparison to the standard LWB California Spider, this example produces approximately 50 more horsepower.

1603 GT was given lightweight aluminum coachwork by Carrozzeria Scaglietti in Modena and features the covered-headlight arrangement.

It was first owned by George Reed of Midlothian, IL via Chinetti Motors. Reed campaigned it during the remainder of the 1959 season through 1961. It raced in the Tourist Trophy, 12 Hours of Sebring, Governor's Trophy, Nassau Trophy and at Road America. At the 12 Hours of Sebring in 1960, the car was driven by Reed and Alan Connell to 5th overall, and third in class.

At the close of the 1964 season, Reed sold the Ferrari to a resident of Kenosha, Wisconsin. Ed Zwintscher of Wisconsin acquired the car around 1969. In 1984, Brian Brunkhorst acquired 1603 GT and sent it to Wayne Obry's Motion Products Inc. in Neenah, Wisconsin for a full restoration. The car was then finished in dark blue with a tan interior.

In 1989, Mr. Brunkhorst displayed the California at the 25th Ferrari Club of America annual meeting, where it received a First in Class award. It was later shown at the Meadow Brook Concours d'Elegance. In the 1990s, the car was sold to Michael Mak, who traded it to Dennis Machul for another significant Ferrari in 2000. The following year, Todd Morici acquired 1603 GT, and he campaigned it in several vintage races before refinishing the car in its original Sebring livery. While in Mr. Morici's ownership, the car was certified by the Ferrari Classiche Department, which confirmed it as an authentic example, retaining its original chassis, body, engine, gearbox, rear end, and other major components.

The current owner acquired the car in 2010 and immediately set about performing a selective cosmetic restoration. Completed in January 2011, the California Spider was displayed at the annual Palm Beach Cavallino Classic, where it earned an FCA Platinum Award and the Competizione Cup for the most outstanding competition Ferrari.

By Daniel Vaughan | Oct 2016"

www.conceptcarz.com/vehicle/z12475/Ferrari-250-GT-Califor...

Job interview and class. I want to look capable and responsible.

Headband: H&M

Scarf: Grandma

Turtleneck: H&M

Belt: Grandma

Skirt: vintage, thrifted

Tights: H&M

Heels: Baker's

www.thewhimsicalnerd.blogspot.com

In space there is a need for a small vehicle capable of transporting loads of top-secret liquids and minerals at high speed. After loading the precious merchandise into its compartment, it sets off at great speed to deliver it to the Space Control Center.

The vehicle is based on the famous Italian "APE", transformed for the occasion into a very fast spedeer thanks to its powerful engines.

The nostalgia of the 80s and the love for Classic Space make me travel in the imagination and everything can be transformed into something spatial !!

This little MOC participates in the third contest for 90 years of LEGO on the LEGO Ideas platform at this link:

ideas.lego.com/challenges/8f551f3c-0554-4b9b-a1a6-8dc61e9...

I have to admit, as a kid reading about Christopher Columbus' epic sailing adventures and discovery of the new world - I envisioned grand vessels capable of navigating treacherous storms and unforgiving seas. It turns out the Niña and Pinta were far from invincible and much smaller than one would think. Using 15th century technology, Portugese shipbuilders have reconstructed authentic replicas of the two ships - to exact scale - and they are tiny. A crew of 24 manned the Niña, on board the 65' long and 18' wide ship for days, weeks, even months - depending on the voyage they were on. When they set off from Spain to discover the new world, they were at sea for 33 days before they saw land - and the crew was ready to mutiny, because they still believed that the earth was flat. It's an incredible story, and mind-boggling to see these ship replicas up close.

For daily photos, updates and musings on all things photography - please like my Facebook page via the link below.

www.facebook.com/thuncherphotography

You can also visit my website at:

www.thuncherphotography.com

-30-

© All rights reserved. Please do not use or repost - words and images, intellectual property of Florida Life / Thüncher Photography.

Oceanic is a premier oceanfront restaurant in Pompano Beach, offering stunning waterfront dining experiences with lunch, dinner, happy hour, and weekend brunch options. Perfect for any occasion, it also features private event spaces.

The Oceanic restaurant in Pompano Beach is an "architectural marvel". While specific individual architects aren't typically named in public sources for such projects, the architectural vision behind Oceanic was conceived by Lou and Joy Moshakos, the owners of LM Restaurants, and their daughter Amber.

The design of the 20,000 square foot restaurant (with over 9,000 square feet of open-air space) took five years to finalize and involved three different architects and design teams. The final design, inspired by the hull of a grand ocean liner, aims to evoke a sense of "awe and wonder" similar to that of a transatlantic voyage, according to Amber Moshakos.

The design features include:

Exterior: An all-white exterior reminiscent of Greek architecture.

Interior: Arched wooden beams in the ceiling, expansive floor-to-ceiling glass doors, and a color scheme of blues and greens.

Unique Elements: A grand, circular dining room with a 25-foot-high ceiling, skylights, and dangling colored glass pieces that resemble fish swimming underwater. The design also incorporates frayed boat ropes and modern art made of ocean driftwood.

The restaurant also features an artistic mobile of 200 fish swimming across a 25-foot ceiling.

Views: All seating areas, whether indoors or on the patio decks, offer spectacular views of the ocean and the adjacent Pompano Beach Fishing Pier.

Event Space: The second floor is dedicated to private events, with its own kitchen, bar, and open-air, floor-to-ceiling glass sliding doors, capable of hosting up to 400 guests.

Bar Area: A 5,000 square foot indoor-outdoor bar with a progressive tap wine system that is eco-friendly and ensures wine quality and temperature control.

The architectural and design choices for Oceanic at Pompano Beach were intentional to create a "landmark destination" that honors the ocean and provides guests with a unique dining experience.

Credit for the data above is given to the following websites:

www.oceanicpompano.com/

www.facebook.com/OceanicPompano/

bcpa.net/RecInfo.asp?URL_Folio=484331010200

www.google.com/search?q=how+is+the+architect+of+oceanic+p...

© All Rights Reserved - you may not use this image in any form without my prior permission.

A Royal Marine Landing Craft capable of carrying 120 troops as well as vehicles and euipment, leaving the dock of amphibious landing ship HMS Bulwark during Cougar 14.

The Devonport-based warship was joined by the recently refurbished HMS Ocean and a number of other ships to form the UK’s high readiness Force Task Group.

The routine annual 4-month deployment includes a series of demanding amphibious and maritime based exercises with partner nations throughout the Mediterranean and Middle East region and ensures that the Task Group is ready to respond to any contingency the UK Government directs upon it.

-------------------------------------------------------

© Crown Copyright 2014

Photographer: LA(Phot) Des Wade

Image 45158372.jpg from www.defenceimages.mod.uk

This image is available for high resolution download at www.defenceimagery.mod.uk subject to the terms and conditions of the Open Government License at www.nationalarchives.gov.uk/doc/open-government-licence/. Search for image number 45158372.jpg

For latest news visit www.gov.uk/government/organisations/ministry-of-defence

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A Royal Air Force Typhoon of 1(F) Squadron (top) and a French Air Force Mirage 2000N practice their formation flying skills during Exercise Capable Eagle.

The exercise was the latest in a series designed to further improve the interoperability and effectiveness of Anglo-French military co-operation.

As well as Typhoons of 1(F) Sqn the exercise included Mirage 2000N aircraft of the Escadron de Chasse 2/4 "La Fayette".

-------------------------------------------------------

© Crown Copyright 2013

Photographer: Sgt Ralph Merry ABIPP RAF

Image 45156235.jpg from www.defenceimages.mod.uk

This image is available for high resolution download at www.defenceimagery.mod.uk subject to the terms and conditions of the Open Government License at www.nationalarchives.gov.uk/doc/open-government-licence/. Search for image number 45156235.jpg

For latest news visit www.gov.uk/government/organisations/ministry-of-defence

Follow us:

www.facebook.com/defenceimages

www.twitter.com/defenceimages

Launch Complex 39, Vehicle Assembly Building :

Mythique, le « Launch Complex 39 » comprenant le « Vehicle Assembly Building », l'un des plus larges bâtiments du monde, capable de renfermer des engins d'une taille démesurée. C'est en effet dans ce haut rectangle austère et dépourvu de fenêtres, visible dans plusieurs films à succès, que furent assemblées treize des fusées les plus légendaires de l'histoire spatiale : les navettes Saturn V du programme Apollo. Parmi lesquelles, le 16 juillet 1969, celle qui accomplira le défi fou d'un certain programme « Apollo 11 » et entrera dans la légende le 20 juillet, lorsque l'homme posera le premier pas sur la lune.

Le VAB était l’un des plus grands bâtiments en volume lors de son inauguration en 1965. Il mesure 525 pieds de hauteur sur 518 pieds de largeur, pour un volume de 3 664 883 mètres cubes.

Mythical, the "Launch Complex 39" including the "Vehicle Assembly Building", one of the largest buildings in the world, capable of enclosing machines of a disproportionate size. It is indeed in this austere and windowless high rectangle, visible in several blockbuster films, that thirteen of the most legendary rockets in space history were assembled: the Saturn V shuttles of the Apollo program. Among which, July 16, 1969, the one who will fulfill the crazy challenge of a certain program "Apollo 11" and will enter the legend on July 20, when the man will take the first step on the moon.

The VAB was one of the largest buildings in volume when it was inaugurated in 1965. It is 525 feet high and 518 feet wide, with a volume of 3,664,883 cubic meters.

Cinzia Scaffidi, Vice President of Slow Food Italy, indicates biodiversity as a value capable of becoming art, which Koen Vanmechelen – conceptual artist who in his works has always being dealing with the themes of diversity and bio- and cultural identity – has developed in the Life Bank Project.

In the setting that once hosted the Bank of Venice, in Palazzo Franchetti, today the seat of the Istituto Veneto di Scienze, Lettere e Arti, the artist Koen Vanmechelen positioned, as opening gate of an evocative gothic garden, two big black bronze hands, one male and one female, symbolic guardians of two extremely delicate sculptures made of Murano glass, representing a little chick and a heap of scattered seeds. Between the antique wooden furniture, a new bank has taken on a life of its own, substituting currency with the real patrimony of our civilization: the seed!

Over 500 seeds establishing the “Bank of Life” – ancient seeds that have been lost, forgotten, collected and conserved by “resilient” farmers and specialized research centers – have been selected for the project to represent the genetic heritage of our culture and our millenary history.

The selection was curated by Piergiorgio Defilippi, founder of the bio-social Farm “Il Rosmarino”, Marcon (Venice), starting from a cereal that is the symbol of the evolution of our civilization: the Einkorn Wheat, whose history dates back to the Neolithic and traces the transition from the nomadic hunting to the stancial and rural settlement. The seeds catalogue followed the development of the typically mediterranean diet, with the choice of varieties, even for the most common ones, that have not been artificially hybridized but which represent the natural path of evolution. For this precise reason, with respect of the spirit of Slow Food “Terra Madre”, the locating of the seeds has been exclusively conducted through the direct contact with farmers, associations of safeguard and research centres spread all over the world.

The interaction with the public and the multi-sensoriality express themselves through a symbolic seeding which tracks back to the thought of the Japanese botanist and philosopher Masanobu Fukuoka (1913-2008) pioneer of the natural or “Do Nothing” agriculture and author of the now legendary essay “The One-Straw Revolution”.

A Royal Air Force Typhoon of 1(F) Squadron (top) and a French Air Force Mirage 2000N practice their formation flying skills during Exercise Capable Eagle.

The exercise was the latest in a series designed to further improve the interoperability and effectiveness of Anglo-French military co-operation.

As well as Typhoons of 1(F) Sqn the exercise included Mirage 2000N aircraft of the Escadron de Chasse 2/4 "La Fayette".

-------------------------------------------------------

© Crown Copyright 2013

Photographer: Sgt Ralph Merry ABIPP RAF

Image 45156236.jpg from www.defenceimages.mod.uk

This image is available for high resolution download at www.defenceimagery.mod.uk subject to the terms and conditions of the Open Government License at www.nationalarchives.gov.uk/doc/open-government-licence/. Search for image number 45156236.jpg

For latest news visit www.gov.uk/government/organisations/ministry-of-defence

Follow us:

www.facebook.com/defenceimages

www.twitter.com/defenceimages

The Douglas A-4 Skyhawk is a single-seat subsonic carrier-capable light attack aircraft developed for the United States Navy and United States Marine Corps in the early 1950s. The delta-winged, single turbojet engined Skyhawk was designed and produced by Douglas Aircraft Company, and later by McDonnell Douglas. It was originally designated A4D under the U.S. Navy's pre-1962 designation system.

The Skyhawk is a relatively light aircraft, with a maximum takeoff weight of 24,500 pounds (11,100 kg), and has a top speed of 670 miles per hour (1,080 km/h). The aircraft's five hardpoints support a variety of missiles, bombs, and other munitions. It is capable of carrying a bomb load equivalent to that of a World War II–era Boeing B-17 bomber, and can deliver nuclear weapons using a low-altitude bombing system and a "loft" delivery technique. The A-4 was originally powered by the Wright J65 turbojet engine; from the A-4E onwards, the Pratt & Whitney J52 engine was used.

Skyhawks played key roles in the Vietnam War, the Yom Kippur War, and the Falklands War. In 2022, nearly seven decades after the aircraft's first flight in 1954, some of the 2,960 produced (through February 1979) remain in service with the Argentine Air Force and the Brazilian Naval Aviation.

"G.I. Joe finally have a dedicated attack helicopter, capable of close air support, recon, tank-killing, and even hunting other helicopters. The Dragonfly carries a 7.62mm minigun and 40mm automatic grenade launcher in a chin turret, as well as a forward firing, vertically pivoting 25mm autocannon attached to the port side skid. A typical full warload comprises of four long -range antiarmor missiles and two short-range air-to-air missiles under the wings, but depending on mission requirements, unguided rockets and other weapons can also be carried. The crew sits in tandem, with the pilot in rear and gunner in the front, although either crewmen can fly the helicopter, as needed.

Other attack helicopters can carry more heavy firepower, but the Dragonfly offers supreme agility, speed, and range, making it ideal for special operations needs."

www.yojoe.com/vehicles/83/dragonfly/

This was an early classic Joe vehicle, and I'm not sure why it has taken me so long to build it. The Dragonfly is heavily inspired by the AH-1 Cobra gunship, with some notable modifications - the most important of which was the absence of a tail rotor without any obvious alternative method of keeping the helicopter under control. I considered adding a conventional tail rotor, but went instead with a tail-mounted NOTAR style jet to keep it the experimental vibe.

“Traveling about on the lunar surface will require a self-sufficient vehicle capable of traversing wide crevasses and irregular terrain. The Lockheed-designed exploration vehicle could provide life support for four men and carry them on a 200-hour, 1,000-mile round trip on its 19-foot diameter wheels.”

Also:

“The first ELO landings in 1969 would deliver two cylindrical cargo modules, each containing one Lunar Traverse/Traversing Vehicle (LTV) rover. Astronauts would then land nearby in one or more Apollo Lunar Excursion Modules. They would inflate toroidal "bumpers" girdling the top and bottom of each cargo module and tip it onto its side, then would uncap the modules and drive the LTVs out onto the moon.

Lockheed called the LTV a "mobile station" for lunar exploration, but it would really constitute the ELO program's prime mover, since it would serve also to transport base modules and equipment. The LTV could cover 1000 miles in two weeks at five miles per hour. It would weigh 1700 pounds on the moon, where gravity pulls with one-sixth the force it does on Earth. Two 12-foot-diameter spherical compartments would provide living and working space for four men. Each compartment would include a 768-pound cylindrical airlock that would double as a solar flare shelter. The LTV's four 16-foot-diameter solid metal wheels - less likely than pneumatic tires to suffer damage from sharp lunar rocks, the company explains - would provide adequate traction in lunar gravity and enable the LTV to bridge crevasses up to eight feet wide. Eight bogeys would link each wheel to its sphere. Seven would be passive rollers, while the eighth would include gear teeth for transmitting power to the wheel from an electric motor inside the sphere. Steering would be through differential power application - that is, when less torque was applied to the wheels on the left side, the LTV would make a left turn.”

The above extracted from the wonderful content at the following superlative site:

www.triangspacextoys.info/SpGAorig/MnBs_OrF/MnBs_OrP.html

Credit: Paul Vreede/SPACEX: GOLDEN ASTRONAUT website

Also:

www.secretprojects.co.uk/threads/lockheed-moon-base.10309/

Credit: SECRET PROJECTS FORUM website

Last, but NOT least...outstanding, although visiting the site might compromise your computer:

epizodsspace.airbase.ru/bibl/inostr-yazyki/iaa/1997/Strou...

Credit: Epizody Space website

And, as if all of this isn’t enough, proof positive confirmation of the artist, the one & only Ludwik Źiemba, i.e. a WIN.

Cinzia Scaffidi, Vice President of Slow Food Italy, indicates biodiversity as a value capable of becoming art, which Koen Vanmechelen – conceptual artist who in his works has always being dealing with the themes of diversity and bio- and cultural identity – has developed in the Life Bank Project.

In the setting that once hosted the Bank of Venice, in Palazzo Franchetti, today the seat of the Istituto Veneto di Scienze, Lettere e Arti, the artist Koen Vanmechelen positioned, as opening gate of an evocative gothic garden, two big black bronze hands, one male and one female, symbolic guardians of two extremely delicate sculptures made of Murano glass, representing a little chick and a heap of scattered seeds. Between the antique wooden furniture, a new bank has taken on a life of its own, substituting currency with the real patrimony of our civilization: the seed!

Over 500 seeds establishing the “Bank of Life” – ancient seeds that have been lost, forgotten, collected and conserved by “resilient” farmers and specialized research centers – have been selected for the project to represent the genetic heritage of our culture and our millenary history.

The selection was curated by Piergiorgio Defilippi, founder of the bio-social Farm “Il Rosmarino”, Marcon (Venice), starting from a cereal that is the symbol of the evolution of our civilization: the Einkorn Wheat, whose history dates back to the Neolithic and traces the transition from the nomadic hunting to the stancial and rural settlement. The seeds catalogue followed the development of the typically mediterranean diet, with the choice of varieties, even for the most common ones, that have not been artificially hybridized but which represent the natural path of evolution. For this precise reason, with respect of the spirit of Slow Food “Terra Madre”, the locating of the seeds has been exclusively conducted through the direct contact with farmers, associations of safeguard and research centres spread all over the world.

The interaction with the public and the multi-sensoriality express themselves through a symbolic seeding which tracks back to the thought of the Japanese botanist and philosopher Masanobu Fukuoka (1913-2008) pioneer of the natural or “Do Nothing” agriculture and author of the now legendary essay “The One-Straw Revolution”.

Jaimerais être capable de jouer de la musique. Jai essayé pendant longtemps de jouer de la guitare et je nétait pas bon. / I would like to be able to play music. In the past i tried to play guitar. I could do 7 hours a day, seven days a week and still i wasnt good.

"This four-storey gatehouse is the tallest and most elaborate of the four, and was built in the early 14th century. It was intended as a self-contained fort, and each floor is capable of being defended separately. The current gatehouse was built to replace a 12th-century gate known as Munecagate, which stood 100 yards (91 m) to the north-west, on the site of the Roman gate porta decumana – that location is indicated by a slight dip in the earth rampart. Today, Monk Bar houses a museum called the Richard III Experience at Monk Bar and retains its portcullis in working order.

York has, since Roman times, been defended by walls of one form or another. To this day, substantial portions of the walls remain, and York has more miles of intact wall than any other city in England. They are known variously as York City Walls, the Bar Walls and the Roman walls (though this last is a misnomer as very little of the extant stonework is of Roman origin, and the course of the wall has been substantially altered since Roman times). The walls are generally 13 feet (4m) high and 6 feet (1.8m) wide.

York is a cathedral city and unitary authority area in North Yorkshire, England. The population of the council area which includes nearby villages was 208,200 as of 2017 and the population of the urban area was 153,717 at the 2011 census. Located at the confluence of the Rivers Ouse and Foss, it is the county town of the historic county of Yorkshire. The city is known for its famous historical landmarks such as York Minster and the city walls, as well as a variety of cultural and sporting activities, which makes it a popular tourist destination in England. The local authority is the City of York Council, a single tier governing body responsible for providing all local services and facilities throughout the city. The City of York local government district includes rural areas beyond the old city boundaries. It is about 25 miles north-east of Leeds and 34 miles north-west of Kingston upon Hull. York is the largest settlement in the ceremonial county of North Yorkshire.

The city was founded by the Romans as Eboracum in 71 AD. It became the capital of the Roman province of Britannia Inferior, and later of the kingdoms of Deira, Northumbria and Jórvík. In the Middle Ages, York grew as a major wool trading centre and became the capital of the northern ecclesiastical province of the Church of England, a role it has retained. In the 19th century, York became a major hub of the railway network and a confectionery manufacturing centre, a status it maintained well into the 20th century. During the Second World War, York was bombed as part of the Baedeker Blitz. Although less affected by bombing than other northern cities, several historic buildings were gutted and restoration efforts continued into the 1960s.

The economy of York is dominated by services. The University of York and National Health Service are major employers, whilst tourism has become an important element of the local economy. In 2016, York became sister cities with the Chinese city of Nanjing, as per an agreement signed by the Lord Mayor of York, focusing on building links in tourism, education, science, technology and culture. Today, the city is a popular tourist attraction, especially for international visitors from America, Germany, France and China. In 2017, York became UK's first human rights city, which formalised the city's aim to use human rights in decision making." - info from Wikipedia.

Summer 2019 I did a solo cycling tour across Europe through 12 countries over the course of 3 months. I began my adventure in Edinburgh, Scotland and finished in Florence, Italy cycling 8,816 km. During my trip I took 47,000 photos.

Now on Instagram.

Become a patron to my photography on Patreon.

The Badshahi Mosque (Urdu: بادشاھی مسجد), or the 'Emperor's Mosque', was built in 1673 by the Mughal Emperor Aurangzeb in Lahore, Pakistan. It is one of the city's best known landmarks, and a major tourist attraction epitomising the beauty and grandeur of the Mughal era.

Capable of accommodating over 55,000 worshipers, it is the second largest mosque in Pakistan, after the Faisal Mosque in Islamabad. The architecture and design of the Badshahi Masjid is closely related to the Jama Masjid in Delhi, India, which was built in 1648 by Aurangzeb's father and predecessor, emperor Shah Jahan.

Badshahi Masjid is one of the locations where Qari' Abdul Basit recited the Qur'an.[citation needed] The Imam-e-Kaaba (Sheikh Abdur-Rahman Al-Sudais of Saudi Arabia) has also led prayers in this mosque in 2007.

The mosque was built under the patronage of the sixth Mughal Emperor, Aurangzeb Alamgir. It was completed in 1673 under the supervision of Aurangzeb's foster brother Muzaffar Hussain (also known as Fidaie Khan Koka) who was appointed governor of Lahore in May 1671 and held this post until 1675. He was also Master of Ordnance to the emperor. The construction of the mosque took about two years from May 1671 to April 1673. The mosque was built opposite the Lahore Fort, illustrating its stature in the Mughal Empire. In conjunction with the building of the mosque, a new gate was built at the fort, named Alamgiri Gate after the Emperor.

Badshahi Mosque was badly damaged and was misused during Sikh Rule. During the reign of Maharaja Ranjit Singh, the mosque was used as a stable for the army's horses.[1][2] They also would steal the jewels from the mosque, such as marble, rubies, gold, and other valuables. Muslims were not allowed to enter the mosque to worship; they were only given a small place outside the mosque where they could worship.

Even when the British took control of India, they would use the mosque for their military practices by using the mosque for gun practices, cannons, etc. Even when they sensed Muslim hate for the British, they demolished a large portion of the wall of the mosque so the Muslims could not use it as a kind of "fort" for anti-British reasons. After a while, they finally returned it to the Muslims as a good will gesture even though it was in terrible condition. It was then given to Badshahi Mosque Authority to restore it to its original glory.

From 1852 onwards, piecemeal repairs were carried out under the supervision of the Badshahi Mosque Authority. Extensive repairs were carried out from 1939 to 1960 at a cost of about 4.8 million rupees, which brought the mosque to its original shape and condition. The blueprint for the repairs was prepared by the late architect Nawab Zen Yar Jang Bahadur.

In 2000, the repair work of marble inlay in the main vault was repaired under the supervision of Saleem Anjum Qureshi.

On the occasion of the second Islamic Summit held at Lahore on February 22, 1974, thirty-nine heads of Muslim states offered their Friday prayers in the Badshahi Masjid, led by Maulana Abdul Qadir Azad, the 'Khatib' of the mosque.

Recently a small museum has also been added to the mosque complex. It contains relics of Muhammad (peace be upon him), his cousin Hazrat Ali (may Allah be pleased with him), and his daughter, Hazrat Fatima Zahra (may Allah be pleased with her). On August 14, 1947, the Pakistani people celebrated their independence from the British command.

Pakistan(Urdu: "land of the pure"), a country of 160 million people, is now the second most populous country in the Muslim world.

Hailed as the country's cultural capital, Lahore – also known as the "Heart of Pakistan" – is rich with many examples of Moghul architecture.[3]

Like the character of its founder, the mosque is bold, vast and majestic in its expression. It was the largest mosque in the world for a long time.

The interior has rich embellishment in stucco tracery (Manbatkari) and paneling with a fresco touch, all in bold relief, as well as marble inlay.

The exterior is decorated with stone carving as well as marble inlay on red sandstone, specially of loti form motifs in bold relief. The embellishment has Indo-Greek, Central Asian and Indian architectural influence both in technique and motifs.

The skyline is furnished by beautiful ornamental merlons inlaid with marble lining adding grace to the perimeter of the mosque. In its various architectural features like the vast square courtyard, the side aisles (dalans), the four corner minars, the projecting central transept of the prayer chamber and the grand entrance gate, is summed up the history of development of mosque architecture of the Muslim world over the thousand years prior to its construction in 1673.

The north enclosure wall of the mosque was laid close to the Ravi River bank, so a majestic gateway could not be provided on that side and, to keep the symmetry the gate had to be omitted on the south wall as well. Thus a four aiwan plan like the earlier Delhi Jamia Masjid could not be adopted here.

The walls were built with small kiln-burnt bricks laid in kankar, lime mortar (a kind of hydraulic lime) but have a veneer of red sandstone. The steps leading to the prayer chamber and its plinth are in variegated marble.

The prayer chamber is very deep and is divided into seven compartments by rich engraved arches carried on very heavy piers. Out of the seven compartments, three double domes finished in marble have superb curvature, whilst the rest have curvilinear domes with a central rib in their interior and flat roof above. In the eastern front aisle, the ceiling of the compartment is flat (Qalamdani) with a curved border (ghalatan) at the cornice level.

The original floor of the courtyard was laid with small kiln-burnt bricks laid in the Mussalah pattern. The present red sandstone flooring was laid during the last thorough repairs (1939-60). Similarly, the original floor of the prayer chamber was in cut and dressed bricks with marble and Sang-i-Abri lining forming Mussalah and was also replaced by marble Mussalah during the last repairs.

There are only two inscriptions in the mosque:

•one on the gateway

•the other of Kalimah in the prayer chamber under the main high vault.

•Courtyard: 528'-8" x 528'-4" (Area: 278,784 ft2), divided into two levels: the upper and the lower. In the latter, funeral prayers can also be offered.

•Prayer Chamber: 275'-8" x 83'-7" x 50'-6" high, with its main vault 37'-3" x 59'-4" high but with the merlons 74'-6". (Area: 22,825 ft2)

•Corner Minars: 67' in circumference, 176'-4" high are in four stages and have a contained staircase with 204 steps.

•Central Dome: Diameter 65' at bottom (at bulging 70'-6"); height 49'; pinnacle 24 ft and neck 15 ft high.

•Side Domes: Diameter 51'-6" (at bulging 54'-2"); height 32 ft; pinnacle 19 ft; neck 9'-6" high.

•Gateway: 66'-7" x 62'-10" x 65 high including domelets; vault 21'-6" x 32'-6" high. Its three sided approach steps are 22 in number.

•Side aisles (Dalans): 80 in number. Height above floor 23'-9"; plinth 2'-7".

•Central Tank: 50' x 50' x 3' deep (Area: 2,500 ft2)

Important to know: Iguanas are capable of severely injuring people, other animals and themselves when their body language alerts are not recognized. Most iguanas clearly sign that trouble is ahead. They nod their head and wave their dewlap side to side.

The dewlap is a fold of loose skin hanging from the neck or throat of an animal, like cattle. Iguanas use their dewlap to communicate. First, an extended dewlap can simply be a greeting. An extended dewlap is often used to say hello to another creature during mating and most generally as a territorial sign. Second, it can be a form of protection. A threatened iguana may extend its dewlap to intimidate a predator into thinking it is much larger than it is. Third, an extended dewlap may be a sign that the iguana is trying to adjust its temperature. An extended dewlap on an iguana that's basking in the sun is quite normal. It may be catching more sun to warm up or catching a breeze to cool off. So it's important to see "the big picture" when reading Iguana body language.

Parts of an iguana... www.bing.com/images/search?view=detailV2&ccid=Up3IVbC...

Fairchild Tropical Botanic Garden, Miami FL

www.susanfordcollins.com

The B-2 Spirit is a heavy strategic bomber with stealth technology capable of delivering both conventional and nuclear weapons at intercontinental ranges. Designed to penetrate deep into Soviet territory during the Cold War, the B-2 is now primarily used for precision strikes with conventional weapons. The U.S. Air Force currently has nineteen B-2s in service, all stationed at Whiteman Air Force Base (Missouri) and each B-2 has a unique name (Spirit of...). Each B-2 has a crew of two pilots, who can rotate during the long missions (the longest recorded combat mission lasted 44.3 hours) the aircraft can undertake.

My model represents the Spirit of New York. A deliberate choice, as I was fortunate enough to see this aircraft up close at the 2011 RIAT (Royal International Air Tattoo).

As usual, I tried to incorporate all the moving parts of the real aircraft (bomb bay hatches, flaps and flaperons, landing gear doors, crew entrance, refueling receptacle etc.) into my MOC. Some of these features, in particular the crew entrance, are clearly visible in this photo.

Longannet power station is a large coal-fired power station in Fife capable of co-firing biomass, natural gas and sludge. The station is situated on the north bank of the Firth of Forth, near Kincardine on Forth.

Its generating capacity of 2,400 megawatts is the highest of any power station in Scotland. The station began generating electricity in 1970, and when it became fully operational it was the largest coal-fired station in Europe. It is now the third largest, after Bełchatów in Poland and Drax in England, and the 21st most polluting.

After failing to win a contract from the National Grid Longannet is set to close "by March 2016". The station was opened in 1973 and operated by the South of Scotland Electricity Board until 1990 when its operation was handed over to Scottish Power following privatisation.

The station is a regional landmark, dominating the Forth skyline with its 183 m (600 ft) chimney stack. Longannet lacks cooling towers, instead using water from the River Forth for cooling

The de Havilland DH.98 Mosquito was a British multi-role combat aircraft with a two-man crew that served during and after the Second World War. It was one of few operational front-line aircraft of the era constructed almost entirely of wood and was nicknamed "The Wooden Wonder". The Mosquito was also known affectionately as the "Mossie" to its crews. Originally conceived as an unarmed fast bomber, the Mosquito was adapted to roles including low to medium-altitude daytime tactical bomber, high-altitude night bomber, pathfinder, day or night fighter, fighter-bomber, intruder, maritime strike aircraft, and fast photo-reconnaissance aircraft. It was also used by the British Overseas Airways Corporation (BOAC) as a fast transport to carry small high-value cargoes to, and from, neutral countries, through enemy-controlled airspace.

When the Mosquito began production in 1941, it was one of the fastest operational aircraft in the world. Entering widespread service in 1942, the Mosquito was a high-speed, high-altitude photo-reconnaissance aircraft, continuing in this role throughout the war. From mid-1942 to mid-1943 Mosquito bombers flew high-speed, medium or low-altitude missions against factories, railways and other pinpoint targets in Germany and German-occupied Europe. From late 1943, Mosquito bombers were formed into the Light Night Strike Force and used as pathfinders for RAF Bomber Command's heavy-bomber raids. They were also used as "nuisance" bombers, often dropping Blockbuster bombs - 4,000 lb (1,812 kg) "cookies" - in high-altitude, high-speed raids that German night fighters were almost powerless to intercept.

As a night fighter, from mid-1942, the Mosquito intercepted Luftwaffe raids on the United Kingdom, notably defeating Operation Steinbock in 1944. Starting in July 1942, Mosquito night-fighter units raided Luftwaffe airfields. As part of 100 Group, it was a night fighter and intruder supporting RAF Bomber Command's heavy bombers and reduced bomber losses during 1944 and 1945. As a fighter-bomber in the Second Tactical Air Force, the Mosquito took part in "special raids", such as the attack on Amiens Prison in early 1944, and in precision attacks against Gestapo or German intelligence and security forces. Second Tactical Air Force Mosquitos supported the British Army during the 1944 Normandy Campaign. From 1943 Mosquitos with RAF Coastal Command strike squadrons attacked Kriegsmarine U-boats (particularly in the 1943 Bay of Biscay, where significant numbers were sunk or damaged) and intercepting transport ship concentrations.

The Mosquito flew with the Royal Air Force (RAF) and other air forces in the European theatre, and the Mediterranean and Italian theatres. The Mosquito was also used by the RAF in the South East Asian theatre, and by the Royal Australian Air Force (RAAF) based in the Halmaheras and Borneo during the Pacific War.

By the early-mid-1930s, de Havilland had a reputation for innovative high-speed aircraft with the DH.88 Comet racer. The later DH.91 Albatross airliner pioneered the composite wood construction that the Mosquito used. The 22-passenger Albatross could cruise at 210 miles per hour (340 km/h) at 11,000 feet (3,400 m), better than the 100 miles per hour (160 km/h) Handley Page H.P.42 and other biplanes it was replacing. The wooden monocoque construction not only saved weight and compensated for the low power of the de Havilland Gipsy Twelve engines used by this aircraft, but simplified production and reduced construction time.

Air Ministry bomber requirements and concepts:

On 8 September 1936, the British Air Ministry issued Specification P.13/36 which called for a twin-engined medium bomber capable of carrying a bomb load of 3,000 pounds (1,400 kg) for 3,000 miles (4,800 km) with a maximum speed of 275 miles per hour (443 km/h) at 15,000 feet (4,600 m); a maximum bomb load of 8,000 pounds (3,600 kg) which could be carried over shorter ranges was also specified. Aviation firms entered heavy designs with new high-powered engines and multiple defensive turrets, leading to the production of the Avro Manchester and Handley Page Halifax.

In May 1937, as a comparison to P.13/36, George Volkert, the chief designer of Handley Page, put forward the concept of a fast unarmed bomber. In 20 pages, Volkert planned an aerodynamically clean medium bomber to carry 3,000 pounds (1,400 kg) of bombs at a cruising speed of 300 miles per hour (480 km/h). There was support in the RAF and Air Ministry; Captain R N Liptrot, Research Director Aircraft 3 (RDA3), appraised Volkert's design, calculating that its top speed would exceed the new Supermarine Spitfire. There were, however, counter-arguments that, although such a design had merit, it would not necessarily be faster than enemy fighters for long. The ministry was also considering using non-strategic materials for aircraft production, which, in 1938, had led to specification B.9/38 and the Armstrong Whitworth Albemarle medium bomber, largely constructed from spruce and plywood attached to a steel-tube frame. The idea of a small, fast bomber gained support at a much earlier stage than sometimes acknowledged though it was unlikely that the Air Ministry envisaged it not using light alloy components.

Project Mosquito:

Once design of the DH.98 had started, de Havilland built mock-ups, the most detailed at Salisbury Hall, in the hangar where E0234 was being built. Initially, this was designed with the crew enclosed in the fuselage behind a transparent nose (similar to the Bristol Blenheim or Heinkel He 111H), but this was quickly altered to a more solid nose with a more conventional canopy.

The construction of the prototype began in March 1940, but work was cancelled again after the Battle of Dunkirk, when Lord Beaverbrook, as Minister of Aircraft Production, decided there was no production capacity for aircraft like the DH.98, which was not expected to be in service until early 1941. Although Lord Beaverbrook told Air Vice-Marshal Freeman that work on the project had better stop, he did not issue a specific instruction, and Freeman ignored the request. In June 1940, however, Lord Beaverbrook and the Air Staff ordered that production was to focus on five existing types, namely the Supermarine Spitfire, Hawker Hurricane, Vickers Wellington, Armstrong-Whitworth Whitley and the Bristol Blenheim. Work on the DH.98 prototype stopped, and it seemed that the project would be shut down when the design team were denied the materials with which to build their prototype.

The Mosquito was only reinstated as a priority in July 1940, after de Havilland's General Manager L.C.L Murray, promised Lord Beaverbrook 50 Mosquitoes by December 1941, and this, only after Beaverbrook was satisfied that Mosquito production would not hinder de Havilland's primary work of producing Tiger Moth and Oxford trainers and repairing Hurricanes as well as the licence manufacture of Merlin engines. In promising Beaverbrook 50 Mosquitoes by the end of 1941, de Havilland was taking a gamble, because it was unlikely that 50 Mosquitos could be built in such a limited time; as it transpired only 20 Mosquitos were built in 1941, but the other 30 were delivered by mid-March 1942.

During the Battle of Britain, nearly a third of de Havilland's factory time was lost because the workers took cover in the factory's bomb shelters. Nevertheless, work on the prototype went quickly, such that E0234 was rolled out on 19 November 1940.

In the aftermath of the Battle of Britain, the original order was changed to 20 bomber variants and 30 fighters. It was still uncertain whether the fighter version should have dual or single controls, or should carry a turret, so three prototypes were eventually built: W4052, W4053 and W4073. The latter, both turret armed, were later disarmed, to become the prototypes for the T.III trainer. This caused some delays as half-built wing components had to be strengthened for the expected higher combat load requirements. The nose sections also had to be altered, omitting the clear perspex bomb-aimer's position, to solid noses designed to house four .303 machine guns and their ammunition.

Overview:

The Mosquito was a fast, twin-engined aircraft with shoulder-mounted wings. The most-produced variant, designated the FB Mk VI (Fighter-bomber Mark 6), was powered by two Merlin Mk 23 or Mk 25 engines driving three-bladed de Havilland hydromatic propellers. The typical fixed armament for an FB Mk VI was four Browning .303 machine guns and four 20 mm Hispano cannon while the offensive load consisted of up to 2,000 pounds (910 kg) of bombs, or eight RP-3 unguided rockets.

Construction:

The oval-section fuselage was a frameless monocoque shell built in two halves being formed to shape by band clamps over a mahogany or concrete mould, each holding one half of the fuselage, split vertically. The shell halves were made of sheets of Ecuadorean balsawood sandwiched between sheets of Canadian birch, but in areas needing extra strength— such as along cut-outs— stronger woods replaced the balsa filler; the overall thickness of the birch and balsa sandwich skin was only 7⁄16 inch (11 mm). This sandwich skin was so stiff that no internal reinforcement was necessary from the wing's rear spar to the tail bearing bulkhead. The join was along the vertical centre line. This split construction greatly aided the assembly of the internal equipment as it allowed the technicians easy access to the fuselage interior. While the glue in the plywood skin dried, carpenters cut a sawtooth joint into the edges of the fuselage shells, while other workers installed the controls and cabling on the inside wall. When the glue completely dried, the two halves were glued and screwed together. The fuselage was strengthened internally by seven bulkheads made up of two plywood skins parted by spruce blocks, which formed the basis on each half for the outer shell. Each bulkhead was a repeat of the spruce design for the fuselage halves; a balsa sheet sandwich between two plywood sheets/skins. Bulkhead number seven carried the fittings and loads for the tailplane and rudder, The type of glue originally used was Casein, which was later replaced by "Aerolite", a synthetic urea-formaldehyde, which was more durable. Many other types of screws and flanges (made of various woods) also held the structure together.

The fuselage construction joints were made from balsa wood and plywood strips with the spruce multi-ply being connected by a balsa V joint, along with the interior frame. The spruce would be reinforced by plywood strips at the point where the two halves joined to form the V-joint. Located on top of the joint the plywood formed the outer skin. During the joining of the two halves ("boxing up"), two laminated wooden clamps would be used in the after portion of the fuselage to act as support. A covering of doped Madapolam (a fine plain woven cotton) fabric was stretched tightly over the shell and a coat of silver dope was applied, after which the exterior camouflage was applied. The fuselage had a large ventral section cut-out, which was braced during construction, to allow it to be lowered onto the wing centre-section. Once the wing was secured the lower panels were replaced, and the bomb bay or armament doors fitted.

The all-wood wing was built as a one-piece structure and was not divided into separate construction sections. It was made up of two main spars, spruce and plywood compression ribs, stringers, and a plywood covering. The outer plywood skin was covered and doped like the fuselage. The wing was installed into the roots by means of four large attachment points. The engine radiators were fitted in the inner wing, just outboard of the fuselage on either side. These gave less drag. The radiators themselves were split into three sections: an oil cooler section outboard, the middle section forming the coolant radiator and the inboard section serving the cabin heater. The wing contained metal framed and skinned ailerons, but the flaps were made of wood and were hydraulically controlled. The nacelles were mostly wood, although, for strength, the engine mounts were all metal as were the undercarriage parts. Engine mounts of welded steel tube were added, along with simple landing gear oleos filled with rubber blocks. Wood was used to carry only in-plane loads, with metal fittings used for all triaxially loaded components such as landing gear, engine mounts, control surface mounting brackets, and the wing-to-fuselage junction. The outer leading wing edge had to be brought 22 inches (56 cm) further forward to accommodate this design. The main tail unit was all wood built. The control surfaces, the rudder and elevator, were aluminium framed and fabric covered. The total weight of metal castings and forgings used in the aircraft was only 280 lb (130 kg).

In November 1944, several crashes occurred in the Far East. At first, it was thought these were as a result of wing structure failures. The casein glue, it was said, cracked when exposed to extreme heat and/or monsoon conditions. This caused the upper surfaces to "lift" from the main spar. An investigating team led by Major Hereward de Havilland travelled to India and produced a report in early December 1944 stating that "the accidents were not caused by the deterioration of the glue but by shrinkage of the airframe during the wet monsoon season". However a later inquiry by Cabot & Myers definitely attributed the accidents to faulty manufacture and this was confirmed by a further investigation team by the Ministry of Aircraft Production at Defford which found faults in six different Marks of Mosquito (all built at de Havilland's Hatfield and Leavesden plants) which showed similar defects, and none of the aircraft had been exposed to monsoon conditions or termite attack; thus it was concluded that there were construction defects found at the two plants. It was found that the "Standard of glueing...left much to be desired”. Records at the time showed that accidents caused by "loss of control" were three times more frequent on Mosquitoes than on any other type of aircraft. The Air Ministry forestalled any loss of confidence in the Mosquito by holding to Major de Havilland's initial investigation in India that the accidents were caused "largely by climate" To solve the problem, a sheet of plywood was set along the span of the wing to seal the entire length of the skin joint along the main spar.

Information regarding the de Havilland DH98 Mosquito has been taken from excerpts contained on Wikipedia

Aston Martin Ulster Roadster (1936)

In 1927 Aston Martin was taken over by race driver A. C. Bertelli. He designed a 1.5-litre, SOHC engine which would eventually power the LeMans-racing Ulster. Thoughout the years the engine was devloped to include dry sump lubrication.

The Aston Martin Ulster stands as one of the most respected pre-war racecars. It was largely based on the Mark II which came before it.

The Ulster had a breif two year race program. During this time they dominated the British Tourist Trophy at Goodwood. In 1934, Ulsters took first, second and third place. The best LeMans result was achieved in 1935. Chassis LM20 raced to third overall which put it first in the 1101 to 1500cc class.

After the race efforts, Aston Martin readied a production version of the LeMans cars. Twenty-One of these cars were built of which all are accounted for today.

Aston Martin Ulster information used from:

www.supercars.net/cars/2084.html

In the 1980's a small number (7) replicas of the Aston Martin Ulster Roadster were manufactured as a kit car:

Fergus Mosquito (Aston Martin Ulster replica)

Kop Hill Climb - 25th September 2011

Fergus Mosquito - an Aston Martin Ulster replica.

Only seven were made in Kingsbridge, Devon, in the 1980s, using donor Morris Marina B-series engines and other parts.

UIJ233 is the best of the 7 replicas.

These two models, the de Havilland DH98 Mosquito aircraft and the Aston Martin Ulster Roadster of 1936 have been created in Lego miniland scale for Flickr LUGNuts' 79th Build Challenge, - 'LUGNuts goes Wingnuts" - featuring automotive vehicles named after, inspired by or related to aircraft.

Couldn't resist dusting off the old girl and including her within my PMC.

(Please note: I once again wish to extend my gratitude to dasnewten and yoderism for their assistance in creating the ship. This was my first real attempt at a MOC, and their help was invaluable)

This supersonic bomber, capable of Mach 2, entered the SAC inventory in the early '60's, carrying a variety of ordnance in the large pod beneath the fuselage.

This example is serial 61-2059, entering service in February 1962.

“SPACE STATION---Artist concept of an Earth-orbiting space station as planned by National Aeronautics and Space Administration engineers. A station similar to this will provide broad support for such Earth resource activities as oceanography, meteorology and geophysics. It is capable of supporting biomedical laboratories, physical science laboratories, and solar and stellar observatories. Free-flying modules containing special scientific equipment might orbit near the station. Scientists will travel to the science module in miniature taxis or tugs. The modular concept shown here will have both zero and artificial gravity. It will be able to accommodate between 12 and 50 scientific and technical personnel and it will orbit the Earth at approximately [225?] nautical miles altitude. By adding more modules, the station can become a base from which planetary missions can depart. A station similar to this might also be placed in lunar orbit to support future exploration of the Moon. It will have a Ward Room for crew off-duty activities, food preparation and dining. There will be individual Crew Quarters, Docking and Cargo-Handling [unreadable, if even present]. The crew will probably be rotated at three to six-month intervals. They will be ferried to the station in a shuttle vehicle which will have the capability of landing at airports as do the present-day passenger aircraft. Electric power will come from solar panels or small nuclear [reactors/generators?]. [Launch?] of the initial module could come as early as [1985/86?]. Because of its size, the station will be visible to the naked eye. It [will be visible?] as far north as Ketchikan, Alaska, [and as far south as?] [unreadable] in South America."

I previously posted what I thought was this identical work, with the above extremely faded caption on the verso. However, upon closer examination, there are indeed subtle differences.

I’m continually fascinated by the evolution of concepts, for whatever reasons, and the superb efforts of the talented artists trying to keep up. Not meant to overlook the complex & thankless work of countless engineers - but I’m approaching it strictly from the visual end-product, as transient as it obviously was.

Further, another near identical version - in a Sep. 19, 2018 post by user "hesham" at the outstanding SECRET PROJECTS FORUM website depicts the deployment of a satellite by the near shuttle, with the accompanying caption. The image & caption possibly from an unidentified AW&ST issue:

"Proposed space transportation system is a multi-mission oriented concept. Space shuttle, at upper left, releases an unmanned observatory. The space station in modularized form is at right. The precursor Saturn 5 workshop is at lower left.”

At:

www.secretprojects.co.uk/threads/us-space-shuttle-project...

Finally, fortunately & most gratifyingly, the ‘framing’ of this version reveals the artist. That being NASA’s Jerry L. Elmore - in my world - most recognized for his memorable renderings of the Apollo 15, 16 & 17 landing sites. Those were made ‘famous’ by being featured in the Tang fold-out posters. A huge & surprising WIN, I’ll take it.

Finally, as a counterpoint to the landmass cited below, this one features the Bahama Islands.

A near-identical space base/station photo (NASA-S-69-2623) featured at least twice at David S. F. Portree’s informative blog bears the following captions:

“One proposed Space Base configuration. This three-armed design, which would have a permanent crew complement of 50 astronauts and scientists, would spin about its axis to produce acceleration in the habitat arm (left). The crew would feel the acceleration as gravity. The other two arms would each hold a nuclear reactor at a safe distance from the crew in the habitat module and core section. Also visible to the right of the Space Base is a small free-flying science module; these would dock with the non-spinning core section for servicing.”

At:

spaceflighthistory.blogspot.com/2016/01/thinking-big-traf...

And:

“Conceptual art of 100-man Space Base in orbit over Australia and New Guinea. The two truss-work arms hold at their ends nuclear reactors and their rectangular waste heat radiators. A free-flying large space telescope orbits nearby.”

At:

spaceflighthistory.blogspot.com/2015/03/outpost-in-leo-mc...

Possibly by Mr. Elmore as well?

+++ 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:

In 1948, a swept wing version of the F-84 was created with the hope of bringing performance to the level of the F-86. The last production F-84E was fitted with a swept tail, a new wing with 38.5 degrees of leading-edge sweep and 3.5 degrees of anhedral, and a J35-A-25 engine producing 5,300 pound-force (23.58 kN) of thrust. The aircraft was designated XF-96A and flew on 3 June 1950. Although the airplane was capable of 602 knots (693 mph, 1,115 km/h), the performance gain over the F-84E was considered minor. Nonetheless, it was ordered into production in July 1950 as the F-84F Thunderstreak. The F-84 designation was eventually retained because the fighter was expected to be a low-cost improvement of the straight-wing Thunderjet with over 55 percent commonality in tooling.

A handful F-96Bs were camouflaged during the late Sixties with the USAF’s new SEA scheme, but most aircraft retained their original bare metal finish with more or less colorful unit markings. Due to its limited capabilities and the introduction of the Mach 2 McDonnell F-4 Phantom, the last F-96B was retired from ANG service in 1971.

General characteristics:

Crew: 2

Length: 54t 11 1/2 in (16,77 m) incl. pitot

Wingspan: 33 ft 7.25 in (10,25 m)

Height: 16 ft 9 in (5,11 m)

Wing area: 350 sq ft (37,55 m²)

Empty weight: 13,810 lb (6.264 kg)

Gross weight: 21,035 lb (9.541 kg)

Max takeoff weight: 28,000 lb (12.701 kg)

Powerplant:

1× Wright J65-W-18 turbojet with 8,600 lbf (34 kN) dry thrust and 10,500 lbf (47 kN) with afterburner

Performance:

Maximum speed: 695 mph (1,119 km/h, 604 kn, Mach 1.1) at 35,000 ft (10,668 m)

Cruise speed: 577 mph (928 km/h, 501 kn)

Range: 810 mi (1,304 km, 704 nmi) combat radius with two droptanks

Service ceiling: 49,000 ft (15,000 m)

Rate of climb: 16,300 ft/min (83 m/s)

Wing loading: 86 lb/sq ft (423 kg/m²)

Armament:

No internal guns;

6× underwing hardpoints for a total ordnance load of up to 6,000lb (2,727 kg), including

a pair of 191.5 US gal (727 l) or 375 US gal (1.429 l) drop tanks on the inner stations

and a mix of AIM-4 Falcon (up to six), MB-1 Genie (up to two) and/or pods with

nineteen 2.75”/70 mm FFAR unguided missiles each (up to four) on the outer stations

The kit and its assembly:

This fictional missing link between the RF-84F and the F-105 was conceived for the Fifties Group Build at whatifmodellers.com, an era when the USAF used a wide variety of interceptor aircraft types and technical advancements were quick and significant – in just a decade the interceptor evolved from a subsonic machine gun-toting aircraft to a guided weapons carrier platform, capable of Mach 2.

The F-96B (I re-used Republic’s dropped designation for the swept-wing F-84F) was to display one of the many “in between” designs, and the (R)F-84F was just a suitable basis for a conversion similar to the T-33-derived F-94, just more capable and big enough to carry the nuclear Genie missile.

The basis became Italeri’s vintage RF-84F kit, a rather simple affair with raised panel lines and a mediocre fit, plus some sinkholes. This was, however, heavily modified!

Work started with the implantation of a new tandem cockpit, taken wholesale from a Heller T-33. Fitting the cockpit tub into the wider Thunderflash hull was a bit tricky, putty blobs held the implant in place. The canopy was taken from the T-33, too, just the RF-84F’s original rear side windows were cut away to offer sufficient length for the longer clear part and the cockpit side walls had to be raised to an even level with the smaller windscreen with the help of styrene strips. With these adapters the T-33 canopy fitted surprisingly well over the opening and blended well into the spine.

The camera nose section lost its tip, which was replaced with the tail cone from a Matchbox H.S. Buccaneer (actually its air brake), and the camera windows as well as the slant surfaces that held them were PSRed away for a conical shape that extended the new pointed radome. Lots of weight in the nose and under the cockpit floor ensured a safe stance on the OOB landing gear.

The rear section behind the air brakes became all-new; for an afterburner I extended and widened the tail section and implanted the rear part from a B-66 (Italeri kit, too) engine nacelle, which received a wider nozzle (left over from a Nakotne MiG-29, a featureless thing) and an interior.

To balance the longer nose I also decided to enlarge the tail surfaces and replaced the OOB fin and stabilizers with leftover parts from a Trumpeter Il-28 bomber – the fin was shortened and the stabilizers reduced in span to match the rest of the aircraft. Despite the exotic source the parts blend well into the F-84’s overall design!

To add supersonic credibility and to connect the design further with the later F-105 I modified the air intakes and cut them into a raked shape – quite easy to realize. Once the wings were in place, I also added small splitter plates, left over from an Airfix BAC Strikemaster.

As an interceptor the armament had to be adapted accordingly, and I procured the quartet of IR-guided Falcons as well as the Genie duo from an Academy F-89. The large drop tanks were taken OOB from the Italeri kit. The Genies were mounted onto their massive Scorpion pylons under the outer wings of the F-96B, while the Falcons, due to relatively little space left under the wings, required a scratched solution. I eventually settled for dual launchers on small pylons, mounted in front of the landing gear wells. The pylons originally belong to an ESCI Ka-34 “Hokum” helicopter kit (they were just short enough!), the launch rails are a halved pair of F-4 Sidewinder rails from a Hasegawa air-to-air weapons set. With everything on place the F-96B looks quite crowded.

Painting and markings:

The machine would represent a late Fifties USAF type, so that the paint options were rather limited if I wanted to be authentic. ADC Grey was introduced in the early Sixties, SEA camouflage even later, so that bare metal became a natural choice – but this can be quite attractive! The model received an overall coat with acrylic “White Aluminum” from the rattle can, plus some darked panels all over the hull (Humbrol 56 for good contrast) and an afterburner section in Revell 91 (Iron Metallic) and Humbrol’s Steel Metallizer. The radome became deep black, the anti-glare panel in front of the windscreen olive drab (Revell 46). Light grey (Revell 75) was used for some small di-electric fairings.

Interior surfaces (cockpit and landing gear wells) were painted with Zinc Chromate primer (I used Humbrol 80), while the landing gear struts became silver-grey (Humbrol 56) and the inside of the covers as well as the air brakes were painted in bright red (Humbrol 19).

Once basic painting was done the model received a black ink washing and was rubbed with grinded graphite to emphasize the raised panel lines, and the material adds a nice dark metallic shine to the silver base coat.

Another challenge was to find suitable unit markings for the Fifties era in the decal vault, which would also fit onto the model. After a long search I eventually settled for rather simple markings from a 325th FIS F-102 from an Xtradecal sheet, which only features a rather timid fin decoration.

Finding other suitable standard markings remained demanding, though. Stars-And-Bars as well as the USAF taglines were taken from the Academy F-89 that also provided the ordnance, most stencils were taken from the OOB Italeri sheet and complemented by small markings from the scrap box. The biggest problem was the creation of a matching serial number. The “FF” code was originally used for P/F-51D Mustangs during the Korea War, but after the type had been phased out it might have been re-used? The letters as well as the serial number digits were created from various markings for USAF F-100s, also from an Xtradecal sheet.

Once the decals had been applied the model was sealed with semi-gloss acrylic varnish, except for the radome, the anti-glare panel as well as the walking areas on the wings as well as parts of the afterburner section, which were coated with matt varnish.

A rather straightforward conversion, even though finishing the project took longer than expected. But the result looks surprisingly natural and plausible. Lots of PSR was needed to modify the fuselage, though, especially the tail section was not easy to integrate into the Thunderflash’s hull. Sticking to the simple NMF livery paid IMHO out, too: the livery looks very natural and believable on the fictional aircraft, and it suits the F-84’s bulbous shape well.

“A mobile lander system is being considered for use in a possible follow-on mission to the Viking ’75 landings on Mars. A mobile Viking lander, which could be launched as early as the 1979 opportunity, would be capable of traversing 100 m to 1 km per day on a commanded heading while sensing hazards and performing avoidance maneuvers. The degree of autonomous control, and consequently the daily traverse range, is still under study. The mobility concept requires the addition of: (1) track-laying or wheel units in place of the Viking Lander footpads, (2) a set of hazard and navigation sensors, and (3) a mobility control computer capability. The technology required to develop these three subsystems is available today. The principal objective of current design studies, as described in this paper, is to define a mobile lander system that will demonstrate high reliability and fail-safe hazard avoidance while achieving range- and terrain-handling capabilities which satisfy the Mars exploration science requirements…

…The question then arises, "What sort of return mission should be planned?" One mission feature that comes to mind frequently when scientists consider responding to potential Viking '75 results is mobility - the ability to move about on the surface. A mobile system would allow one landing to return science data equivalent to that gathered by hundreds of fixed surface laboratories. Interesting objects in the camera field of view, but just beyond the reach of the surface sampler, could be examined. Anomalous atmospheric analyses, when the wind blows from a particular direction, could be tracked to a possible outgassing source. Orbiter pictures indicating a nearby area of interest, could be used as guides for exciting sorties, or a completely adaptive exploration scheme could be followed with each day's findings used to plan the next traverses. The potential science value and popular appeal of this sort of active exploration of Mars has prompted the consideration of converting a Viking lander into a mobile surface laboratory as shown in [this artist’s concept].”

The above extracted from, which also includes the image:

“IFAC Proceedings Volumes”, Volume 9, Issue 1, Part 2, May 1976, Pages 765-783, published by Elsevier

Specifically, an article entitled “Automatic Control of a Mobile Viking Lander on the Surface of Mars”

By: J. Moore (Deputy Manager), W. Scofield (Manager), W. Tobey (Engineer)

At:

www.sciencedirect.com/science/article/pii/S1474667017671623

Credit: ScienceDirect website

Finally, if I’ve got this right, apparently the above concept/proposal for locomotion was subsequently referred to as the Elastic Loop Mobility System (ELMS).

Per usual, excellent discussion of such & additional similar imagery::

www.secretprojects.co.uk/threads/viking-lander-with-elms-...

Credit: SECRET PROJECTS website

Literally, a Viking lander with treads instead of footpads.

Very nice artwork by W. Williams, possibly a JPL artist.

Some background:

Simple, efficient and reliable, the Regult (リガード, Rigādo) was the standard mass production mecha of the Zentraedi forces. Produced by Esbeliben at the 4.432.369th Zentraedi Fully Automated Weaponry Development and Production Factory Satellite in staggering numbers to fill the need for an all-purpose mecha, this battle pod accommodated a single Zentraedi soldier in a compact cockpit and was capable of operating in space or on a planet's surface. The Regult saw much use during Space War I in repeated engagements against the forces of the SDF-1 Macross and the U.N. Spacy, but its lack of versatility against superior mecha often resulted in average effectiveness and heavy losses. The vehicle was regarded as expendable and was therefore cheap, simple, but also very effective when fielded in large numbers. Possessing minimal defensive features, the Regult was a simple weapon that performed best in large numbers and when supported by other mecha such as Gnerl Fighter Pods. Total production is said to have exceeded 300 million in total.

At the end of Space War I in January 2012, production of the Regult for potential Earth defensive combat continued when the seizure operation of the Factory Satellite was executed. After the war, Regults were used by both U.N. Spacy and Zentraedi insurgents. Many surviving units were incorporated into the New U.N. Forces and given new model numbers. The normal Regult became the “Zentraedi Battle Pod” ZBP-104 (often just called “Type 104”) and was, for example, used by Al-Shahal's New U.N. Army's Zentraedi garrison. The related ZBP-106 was a modernized version for Zentraedi commanders, with built-in boosters, additional Queadluun-Rhea arms and extra armaments. These primarily replaced the Glaug battle pod, of which only a handful had survived. By 2067, Regult pods of all variants were still in operation among mixed human/Zentraedi units.

General characteristics:

Accommodation: pilot only, in standard cockpit in main body

Overall Height: 18.2 meters

Overall Length: 7.6 meters

Overall Width: 12.6 meters

Max Weight: 39.8 metric tons

Powerplant & propulsion:

1x 1.3 GGV class Ectromelia thermonuclear reaction furnace,

driving 2x main booster Thrusters and 12x vernier thrusters

Performance:

unknown

Armament:

None

Special Equipment and Features:

Standard all-frequency radar antenna

Standard laser long-range sensor

Ectromelia infrared, visible light and ultraviolet frequency sensor cluster

ECM/ECCM suite

The kit and its assembly:

I had this kit stashed away for a couple of years, together with a bunch of other 1:100 Zentraedi pods of all kinds and the plan to build a full platoon one day – but this has naturally not happened so far and the kits were and are still waiting. The “Reconnaissance & Surveillance” group build at whatifmodellers.com in August 2021 was a good occasion and motivation to tackle the Tactical Scout model from the pile, though, as it perfectly fits the GB’s theme and also adds an exotic science fiction/anime twist to the submissions.

The kit is an original ARII boxing from 1983, AFAIK the only edition of this model. One might expect this kit to be a variation of the 1982 standard Regult (sometimes spelled “Reguld”) kit with extra parts, but that’s not the case – it is a new mold with different parts and technical solutions, and it offers optional parts for the standard Regult pod as well as the two missile carrier versions that were published at the same time, too. The Tactical Scout uses the same basis, but it comes with parts exclusive for this variant (hull and a sprue with the many antennae and sensors).

I remembered from a former ARII Regult build in the late Eighties that the legs were a wobbly affair. Careful sprue inspection revealed, however, that this second generation comes with some sensible detail changes, e. g. the feet, which originally consisted of separate toe and heel sections (and these were hollow from behind/below!). To my biggest surprise the knees – a notorious weak spot of the 1st generation Regult kit – were not only held by small and flimsy vinyl caps anymore: These were replaced with much bigger vinyl rings, fitted into sturdy single-piece enclosures made from a tough styrene which can even be tuned with small metal screws(!), which are included in the kit. Interesting!

But the joy is still limited: even though the mold is newer, fit is mediocre at best, PSR is necessary on every seam. However, the good news is that the kit does not fight with you. The whole thing was mostly built OOB, because at 1:100 there's little that makes sense to add to the surface, and the kit comes with anything you'd expect on a Regult Scout pod. I just added some lenses and small stuff behind the large "eye", which is (also to my surprise) a clear part. The stuff might only appear in schemes on the finished model, but that's better than leaving the area blank.

Otherwise, the model was built in sub-sections for easier painting and handling, to be assembled in a final step – made possible by the kit’s design which avoids the early mecha kit’s “onion layer” construction, except for the feet. This is the only area that requires some extra effort, and which is also a bit tricky to assemble.

However, while the knees appear to be a robust construction, the kit showed some material weakness: while handling the leg assembly, one leg suddenly came off under the knees - turned out that the locator that holds the knee joint above (which I expected to be the weak point) completely broke off of the lower leg! Weird damage. I tried to glue the leg into place, but this did not work, and so I inserted a replacement for the broken. This eventually worked.

Painting and markings:

Colorful, but pretty standard and with the attempt to be authentic. However, information concerning the Regults’ paint scheme is somewhat inconsistent. I decided to use a more complex interpretation of the standard blue/grey Regult scheme, with a lighter “face shield” and some other details that make the mecha look more interesting. I used the box art and some screenshots from the Macross TV series as reference; the Tactical Scout pod already appears in episode #2 for the first time, and there are some good views at it, even though the anime version is highly simplified.

Humbrol enamels were used, including 48 (Mediterranean Blue), 196 (RAL 7035, instead of pure white), 40 (Pale Grey) and 27 (Sea Grey). The many optics were created with clear acrylics over a silver base, and the large frontal “eye” is a piece of clear plastic with a coat of clear turquoise paint, too.

The model received a black ink washing to emphasize details, engraved panel lines and recesses, as well as some light post-shading through dry-brushing. Some surface details were created with decal stripes, e. g. on the upper legs, or with a black fineliner, and some color highlights were distributed all over the hull, e. g. the yellowish-beige tips of the wide antenna or the bright blue panels on the upper legs.

The decals were taken OOB, and thanks to a translation chart I was able to decipher some of the markings which I’d interpret as a serial number and a unit code – but who knows?

Finally, the kit received an overall coat of matt acrylic varnish and some weathering/dust traces around the feet with simple watercolors – more would IMHO look out of place, due to the mecha’s sheer size in real life and the fact that the Regult has to be considered a disposable item. Either it’s brand new and shiny, or busted, there’s probably little in between that justifies serious weathering which better suits the tank-like Destroids.

A “normal” build, even though the model and the topic are exotic enough. This 2nd generation Regult kit went together easier than expected, even though it has its weak points, too. However, material ageing turned out to be the biggest challenge (after all, the kit is almost 40 years old!), but all problems could be overcome and the resulting model looks decent – and it has this certain Eighties flavor! :D

The Corsair is widely considered the most capable of all carrier-based fighter aircraft of World War Two. Designed and originally built by Chance Vought, it was also manufactured under license by Goodyear at the height of production during the Second World War. Its distinctive "bent" wings were designed to keep the landing gear short and robust for carrier landings and give clearance for the enormous 13' 4" diameter propeller required to pull her to over 400 MPH - the first American fighter to do so. It was considered the performance equal to many other fighters like the Mustang but its short range kept it either carrier-based or land-based in the South Pacific war close to the action. The Corsair continued to be operated by the USN and the Marines after the war and saw considerable action during the Korean War.

Corsairs were first operated from carriers by the Fleet Air Arm of the Royal Navy. Trained in the US, RNFAA pilots including Canadian Lt. Robert Hampton Gray were deployed on carriers such as HMS Formidable and Victorious and carried out daring fighter escort and attack operations in the North Atlantic. This included the famous raids against the holed-up German battleship Tirpitz. HMS Formidable also fought in the Pacific theatre later in the war where Lt. Gray won the Victoria Cross. The Vintage Wings of Canada Corsair, presently in standard U.S. “shipyard blue” markings, will be painted in markings to honour Hampton Gray.

Oceanic is a premier oceanfront restaurant in Pompano Beach, offering stunning waterfront dining experiences with lunch, dinner, happy hour, and weekend brunch options. Perfect for any occasion, it also features private event spaces.

The Oceanic restaurant in Pompano Beach is an "architectural marvel". While specific individual architects aren't typically named in public sources for such projects, the architectural vision behind Oceanic was conceived by Lou and Joy Moshakos, the owners of LM Restaurants, and their daughter Amber.

The design of the 20,000 square foot restaurant (with over 9,000 square feet of open-air space) took five years to finalize and involved three different architects and design teams. The final design, inspired by the hull of a grand ocean liner, aims to evoke a sense of "awe and wonder" similar to that of a transatlantic voyage, according to Amber Moshakos.

The design features include:

Exterior: An all-white exterior reminiscent of Greek architecture.

Interior: Arched wooden beams in the ceiling, expansive floor-to-ceiling glass doors, and a color scheme of blues and greens.

Unique Elements: A grand, circular dining room with a 25-foot-high ceiling, skylights, and dangling colored glass pieces that resemble fish swimming underwater. The design also incorporates frayed boat ropes and modern art made of ocean driftwood.

The restaurant also features an artistic mobile of 200 fish swimming across a 25-foot ceiling.

Views: All seating areas, whether indoors or on the patio decks, offer spectacular views of the ocean and the adjacent Pompano Beach Fishing Pier.

Event Space: The second floor is dedicated to private events, with its own kitchen, bar, and open-air, floor-to-ceiling glass sliding doors, capable of hosting up to 400 guests.

Bar Area: A 5,000 square foot indoor-outdoor bar with a progressive tap wine system that is eco-friendly and ensures wine quality and temperature control.

The architectural and design choices for Oceanic at Pompano Beach were intentional to create a "landmark destination" that honors the ocean and provides guests with a unique dining experience.

Credit for the data above is given to the following websites:

www.oceanicpompano.com/

www.facebook.com/OceanicPompano/

bcpa.net/RecInfo.asp?URL_Folio=484331010200

www.google.com/search?q=how+is+the+architect+of+oceanic+p...

© All Rights Reserved - you may not use this image in any form without my prior permission.

Lockheed Martin F-22 "Raptor's" assigned to the 90th Fighter Squadron, Joint Base Elmendorf-Richardson, Alaska, taxi to their parking location at the Royal Australian Air Force Base Amberley flightline for 'Exercise Talisman Sabre 19', July 9. TS19 provides effective and intense training to ensure U.S. Forces are combat ready, capable, interoperable, and deployable on short notice.

From Wikipedia, the free encyclopedia

The Lockheed Martin F-22 Raptor is a fifth-generation, single-seat, twin-engine, all-weather stealth tactical fighter aircraft developed for the United States Air Force (USAF). The result of the USAF's Advanced Tactical Fighter (ATF) program, the aircraft was designed primarily as an air superiority fighter, but also has ground attack, electronic warfare, and signal intelligence capabilities. The prime contractor, Lockheed Martin, built most of the F-22s airframe and weapons systems and conducted final assembly, while Boeing provided the wings, aft fuselage, avionics integration, and training systems.

The aircraft was variously designated F-22 and F/A-22 before it formally entered service in December 2005 as the F-22A. Despite its protracted development and various operational issues, USAF officials consider the F-22 a critical component of the service's tactical air power. Its combination of stealth, aerodynamic performance, and situational awareness enable unprecedented air combat capabilities.

Service officials had originally planned to buy a total of 750 ATFs. In 2009, the program was cut to 187 operational production aircraft due to high costs, a lack of clear air-to-air missions due to delays in Russian and Chinese fighter programs, a ban on exports, and development of the more versatile F-35. The last F-22 was delivered in 2012.

Development

Origins

In 1981, the U.S. Air Force identified a requirement for an Advanced Tactical Fighter (ATF) to replace the F-15 Eagle and F-16 Fighting Falcon. Code named Senior Sky, this air-superiority fighter program was influenced by emerging worldwide threats, including new developments in Soviet air defense systems and the proliferation of the Su-27 Flanker- and MiG-29 Fulcrum-class of fighter aircraft. It would take advantage of the new technologies in fighter design on the horizon, including composite materials, lightweight alloys, advanced flight control systems, more powerful propulsion systems, and most importantly, stealth technology. In 1983, the ATF concept development team became the System Program Office (SPO) and managed the program at Wright-Patterson Air Force Base. The demonstration and validation (Dem/Val) request for proposals (RFP) was issued in September 1985, with requirements placing strong emphasis on stealth and supercruise. Of the seven bidding companies, Lockheed and Northrop were selected on 31 October 1986. Lockheed teamed with Boeing and General Dynamics while Northrop teamed with McDonnell Douglas, and the two contractor teams undertook a 50-month Dem/Val phase, culminating in the flight test of two technology demonstrator prototypes, the YF-22 and the YF-23, respectively.

Dem/Val was focused on risk reduction and technology development plans over specific aircraft designs. Contractors made extensive use of analytical and empirical methods, including computational fluid dynamics, wind-tunnel testing, and radar cross-section calculations and pole testing; the Lockheed team would conduct nearly 18,000 hours of wind-tunnel testing. Avionics development was marked by extensive testing and prototyping and supported by ground and flying laboratories. During Dem/Val, the SPO used the results of performance and cost trade studies conducted by contractor teams to adjust ATF requirements and delete ones that were significant weight and cost drivers while having marginal value. The short takeoff and landing (STOL) requirement was relaxed in order to delete thrust-reversers, saving substantial weight. As avionics was a major cost driver, side-looking radars were deleted, and the dedicated infra-red search and track (IRST) system was downgraded from multi-color to single color and then deleted as well. However, space and cooling provisions were retained to allow for future addition of these components. The ejection seat requirement was downgraded from a fresh design to the existing McDonnell Douglas ACES II. Despite efforts by the contractor teams to rein in weight, the takeoff gross weight estimate was increased from 50,000 lb (22,700 kg) to 60,000 lb (27,200 kg), resulting in engine thrust requirement increasing from 30,000 lbf (133 kN) to 35,000 lbf (156 kN) class.

Each team produced two prototype air vehicles for Dem/Val, one for each of the two engine options. The YF-22 had its maiden flight on 29 September 1990 and in flight tests achieved up to Mach 1.58 in supercruise. After the Dem/Val flight test of the prototypes, on 23 April 1991, Secretary of the USAF Donald Rice announced the Lockheed team as the winner of the ATF competition. The YF-23 design was considered stealthier and faster, while the YF-22, with its thrust vectoring nozzles, was more maneuverable as well as less expensive and risky. The aviation press speculated that the Lockheed team's design was also more adaptable to the U.S. Navy's Navalized Advanced Tactical Fighter (NATF), but by 1992, the Navy had abandoned NATF.

Production and procurement

As the program moved to full-scale development, or the Engineering & Manufacturing Development (EMD) stage, the production version had notable differences from the YF-22, despite having a broadly similar shape. The swept-back angle of the leading edge was decreased from 48° to 42°, while the vertical stabilizers were shifted rearward and decreased in area by 20%. To improve pilot visibility, the canopy was moved forward 7 inches (18 cm), and the engine intakes moved rearward 14 inches (36 cm). The shapes of the wing and stabilator trailing edges were refined to improve aerodynamics, strength, and stealth characteristics. Increasing weight during development caused slight reductions in range and maneuver performance.

Prime contractor Lockheed Martin Aeronautics manufactured the majority of the airframe and performed final assembly at Dobbins Air Reserve Base in Marietta, Georgia; program partner Boeing Defense, Space & Security provided additional airframe components as well as avionics integration and training systems. The first F-22, an EMD aircraft with tail number 4001, was unveiled at Marietta, Georgia, on 9 April 1997, and first flew on 7 September 1997. Production, with the first lot awarded in September 2000, supported over 1,000 subcontractors and suppliers from 46 states and up to 95,000 jobs, and spanned 15 years at a peak rate of roughly two airplanes per month. In 2006, the F-22 development team won the Collier Trophy, American aviation's most prestigious award. Due to the aircraft's advanced nature, contractors have been targeted by cyberattacks and technology theft.

The USAF originally envisioned ordering 750 ATFs at a total program cost of $44.3 billion and procurement cost of $26.2 billion in fiscal year (FY) 1985 dollars, with production beginning in 1994. The 1990 Major Aircraft Review led by Secretary of Defense Dick Cheney reduced this to 648 aircraft beginning in 1996. By 1997, funding instability had further cut the total to 339, which was again reduced to 277 by 2003. In 2004, the Department of Defense (DoD) further reduced this to 183 operational aircraft, despite the USAF's preference for 381. A multi-year procurement plan was implemented in 2006 to save $15 billion, with total program cost projected to be $62 billion for 183 F-22s distributed to seven combat squadrons. In 2008, Congress passed a defense spending bill that raised the total orders for production aircraft to 187.

The first two F-22s built were EMD aircraft in the Block 1.0 configuration for initial flight testing, while the third was a Block 2.0 aircraft built to represent the internal structure of production airframes and enabled it to test full flight loads. Six more EMD aircraft were built in the Block 10 configuration for development and upgrade testing, with the last two considered essentially production quality jets. Production for operational squadrons consisted of 37 Block 20 training aircraft and 149 Block 30/35 combat aircraft; one of the Block 35 aircraft is dedicated to flight sciences at Edwards Air Force Base.

The numerous new technologies in the F-22 resulted in substantial cost overruns and delays. Many capabilities were deferred to post-service upgrades, reducing the initial cost but increasing total program cost. As production wound down in 2011, the total program cost is estimated to be about $67.3 billion, with $32.4 billion spent on Research, Development, Test and Evaluation (RDT&E) and $34.9 billion on procurement and military construction (MILCON) in then year dollars. The incremental cost for an additional F-22 was estimated at about $138 million in 2009.

Ban on exports

The F-22 cannot be exported under US federal law to protect its stealth technology and other high-tech features. Customers for U.S. fighters are acquiring earlier designs such as the F-15 Eagle and F-16 Fighting Falcon or the newer F-35 Lightning II, which contains technology from the F-22 but was designed to be cheaper, more flexible, and available for export. In September 2006, Congress upheld the ban on foreign F-22 sales. Despite the ban, the 2010 defense authorization bill included provisions requiring the DoD to prepare a report on the costs and feasibility for an F-22 export variant, and another report on the effect of F-22 export sales on U.S. aerospace industry.

Some Australian politicians and defense commentators proposed that Australia should attempt to purchase F-22s instead of the planned F-35s, citing the F-22's known capabilities and F-35s delays and developmental uncertainties. However, the Royal Australian Air Force (RAAF) determined that the F-22 was unable to perform the F-35s strike and close air support roles. The Japanese government also showed interest in the F-22 for its Replacement-Fighter program. The Japan Air Self-Defense Force (JASDF) would reportedly require fewer fighters for its mission if it obtained the F-22, thus reducing engineering and staffing costs. However, in 2009 it was reported that acquiring the F-22 would require increases to the Japanese government's defense budget beyond the historical 1 percent of its GDP. With the end of F-22 production, Japan chose the F-35 in December 2011. Israel also expressed interest, but eventually chose the F-35 because of the F-22s price and unavailability.

Production termination

Throughout the 2000s, the need for F-22s was debated, due to rising costs and the lack of relevant adversaries. In 2006, Comptroller General of the United States David Walker found that "the DoD has not demonstrated the need" for more investment in the F-22, and further opposition to the program was expressed by Secretary of Defense Donald Rumsfeld, Deputy Secretary of Defense Gordon R. England, Senator John McCain, and Chairman of U.S. Senate Committee on Armed Services Senator John Warner. The F-22 program lost influential supporters in 2008 after the forced resignations of Secretary of the Air Force Michael Wynne and the Chief of Staff of the Air Force General T. Michael Moseley.

In November 2008, Secretary of Defense Robert Gates stated that the F-22 was not relevant in post-Cold War conflicts such as irregular warfare operations in Iraq and Afghanistan, and in April 2009, under the new Obama Administration, he called for ending production in FY2011, leaving the USAF with 187 production aircraft. In July, General James Cartwright, Vice Chairman of the Joint Chiefs of Staff, stated to the Senate Committee on Armed Services his reasons for supporting termination of F-22 production. They included shifting resources to the multirole F-35 to allow proliferation of fifth-generation fighters for three service branches and preserving the F/A-18 production line to maintain the military's electronic warfare (EW) capabilities in the Boeing EA-18G Growler. Issues with the F-22s reliability and availability also raised concerns. After President Obama threatened to veto further production, the Senate voted in July 2009 in favor of ending production and the House subsequently agreed to abide by the 187 production aircraft cap. Gates stated that the decision was taken in light of the F-35s capabilities, and in 2010, he set the F-22 requirement to 187 aircraft by lowering the number of major regional conflict preparations from two to one.

In 2010, USAF initiated a study to determine the costs of retaining F-22 tooling for a future Service Life Extension Program (SLEP). A RAND Corporation paper from this study estimated that restarting production and building an additional 75 F-22s would cost $17 billion, resulting in $227 million per aircraft, or $54 million higher than the flyaway cost. Lockheed Martin stated that restarting the production line itself would cost about $200 million. Production tooling and associated documentation were subsequently stored at the Sierra Army Depot, allowing the retained tooling to support the fleet life cycle. There were reports that attempts to retrieve this tooling found empty containers, but a subsequent audit found that the tooling was stored as expected.

Russian and Chinese fighter developments have fueled concern, and in 2009, General John Corley, head of Air Combat Command, stated that a fleet of 187 F-22s would be inadequate, but Secretary Gates dismissed General Corley's concern. In 2011, Gates explained that Chinese fifth-generation fighter developments had been accounted for when the number of F-22s was set, and that the U.S. would have a considerable advantage in stealth aircraft in 2025, even with F-35 delays. In December 2011, the 195th and final F-22 was completed out of 8 test EMD and 187 operational aircraft produced; the aircraft was delivered to the USAF on 2 May 2012.

In April 2016, the House Armed Services Committee (HASC) Tactical Air and Land Forces Subcommittee proposed legislation that would direct the Air Force to conduct a cost study and assessment associated with resuming production of the F-22. Since the production halt directed in 2009 by then Defense Secretary Gates, lawmakers and the Pentagon noted that air warfare systems of Russia and China were catching up to those of the U.S. Lockheed Martin has proposed upgrading the Block 20 training aircraft into combat-coded Block 30/35 versions as a way to increase numbers available for deployment. On 9 June 2017, the Air Force submitted their report to Congress stating they had no plans to restart the F-22 production line due to economic and operational issues; it estimated it would cost approximately $50 billion to procure 194 additional F-22s at a cost of $206–$216 million per aircraft, including approximately $9.9 billion for non-recurring start-up costs and $40.4 billion for aircraft procurement costs.

Upgrades

The first aircraft with combat-capable Block 3.0 software flew in 2001. Increment 2, the first upgrade program, was implemented in 2005 for Block 20 aircraft onward and enabled the employment of Joint Direct Attack Munitions (JDAM). Certification of the improved AN/APG-77(V)1 radar was completed in March 2007, and airframes from production Lot 5 onward are fitted with this radar, which incorporates air-to-ground modes. Increment 3.1 for Block 30 aircraft onward provided improved ground-attack capability through synthetic aperture radar mapping and radio emitter direction finding, electronic attack and Small Diameter Bomb (SDB) integration; testing began in 2009 and the first upgraded aircraft was delivered in 2011. To address oxygen deprivation issues, F-22s were fitted with an automatic backup oxygen system (ABOS) and modified life support system starting in 2012.

Increment 3.2 for Block 35 aircraft is a two-part upgrade process; 3.2A focuses on electronic warfare, communications and identification, while 3.2B includes geolocation improvements and a new stores management system to show the correct symbols for the AIM-9X and AIM-120D. To enable two-way communication with other platforms, the F-22 can use the Battlefield Airborne Communications Node (BACN) as a gateway. The planned Multifunction Advanced Data Link (MADL) integration was cut due to development delays and lack of proliferation among USAF platforms. The F-22 fleet is planned to start receiving Increment 3.2B as well as a software upgrade for cryptography capabilities and avionics stability in May 2019. A Multifunctional Information Distribution System-Joint (MIDS-J) radio that replaces the current Link-16 receive-only box is expected to be operational by 2020. Subsequent upgrades are also focusing on having an open architecture to enable faster future enhancements.

In 2024, funding is projected to begin for the F-22 mid-life upgrade (MLU), which is expected to include new sensors and antennas, hardware refresh, cockpit improvements, and a helmet mounted display and cuing system. Other enhancements being developed include IRST functionality for the AN/AAR-56 Missile Launch Detector (MLD) and more durable stealth coating based on the F-35s.

The F-22 was designed for a service life of 8,000 flight hours, with a $350 million "structures retrofit program". Investigations are being made for upgrades to extend their useful lives further. In the long term, the F-22 is expected to be superseded by a sixth-generation jet fighter to be fielded in the 2030s.

Design

Overview

The F-22 Raptor is a fifth-generation fighter that is considered fourth generation in stealth aircraft technology by the USAF.[91] It is the first operational aircraft to combine supercruise, supermaneuverability, stealth, and sensor fusion in a single weapons platform. The F-22 has four empennage surfaces, retractable tricycle landing gear, and clipped delta wings with reverse trailing edge sweep and leading edge extensions running to the upper outboard corner of the inlets. Flight control surfaces include leading-edge flaps, flaperons, ailerons, rudders on the canted vertical stabilizers, and all-moving horizontal tails (stabilators); for speed brake function, the ailerons deflect up, flaperons down, and rudders outwards to increase drag.

The aircraft's dual Pratt & Whitney F119-PW-100 augmented turbofan engines are closely spaced and incorporate pitch-axis thrust vectoring nozzles with a range of ±20 degrees; each engine has maximum thrust in the 35,000 lbf (156 kN) class. The F-22s thrust-to-weight ratio at typical combat weight is nearly at unity in maximum military power and 1.25 in full afterburner. Maximum speed without external stores is approximately Mach 1.8 at military power and greater than Mach 2 with afterburners.

The F-22s high cruise speed and operating altitude over prior fighters improve the effectiveness of its sensors and weapon systems, and increase survivability against ground defenses such as surface-to-air missiles. The aircraft is among only a few that can supercruise, or sustain supersonic flight without using fuel-inefficient afterburners; it can intercept targets which subsonic aircraft would lack the speed to pursue and an afterburner-dependent aircraft would lack the fuel to reach. The F-22s thrust and aerodynamics enable regular combat speeds of Mach 1.5 at 50,000 feet (15,000 m). The use of internal weapons bays permits the aircraft to maintain comparatively higher performance over most other combat-configured fighters due to a lack of aerodynamic drag from external stores. The aircraft's structure contains a significant amount of high-strength materials to withstand stress and heat of sustained supersonic flight. Respectively, titanium alloys and composites comprise 39% and 24% of the structural weight.

The F-22s aerodynamics, relaxed stability, and powerful thrust-vectoring engines give it excellent maneuverability and energy potential across its flight envelope. The airplane has excellent high alpha (angle of attack) characteristics, capable of flying at trimmed alpha of over 60° while maintaining roll control and performing maneuvers such as the Herbst maneuver (J-turn) and Pugachev's Cobra. The flight control system and full-authority digital engine control (FADEC) make the aircraft highly departure resistant and controllable, thus giving the pilot carefree handling.

Stealth

The F-22 was designed to be highly difficult to detect and track by radar. Measures to reduce radar cross-section (RCS) include airframe shaping such as alignment of edges, fixed-geometry serpentine inlets and curved vanes that prevent line-of-sight of the engine faces and turbines from any exterior view, use of radar-absorbent material (RAM), and attention to detail such as hinges and pilot helmets that could provide a radar return. The F-22 was also designed to have decreased radio emissions, infrared signature and acoustic signature as well as reduced visibility to the naked eye. The aircraft's flat thrust-vectoring nozzles reduce infrared emissions of the exhaust plume to mitigate the threat of infrared homing ("heat seeking") surface-to-air or air-to-air missiles. Additional measures to reduce the infrared signature include special topcoat and active cooling of leading edges to manage the heat buildup from supersonic flight.

Compared to previous stealth designs like the F-117, the F-22 is less reliant on RAM, which are maintenance-intensive and susceptible to adverse weather conditions. Unlike the B-2, which requires climate-controlled hangars, the F-22 can undergo repairs on the flight line or in a normal hangar. The F-22 has a Signature Assessment System which delivers warnings when the radar signature is degraded and necessitates repair. While the F-22s exact RCS is classified, in 2009 Lockheed Martin released information indicating that from certain angles the aircraft has an RCS of 0.0001 m² or −40 dBsm – equivalent to the radar reflection of a "steel marble". Effectively maintaining the stealth features can decrease the F-22s mission capable rate to 62–70%.

The effectiveness of the stealth characteristics is difficult to gauge. The RCS value is a restrictive measurement of the aircraft's frontal or side area from the perspective of a static radar. When an aircraft maneuvers it exposes a completely different set of angles and surface area, potentially increasing radar observability. Furthermore, the F-22s stealth contouring and radar absorbent materials are chiefly effective against high-frequency radars, usually found on other aircraft. The effects of Rayleigh scattering and resonance mean that low-frequency radars such as weather radars and early-warning radars are more likely to detect the F-22 due to its physical size. However, such radars are also conspicuous, susceptible to clutter, and have low precision. Additionally, while faint or fleeting radar contacts make defenders aware that a stealth aircraft is present, reliably vectoring interception to attack the aircraft is much more challenging. According to the USAF an F-22 surprised an Iranian F-4 Phantom II that was attempting to intercept an American UAV, despite Iran's assertion of having military VHF radar coverage over the Persian Gulf.

The big birds capable of catching fish,

They can get it 'take away' in their beak if they wish.

Massive beak, beady eyes and webbed feet,

Pete and Patty the pelicans I'd like you to meet.

If you thoguth at the start is was your eye sight,

Don't worry, there are two birds...no need for an optometrist FRIGHT!

Click here to view large on black

Normally I love working in PP to create something beyond what is capable in a single exposure, but in this case something about everything in the shot keeps me coming back to it, as shot in camera (even though I have a feeling it won't get much of a reception in the thumbnail world of flickr). I think the DOF, the color rendering and the composition just really do it for me. I really can't tell you how much I'm loving my 50mm 1.2. It is a bit quirky with AF due to the razor thin focal plane, but the way it looks wide open is something I have never seen before, it has so much character that I'm starting to be abel to pick out shots done with it from other photographers in magazines or on the web. The new 5D can correct the vignetting, but I love it some much (in most cases) that I actually turn off the correction (I do leave the in camera CA correction on, although the CA's wide open on this lens are remarkably well controlled especially considering the f1.2)

This is just a capture I did in the Japanese tea garden in SF. My kit now only includes a 5D mkiii, the 50mm 1.2 and the 14mm 2.8. I have found that simplifying to these two primes has really improved my sense of composition and creativity a lot over the past few weeks. I find that with my 50 (and now shooting FF) that I am much more excited to take my camera everywhere, and now I see why most 35mm camera's shipped with a 50mm. Also, because both lenses are such high quality glass I'm getting really pleasing rendering, bokeh and sharpness, which is always a plus.

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Always love the comments. Leave originals, not just banners please (don't take offense if they are deleted otherwise).

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contact me if you're interested in my shots (no digital version requests).

abenison@gmail.com

Check out my imagekind website if you would like to hang my prints on your wall (if there is something on my flickr site that is not on my imagekind site that you want, just let me know and I'll upload it)...

alexbenison.imagekind.com

All rights reserved

The Typhoon FGR.Mk 4 is a highly capable and extremely agile fourth-generation multi-role combat aircraft, capable of being deployed for the full spectrum of air operations, including air policing, peace support and high-intensity conflict. Initially deployed in the air-to-air role as the Typhoon F.Mk 2, the aircraft now has a potent, precision multi-role capability as the FGR4. The pilot performs many essential functions through the aircraft’s hands on throttle and stick (HOTAS) interface which, combined with an advanced cockpit and the Helmet Equipment Assembly (HEA), renders Typhoon superbly equipped for all aspects of air operations.

Although Typhoon has flown precision attack missions in all its combat deployments to date, its most essential role remains the provision of quick reaction alert (QRA) for UK and Falkland Islands airspace. Detachments have also reinforced NATO air defence in the Baltic and Black Sea regions.

© Crown Copyright 2018

Photographer: RAF Photographer

Image from www.defenceimages.mod.uk

This image is available for high resolution download at www.defenceimagery.mod.uk subject to the terms and conditions of the Open Government License at www.nationalarchives.gov.uk/doc/open-government-licence/.

For latest news visit www.gov.uk/government/organisations/ministry-of-defence

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About 1 year ago I decided I needed a more capable vehicle to get me to all the places I want to photograph so I could take the burden and abuse off my daily driver. I found a stock 2005 4Runner with a V8. it's high mileage and needed some work but since that time I have gotten back in practice working on cars and have made a ton of mods and repairs including overhauled suspension and lift,bigger tires and new wheels, overhauled the brakes and upgraded to Tundra breaks, upgraded ignition coils and spark plugs, replaced many of the engine gaskets, added a transmission and power steering cooler, added the roof rack, refinished the grill and headlights, a lot more. It now runs lime a top and has had no problems tackling any terrain I throw at it.

Starfish are capable of both sexual and asexual reproduction. Most species are dioecious, with separate male and female individuals, but some are hermaphrodites. For example, the common species Asterina gibbosa is protandric, with individuals being born male, but later changing into females.

Male and female sea stars are not distinguishable from the outside; one needs to see the gonads or be lucky enough to catch them spawning. Each arm contains two gonads, which release gametes through openings called gonoducts, located on the central body between the arms.

Thanks to wikipedia...

Lockheed Martin F-22 "Raptor's" assigned to the 90th Fighter Squadron, Joint Base Elmendorf-Richardson, Alaska, taxi to their parking location at the Royal Australian Air Force Base Amberley flightline for 'Exercise Talisman Sabre 19', July 9. TS19 provides effective and intense training to ensure U.S. Forces are combat ready, capable, interoperable, and deployable on short notice.

From Wikipedia, the free encyclopedia

The Lockheed Martin F-22 Raptor is a fifth-generation, single-seat, twin-engine, all-weather stealth tactical fighter aircraft developed for the United States Air Force (USAF). The result of the USAF's Advanced Tactical Fighter (ATF) program, the aircraft was designed primarily as an air superiority fighter, but also has ground attack, electronic warfare, and signal intelligence capabilities. The prime contractor, Lockheed Martin, built most of the F-22s airframe and weapons systems and conducted final assembly, while Boeing provided the wings, aft fuselage, avionics integration, and training systems.

The aircraft was variously designated F-22 and F/A-22 before it formally entered service in December 2005 as the F-22A. Despite its protracted development and various operational issues, USAF officials consider the F-22 a critical component of the service's tactical air power. Its combination of stealth, aerodynamic performance, and situational awareness enable unprecedented air combat capabilities.

Service officials had originally planned to buy a total of 750 ATFs. In 2009, the program was cut to 187 operational production aircraft due to high costs, a lack of clear air-to-air missions due to delays in Russian and Chinese fighter programs, a ban on exports, and development of the more versatile F-35. The last F-22 was delivered in 2012.

Development

Origins

In 1981, the U.S. Air Force identified a requirement for an Advanced Tactical Fighter (ATF) to replace the F-15 Eagle and F-16 Fighting Falcon. Code named Senior Sky, this air-superiority fighter program was influenced by emerging worldwide threats, including new developments in Soviet air defense systems and the proliferation of the Su-27 Flanker- and MiG-29 Fulcrum-class of fighter aircraft. It would take advantage of the new technologies in fighter design on the horizon, including composite materials, lightweight alloys, advanced flight control systems, more powerful propulsion systems, and most importantly, stealth technology. In 1983, the ATF concept development team became the System Program Office (SPO) and managed the program at Wright-Patterson Air Force Base. The demonstration and validation (Dem/Val) request for proposals (RFP) was issued in September 1985, with requirements placing strong emphasis on stealth and supercruise. Of the seven bidding companies, Lockheed and Northrop were selected on 31 October 1986. Lockheed teamed with Boeing and General Dynamics while Northrop teamed with McDonnell Douglas, and the two contractor teams undertook a 50-month Dem/Val phase, culminating in the flight test of two technology demonstrator prototypes, the YF-22 and the YF-23, respectively.

Dem/Val was focused on risk reduction and technology development plans over specific aircraft designs. Contractors made extensive use of analytical and empirical methods, including computational fluid dynamics, wind-tunnel testing, and radar cross-section calculations and pole testing; the Lockheed team would conduct nearly 18,000 hours of wind-tunnel testing. Avionics development was marked by extensive testing and prototyping and supported by ground and flying laboratories. During Dem/Val, the SPO used the results of performance and cost trade studies conducted by contractor teams to adjust ATF requirements and delete ones that were significant weight and cost drivers while having marginal value. The short takeoff and landing (STOL) requirement was relaxed in order to delete thrust-reversers, saving substantial weight. As avionics was a major cost driver, side-looking radars were deleted, and the dedicated infra-red search and track (IRST) system was downgraded from multi-color to single color and then deleted as well. However, space and cooling provisions were retained to allow for future addition of these components. The ejection seat requirement was downgraded from a fresh design to the existing McDonnell Douglas ACES II. Despite efforts by the contractor teams to rein in weight, the takeoff gross weight estimate was increased from 50,000 lb (22,700 kg) to 60,000 lb (27,200 kg), resulting in engine thrust requirement increasing from 30,000 lbf (133 kN) to 35,000 lbf (156 kN) class.

Each team produced two prototype air vehicles for Dem/Val, one for each of the two engine options. The YF-22 had its maiden flight on 29 September 1990 and in flight tests achieved up to Mach 1.58 in supercruise. After the Dem/Val flight test of the prototypes, on 23 April 1991, Secretary of the USAF Donald Rice announced the Lockheed team as the winner of the ATF competition. The YF-23 design was considered stealthier and faster, while the YF-22, with its thrust vectoring nozzles, was more maneuverable as well as less expensive and risky. The aviation press speculated that the Lockheed team's design was also more adaptable to the U.S. Navy's Navalized Advanced Tactical Fighter (NATF), but by 1992, the Navy had abandoned NATF.

Production and procurement

As the program moved to full-scale development, or the Engineering & Manufacturing Development (EMD) stage, the production version had notable differences from the YF-22, despite having a broadly similar shape. The swept-back angle of the leading edge was decreased from 48° to 42°, while the vertical stabilizers were shifted rearward and decreased in area by 20%. To improve pilot visibility, the canopy was moved forward 7 inches (18 cm), and the engine intakes moved rearward 14 inches (36 cm). The shapes of the wing and stabilator trailing edges were refined to improve aerodynamics, strength, and stealth characteristics. Increasing weight during development caused slight reductions in range and maneuver performance.

Prime contractor Lockheed Martin Aeronautics manufactured the majority of the airframe and performed final assembly at Dobbins Air Reserve Base in Marietta, Georgia; program partner Boeing Defense, Space & Security provided additional airframe components as well as avionics integration and training systems. The first F-22, an EMD aircraft with tail number 4001, was unveiled at Marietta, Georgia, on 9 April 1997, and first flew on 7 September 1997. Production, with the first lot awarded in September 2000, supported over 1,000 subcontractors and suppliers from 46 states and up to 95,000 jobs, and spanned 15 years at a peak rate of roughly two airplanes per month. In 2006, the F-22 development team won the Collier Trophy, American aviation's most prestigious award. Due to the aircraft's advanced nature, contractors have been targeted by cyberattacks and technology theft.

The USAF originally envisioned ordering 750 ATFs at a total program cost of $44.3 billion and procurement cost of $26.2 billion in fiscal year (FY) 1985 dollars, with production beginning in 1994. The 1990 Major Aircraft Review led by Secretary of Defense Dick Cheney reduced this to 648 aircraft beginning in 1996. By 1997, funding instability had further cut the total to 339, which was again reduced to 277 by 2003. In 2004, the Department of Defense (DoD) further reduced this to 183 operational aircraft, despite the USAF's preference for 381. A multi-year procurement plan was implemented in 2006 to save $15 billion, with total program cost projected to be $62 billion for 183 F-22s distributed to seven combat squadrons. In 2008, Congress passed a defense spending bill that raised the total orders for production aircraft to 187.

The first two F-22s built were EMD aircraft in the Block 1.0 configuration for initial flight testing, while the third was a Block 2.0 aircraft built to represent the internal structure of production airframes and enabled it to test full flight loads. Six more EMD aircraft were built in the Block 10 configuration for development and upgrade testing, with the last two considered essentially production quality jets. Production for operational squadrons consisted of 37 Block 20 training aircraft and 149 Block 30/35 combat aircraft; one of the Block 35 aircraft is dedicated to flight sciences at Edwards Air Force Base.

The numerous new technologies in the F-22 resulted in substantial cost overruns and delays. Many capabilities were deferred to post-service upgrades, reducing the initial cost but increasing total program cost. As production wound down in 2011, the total program cost is estimated to be about $67.3 billion, with $32.4 billion spent on Research, Development, Test and Evaluation (RDT&E) and $34.9 billion on procurement and military construction (MILCON) in then year dollars. The incremental cost for an additional F-22 was estimated at about $138 million in 2009.

Ban on exports

The F-22 cannot be exported under US federal law to protect its stealth technology and other high-tech features. Customers for U.S. fighters are acquiring earlier designs such as the F-15 Eagle and F-16 Fighting Falcon or the newer F-35 Lightning II, which contains technology from the F-22 but was designed to be cheaper, more flexible, and available for export. In September 2006, Congress upheld the ban on foreign F-22 sales. Despite the ban, the 2010 defense authorization bill included provisions requiring the DoD to prepare a report on the costs and feasibility for an F-22 export variant, and another report on the effect of F-22 export sales on U.S. aerospace industry.

Some Australian politicians and defense commentators proposed that Australia should attempt to purchase F-22s instead of the planned F-35s, citing the F-22's known capabilities and F-35s delays and developmental uncertainties. However, the Royal Australian Air Force (RAAF) determined that the F-22 was unable to perform the F-35s strike and close air support roles. The Japanese government also showed interest in the F-22 for its Replacement-Fighter program. The Japan Air Self-Defense Force (JASDF) would reportedly require fewer fighters for its mission if it obtained the F-22, thus reducing engineering and staffing costs. However, in 2009 it was reported that acquiring the F-22 would require increases to the Japanese government's defense budget beyond the historical 1 percent of its GDP. With the end of F-22 production, Japan chose the F-35 in December 2011. Israel also expressed interest, but eventually chose the F-35 because of the F-22s price and unavailability.

Production termination

Throughout the 2000s, the need for F-22s was debated, due to rising costs and the lack of relevant adversaries. In 2006, Comptroller General of the United States David Walker found that "the DoD has not demonstrated the need" for more investment in the F-22, and further opposition to the program was expressed by Secretary of Defense Donald Rumsfeld, Deputy Secretary of Defense Gordon R. England, Senator John McCain, and Chairman of U.S. Senate Committee on Armed Services Senator John Warner. The F-22 program lost influential supporters in 2008 after the forced resignations of Secretary of the Air Force Michael Wynne and the Chief of Staff of the Air Force General T. Michael Moseley.

In November 2008, Secretary of Defense Robert Gates stated that the F-22 was not relevant in post-Cold War conflicts such as irregular warfare operations in Iraq and Afghanistan, and in April 2009, under the new Obama Administration, he called for ending production in FY2011, leaving the USAF with 187 production aircraft. In July, General James Cartwright, Vice Chairman of the Joint Chiefs of Staff, stated to the Senate Committee on Armed Services his reasons for supporting termination of F-22 production. They included shifting resources to the multirole F-35 to allow proliferation of fifth-generation fighters for three service branches and preserving the F/A-18 production line to maintain the military's electronic warfare (EW) capabilities in the Boeing EA-18G Growler. Issues with the F-22s reliability and availability also raised concerns. After President Obama threatened to veto further production, the Senate voted in July 2009 in favor of ending production and the House subsequently agreed to abide by the 187 production aircraft cap. Gates stated that the decision was taken in light of the F-35s capabilities, and in 2010, he set the F-22 requirement to 187 aircraft by lowering the number of major regional conflict preparations from two to one.

In 2010, USAF initiated a study to determine the costs of retaining F-22 tooling for a future Service Life Extension Program (SLEP). A RAND Corporation paper from this study estimated that restarting production and building an additional 75 F-22s would cost $17 billion, resulting in $227 million per aircraft, or $54 million higher than the flyaway cost. Lockheed Martin stated that restarting the production line itself would cost about $200 million. Production tooling and associated documentation were subsequently stored at the Sierra Army Depot, allowing the retained tooling to support the fleet life cycle. There were reports that attempts to retrieve this tooling found empty containers, but a subsequent audit found that the tooling was stored as expected.

Russian and Chinese fighter developments have fueled concern, and in 2009, General John Corley, head of Air Combat Command, stated that a fleet of 187 F-22s would be inadequate, but Secretary Gates dismissed General Corley's concern. In 2011, Gates explained that Chinese fifth-generation fighter developments had been accounted for when the number of F-22s was set, and that the U.S. would have a considerable advantage in stealth aircraft in 2025, even with F-35 delays. In December 2011, the 195th and final F-22 was completed out of 8 test EMD and 187 operational aircraft produced; the aircraft was delivered to the USAF on 2 May 2012.

In April 2016, the House Armed Services Committee (HASC) Tactical Air and Land Forces Subcommittee proposed legislation that would direct the Air Force to conduct a cost study and assessment associated with resuming production of the F-22. Since the production halt directed in 2009 by then Defense Secretary Gates, lawmakers and the Pentagon noted that air warfare systems of Russia and China were catching up to those of the U.S. Lockheed Martin has proposed upgrading the Block 20 training aircraft into combat-coded Block 30/35 versions as a way to increase numbers available for deployment. On 9 June 2017, the Air Force submitted their report to Congress stating they had no plans to restart the F-22 production line due to economic and operational issues; it estimated it would cost approximately $50 billion to procure 194 additional F-22s at a cost of $206–$216 million per aircraft, including approximately $9.9 billion for non-recurring start-up costs and $40.4 billion for aircraft procurement costs.

Upgrades

The first aircraft with combat-capable Block 3.0 software flew in 2001. Increment 2, the first upgrade program, was implemented in 2005 for Block 20 aircraft onward and enabled the employment of Joint Direct Attack Munitions (JDAM). Certification of the improved AN/APG-77(V)1 radar was completed in March 2007, and airframes from production Lot 5 onward are fitted with this radar, which incorporates air-to-ground modes. Increment 3.1 for Block 30 aircraft onward provided improved ground-attack capability through synthetic aperture radar mapping and radio emitter direction finding, electronic attack and Small Diameter Bomb (SDB) integration; testing began in 2009 and the first upgraded aircraft was delivered in 2011. To address oxygen deprivation issues, F-22s were fitted with an automatic backup oxygen system (ABOS) and modified life support system starting in 2012.

Increment 3.2 for Block 35 aircraft is a two-part upgrade process; 3.2A focuses on electronic warfare, communications and identification, while 3.2B includes geolocation improvements and a new stores management system to show the correct symbols for the AIM-9X and AIM-120D. To enable two-way communication with other platforms, the F-22 can use the Battlefield Airborne Communications Node (BACN) as a gateway. The planned Multifunction Advanced Data Link (MADL) integration was cut due to development delays and lack of proliferation among USAF platforms. The F-22 fleet is planned to start receiving Increment 3.2B as well as a software upgrade for cryptography capabilities and avionics stability in May 2019. A Multifunctional Information Distribution System-Joint (MIDS-J) radio that replaces the current Link-16 receive-only box is expected to be operational by 2020. Subsequent upgrades are also focusing on having an open architecture to enable faster future enhancements.

In 2024, funding is projected to begin for the F-22 mid-life upgrade (MLU), which is expected to include new sensors and antennas, hardware refresh, cockpit improvements, and a helmet mounted display and cuing system. Other enhancements being developed include IRST functionality for the AN/AAR-56 Missile Launch Detector (MLD) and more durable stealth coating based on the F-35s.

The F-22 was designed for a service life of 8,000 flight hours, with a $350 million "structures retrofit program". Investigations are being made for upgrades to extend their useful lives further. In the long term, the F-22 is expected to be superseded by a sixth-generation jet fighter to be fielded in the 2030s.

Design

Overview

The F-22 Raptor is a fifth-generation fighter that is considered fourth generation in stealth aircraft technology by the USAF.[91] It is the first operational aircraft to combine supercruise, supermaneuverability, stealth, and sensor fusion in a single weapons platform. The F-22 has four empennage surfaces, retractable tricycle landing gear, and clipped delta wings with reverse trailing edge sweep and leading edge extensions running to the upper outboard corner of the inlets. Flight control surfaces include leading-edge flaps, flaperons, ailerons, rudders on the canted vertical stabilizers, and all-moving horizontal tails (stabilators); for speed brake function, the ailerons deflect up, flaperons down, and rudders outwards to increase drag.

The aircraft's dual Pratt & Whitney F119-PW-100 augmented turbofan engines are closely spaced and incorporate pitch-axis thrust vectoring nozzles with a range of ±20 degrees; each engine has maximum thrust in the 35,000 lbf (156 kN) class. The F-22s thrust-to-weight ratio at typical combat weight is nearly at unity in maximum military power and 1.25 in full afterburner. Maximum speed without external stores is approximately Mach 1.8 at military power and greater than Mach 2 with afterburners.

The F-22s high cruise speed and operating altitude over prior fighters improve the effectiveness of its sensors and weapon systems, and increase survivability against ground defenses such as surface-to-air missiles. The aircraft is among only a few that can supercruise, or sustain supersonic flight without using fuel-inefficient afterburners; it can intercept targets which subsonic aircraft would lack the speed to pursue and an afterburner-dependent aircraft would lack the fuel to reach. The F-22s thrust and aerodynamics enable regular combat speeds of Mach 1.5 at 50,000 feet (15,000 m). The use of internal weapons bays permits the aircraft to maintain comparatively higher performance over most other combat-configured fighters due to a lack of aerodynamic drag from external stores. The aircraft's structure contains a significant amount of high-strength materials to withstand stress and heat of sustained supersonic flight. Respectively, titanium alloys and composites comprise 39% and 24% of the structural weight.

The F-22s aerodynamics, relaxed stability, and powerful thrust-vectoring engines give it excellent maneuverability and energy potential across its flight envelope. The airplane has excellent high alpha (angle of attack) characteristics, capable of flying at trimmed alpha of over 60° while maintaining roll control and performing maneuvers such as the Herbst maneuver (J-turn) and Pugachev's Cobra. The flight control system and full-authority digital engine control (FADEC) make the aircraft highly departure resistant and controllable, thus giving the pilot carefree handling.

Stealth

The F-22 was designed to be highly difficult to detect and track by radar. Measures to reduce radar cross-section (RCS) include airframe shaping such as alignment of edges, fixed-geometry serpentine inlets and curved vanes that prevent line-of-sight of the engine faces and turbines from any exterior view, use of radar-absorbent material (RAM), and attention to detail such as hinges and pilot helmets that could provide a radar return. The F-22 was also designed to have decreased radio emissions, infrared signature and acoustic signature as well as reduced visibility to the naked eye. The aircraft's flat thrust-vectoring nozzles reduce infrared emissions of the exhaust plume to mitigate the threat of infrared homing ("heat seeking") surface-to-air or air-to-air missiles. Additional measures to reduce the infrared signature include special topcoat and active cooling of leading edges to manage the heat buildup from supersonic flight.

Compared to previous stealth designs like the F-117, the F-22 is less reliant on RAM, which are maintenance-intensive and susceptible to adverse weather conditions. Unlike the B-2, which requires climate-controlled hangars, the F-22 can undergo repairs on the flight line or in a normal hangar. The F-22 has a Signature Assessment System which delivers warnings when the radar signature is degraded and necessitates repair. While the F-22s exact RCS is classified, in 2009 Lockheed Martin released information indicating that from certain angles the aircraft has an RCS of 0.0001 m² or −40 dBsm – equivalent to the radar reflection of a "steel marble". Effectively maintaining the stealth features can decrease the F-22s mission capable rate to 62–70%.

The effectiveness of the stealth characteristics is difficult to gauge. The RCS value is a restrictive measurement of the aircraft's frontal or side area from the perspective of a static radar. When an aircraft maneuvers it exposes a completely different set of angles and surface area, potentially increasing radar observability. Furthermore, the F-22s stealth contouring and radar absorbent materials are chiefly effective against high-frequency radars, usually found on other aircraft. The effects of Rayleigh scattering and resonance mean that low-frequency radars such as weather radars and early-warning radars are more likely to detect the F-22 due to its physical size. However, such radars are also conspicuous, susceptible to clutter, and have low precision. Additionally, while faint or fleeting radar contacts make defenders aware that a stealth aircraft is present, reliably vectoring interception to attack the aircraft is much more challenging. According to the USAF an F-22 surprised an Iranian F-4 Phantom II that was attempting to intercept an American UAV, despite Iran's assertion of having military VHF radar coverage over the Persian Gulf.

Very capable road units perfect for Union Railroad's needs, the MP15 makes up its locomotive roster, and here's give of them backing a heavy coke train out of USS Clairton Works bound for interchange to CSX at Demmler yard with J Edgar Thomson works in the background. Note a second URR crew working in the lower yard.

North American F-100D Super Sabre.

The North American F-100 Super Sabre is an American supersonic jet fighter aircraft that served with the USAF and a few other contries from 1954 to as late as 1979. As the first of the Century Series of USAF jet fighters , it was the first USAF fighter capable of supersonic speed in level flight. The F-100 was designed by North American Aviation as a high performance follow-on to the F-86 Sabre air superiority fighter.

Missing the F-100 Super Sabre in my collection of RDAF aircrafts, I decided it to be my next LEGO model. I always hesitate to build models that all ready are represented with very good or even excellent versions, and in this case there are some brilliant versions from (Lego Pilot) Wayne, Ralph Savelsberg and in particular Cody Osell. Having seen Cody´s excellent model I decided to use the same wedge pieces for the nose section as he did, but everything else is my own design. Funny thing though is that we ended up using the same pieces for the landing gear wheels and the main fuselage section, allthoug my version has a sligthly (half plate) raised middle section, to give it a little more curve of the upperside. The wings however are very different. The rear wings are angled at exactly 45 deg to the fuselage, and built as one continuous plate. The main wings are also angled at nearly 45 deg, built individualy, and attached with hinges inside the fuselage. Using this technique led to a very thin looking wing with a nice and clean leading edge. The model is equipped with two 450 US gal (1730 l.) droptanks and 4 AIM-9 Sidewinder missiles. The color scheme is chosen from a period in the mid sixties, when ESK 727 had their F-100s painted with the distinctive red nose and striping. A single aircraft painted this way can be seen at Danmarks Flymuseum in Stauning, Denmark. The model has no working features and is solely built for display.

About the RDAF North American F-100D Super Sabre:

As a successor to the F-84G, squadron ESK 727 recieved 17 F-100D and 3 F-100F in 1959. Two years later also ESK 725 and ESK 730 recieved 31 F-100D and 7 F-100F leading to a total of 58 fighter aircraft. The delivery of these aircrafts was part of the postwar Military Assistance Programme.

Due to a lot of incidents and accidents, many aircrafts were lost, and by the end of 1966 only 41 aircrafts remained, and because of the Vietnam war it was impossible get any replacement. In 1974 a new opportunity oppened to buy 14 two-seater F-100F from USAF. After a number of modifications, to suit the Danish standards, these aircrafts were designated TF-100F.

In 1976 to 77 again a lot of planes were lost, this time because of bad service quality from the companies servicing the J-57 jet engine.

Over the past years a lot of changes and modifications was made to the F-100; Navigation system, bombsight, and weapon systems.

In august 1982 the F-100 Super Sabre flew for the last time, ending an era of 23 years with the Royal Danish Airforce.

Specifications:

Crew: 1

Dimensions:

wingspan 38 ft 9 in (11,81 m)

length 50 ft 0 in (15,2 m)

height 16 ft 3 in (4.95 m)

Powerplant:

1 × Pratt & Whitney J-57-P-21/21A turbojet, 10.200 lbf (45 kN),

16.000 lbf (71 kN) with afterburner

Performance:

max speed 864 mph (1.390 km/h), Mach 1,3

range 1.733 miles (3210 km)

service ceiling 50.000 ft (15,000 m)

rate of climb 22.400 ft/min (114 m/s)

Weight:

empty 21.000 lb (9.500 kg)

max 34.832 lb (15.800 kg)

Armament:

Guns:4x 20mm (0.787 in) Pontiac M39A1 revolver cannon w/200 rpg

Missiles:4x AIM-9 Sidewinder or

2x AGM-12 Bullpup or

2x or 4x LAU-3/A 2.75 in (70 mm) unguided rocket dispensers

Bombs:7.040 lb (3.190 kg) conventional or special.

More informations about the North American F-100D Super Sabre at

Wikipedia.

Hope you enjoy the pictures.

The Badshahi Mosque (Urdu: بادشاھی مسجد), or the 'Emperor's Mosque', was built in 1673 by the Mughal Emperor Aurangzeb in Lahore, Pakistan. It is one of the city's best known landmarks, and a major tourist attraction epitomising the beauty and grandeur of the Mughal era.

Capable of accommodating over 55,000 worshipers, it is the second largest mosque in Pakistan, after the Faisal Mosque in Islamabad. The architecture and design of the Badshahi Masjid is closely related to the Jama Masjid in Delhi, India, which was built in 1648 by Aurangzeb's father and predecessor, emperor Shah Jahan.

Badshahi Masjid is one of the locations where Qari' Abdul Basit recited the Qur'an.[citation needed] The Imam-e-Kaaba (Sheikh Abdur-Rahman Al-Sudais of Saudi Arabia) has also led prayers in this mosque in 2007.

The mosque was built under the patronage of the sixth Mughal Emperor, Aurangzeb Alamgir. It was completed in 1673 under the supervision of Aurangzeb's foster brother Muzaffar Hussain (also known as Fidaie Khan Koka) who was appointed governor of Lahore in May 1671 and held this post until 1675. He was also Master of Ordnance to the emperor. The construction of the mosque took about two years from May 1671 to April 1673. The mosque was built opposite the Lahore Fort, illustrating its stature in the Mughal Empire. In conjunction with the building of the mosque, a new gate was built at the fort, named Alamgiri Gate after the Emperor.

Badshahi Mosque was badly damaged and was misused during Sikh Rule. During the reign of Maharaja Ranjit Singh, the mosque was used as a stable for the army's horses.[1][2] They also would steal the jewels from the mosque, such as marble, rubies, gold, and other valuables. Muslims were not allowed to enter the mosque to worship; they were only given a small place outside the mosque where they could worship.

Even when the British took control of India, they would use the mosque for their military practices by using the mosque for gun practices, cannons, etc. Even when they sensed Muslim hate for the British, they demolished a large portion of the wall of the mosque so the Muslims could not use it as a kind of "fort" for anti-British reasons. After a while, they finally returned it to the Muslims as a good will gesture even though it was in terrible condition. It was then given to Badshahi Mosque Authority to restore it to its original glory.

From 1852 onwards, piecemeal repairs were carried out under the supervision of the Badshahi Mosque Authority. Extensive repairs were carried out from 1939 to 1960 at a cost of about 4.8 million rupees, which brought the mosque to its original shape and condition. The blueprint for the repairs was prepared by the late architect Nawab Zen Yar Jang Bahadur.

In 2000, the repair work of marble inlay in the main vault was repaired under the supervision of Saleem Anjum Qureshi.

On the occasion of the second Islamic Summit held at Lahore on February 22, 1974, thirty-nine heads of Muslim states offered their Friday prayers in the Badshahi Masjid, led by Maulana Abdul Qadir Azad, the 'Khatib' of the mosque.

Recently a small museum has also been added to the mosque complex. It contains relics of Muhammad (peace be upon him), his cousin Hazrat Ali (may Allah be pleased with him), and his daughter, Hazrat Fatima Zahra (may Allah be pleased with her). On August 14, 1947, the Pakistani people celebrated their independence from the British command.

Pakistan(Urdu: "land of the pure"), a country of 160 million people, is now the second most populous country in the Muslim world.

Hailed as the country's cultural capital, Lahore – also known as the "Heart of Pakistan" – is rich with many examples of Moghul architecture.[3]

Like the character of its founder, the mosque is bold, vast and majestic in its expression. It was the largest mosque in the world for a long time.

The interior has rich embellishment in stucco tracery (Manbatkari) and paneling with a fresco touch, all in bold relief, as well as marble inlay.

The exterior is decorated with stone carving as well as marble inlay on red sandstone, specially of loti form motifs in bold relief. The embellishment has Indo-Greek, Central Asian and Indian architectural influence both in technique and motifs.

The skyline is furnished by beautiful ornamental merlons inlaid with marble lining adding grace to the perimeter of the mosque. In its various architectural features like the vast square courtyard, the side aisles (dalans), the four corner minars, the projecting central transept of the prayer chamber and the grand entrance gate, is summed up the history of development of mosque architecture of the Muslim world over the thousand years prior to its construction in 1673.

The north enclosure wall of the mosque was laid close to the Ravi River bank, so a majestic gateway could not be provided on that side and, to keep the symmetry the gate had to be omitted on the south wall as well. Thus a four aiwan plan like the earlier Delhi Jamia Masjid could not be adopted here.

The walls were built with small kiln-burnt bricks laid in kankar, lime mortar (a kind of hydraulic lime) but have a veneer of red sandstone. The steps leading to the prayer chamber and its plinth are in variegated marble.

The prayer chamber is very deep and is divided into seven compartments by rich engraved arches carried on very heavy piers. Out of the seven compartments, three double domes finished in marble have superb curvature, whilst the rest have curvilinear domes with a central rib in their interior and flat roof above. In the eastern front aisle, the ceiling of the compartment is flat (Qalamdani) with a curved border (ghalatan) at the cornice level.

The original floor of the courtyard was laid with small kiln-burnt bricks laid in the Mussalah pattern. The present red sandstone flooring was laid during the last thorough repairs (1939-60). Similarly, the original floor of the prayer chamber was in cut and dressed bricks with marble and Sang-i-Abri lining forming Mussalah and was also replaced by marble Mussalah during the last repairs.

There are only two inscriptions in the mosque:

•one on the gateway

•the other of Kalimah in the prayer chamber under the main high vault.

•Courtyard: 528'-8" x 528'-4" (Area: 278,784 ft2), divided into two levels: the upper and the lower. In the latter, funeral prayers can also be offered.

•Prayer Chamber: 275'-8" x 83'-7" x 50'-6" high, with its main vault 37'-3" x 59'-4" high but with the merlons 74'-6". (Area: 22,825 ft2)

•Corner Minars: 67' in circumference, 176'-4" high are in four stages and have a contained staircase with 204 steps.

•Central Dome: Diameter 65' at bottom (at bulging 70'-6"); height 49'; pinnacle 24 ft and neck 15 ft high.

•Side Domes: Diameter 51'-6" (at bulging 54'-2"); height 32 ft; pinnacle 19 ft; neck 9'-6" high.

•Gateway: 66'-7" x 62'-10" x 65 high including domelets; vault 21'-6" x 32'-6" high. Its three sided approach steps are 22 in number.

•Side aisles (Dalans): 80 in number. Height above floor 23'-9"; plinth 2'-7".

•Central Tank: 50' x 50' x 3' deep (Area: 2,500 ft2)

Updated May 2024.

HDR stands for High Dynamic Range. The term is a bit of a misnomer in the context of stills photography in that it attempts to squash the very wide dynamic range (DR) we experience into the limited range normal monitors & printed media can show. Many people outside the realms of photography have more recently heard the term used with respect to so-called high definition TVs that display movies with much greater DR than previously seen. Such wider HDR-capable TVs & monitors will become increasingly common to the point where cameras will not only natively take HDR images (they effectively do now with their RAW format images) but output them without the intermediate conversion steps so we are moving towards true HDR without recourse to tricks such as Tone-mapping (more on that later).

I use PhotomatixPro more out of habit than knowledge of the alternatives. Although it's reportedly still one of the best, the developers HDRsoft have failed to push it forward, IMO.

The main problem is the preview & final image often show marked differences that make finalising images very hit & miss such as highlights being blown in the final result.

The why

In the days of film, I’ve spent hours toiling in various darkrooms where the problem of dynamic range repeatedly reared its head. I’ve used pieces of card between the enlarging lens & paper to hold back foregrounds so that there would be detail in both the sky & whatever was below it. With digital, this issue is worse but there are various ways of reducing the problem.

I've been using PaintShopPro for over 10 years. It was by accident that I discovered that its Clarify filter (Local Contrast enhancement) brought out shadow detail without flattening the highlights. However, repeated use will reduce saturation & adds artefacts such as banding & contouring if not used with care. It was shortly after joining flickr back in Oct 2006 that I discovered HDR & tone-mapping.

HDR/Tone-mapping is not unlike the Clarify filter in that all these methods seek to squash the vastly larger dynamic range (the ratio of darkest to lightest) our eyes see onto paper or be viewable on most computer screens. The result will be images that have detail throughout a wider tonal range (or more accurately, luminance.) These methods adjust the Local Contrast of a picture, where the level of equally bright pixels will be varied according to the surrounding ones, differently. Varying the Brightness & Contrast as many of us have done, will only change the level of pixels equally throughout an image whatever the value of surround ones - these are Global filters.

The what

16bit High Dynamic Range image files show a much larger tonal range than can be printed or displayed on most monitors. Tone mapping is one means of squashing down this extra range back to be viewable but with the Local contrast equally distributed over this smaller range. The results can look perfectly natural or they can look outlandish according to the required outcome or maturity of the user!

The how - taking HDR

Any camera that has full manual control or Aperture Priority mode where the exposure compensation can be adjusted is fine for HDR. Being able to shoot sequences from -4 to +2 stops in 2 stop steps would be my preferred option. The faster the camera can save these images, the better. Generally, the best camera for HDR is going to be a DSLR or mirrorless that can auto-bracket (AEB) from -2 to +2 steps or more. Such a camera will make hand holding the shots viable for some out-door shots. I've used a tripod out of necessity rather than by choice but slow shutter speeds will often dictate that one is used anyhow. It is probably best to not use Auto White Balance (AWB) & some would suggest using manual focus & switching off Image Stabilisation. Shutter Priority isn’t the best option because the Depth of Field should be the same throughout the sequence.

Some people use RAW for HDR. The more bits available, the greater the tonal range that can be covered. There are many examples of HDR from single RAW files on flickr which are sometimes referred to as Pseudo HDR. A potential problem with shooting HDR sequences in RAW mode will be the time delay storing the images between shots. It’s a good idea to re-format your storage card beforehand whichever file format used. I tend to use single RAW images for HDR more or less exclusively now.

Many shoot at 1 stop intervals or less but I generally stick to 2 (as HDRsoft recommend). I have used anything from 6 to single exposures with great success. Using many smaller & more steps doesn’t always gain any advantages & can cause ghosting. The number of frames, their exposure spacing & file type will depend on experience, subject matter, movement & lighting. Using a tripod as I sometimes do, allows for slow shutter speeds but can still cause severe problems with moving objects such as people, vehicles or even clouds! I’ve recently started using RAW as well as jpg at the highest resolution & minimum compression. I have had more than satisfactory results from 2 frames (even single jpg files – more on those later.)

The which – processing HDR

I use Photomatix Pro as my HDR/Tone-mapping application in its standalone form rather than as a plug-in for PS, (Artizen is another popular program amongst many now available). Photomatix will import various RAW file formats & I’ve dropped my Canon G10’s *.CR2 files straight in without issue. I will be comparing the difference between using RAW files directly & producing the resulting tiff files 1st then processing from them. The real fun starts when you tone map the single 16bit HDRI file.

I would start by saving a Custom setup as follows: both Tone & Colour tabs as default, the Micro-smoothing slider to zero under the Micro tab & the Highlights Smoothing slider to 28 under the S/H tab. I set strength to 100 & the Light Smoothing to the middle button. Go down to the Presets box & save these settings. All these controls appear under Details Enhancer. After some practice, you will develop you own preferred settings. You should look at the Preferences options as well. Photomatix will allow batch processing. I don’t use it often because I like to tone map live & see the effects various adjustments have per image. The Preview window will show approximately what the result will look like. I save as an 8bit tiff file ready for further processing. One important control is the Highlight Smoothing slider - experiment with it & watch how it affects skies in particular. The rest is down to practice then even more practice! My initial results were far from satisfactory but persistence pays off.

The do what?! – tone mapping single jpgs & RAW files

I 1st tried artificially creating different exposures by modifying the brightness & contrast of single jpg files then saving the modified copies under similar names to the original. I was never that struck by the results. I recently tried tone mapping single jpg files but Photomatix requires 2 or more image files to work with. Some lateral thinking bypasses this limitation: copy the original jpg to another location, rename it (I append an "_" symbol,) move it next to the original then drop both into Photomatix. The program will warn that it can't find any exposure information (it reads the EXIF data), so just ignore the dialogue & let the program combine the source files to produce an HDRI file that can be processed the same way as multiple exposure ones are handled!

Tone mapping single 8bit files such as jpgs can give surprisingly good results but they are not HDR images! They may often look very similar but don’t compete with real HDR images because they can’t compress down the higher dynamic range. However, they are worthwhile in that one can tone map old images, ones containing moving objects & anything you wish without worrying about HDR in advance. The single jpg technique is also very good at extracting results from under-exposed photos. Tone mapping single jpgs can increase noise considerably in uplifted lower mid-tone areas, whereas multiple exposure HDR can reduce it slightly by averaging it out.

My brief experience of processing 2 jpg or tiff files of -2 & 0 stops from my RAW files indicates results between multiple exposure HDR & single jpg tone mapped images. If you also want to produce a 3rd file of +2 stops, consider increasing the contrast. However, you can drop the RAW file straight into Photomatix & let it do the work for you! However, HDRsoft state that Photomatix Pro is not as effective as specialist RAW converters. Also bear in mind that the resulting images may need far more sharpening than you expect. An alternative is to open RAW files in whatever RAW converter you normally use, carry out adjustments such as sharpening, resave then process the adjusted files in Photomatix. You can also carry out sharpening within Photomatix Pro under the Utilities tab before saving the resulting image. The possible variations in work flow are endless!

The notes – further information

General photo-editing & HDR/Tone mapping Notes

* Before starting any photo-editing - check your monitor calibration. If you want to accurately calibrate your PC, you will need access to a colour calibrator (maybe a local club has one?) The more sophisticated ones will also do prints & swatches that will allow accurate colour across all a whole system. For the rest of us that don’t have access to such a device, we can at least calibrate our monitor(s) for optimal brightness & contrast. The old method was to set contrast to max then adjust the brightness (black point) to get acceptable blacks but this no longer applies to many LCD screens. Use graduated colour & mono charts for this purpose – google monitor calibration for sites that have these charts or download a program. You should end up with roughly equal steps in the charts. Pay particular attention to the darkest & lightest steps are distinguishable from the adjacent ones. The program I use (TFT-setup) has such 21 steps. Most TFT monitors have lower contrast ranges than the now-obsolete CRTs had. TFTs optimised for photo-editing will cost at least twice that of most! Don’t set your brightness up too low - blacks will be dark grey but will look black in contrast to light areas. Most modern monitors will also include software to also adjust colour gamma. Colour from three light sources or printing from a limited range of pigments is a complex subject:

en.wikipedia.org/wiki/Colour_space

* I’m now an enthusiastic user of the Dropper tool in PSP to measure the RGB levels in both highlights & shadows! Most decent editing programs will have something similar.

* I’m not the best at getting horizons level so straighten most of my photos. If you need to do the same, don’t do it incrementally – do it in one operation or you will soften the detail more than necessary!

* HDR is really best done on an SLR that can auto-bracket 2 or more images with the minimum delay between exposures. Using faster cards may help. A fast camera will reduce double image artefacts. Photomatix can be set to reduce these ghosting artefacts but I found doing so often made them worse.

* HDR is no substitute for well thought out & carefully taken pictures!

* There are 2 approaches to HDR: the 1st is to use more or less the same settings for every picture where Photomatix’s batch mode will save much time. Your HDR work will then have a recognisable “house style”. The other way is to process each image according to the subject. The latter method is more labour intensive but will widen one’s repertoire.

* If you don’t like the level of saturation in many HDR examples, turn down the saturation - a bit, a lot or completely for mono HDR.

* Do not be afraid to be subtle when tone mapping! I've read comments that certain results don't look like HDR images. If such images contain more detail in both highlights & shadows than they would otherwise have - they are HDR!!! Please don't fall into the trap of over-doing the tone mapping to satisfy some people's opinions that HDR images must always leap out & tattoo your butts with the words HDR!

* Overdoing HDR can increase the local detail at the expense of global detail (being able to easily tell what you are looking at!) This can be used deliberately to great effect in that some images take longer to fathom or “understand”. One can aim for instantaneous recognition of what a picture is about or demand a slower but hopefully deeper appreciation – artists have done this for centuries, photos can do the same.

* Unless your own experience proves otherwise – don’t bother using 1 stop intervals, you lengthen the sequence for no gain & risk getting ghosting artefacts in certain situations.

* The degree of tone mapping chosen depends on the subject matter. My view is that natural subjects such as landscapes should not have too much applied. Man-made subjects such as cars or machinery can benefit from much higher levels of tone mapping.

* Don’t get into the habit of always having the Light Smoothing control set to the lowest setting you think you can get away with – setting it high can also give interesting results such as a graduation of tone across the image.

* Be aware that tone mapping can introduce artefacts such as halos, small black blocks around foliage in particular (in older versions of Photomatix), obvious variations in brightness where none existed in the originals & grey highlights – the greater the degree of processing, the more these artefacts will show in the final image.

* Many people dislike any form of post processing & consider HDR to be the work of the devil on the grounds that it deviates from “what the eye saw”. I counter such protestations by saying that HDR & other forms of manipulation can & do allow results closer to what I “saw” anyhow! I’m personally not interested in doing forensic photography but if I was, HDR would be a useful tool anyway. I also contend that using wide-angle or telephoto lenses themselves introduce distortions but so what. I don’t view the world through rectangles so I believe this argument is rather flawed straight out of the starting blocks. What our eyes “see” also has vastly more dynamic range than can be delivered on paper or on most monitors – the major reason for HDR!

Notes on Photomatix v3.0/v3.1 & HDR in general

* Some EXIF data is saved but processing 2 identical files, strips out all EXIF data in v3.0. This issue has been fixed in v3.2.

* I’ve never had much luck using the Tone Compressor settings in Photomatix, so these notes refer to the Details Enhancer. However, the new Exposure Fusion function works in a very similar way to Details Enhancer but without enhancing the details!

* I sometimes find the choice of Light Smoothing levels too coarse so I process twice using adjacent settings, blend the 2 files by copying one then pasting as a new layer into the other, then finally adjusting the transparency to achieve the desired result. This has also been addressed in v3.2 in that you can also select a continuous variation. The range is limited & centred around the mid-position

* If your skies come out a rather unnatural grey, experiment with the Highlight Smoothing slider (not available on early versions). Doing so may also reduce halos. The range appears to have been reduced in v3.2 but less course & more useful.

* tone mapping can increase the amount of chromatic aberration (purple fringing) considerably, especially those from single jpgs or with high saturation settings. One has the choice of reducing the saturation, filtering them out with a photo-editing application or ignoring them. Later versions have a setting to reduce CA during the initial processing.

* If highlights are blown out, try reducing the White Point under the Tone tab (&/or reduce the level of Highlights Smoothness).

* Photomatix Pro does have some extra post tone mapping commands under the Utilities tab that include cropping, resizing, rotation, sharpening, Brightness & Contrast adjustment, Chromatic Aberration & noise reduction.

* I find that tone mapping single jpgs requires more care in Photomatix & during final editing. The shadow areas that get lightened may contain too much noise & loose saturation. I use either the Black Point slider under the Tone tab that also effects mid-tones or the Shadows Clipping slider under the S&H tab that effects the darkest tone detail only. I set the Luminosity to below 0 to darken the image overall. I try to get as close to the result I want in Photomatix before further editing. All I can add is to experiment.

* I paste Photomatix’s output file into a copy of the original to preserve EXIF data &/or blend them together then carry out cropping etc. You get more EXIF data doing this but v3.2 does now retain some data.

* I don’t bother producing intermediate jpg/tiff files of different stops from my *.CR2 RAW files using Canon’s Digital Photo Professional RAW conversion s/w - I just open the RAW file in Photomatix, it’s that simple! Buried in the options are settings for noise & chromatic aberration adjustments. There is no need to specify the exposure compensation & EXIF data is retained. However, HDRsoft do state that Photomatix Pro is not as adept as dedicated RAW converters. I’m fairly new to RAW conversion & use the one bundled with my Canon G10. This allows me to save modified RAW files. You may wish to sharpen the image then resave before converting for HDR processing rather than using lots of sharpening in your preferred editing application.

* Remember that tone mapping using Detail Enhancement is just one method of producing HDR images. For multiple exposures, you can also use the new Exposure Fusion function with v3.2 or try Exposure Blending s/w or use a photo-editing application that can stack the different exposures on top of each other as layers then manually select areas then blend between those layers. These other methods can give far more natural results than tone mapping/Details Enhancement. Look up DRI - Dynamic Range Increase.

The who - further reading & examples of HDR

Some very fine examples & tutorials on HDR & digital photography:

www.cambridgeincolour.com/

HDR overview:

en.wikipedia.org/wiki/High_dynamic_range_imaging

Tone Mapping:

en.wikipedia.org/wiki/Tone_mapping

A technical presentation on Local Contrast (pixel gradient manipulation) with some fine examples:

www.mpi-inf.mpg.de/~mantiuk/contrast_domain/apgv05.pdf

Software overview:

wiki.panotools.org/HDR_Software_overview

Some software providers:

www.hdrsoft.com/

www.supportingcomputers.net/Applications/Artizen/Artizen.htm

projects.ict.usc.edu/graphics/HDRShop/

flickr groups:

www.flickr.com/groups/single_jpg_hdr/

www.flickr.com/groups/any-hdr_any-photoshop

www.flickr.com/groups/hdr-masters/

www.flickr.com/groups/hdraddicted/

www.flickr.com/groups/hdrextremes/

www.flickr.com/groups/hdrforfree/

www.flickr.com/groups/hdrgoesbw/

www.flickr.com/groups/hdrmeetsorton/

www.flickr.com/groups/hdr_group/

www.flickr.com/groups/hdrunlimited/

www.flickr.com/groups/hdri_photography/

www.flickr.com/groups/truetonehdr/

www.flickr.com/groups/1-2-3hdr/

My own flickr HDR set:

www.flickr.com/photos/busb/sets/72157594555629010/

My own Tone Mapping set:

www.flickr.com/photos/busb/sets/72157603895395768/

Some of my own Clarified images:

www.flickr.com/photos/busb/sets/72157600225248721/

It appears that flickr have unlocked this after10 years!

The Darkblade Mech. The recently released Batman vs Poison Ivy set was the inspiration for this build. The mech is not capable of flight but is able to jump short distances. It comes equip with a pulse rifle, 2 blades that can be detached from the wings and the larger wings itself can be detached and used as gunblades if the situation calls for it. Personally i went with the motif found on the lego movie version of the batman, hence the red coloration on the chest. At this point unfortunately I am caught up with work so I am unable to do youtube videos for the moment.

The Typhoon FGR.Mk 4 is a highly capable and extremely agile fourth-generation multi-role combat aircraft, capable of being deployed for the full spectrum of air operations, including air policing, peace support and high-intensity conflict. Initially deployed in the air-to-air role as the Typhoon F.Mk 2, the aircraft now has a potent, precision multi-role capability as the FGR4. The pilot performs many essential functions through the aircraft’s hands on throttle and stick (HOTAS) interface which, combined with an advanced cockpit and the Helmet Equipment Assembly (HEA), renders Typhoon superbly equipped for all aspects of air operations.

Although Typhoon has flown precision attack missions in all its combat deployments to date, its most essential role remains the provision of quick reaction alert (QRA) for UK and Falkland Islands airspace. Detachments have also reinforced NATO air defence in the Baltic and Black Sea regions.

With its multi-role capability and variety of weapons, the Typhoon FGR4 is capable of engaging numerous target types. In the air-to-air role it employs the infraredguided Advanced Short Range Air-to-Air Missile (ASRAAM) and radar-guided, beyond visual range Advanced Medium Range Air-to-Air Missile (AMRAAM). These weapons, used in conjunction with the jet’s ECR-90 Captor radar and PIRATE electro-optical targeting system, combine with the Typhoon’s superior performance and manoeuvrability to make it a formidable platform.

For ground-attack and close air support (CAS) missions, Typhoon is compatible with the GPS/laser-guided Enhanced Paveway II and Paveway IV weapons, usually in conjunction with the Litening III targeting pod. Its regular configuration for the armed reconnaissance and CAS roles includes Litening III, Paveway IV and the internal 27mm gun.

Paveway IV offers cockpit-programmable impact angle, impact direction and fuse delay features for precisely tailored target effects. The 27mm gun is ideally suited to providing warning shots or for accurate attacks against targets including light vehicles and personnel.

Grand Canyon is a large multipurpose offshore construction vessel (OSV) capable of performing a variety of subsea activities such as jet trenching and heavy soil trenching. The high manoeuvrability and station keeping capabilities of the vessel allow it to operate even in adverse climatic conditions.

Norwegian ship-builder Bergen Group received the order for construction of the Grand Canyon from Volstad Maritime in December 2010. The keel of the vessel was laid in August 2011. The construction was carried out at Fosen in Rissa, Sør-Trøndelag.

The hull of the vessel was manufactured by Tersan Shipyard in Turkey.

The hull was launched in January 2012 in the presence of the Norwegian Prime Minister, Jens Stoltenberg. It was then towed to Bergen Group's shipyard in Norway for final outfitting.

Grand Canyon was delivered in November 2012 having completed sea trials in October. The new build was financed by three Norwegian finance groups - Garanti-instituttet for eksportkreditt (GIEK), Export Credit Norway (Eksportkreditt) and SpareBank 1 SMN.

The vessel is currently on a five-year charter with Canyon Offshore, a company owned by Helix Energy Solutions Group.

Features of Volstad's new offshore construction vessel

Grand Canyon is built according to the ST 259 CD design developed by the Norwegian ship designer Skipsteknisk. The vessel carries DNV's 'Clean Design' notation for its eco-friendly operation.

The vessel boasts a dynamic positioning (DP) Class-3 control system for automatic positioning and heading. She can be deployed for use in shallower depths because of her modest draught.

In order to carry out subsea installation, burial support operations and general offshore construction work, the vessel is provided with a working platform that is stable and has a large capacity. Jet trenching can be performed from the ship's forward port side, while soil trenching can be carried out from the aft of the vessel.

The vessel features two indoor remotely operated vehicle (ROV) hangars, which can be prepared for the deployment of up to five work-class ROVs (WROV). The ROVs can be deployed to a depth of 3,000m.

A carousel reel-drive system is installed below the ship's deck which is able to lay power cables, pipelines and umbilicals into the trench at the seabed. Once placed, these cables or pipelines can be buried below the surface of the sea to a depth of up to 9m with the help of the ROVs.

The under-deck has enough strength to bear the load of heavy equipment, which allows the crew to finish mobilisation and demobilisation operations in shorter times.

Main dimensions and accommodation

The dead weight of the vessel is 7,000t, while gross and net tonnages are 12,652t and 3,796t respectively. She has an overall length of 127.75m, a moulded breadth of 25m and scantling draught of 7.5m. The length between perpendiculars is 114.6m, and the deck area is 1,650m².

The Grand Canyon accommodates up to 104 people in single and double cabins. Facilities onboard the vessel include a meeting room, internet café, reception, sauna, gym, coffee house and hospital.

The vessel is equipped with two cranes, including an active heave compensated (AHC) offshore crane, the MacGregor HMC 4240. The crane has a safe working load of 250t at 10m outreach capacity. The second crane is the MacGregor HMC 2201 model and can lift 15t at 20m outreach.

Grand Canyon is powered by a diesel-electric propulsion system. The ship is fitted with six six-cylinder Wärtsilä 32 main engines. Each engine generates 2,880kW of power at 720rpm and drives a NES generator (NEGR 710 LB10 model) rated at 3,450kVA. In addition, there is a nine-cylinder Wärtsilä 20 emergency generator of 1,665kW capacity and a Mitsubishi S6R-MTPA harbour generator of 595kW capacity.

Propulsion is provided by two electric motors of 2,500kW each. Side thrusters comprise six Wärtsilä tunnel thrusters, each with 2,000kW of power. Four of the thrusters are mounted forward and the other two are mounted aft.

"No life is more important than another. And nothing has been without purpose. Nothing. What if we are all part of a great pattern that we may someday understand? And one day, when we have done what we alone are capable of doing, we get to rise up and reunite with those we have loved the most, forever embraced. What if we get to become... stars."

Beverly Penn, Winter's Tale

Happy 2015, everyone! I'm happy to have this new image to release along with a blog post looking back over 2014. It's been a tumultuous year, to say the least. I'm glad to have this fresh start!

This image was inspire by the movie Winter's Tale, which I quite enjoyed. My mom and I watched it together after she very kindly drove over to keep me company (and make sure I actually rested) after my second, emergency, sinus surgery.

Winter's Tale ended up being very much a "Sarah movie" as Geoff calls them. Critics weren't overly taken with it, and I can see their arguments, but at the end of the day, I still really enjoyed the movie. It's hard to make mythic, hopeful movies which are sweet without being cloying or heavy-handed, and I felt that Winter's Tale balanced itself well. It's also very beautiful visually and several of the themes inspired new creations of my own.

One strong theme through the movie is that "everything happens for a reason," even the bad things. This year has been so difficult, for so many reasons and ways, it's sometimes very hard to hold onto the hope that there could be a greater good coming out of all this.

This image is a peace-offering of sorts to the world, the universe, fate, god, whatever. A symbol that I don't have all the answers, that I don't understand why these things are happening, but that I am trusting that the good will be revealed. That there is indeed a grand scheme and this part of my life serves a purpose as well as the good parts.

At the moment it feels a bit like a blind faith, but I have decided this is the mindset I need to start off 2015. I am taking my leap; I hope the universe catches me.

Model: Katie Johnson

See my blog post looking back over 2014 for more about the image!

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125 capable units have become much required, so after a period when nobody really wanted the class 180, they have re-appeared

besides being a capable, senior hitwoman, she's is into photography and loves to correct the position of my tripod...

CZJ 120mm f/2.8 Biometar, wide open.

Land Rover has a long history of delivering capable and premium offroad vehicles. The Range Rover has set the benchmark for premium offroad (now known as SUV) vehicle types. And, the original Land Rover (recently known as 'Defender') has set the benchmark for capable offroad attributes since its inception in 1948.

One thing the Defender isn't is comfortable, stylish, safe or pretty much anything you would use to describe a newly engineered car. Problem is, Land Rover has not been able to identify and produce a replacement vehicle design.

A few years ago Land Rover produced a series of concepts, under the title DC 100 (Defender Concept 100) looking at a modern interpretation of the core Land Rover values: offroad capability & robustness.

The version shown here was a followup concept, based on the three door DC 100 design.

The production version of this vehicle had been due in 2016/17, but at this stage there is no confirmation regarding the vehicle or the production date.

What we are left with are some interesting concepts glimpsing the thoughts of one of the original offroad capable product companies.

More info can be found at the following wikipedia link:

en.wikipedia.org/wiki/Land_Rover_DC100

This Lego miniland-scale Land Rover DC 100 Concept - has been created for Flickr LUGNuts' 105th Build Challenge, titled - 'The Great Outdoors!' - a challenge for any vehicle designed for outdoor adventuring.

“It is not the will which is lacking; it is strength. One would have to be a terrible man to do such a thing as lift a cart like that on his back. I have never known but one man capable of doing what you ask. He was a convict.”

“Ah!”

“In the galleys at Toulon.”

Once, during his time in the galleys, Jean Valjean lifts a terrible load to save a dying man. There was one man there who remembered it. Then, after a few more years, Valjean is freed. He had served 19 years.

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You perceive I am going slower than most others ;) . Hopefully I will speed up soon, but I do want to maybe build some other things during breaks. Anyhow, hope you like it!