capable photos on Flickr

Scarface lends a hand during simulated search and rescue by MarineCorpsAviationAssociation

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HAWAII (July 24, 2018) A U.S. Marine Corps AH-1Z Viper assigned to Marine Light Attack Helicopter Squadron 367 (HMLA-367) participates in a simulated tactical recovery of aircraft and personnel (TRAP) mission during Rim of the Pacific (RIMPAC) exercise over the Hawaiian islands, July 24, 2018. RIMPAC provides high-value training for task-organized, highly capable Marine Air-Ground Task Force and enhances the critical crisis response capability of U.S. Marines in the Pacific. Twenty-five nations, 46 ships, five submarines, about 200 aircraft and 25,000 personnel are participating in RIMPAC from June 27 to Aug. 2 in and around the Hawaiian Islands and Southern California. (U.S. Marine Corps photo by Sgt. Aaron S. Patterson)

Yashica-D TLR by stowupland

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Taken with a Yashica-D Twin Lens reflex (TLR). It has a Copal shutter, with shutter speeds of 1 – 1/500. It provides a PC connector for flash sync; and because it uses a leaf shutter it is capable of X sync at all shutter speeds. Be sure to set the flash switch to the "X" position when using an electronic flash. The M setting is only used for flash bulbs (now hard to find).

Early models like mine were equipped with a coated three-element Yashikor 80mm f/3.5 taking lens, while later models had the higher-quality, four-element Yashinon 80mm f3.5 taking lens. Early models had a Yashikor 80mm f/3.5 viewing lens, while later models had a Yashinon 80mm f3.2 viewing lens. The last Yashica-D models were equipped with bright 80mm f/2.8 Yashinon viewing lenses; models with this viewing lens and the Yashinon taking lens are very desirable on the used market.

Please visit my website for more information on classic cameras:

www.btinternet.com/~stowupland/

Space Shuttle by Scott Hanko

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The Space Shuttle Enterprise (NASA Orbiter Vehicle Designation: OV-101) was the first Space Shuttle orbiter. It was built for NASA as part of the Space Shuttle program to perform test flights in the atmosphere. It was constructed without engines or a functional heat shield, and was therefore not capable of spaceflight.

Originally, Enterprise had been intended to be refitted for orbital flight, which would have made it the second space shuttle to fly after Columbia. However, during the construction of Columbia, details of the final design changed, particularly with regard to the weight of the fuselage and wings. Refitting Enterprise for spaceflight would have involved dismantling the orbiter and returning the sections to subcontractors across the country. As this was an expensive proposition, it was determined to be less costly to build Challenger around a body frame (STA-099) that had been created as a test article. Similarly, Enterprise was considered for refit to replace Challenger after the latter was destroyed, but Endeavour was built from structural spares instead.

Construction began on the first orbiter on June 4, 1974. Designated OV-101, it was originally planned to be named Constitution. However, a write-in campaign caused it to be renamed after the Starship Enterprise, featured on the television show Star Trek.

The design of OV-101 was not the same as that planned for OV-102, the first flight model; the tail was constructed differently, and it did not have the interfaces to mount OMS pods. A large number of subsystems—ranging from main engines to radar equipment—were not installed on this vehicle, but the capacity to add them in the future was retained. Instead of a Thermal Protection System, its surface was primarily fiberglass.

In mid-1976, the orbiter was used for ground vibration tests, allowing engineers to compare data from an actual flight vehicle with theoretical models.

On September 17, 1976, Enterprise was rolled out of Rockwell's plant at Palmdale, California. In recognition of its fictional namesake, Star Trek creator Gene Roddenberry and most of the principal cast of the original series of Star Trek were on hand at the dedication ceremony.

On January 31, 1977, it was taken by road to Dryden Flight Research Center at Edwards Air Force Base, to begin operational testing.

While at NASA Dryden, Enterprise was used by NASA for a variety of ground and flight tests intended to validate aspects of the shuttle program. The initial nine-month testing period was referred to by the acronym ALT, for "Approach and Landing Test". These tests included a maiden "flight" on February 18, 1977 atop a Boeing 747 Shuttle Carrier Aircraft (SCA) to measure structural loads and ground handling and braking characteristics of the mated system. Ground tests of all orbiter subsystems were carried out to verify functionality prior to atmospheric flight.

The mated Enterprise/SCA combination was then subjected to five test flights with Enterprise unmanned and unactivated. The purpose of these test flights was to measure the flight characteristics of the mated combination. These tests were followed with three test flights with Enterprise manned to test the shuttle flight control systems.

Finally, Enterprise underwent five free flights where the craft separated from the SCA and was landed under astronaut control. These tests verified the flight characteristics of the orbiter design and were carried out under several aerodynamic and weight configurations.

On August 12, 1977, the space shuttle Enterprise flew on its own for the first time

Smithsonian National Air and Space Museum Steven F. Udvar-Hazy Center Virginia

20180324-0I7A8563 by Siddhartha Mukherjee

Indian Flying Fox

The Indian flying fox (Pteropus giganteus), also known as the greater Indian fruit bat, is a species of flying fox found in South Asia. It is one of the largest bats in the world. It is of interest as a disease vector, as it is capable of transmitting several viruses to humans. It is nocturnal and feeds mainly on ripe fruits, such as mangoes and bananas, and nectar. This species is often regarded as vermin due to its destructive tendencies towards fruit farms, but the benefits of its pollination and seed propagation often outweigh the impacts of its fruit consumption.

The Indian flying fox is India's largest bat and one of the largest bats in the world, weighing up to 1.6 kg (3.5 lb). Its body mass ranges from 0.6–1.6 kg (1.3–3.5 lb), and males are generally larger than females. The wingspan ranges from 1.2–1.5 m (3.9–4.9 ft) and body length averages 15.5–22.0 cm (6.1–8.7 in). The wings rise from the side of the dorsum and from the back of the second toe, and its index finger has a powerful claw. It has claws on only its first two digits of its wings, with the index possessing the more powerful claw, and all five digits of its leg. It lacks a tail.

The Indian flying fox ranges in color, with a black back that is lightly streaked with grey, a pale, yellow-brown mantle, a brown head, and dark, brownish underparts. It has large eyes, simple ears, and no facial ornamentation—a typical appearance for a species of the Pteropus genus. The skull is oval-shaped and the greatest length of the skull is 71–75.6 mm (2.80–2.98 in). The orbital rim of the skull is incomplete. The ears lack a tragus or antitragus and are ringed, and the ears range in length from 35–40 mm (1.4–1.6 in) in length.

The Indian flying fox is found across South Asia, including Bangladesh, Bhutan, India, China (Tibet), Maldives, Myanmar, Nepal, Pakistan and Sri Lanka.

It roosts in large, established colonies on open tree branches, especially in urban areas or in temples. It prefers to roost on tall trees with small diameters, especially canopy trees, and prefers to be in close proximity to bodies of water, human residences, and agricultural land. This habitat selection is highly dependent on food availability. For example, many residences within the bat's distribution have outdoor gardens that support its generalist frugivorous feeding habits. This tendency to support a generalist frugivorous diet through habitat selection also leads it to commonly roost in highly fragmented forests, where the variety of plant species allows it to better utilize its feeding habits.

Its populations are constantly threatened through habitat destruction caused by urbanization or widening of roads. Tree roosts are often felled and colonies dispersed. Smaller colonies tend to remain in place longer than larger colonies, as those larger colonies have their roosts felled more quickly.

The Indian flying fox is frugivorous or nectarivorous, i.e., they eat fruits or drink nectar from flowers. At dusk, it forages for ripe fruit, and mature bats tend to not consume fruit from their roost trees. It is a primarily generalist feeder, and eats any available fruits. Seeds from ingested fruits are scarified in its digestive tract and dispersed through its waste. It is relied on for seed propagation by 300 plant species of nearly 200 genera, of which approximately 500 economically valuable products are produced in India. Nearly 70% of the seeds in Indian flying fox guano are of the banyan tree, a keystone species in Indian ecosystems.

Although initially thought to be strictly frugivorous, it has been observed deliberately eating insects and leaves. The Indian flying fox also eats flowers, seed pods, bark, cones, and twigs. Their diet changes seasonally, with a greater reliance on mango fruits for moisture in the autumn and spring. A species of ebony tree (pale moon ebony tree) provides dietary fiber year-round. Yellow box eucalyptus and Chinese pistache provide necessary carbohydrates, fats, iron, and phosphorus in the winter.

The Indian flying fox roosts communally in the treetops of large trees in camps often with thousands of bats. Roosts tend to be used for upwards of ten years, and are usually inhabited year-round rather than seasonally. Within the roost the bats quarrel and chatter often, and during sunny hours of the day bats fan their wings and call, and during cloudy periods bats are silent and wrap their wings around their body. Occasionally a few bats fly around the roost during the day, but most activity is restricted to night, when they leave the roost one by one approximately twenty minutes before sunset. Bats at the top of the roost tend to circle the roost and leave before the rest of the colony emerges. The bats fly with the appearance of a large swarm but forage individually, and give off contact calls infrequently. Individuals travel upwards of 93 mi (150 km) in search of food, finding it by sight. It can quickly travel up and down tree branches to forage for fruit with a swift hand-over-hand motion.

Despite the Indian government classifying bats as vermin in the Indian Wildlife Protection Act, the Indian flying fox is sacred in India. In the Puliangulam village in India, a banyan tree in the middle of local agriculture fields is home to a colony of 500 Indian flying foxes. The bats are protected by the local spirit "Muniyandi", and the villagers make offerings of bananas and rice to the spirit and the bats.

Swatch Girls Pro France 2011 Seignosse, Hossegor by SVNews

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The world’s top female surfers proved by pairing up grace, strength and talent, that they are capable of taking the sport to new heights.

The 2nd SWATCH GIRLS PRO France 2011 in Hossegor delivered a firework of spectacular surfing! Moving through the rounds, the ladies faced strong currents and fast crashing waves. Heat after heat they tackled the rough challenge by laying down outstanding performances with technical, smooth and stylish surfing. Unfortunately last year’s winner and 4-time World Champion Stephanie Gilmore (AUS) and top favourite Coco Ho (HAW) were already eliminated in the early rounds.

In the end Sally Fitzgibbons (AUS) defeated Sage Erickson (USA) on an epic final day of competition to win the SWATCH GIRLS PRO France at Seignosse in Hossegor.

Both Fitzgibbons and Erickson surfed at their limit on the final day of competition in front of the packed holiday crowd who flocked to the beach to support some of the world’s finest women’s surfers, but it was Fitzgibbons who found the scores needed to take the victory over the American surfer.

Fitzgibbons, who is currently rated No. 2 on the elite ASP Women’s World Title Series, competed in her second consecutive SWATCH GIRLS PRO France event and her victory marks her third major ASP win this year.

Erickson was impressive throughout the entire competition, eventually defeating Sarah Baum (ZAF) in the Semifinals, but was unable to surpass Fitzgibbons for the win.

Sarah Mason Wins 2-Star Swatch Girls Pro Junior France

Sarah Mason (Gisbourne, NZL) 16, today took out the ASP 2-Star Swatch Girls Pro Junior France over Dimity Stoyle (Sunshine Coast QLD, AUS) 19, it a closely contested 35-minute final that went down to the wire in tricky 3ft (1m) waves at Les Bourdaines.

Europe’s finest under-21 athletes faced some of the world’s best up-and-comers in the Swatch Girls Pro Junior France in their attempt to qualify for the ASP World Junior Series which starts October 3, in Bali, Indonesia.

Mason, who impressed the entire event with her precise and stylish forehand attack, left little to chance in the 35-minute final getting off to a quick start to open her account and then built on her two-wave total to claim victory with 11.73 out of 20. The quietly spoken goofy-footer was a standout performer in the ASP 6-Star Swatch Girls Pro France and backed it up with a commanding performance against her fellow Pro Junior members.

“It is amazing. I am so happy and it is one of my best results for sure. It was tricky to try and pick the good ones but I picked a couple so it was great. All the girls are definitely ripping so you have to step up the level to get through your heats so I am stoked with the win. It has been super fun and I have enjoyed the entire event so to win is just amazing.”

Dimity Stoyle was unable to bridge the gap over her opponent in the final finishing second despite holding priority several times in the later stages of the encounter. The Swatch Girls Pro Junior France has proved the perfect training ground for Stoyle to continue with her excellent results already obtained this season on the ASP Australasia Pro Junior series where she is currently ranked nº2.

“I am still happy with second and I really wanted to win here but I tried my best. This is the best event I have been in so far it is really good the set up, the waves and everyone loves it. I can’t believe how good the French crowd are. They love surfing and they love us all so I am definitely going to come back.”

Felicity Palmateer (Perth WA, AUS) 18, ranked nº9 on the ASP Women’s Star Tour, finished equal 3rd in a low scoring tactical heat against Stoyle where positioning and priority tactics towards the final part played a major role as the frequency of set waves dropped.

“When I first paddled out I thought it was breaking more out the back but as the tide started to change it moved in and became a little inconsistent. At the start of the heat there were heaps of waves but then it went slow and priority came into play and I kept trying to get one. I am not really fussed because I am travelling with Dimity (Stoyle) and stoked that she has made the final.”

Palmateer has used the Swatch Girls Pro Junior France as a building block towards her ultimate goal of being full-time on the ASP Women’s World Tour. Her objectives are clear and 2011 is an extremely important year.

“I would love to get a World Junior title but at the moment my goal is to qualify for the World Tour through the Star events. If I can get more practice without that much pressure on me like this year and then if I qualify it will be even better for 2012.”

Bianca Buitendag (ZAF) 17, placed 3rd in the Swatch Girls Pro Junior France after failing to oust eventual event winner Sarah Mason in semi-final nº1. Buitendag looked dangerous throughout the final day of competition and was unlucky not to find any quality scoring waves in a slow heat. Trailing for the majority of the encounter, Buitendag secured her best ride in the final moments which proved not enough to advance.

“The swell definitely dropped and although the conditions were quite nice I didn’t get any good scoring waves. I have a Pro Junior event coming up in South Africa and it is very important to get a result there to qualify for the World Juniors.”

Maud Le Car (St Martin, FRA) 19, claimed the best result of the European contingent finishing equal 5th to jump to nº1 position on the ASP Women’s European Pro Junior series. Le Car led a low scoring quarter-final bout against Bianca Buitendag until losing priority in a tactical error which allowed her opponent to sneak under her guard and claim the modest score required to win.

“I didn’t surf really well in that heat and I am a little bit disappointed because it is for the selection to the World Juniors with the other European girls. The waves were not the best and it was difficult to catch some good waves and unfortunately I didn’t make it. It is really good to be at the top but I have some other contests to improve and to do some good results and to make it to the World Juniors.”

The Swatch Time to Tear Expression Session was won by the team composed of Swatch Girls Pro France finalists Sally Fitzgibbons (AUS), Sage Erickson (USA) and equal 3rd placed Courtney Conlogue (USA) in a dynamic display of modern progressive surfing in the punchy 3ft peaks in front of a packed surf hungry audience lining the shore.

The Swatch Girls Pro is webcast LIVE on www.swatchgirlspro.com

For all results, videos, daily highlights, photos and news log-on to www.swatchgirlsproor www.aspeurope.com

Swatch Girls Pro Junior France Final Result

Sarah Mason (NZL) 11.73 Def. Dimity Stoyle (AUS) 10.27

Swatch Girls Pro Junior France Semi-Final Results

Heat 1: Sarah Mason (NZL) 14.00 Def. Bianca Buitendag (ZAF) 9.60

Heat 2: Dimity Stoyle (AUS) 10.67 Def. Felicity Palmateer (AUS) 9.57

Swatch Girls Pro Junior France Quarter-Final Results

Heat 1: Sarah Mason (NZL) 12.75 Def. Lakey Peterson (USA) 6.25

Heat 2: Bianca Buitendag (ZAF) 8.95 Def. Maud Le Car (FRA) 8.50

Heat 3: Dimity Stoyle (AUS) 11.00 Def. Georgia Fish (AUS) 4.50

Heat 4: Felicity Palmateer (AUS) 17.00 Def. Nao Omura (JPN) 8.75

Swatch Girls Pro Junior France Round Three Results

Heat 1: Sarah Mason (NZL) 15.25, Maud Le Car (FRA) 11.00, Marie Dejean (FRA) 9.35, Camille Davila (FRA) 4.90

Heat 2: Bianca Buitendag (ZAF) 14.50, Lakey Peterson (USA) 11.50, Justine Dupont (FRA) 10.75, Phillipa Anderson (AUS) 5.10

Heat 3: Georgia Fish (AUS) 12.50, Felicity Palmateer (AUS) 9.15, Joanne Defay (FRA) 7.15, Loiola Canales (EUK) 2.90

Heat 4: Nao Omura (JPN) 10.00, Dimity Stoyle (AUS) 9.50, Barbara Segatto (BRA) 3.90, Ana Morau (FRA) 3.05

Photos Aquashot/ASPEurope - Swatch

Nikonos Capable PiratePro Housing by Shana Lyons

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Nikonos Capable PiratePro Housing for the Olympus E-P1 with a Nikonos 15mm lens, viewed from the front.

Siyaksares, MÖ 550 yıllarında yaşamış olan, Medya devletinin en güçlü kralı. Siyaksares, Asurlular’ı yenerek şimdiki Afganistan, İran, Pakistan ve Türkiye'nin de içinde bulunduğu topraklarda güçlü bir imparatorluk kurdu. by IskrakO

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Cyaxares or Hvakhshathra Uvaxštra, Greek: Κυαξάρης; r. 625–585 BC), the son of King Phraortes, was the third and most capable king of Media. According to Herodotus, Cyaxares, grandson of Deioces, had a far greater military reputation than his father or grandfather.

By uniting the Iranian tribes of Ancient Iran and conquering territory, Cyaxares allowed the Median Empire to become a regional power. During his rule, the Neo-Assyrian Empire fell and the Scythians were repelled from Median lands.

He was born in the Median capital of Ecbatana, his father Phraortes was killed in a battle against the Assyrians, led by Ashurbanipal, the king of Neo-Assyria. After his fall the Scythians took over. In his early age Cyaxares was seeking for revenge. He killed the Scythian leaders and proclaimed himself as King of Medes. After throwing off the Scythians, he prepared for war against Assyria. Cyaxares reorganized and modernized the Median Army, then joined with King Nabopolassar of Babylonia. This alliance was formalized through the marriage of Cyaxares daughter, Amytis with Nabopolassar’s son, Nebuchadnezzar II, the king who constructed the Hanging Gardens of Babylon as a present for his Median wife to help with her homesickness for the mountainous country of her birth. These allies overthrew the Assyrian Empire and destroyed Nineveh in 612 BC.

After the victory in Assyria, the Medes conquered Northern Mesopotamia, Armenia and the parts of Asia Minor east of the Halys River, which was the border established with Lydia after a decisive battle between Lydia and Media, the Battle of Halys ended with an eclipse on May 28, 585 BC.

The conflict between Lydia and the Medes was reported by Herodotus as follows:

“A horde of the nomad Scythians at feud with the rest withdrew and sought refuge in the land of the Medes: and at this time the ruler of the Medes was Cyaxares the son of Phraortes, the son of Deïokes, who at first dealt well with these Scythians, being suppliants for his protection; and esteeming them very highly he delivered boys to them to learn their speech and the art of shooting with the bow. Then time went by, and the Scythians used to go out continually to the chase and always brought back something; till once it happened that they took nothing, and when they returned with empty hands Cyaxares (being, as he showed on this occasion, not of an eminently good disposition) dealt with them very harshly and used insult towards them. And they, when they had received this treatment from Cyaxares, considering that they had suffered indignity, planned to kill and to cut up one of the boys who were being instructed among them, and having dressed his flesh as they had been wont to dress the wild animals, to bear it to Cyaxares and give it to him, pretending that it was game taken in hunting; and when they had given it, their design was to make their way as quickly as possible to Alyattes the son of Sadyattes at Sardis. This then was done; and Cyaxares with the guests who ate at his table tasted of that meat, and the Scythians having so done became suppliants for the protection of Alyattes.

After this, since Alyattes would not give up the Scythians when Cyaxares demanded them, there had arisen war between the Lydians and the Medes lasting five years; in which years the Medes often discomfited the Lydians and the Lydians often discomfited the Medes (and among others they fought also a battle by night): and as they still carried on the war with equally balanced fortune, in the sixth year a battle took

place in which it happened, when the fight had begun, that suddenly the day became night. And this change of the day Thales the Milesian had foretold to the Ionians laying down as a limit this very year in which the change took place. The Lydians however and the Medes, when they saw that it had become night instead of day, ceased from their fighting and were much more eager both of them that peace should be made between them. And they who brought about the peace between them were Syennesis the Kilikian and Labynetos the Babylonian: these were they who urged also the taking of the oath by them, and they brought about an interchange of marriages; for they decided that Alyattes should give his daughter Aryenis to Astyages the son of Cyaxares, since without the compulsion of a strong tie agreements are apt not to hold strongly together.” (Histories, 1.73-74, trans. Macaulay)

Cyaxares died shortly after the battle and was succeeded by his son, Astyages, who was the maternal grandfather of Cyrus the Great through his daughter Mandane of Media.

Typhoon FGR4 by Agnn Foon

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The Typhoon FGR4 provides the RAF with a highly capable and extremely agile multi-role combat aircraft, capable of being deployed in the full spectrum of air operations, including air policing, peace support and high intensity conflict.

Specifications

Engines: 2 Eurojet EJ200 turbojets

Thrust: 20,000lbs each

Max speed: 1.8Mach

Length: 15.96m

Max altitude: 55,000ft

Span: 11.09m

Aircrew: 1

Armament: Paveway IV, AMRAAM, ASRAAM, Mauser 27mm Cannon, Enhanced Paveway II

Initially deployed in the air-to- air role as the Typhoon F2, the aircraft now has a potent and precise multirole capability.

The pilot can carry out many functions by voice command or through a handson stick and throttle system. Combined with an advanced cockpit and the HEA (Helmet equipment assembly) the pilot is superbly equipped for all aspects of air operations.

Britain, Germany, Italy and Spain formally agreed to start development of the aircraft in 1988 with contracts for a first batch of 148 aircraft – of which 53 were for the RAF – signed ten years later. Deliveries to the RAF started in 2003 to 17(R) Sqn who were based at BAE Systems Warton Aerodrome in Lancashire (alongside the factory where the aircraft were assembled) while detailed development and testing of the aircraft was carried out. Formal activation of the first Typhoon Squadron at RAF Coningsby occurred on the 1st Jul 2005. The aircraft took over responsibility for UK QRA on 29 Jun 2007 and was formally declared as an advanced Air Defence platform on 1 Jan 2008.

Initial production aircraft of the F2 Tranche 1 standard were capable of air-to-air roles only and were the first Typhoons to hold UK QRA duties. In order to fulfill a potential requirement for Typhoon to deploy to Op HERRICK, urgent single-nation work was conducted on Tranche 1 to develop an air-to-ground capability in 2008. Tranche 1 aircraft were declared as multi-role in Jul 2008, gaining the designation FGR4 (T3 2-seat variant), fielding the Litening Laser Designator Pod and Paveway 2, Enhanced Paveway 2 and 1000lb freefall class of weapons.

All F2/T1 aircraft have been upgraded to FGR4/T3.

Tranche 2 aircraft deliveries commenced under the 4-nation contract in 2008, in the air-to-air role only. These aircraft were deployed to the Falkland Islands to take-over duties from the Tornado F3 in Sep 09.

A total of 53 Tranche 1 aircraft were delivered, with Tranche 2 contract provisioning for 91 aircraft. 24 of these were diverted to fulfill the RSAF export campaign, leaving 67 Tranche 2 aircraft due for delivery to the RAF. The Tranche 3 contract has been signed and will deliver 40 aircraft. With the Tranche 1 aircraft fleet due to retire over the period 2015-18, this will leave 107 Typhoon aircraft in RAF service until 2030.

Weapons integration will include Meteor air-to-air missile, Paveway IV, Storm Shadow, Brimstone and Small Diameter Bomb. Additionally, it is intended to upgrade the radar to an Active Electronically Scanned Array.

Vought A-7 Corsair II by Eric Friedebach

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The National Naval Aviation Museum, formerly known as the National MThe LTV A-7 Corsair II is an American carrier-capable subsonic light attack aircraft designed and manufactured by Ling-Temco-Vought (LTV).

The A-7 was developed during the early 1960s as replacement for the Douglas A-4 Skyhawk. Its design is derived from the Vought F-8 Crusader; in comparison with the F-8, the A-7 is both smaller and restricted to subsonic speeds, its airframe being simpler and cheaper to produce. Following a competitive bid by Vought in response to the United States Navy's (USN) VAL (Heavier-than-air, Attack, Light) requirement, an initial contract for the type was issued on 8 February 1964. Development was rapid, first flying on 26 September 1965 and entering squadron service with the USN on 1 February 1967; by the end of that year, A-7s were being deployed overseas for the Vietnam War.

Initially adopted by USN, the A-7 proved attractive to other services, soon being adopted by the United States Air Force (USAF) and the Air National Guard (ANG) to replace their aging Douglas A-1 Skyraider and North American F-100 Super Sabre fleets. Improved models of the A-7 would be developed, typically adopting more powerful engines and increasingly capable avionics. American A-7s would be used in various major conflicts, including the Invasion of Grenada, Operation El Dorado Canyon, and the Gulf War. The type was also used to support the development of the Lockheed F-117 Nighthawk.

The A-7 was also exported to Greece in the 1970s and to Portugal in the late 1980s. The USAF and USN opted to retire their remaining examples of the type in 1991, followed by the ANG in 1993 and the Portuguese Air Force in 1999. The A-7 was largely replaced by newer generation fighters such as the General Dynamics F-16 Fighting Falcon and the McDonnell Douglas F/A-18 Hornet. The final operator, the Hellenic Air Force, withdrew the last A-7s during 2014.

From Wikipedia:

en.wikipedia.org/wiki/LTV_A-7_Corsair_II

Photo by Eric Friedebachuseum of Naval Aviation and the Naval Aviation Museum, is a military and aerospace museum located at Naval Air Station Pensacola, Florida.

The museum is devoted to the history of naval aviation, including that of the United States Navy, the United States Marine Corps, and the United States Coast Guard. Its mission is "to select, collect, preserve and display" appropriate memorabilia representative of the development, growth and historic heritage of United States Naval Aviation. More than 150 aircraft and spacecraft are on display, including four former Blue Angels A-4 Skyhawks, the Curtiss NC-4 (the first aircraft to cross the Atlantic), U. S. Coast Guard helicopters, biplanes, a K-47 Airship control gondola and tail fin, an aircraft that President George H. W. Bush trained in, and the S-3 Viking used to transport President George W. Bush to the USS Abraham Lincoln in 2003 (see Navy One). These historic and one-of-a-kind aircraft are displayed both inside the Museum's 300,000 square feet (30,000 m2) of exhibit space and outside on the Museum's 37-acre (150,000 m2) grounds.

The museum also functions in coordination with the Naval Air Systems Command (NAVAIRSYSCOM or NAVAIR) as the Navy's program manager for nearly all other retired Navy, Marine Corps and Coast Guard aircraft on display aboard U.S. military installations in the United States or overseas, or in numerous other museums or public displays. In a similar manner to U.S. Air Force aircraft on loan from the NMUSAF's collection which remain under official USAF ownership, these other American-preserved naval aircraft continue to remain the property of the Department of the Navy and are typically identified at these locations as being "On Loan from the National Naval Aviation Museum."

In addition to the displays, the museum features a Giant Screen Theater, flight simulators, Blue Angels 4D Experience, museum store, and cafe. The Cubi Point Café is itself an exhibit as it displays squadron memorabilia from the closed NAS Cubi Point Officers' Club.

From Wikipedia:

en.wikipedia.org/wiki/National_Naval_Aviation_Museum

Photo by Eric Friedebach

Electric Eel by Scott Hanko

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The electric eel (Electrophorus electricus), is an electric fish, and the only species of the genus Electrophorus. It is capable of generating powerful electric shocks, which it uses for both hunting and self-defense. It is an apex predator in its South American range. Despite its name it is not an eel but rather a knifefish.

Electric eels have an elongated, cylindrical body, typically growing to about 2 m (6 feet) in length, and 20 kg (45 pounds) in weight, making them the largest species of the gymnotiformes. The coloration is dark gray-brown on the back and yellow or orange on the belly. Mature males have a darker color on the belly. They have no scales. The mouth is square, and positioned right at the end of the snout. The anal fin extends the length of the body to the tip of the tail. As in other ostariophysan fishes, the swim bladder has two chambers. The anterior chamber is connected to the inner ear by a series of small bones derived from neck vertebrae called the Weberian apparatus which greatly enhances their hearing capability. The posterior chamber extends along the whole length of the body and is used in buoyancy. Electrophorus has a well-developed sense of hearing. Electric eels have a vascularized respiratory organ in their oral cavity (Albert, 2001). These fish are obligate air-breathers; rising to the surface every 10 minutes or so, the animal will gulp air before returning to the bottom. Nearly 80% of the oxygen used by the fish is taken in this way.

Despite its name, the electric eel is not closely related to true eels (Anguilliformes) but is a member of the Neotropical knifefishes (Gymnotiformes), more closely related to catfishes.

The electric eel has three abdominal pairs of organs that produce electricity: the Main organ, the Hunter's organ, and the Sachs organ. These organs make up four-fifths of its body, and are what give the electric eel the ability to generate two types of electric organ discharges (EODs), low voltage and high voltage. These organs are made of electrocytes, lined up so that the current flows through them and produces an electrical charge. When the eel locates its prey, the brain sends a signal through the nervous system to the electric cells. This opens the ion channel, allowing positively-charged sodium to flow through, reversing the charges momentarily. By causing a sudden difference in voltage, it generates a current.

The electric eel generates its characteristic electrical pulse in a manner similar to a battery, in which stacked plates produce an electrical charge. In the electric eel, some 5,000 to 6,000 stacked electroplaques are capable of producing a shock at up to 500 volts and 1 ampere of current (500 watts). Such a shock could be deadly for an adult human. (Electrocution death is due to current flow; the level of current that is fatal in humans is roughly 0.75A.)

The Sachs organ is associated with electrolocation. Inside the organ are many muscle-like cells, called electrocytes. Each cell can only produce 0.15 V, though working together the organ transmits a signal of about 10 V in amplitude at around 25 Hz. These signals are what is emitted by the main organ and Hunter's organ that can be emitted at rates of several hundred Hz.

The electric eel is unique among the gymnotiformes in having large electric organs capable of producing lethal discharges that allows them to stun prey. There are reports of this fish producing larger voltages, but the typical output is sufficient to stun or deter virtually any other animal. Juveniles produce smaller voltages (about 100 volts). Electric eels are capable of varying the intensity of the electrical discharge, using lower discharges for "hunting" and higher intensities for stunning prey, or defending themselves. When agitated, it is capable of producing these intermittent electrical shocks over a period of at least an hour without signs of tiring.

The species is of some interest to researchers, who make use of its acetylcholinesterase and ATP.

The electric eel also possesses high-frequency–sensitive tuberous receptors patchily distributed over the body that seem useful for hunting other Gymnotiformes.

Electric eels have been widely used as a model in the study of bioelectrogenesis.

Electric eels live in fresh waters of the Amazon and Orinoco Rivers, the basins in South America, in river floodplains, swamps, creeks and coastal plains. They often live on muddy bottoms in calm water and in stagnant rivers.

Electric eels feed on invertebrates, although adult eels may also consume fish and small mammals. First-born hatchlings will even eat other eggs and embryos from later batches. The juveniles will eat invertebrates such as shrimp or crab.

The electric eel is also known for its unusual breeding behavior. In the dry season, a male eel makes a nest from his saliva into which the female lays her eggs. As many as 17,000 young will hatch from the eggs in one nest.

New York Aquarium Coney Island NY

0095 Lockheed F-117A Nighthawk Boeing B-52D Stratofortress North American F-100D Super Sabre Republic F-105G Thunderbolt II by Norm Robbie

The Lockheed F-117A Nighthawk was developed in response to an Air Force request for an aircraft capable of attackin high value targets without being detected by enemy radar.By the 1970s,new materials and techniques allowed engines to design an aircraft with radar-evading or "stealth" qualities.The result was the Lockheed F-117A Nighthawk,the world's first operational stealth aircraft.

The first Lockheed F-117A Nighthawk flew on June 18,1981,and the first Lockheed F-117A Nighthawk unit ,the 4450 Tactical Group (renamed the 37th Tactical Fighter Wing in October 1989),achieved initial operating capablity in October 1983.The Lockheed F-117A Nighthawk first saw combat during Operation Just Cause on December 19,1989,when two Lockheed F-117A Nighthawks from the 37th Tactical Fighter Wing attacked military targets in Panama.

The Lockheed F-117A Nighthawk again went into action during Operation Desert Shield and Operation Desert Storm in 1990-1991 when the 415th Tactical Fighter Squadron and 416th Tactical Fighter Squadron of the 37th Tactical Fighter Wing mover to a base in Saudi Arabia.During Operation Desert Storm,the Lockheed F-117A Nighthawks flew 1,271 sorties,achiving an 80 percent mission sussess rate,and suffered no losses or battle damage.A total of 59 Lockheed F-117A Nighthawks were built between 1989 and 1990.In 1989 the Lockhhe F-117A nighthawk was awarded the Collier Trophy,one of the most prized aeronautical awards in the world.

The Lockheed F-117A Nighthawk built and was specially modified for systems testing.In 1991 after its testing program was completed.It marked as it appearded during tests conducted for the Air Force Systems Command between 1981 and 1991.

Boeing B-52 Stratofortress

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After it became operational in 1955,the Boeing B-52 Stratofortress remained the main long-range heavy bomber of the U.S.Air Force during the Cold War,and continues to be an important part of the U.S.Air Force bomber force today.Nearly 750 were built before production ended in October 26,1962;170 of these were Boeing B-52D Stratofortesses

The Boeing B-52 Stratofortress had set numerous records in its many years of service.On January 18,1957,three Boeing B-52B Stratofortresses completed the first non-stop round-the-world flight by jet aircraft,lasting 45 hours and 19 minutes and required only three aeral refueling.It was also a Boeing B-52 Stratofortress that made the first airbore hydrogen bomb drop over Bikini Atoll,Island on May 21,1956.

In June 1965 Boeing B-52 Stratofortresses entered combat in Southeast Asia.By 1973,they had flown 126,615 combat sorties with 17 Boeing B-52 Stratofortresses lost to enemy action.

The Boeing B-52D Stratofortess saw extensive action in Southeast Asia was several damaged by an enemy surface-to-air missile on April 9,1972.In December 1972 after being repaired,it flew four addional missions over North Vietnam.

North American F-100 Super Sabre

------------------------------------------------Developed as a follow-on to the North American F-86 Sabre used in the Korean War,the North American F-100 Super Sabre was the world's first production airplane capable ot flying faster than the speed of sound in level flight (760 mph(.The prototype --the North American YF-100A Super Sabre--made its first flight on May 25,1953,at Edwards Air Force Base,California.Of the 2,294 North American F-100 Super Sabres built before production ended in 1959,1,274 were North American F-100D Super Sabres more than all the other series combined.The North American F-100D super Sabre modle,which made its first flight on Januarary 24,1956,was most advanced production version.Its features included the first autpilot designed for a supersonic jet and a low-altitude bombing system.The North American F-100 Super Sabre had its combat in Southeast Asia where it was used extensively as a fighter-bomber in ground-support missions such as attacking bridges,road junctions and troop concentrations.

The Thunderbirds,the U.S.Air Force Flight Demonstration Team,from 1964 until 1968.During the period =,the team toured the Caribbean,Europe,Latin America,and nearly every state in the United States.

Republic F-105 Thunderchief

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The Republic F-105 Thunderchief,nickname the "Thud" enolved from a 1951 project by to repace the Republic F-84 Thunderstreak fighter-bomber.The prototype first flew in October 1955,and Republic delivered the first production to the U.S.Air Force in 1958.Republic also deleloped a fully combat-capable two-seat trainer version,the Republic F-105F Thunderchief,abd 143 of them in 1963-1964.

The Republic F-105G Thunderchief began operational service in 1964 as a standard Republic F-105F Thunderchief.In 1967,it joined the 355th Tactical Fighter Wing in Thailand,where it flew combat missions for nearly three years.During this time,it became on of a select few U.S.Air Force aircaft Republic F-105G Thunderchief to claim three MIG kills.In 1970 it was fitted with electronic counter-measure (ECM) equipment for "Wild Weasel" duty,attacking enemy SA-2 surface-to-air missile sites.

In 1972 the aircraft Republic F-105G Thunderchief was modifieed to the inproved Republic F-105G " Wild Weasle Thundercielf configuration

Starcraft II Massive Thor by Eric 10d

NEOBALLS / ZEN MAGNETS - Neodymium Magnetic Balls (@4205) - Starcraft II's Massive Thor

This is my most complex and largest build to date.

It was designed in parts: Cockpit body, then legs, then arms, then rear guns. Then I had to redesign parts when it came time to assemble it together because of incorrect bonding assumptions and misalignment of magnet fields.

Experimented with x-beam coupled bonds to get the maximum lateral strength with reinforcements on the sides. This proved to be very string. Created a X-Beam using similar methods producing a very strong leg structure. It was capable of support the entire weight of the cockpit body w/o a problem. Had to redesign the leg to cockpit body mount point from the earlier concept because the bond was not completely coupled.

Next up were the arm/guns ... the weight was too much for the cockpit body to support so I fashioned a pair of lego-platforms for them to rest on and take the weight off of the central body.

Finally ... the rear guns ... these were a challenge in that their original mount point design had to be reworked also to make them fit correctly into the rear of the cockpit body. I changed the mount points on the guns to fit the space on both sides and added a few support balls to improve the mount point bonds. I was very surprised how they were balanced and supported only by two point sections to the body. The guns stayed in place for a small series of photos.

The design flaw was in the side bonds of the beam to the legs. The coupled field held nicely for a short amount of time and would have held if it didn't have the weight of the rear guns to support. When they were standing upright and straight, all was good. As soon as I attempted to move the platform forward (to take a video), the rear guns tilted slightly backwards and and that was the end of the leg to body support bonds ... and created the dreaded implosion.

The rear gun weight caused the entire central body section to rotate backwards and fall back on the rear guns ... taking the arms in the process. Perhaps I should have created a Lego-support structure for the rear guns to remove the pendulum force backwards ... but that would have created another view blocker like the side Lego-platforms obstructed the view of the legs and feet. Not sure if I can recreate it for a rotational video ... this took over a week (on/off to design and assemble).

Overall ... I was very happy with the result ... hope I captured enough detail to warrant some visual recognition as a Starcraft II Thor reproduction/interpretation.

This was design and built for the Zen Magnets Contest 26: The Massive Thor

www.zenmagnets.com/blog/26-the-massive-thor/

I tried to document the info for this super complex build (below) accompanied by associated pics in this set

www.flickr.com/photos/tend2it/sets/72157632920071597/

Starcraft II Thor Magnet Count and Detail Talley

======+================

Cockpit Body bottom section: (@0520)

(@0217) - Main shape middle core = (2x108) + 1

(@0095) - central bottom layer 1 = (47x2) + 1 w/black parameter

(@0078) - Sides Bottom layer 2 = (2x(22 parallel pair frnt2bck support + 3 red + 4 gold + 10 ring outside black))

(@0028) - Central bottom layer 3 = (2x14) rectangle

(@0032) - Sides bottom layer 3 = (2x((2x5 parallel bridge rectangle to ring) + (6 ring outside))

(@0010) - Central bottom layer 4 = (10 ring) leg waist w/gold

(@0020) - Sides bottom layer 4 = (2x10 ring) coupled over parallel bridge for perpendicular underside support

(@0040) - Central rear Barrel = (4x8 ring w2 red rings) + (2x4 sqr end)

------

Cockpit Body top section (from center out): (@0371)

(@0166) - top layer 1 = (2x83) w/black missle cover + middle sect separator

(@0105) - top layer 2 = ((2x52) + 1) w/black separator, red trim, gold cockpit

(@0083) - top layer 3 = ((2x41) + 1) w/black separator, red trim, gold cockpit

(@0037) - top layer 4 = ((2x18) + 1) w/black separator trim

(@0010) - top layer 5 = (2x5) w/red/black

------

(@0891)

Leg section x2 (@0640 - 12 removed from bottom of @ leg for foot contact pt)

leg internal structure:

(@0384) - columns = 2 x (4x((2x12) + ((2x11) + 2))) top/bottom coupled bonds w/parallel bonds stacked x 4))

(@0096) - side reinforcements = 2x((2x11) + 2) coupled pair along outside edge centers)

(@0032) - ball reinforcements = 2x(2x4 balls are two balls added to 4 ball in 2, 4, 6, 8th positions) - (12 @ bottom)

leg arch structure (connected to one flat leg top face:

(@0128) - (4x4 parallel sqr) + (2x(6 + 2)) pointy rings) + (4x4 parallel sqr) + (2x(6 + 2)) pointy rings)

Place the two leg arch structures together to form the leg arch

-------

(@1519) = 1531-12

Leg side panels (@0384)

(@0344) - (2 each leg x (2x(2x43 each side))) w/black outside trim

Knees + Leg detail

(@0040) - (2x(2x(6 + 2) knee w/red sqr) + 2x(4 red sqr top of leg))

-------

(@1903)

Feet x2 (@0242)

(@0184) - (2x((2x7 + 2 1st mid layer) + (2x(2x10 + 1) 2nd mid layer) + ((2x(2x8 + 1) outside layer))

(@0034) - (2x(2x(2x3 + 1 top of toe 2 leg)) + (1 center rear foot 2 leg conn) + (2 x 1 outer rear foot sides 2 leg

conn))

(@0024) - (2x(2x6 rings rear foot heel))

-------

(@2145)

X-Beam waist platform - (@0233 - 19) this part is placed across the center perpendicular to the x-beam leg arch

(@0214) - (2x(2x(18 + 17 + 6 + 3)) + (2x(7 + 2)) + ((8 + 1 front side) + (2x9 rear side)) + ((2 x 3 red front center) +

(2 x 2 red front sides) + (2 red rear)) - (19 removed under rear panel side to fold)

Arm Guns (2 pair per arm w/red + black accents)

(@0380) - (4x((4x9 center core) + (3x((2x7) + 1)) top/sides) + (2x7) middle join))

Shoulder to elbow core w/o reinforcements ((@0174)per arm)

(@0348) - (2 x (top((2x5)+2) + (4x8+2 parallel) + ((2x5)+2) + (2x5) + (2x(2x5)+1) + (2x(2x6)+1) + ((4x7)+2 parallel

mount2gun) + (1 ball center to bridge below 2 ball center to 1 ball) + ((2x6)+1) + ((2x4)+2)bottom)

Shoulder to elbow (per arm, per side)

(@0248) - (2 x (2 x (top 3 + 5 + 5 + 5 + 4 + 5 + 4 + 4 + 5 + (2x7arm2shoulder bridge) + (5 + 3 bottom))

Elbow to gun support (per arm, per side) (@0140 - 18 for outside facing side revamp)

(@0122) - (2 x (2 x (((2x9)+1) + (2x8)) -

Revamp outside facing sides for Z bracket (remove 2x(4 top/4 bottom/2 middle/move center ball down, add 1 ball)

Revamp 2 rear centerballs with red

(@028) - add red design outside facing shoulder 2 elbow

------

(@3485)

Rear Guns x2

Large cannon (@0112 each)

(@0224) - 2 x ((2x(2x15) + (4x(5+2)) + (4x(6 ring)))

Smaller cannon (@0092 each)

(@0184) - 2 x ((2x(2x13) + (4x(4+2)) + (4x(4 ring)))

Gun bridges (@0010 each)

(@0020) - (2 x (4 ring + 6 ring across two cannons)

Gun mounts x2

(@0104) - (2 x ((top (2x4+2) + (2x5+2) parallel to existing + (2x4+2) + (2x5 parallel) + (2x4+2) bottom)

Gun panel x 2 (@0102 each)

(@0204) - (2 x (2x(11 + 10 + 9 + 8 + 7 + 6))

-------

Revamp base

(@4221) subtotal b4 assembly

Assembly mods

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

Moved the (@0040) - Central rear Barrel = (4x8 ring w2 red rings) + (2x4 sqr end) below the rear of the body between

the leg mount and cockpit body. Actually used the barrel as a mount point for the rear guns.

Modded Cockpit Body bottom section (mount point):

(@0020) = (2 x (7 + 6 + 5)) = Changed = (@0028) - Central bottom layer 3 = (2x14) rectangle to covert parallel

rectangle to hex parallel center, coupled sides

-------

(@4213) = (@4221 - 8)

Moved central bottom layer x-beam

(@0018) = (2x09 ring) = Changed = (@0020) - Sides bottom layer 4 = shifted it down one row, removed 1 ball on end to form point and pinched outside end fit in center of 6 ball side.

(@4211) = (@4213 - 2)

Removed gold 10 ball ring mount

Changed = (@0010) = Central bottom layer 4 = (10 ring) leg waist w/gold

-------

(@4201) = (@4213 - 10)

Modded Rear Guns

(@0100) = Changed = Rear Gun mounts x2 - removed +2 from top/bottom mount point (2x4+2)=>(2x4)

(@4197) = (@4201-4)

Added extra mount point support bwtween rear gun mounts and rear cockpit body

(@4205) = (@4201+8)

Grand Total! = (@4205)

Dememorizor 5000 by Sean Boyd

3 2

The Dememorizor 5000 is capable of deleting any number of memories from the target, including learned behaviour. The leading psychiatrist at DUMB (Dracor University Memory Building), Professor Vagueness requested I make so he could use it to erase traumatic events and subsequent behaviour patterns from victims of catastrophic life changing events. Unfortunately the power setting was at 100% when he pointed it in the mirror and quoted Dirty Harry, "You feeling lucky punk" and pulled the trigger! He is now wearing a nappy and being bottle fed!

National Rappel Training _2016_ET5A4242 by Intermountain Forest Service, USDA Region 4 Photography

Wildland Firefighters on Rappel capable crews, come from all over the nation each spring to train at the National Helicopter Rappel Program’s Rappel Academy at Salmon AirBase, in Salmon, Idaho.

Wildland fire aircraft play a critical role in supporting firefighters on wildland fires. Helicopters also deliver aerial crews called Heli-Rappellers to wildland fires. These are specially trained firefighters that rappel from helicopters in order to effectively and quickly respond to fires in remote terrain.

Heli-Rappellers may land near a wildfire but if there is no landing zone close by they can utilize their skills to rappel from the hoovering helicopter. Once on the ground, crews build firelines using hand tools, chainsaws, and other firefighting tools. Forest Service photo by Charity Parks.

Aeroscopia Toulouse France (3) by Marc Hubé

1

Aeroscopia est un musée aéronautique français implanté à Blagnac (Haute-Garonne), près du site AéroConstellation, et accueille notamment deux exemplaires du Concorde, dont l'ouverture a eu lieu le 14 janvier 2015

Le tarmac Sud du musée n'est capable d'accueillir que trois gros appareils. L'installation des appareils fut définitivement terminée après que le premier prototype de l'A400M-180 y fut arrivé le 16 juillet 2015, en dépit de la possibilité de 360 000 euros de TVA.

Concorde, F-BVFC, MSN209 aux couleurs d'Air France

Caravelle 12, F-BTOE, MSN280 aux couleurs d'Air Inter, dernier exemplaire construit

A400M-180, F-WWMT, MSN001 stationné depuis le 16 juillet 2015

La réalisation en 2019 du nouveau tarmac au Nord du musée permet l'accueil d'appareils supplémentaires issus des entreprises locales Airbus et ATR. Le transfert des avions entre le site Airbus "Lagardère" et le musée a lieu sur une semaine, à raison d'un appareil par jour :

ATR 72-600, F-WWEY, MSN098 aux couleurs d'ATR, transféré sur site le 26 août 2019, premier exemplaire du 72 dans sa version 600

Airbus A340-600, F-WWCA, MSN360 aux couleurs d'Airbus, transféré sur site le 27 août 2019, premier exemplaire de l'A340 dans sa version 600

Airbus A320-111, F-WWAI, MSN001 aux anciennes couleurs d'Airbus, transféré sur site le 28 août 2019, premier exemplaire de l'A320 : inauguration le 14 février 1987 en présence de Lady Diana et du Prince Charles, premier vol le 22 février 1987

Airbus A380-800, F-WXXL, MSN002 aux couleurs d'Airbus, transféré sur site le 29 août 2019, second exemplaire de l'A380. Les deux ponts de cet appareil sont visitables, ainsi que le cockpit.

ATR 42-300, F-WEGC, MSN003 aux anciennes couleurs d'ATR, transféré sur site le 30 août 2019, troisième exemplaire du 42. Cet exemplaire est décoré aux couleurs du MSN001 et porte l'immatriculation F-WEGA

Concorde, F-WTSB, MSN201 (ANAE), il s'agit d'un appareil de présérie qui a servi entre autres à transporter plusieurs présidents de la République française.

Airbus A300B4-203, F-WUAB, MSN238 (Airbus Heritage), décoré aux couleurs du prototype, au lieu de MSN001 démantelé. L'intérieur est visitable. Dans la première section des vitrages transparents permettent de voir la structure et les systèmes de l'avion, tandis que dans les sections suivantes sont représentés des aménagements de première classe et VIP.

Super Guppy de l'association Ailes Anciennes Toulouse, l'appareil qui servait au transport des tronçons d'Airbus est exposé porte ouverte, et une passerelle permet l'accès à la soute où un film est projeté. L'ouverture n'a pas été une mince affaire, l'appareil n'ayant pas été ouvert pendant 15 ans. L'aide des anciens mécaniciens de l'avion a été primordiale pour permettre une ouverture en toute sécurité.

Corvette (Airbus)

Falcon 10 no 02, prototype ayant servi aux essais du turboréacteur Larzac (Ailes Anciennes Toulouse)

Fouga Magister (AAT)

Gazelle prototype (AAT)

Mirage III C (AAT)

Nord 1100 (AAT)

Lockheed F-104G (AAT)

MiG-15 (AAT)

MS.760 Paris (AAT)

Vought F-8E(FN) Crusader et son réacteur (AAT)

Alouette II Marine (AAT)

Cessna Skymaster (AAT)

Fairchild Metro, ancien avion de Météo-France (AAT)

HM-293, de Rodolphe Grunberg

Chagnes MicroStar, avion de construction amateur, version biréacteur de Rutan VariViggen (AAT)

Saab J35OE Draken (AAT)

Aeroscopia is a French aeronautical museum located in Blagnac (Haute-Garonne), near the AéroConstellation site, and notably hosts two copies of the Concorde, which opened on January 14, 2015

The south tarmac of the museum can only accommodate three large aircraft. The installation of the devices was definitively finished after the first prototype of the A400M-180 arrived there on July 16, 2015, despite the possibility of 360,000 euros in VAT.

Concorde, F-BVFC, MSN209 in Air France colors

Caravelle 12, F-BTOE, MSN280 in Air Inter colors, last model built

A400M-180, F-WWMT, MSN001 parked since July 16, 2015

The construction in 2019 of the new tarmac north of the museum will accommodate additional aircraft from local Airbus and ATR companies. The transfer of planes between the Airbus "Lagardère" site and the museum takes place over a week, at the rate of one aircraft per day:

ATR 72-600, F-WWEY, MSN098 in ATR colors, transferred to site on August 26, 2019, first copy of the 72 in its 600 version

Airbus A340-600, F-WWCA, MSN360 in Airbus colors, transferred to site on August 27, 2019, first copy of the A340 in its 600 version

Airbus A320-111, F-WWAI, MSN001 in the old Airbus colors, transferred to site on August 28, 2019, first copy of the A320: inauguration on February 14, 1987 in the presence of Lady Diana and Prince Charles, first flight on February 22, 1987

Airbus A380-800, F-WXXL, MSN002 in Airbus colors, transferred to site on August 29, 2019, second copy of the A380. The two decks of this aircraft can be visited, as well as the cockpit.

ATR 42-300, F-WEGC, MSN003 in the old ATR colors, transferred to the site on August 30, 2019, third specimen of the 42. This specimen is decorated in the colors of the MSN001 and bears the registration F-WEGA

Concorde, F-WTSB, MSN201 (ANAE), this is a pre-production aircraft which was used, among other things, to transport several presidents of the French Republic.

Airbus A300B4-203, F-WUAB, MSN238 (Airbus Heritage), decorated in the colors of the prototype, instead of dismantled MSN001. The interior can be visited. In the first section transparent glazing allows to see the structure and systems of the aircraft, while in the following sections are shown first class and VIP fittings.

Super Guppy from the Ailes Anciennes Toulouse association, the aircraft which was used to transport the Airbus sections is on display with the door open, and a gangway allows access to the hold where a film is shown. Opening was no small feat, as the device has not been opened for 15 years. The help of the former mechanics of the aircraft was essential to allow a safe opening.

Corvette (Airbus)

Falcon 10 no 02, prototype used for testing the Larzac turbojet engine (Ailes Anciennes Toulouse)

Fouga Magister (AAT)

Prototype Gazelle (AAT)

Mirage III C (AAT)

North 1100 (AAT)

Lockheed F-104G (AAT)

MiG-15 (AAT)

MS.760 Paris (AAT)

Vought F-8E (FN) Crusader and its engine (AAT)

Alouette II Marine (AAT)

Cessna Skymaster (AAT)

Fairchild Metro, former Météo-France (AAT) aircraft

HM-293, by Rodolphe Grunberg

Chagnes MicroStar, amateur-built aircraft, twin-jet version of Rutan VariViggen (AAT)

Saab J35OE Draken (AAT)

#lgg3 cameras are super macro capable #webstagram #igdaily #ig_captures #igers #picoftheday #Phoenix #photooftheday #sky #day #bee #pollen by Chris L. Grohusko

capable/culpable by D I C K S D A I L Y

12 4

Trust me, I really am going to be writing to you soon.

Nikon FM2, Nikon E 28/f2.8, Kodak Tri-X 400 | Rodinal

HMAS J7 Submarine 1919 by Thor

2

Towards the end of 1914, early in World War I, disturbing rumours began to circulate that the newest German submarines were capable of a much higher surface speed than British boats, one report giving their speed at about 22 knots. The rumours were sufficiently strong to force serious consideration of the matter by the Admiralty, and at the same time consideration was given to the idea that submarines should have a high enough surface speed to be able to work with the fleet. The reports concerning the speed of the German submarines proved to be spurious, but the idea of a British submarine with a high surface speed gained ground. The immediate result of this concern was the development of the J Class, which were unique with their three shafts. Originally eight boats were planned but this was reduced to six and then increased to seven. As a result of these changes the boats originally intended to be J7 and J8 were renumbered in April 1915 as J3 and J4 respectively.

J7's submerged displacement of 1,760 tons was 60 tons less than that of her sister boats. Her conning tower was located further aft and the gun was mounted in a lower position.

HMS J7 commissioned in the Royal Navy on 15 September 1917 under the command of Lieutenant Commander F.H.D. Byron RN and was allocated to a flotilla based at Blyth, Northumberland.

On 5 November 1917 J7 departed Blyth for her first patrol. Whilst on patrol in the North Sea on 6 March 1918 an enemy submarine was sighted, but J7 was unable to attack and the enemy passed from sight.

The submarine was under refit during April and May 1918 at Walker Naval Yard on the River Tyne. She sailed for patrol on 25 May and evaded a U-boat attack the same day.

On 10 July an enemy submarine was sighted and both vessels dived. Shortly after a sighting was made of an enemy submarine on the surface, going away, J7 surfaced, challenged and opened fire. The enemy dived. An enemy submarine was sighted on 23 July, but J7 was unable to attack and the enemy disappeared.

On 5 October 1918 J7 dived to intercept a reported submarine, but broke off the search without contact.

The boat was at sea when the Armistice was signed on 11 November 1918. She returned to Blyth on 15 November. On 19 February 1919 she proceeded to Jarrow.

Following the conclusion of hostilities in World War I, the Admiralty in 1918 presented the six remaining boats of the J Class to the Australian Government - J6 had been sunk in error in 1918 by a British ship. All the submarines commissioned into the Royal Australian Navy at Portsmouth on 25 March 1919, as tenders to the submarine depot ship HMAS Platypus, J7 being the senior boat, under the command of Lieutenant Commander Oswald E. Hallifax DSO RN.

The beam tubes were removed from all six J Class submarines before they sailed for Australia. The tubes were despatched separately to Garden Island. The reasons given for the removal were that the beam tubes were not a success and that increased accommodation was required.

HMS Submarine J7 off the River Tyne prior to sailing for Australia in February, 1919.

On 9 April 1919 Platypus and the submarines, escorted by the light cruiser HMAS Sydney, sailed from Portsmouth for Australia, their first two ports of call being Gibraltar and Valetta.

On the night of 28 April, the night before the vessels arrived at Port Said, J3's starboard main engine shaft snapped. Thus handicapped she could not keep up with the others and consequently on departure for Aden on 30 April, J3 was in tow of Sydney.

The vessels arrived at Aden on 5 May. On the same day the light cruiser HMAS Brisbane, which had left Portsmouth on 17 April, also arrived. On 7 May all the vessels sailed for Colombo. Brisbane took over the tow of J3 while Sydney took J5 in tow as that boat had also developed engine trouble. Three days after arrival at Colombo on 15 May, Brisbane sailed with J5 in tow, taking her all the way to Sydney, where they arrived on 27 June.

J3 was taken in hand at Colombo for repairs. On 31 May Sydney, J1, J2, J4 and J7 sailed for Singapore, followed on 2 June by Platypus and J3. The vessels were reunited at Singapore from where all except Sydney sailed on 18 June. Sydney sailed for Australia a few days later but did not rejoin the other vessels. On 29 June Platypus and the five submarines arrived at Thursday Island, although J7 was three hours late because of trouble with her engine lubricating system. The last call before Sydney was Brisbane, Sydney being reached on 15 July.

Having arrived in poor condition, the submarines were taken in hand at Garden Island Dockyard for refitting. After her refit was completed J7 sailed for the submarine base at Geelong, Victoria.

After uneventful service, little of which was spent at sea, J7 and her five sisters paid off into Reserve at Westernport on 12 July 1922. The boats had become victims of the worsening economic conditions of the time, coupled with their high cost of maintenance.

On 1 November 1929 J7 was sold to Morris and Watt Pty Ltd of South Melbourne. She was towed from Flinders Naval Depot, Crib Point, where she had served as a reserve source of electric power, on 4 December 1929. She was dismantled and the hull sunk in 1930 as a breakwater at the Sandringham Yacht Club, Sandringham, Port Phillip Bay, where it remain

Lockheed C-130A Hercules by Benjamin Donnelly

Towards the end of the Korean War, the USAF came to the realization that their transport fleet was becoming obsolete. The C-46 Commandos and C-47 Skytrains in service were no longer adequate, while the C-119 Flying Boxcar was having difficulties. In 1951, the USAF issued a requirement for a new tactical transport, an aircraft that would need to carry at least 72 passengers, be capable of dropping paratroopers, and have a ramp for loading vehicles directly into the cargo compartment. Moreover, it must be a “clean sheet” design, not a conversion from an existing airliner, and the USAF preferred it be a turboprop design. Five companies submitted designs, and six months later the USAF chose Lockheed’s L-402 design—over the misgivings of Lockheed’s chief designer, Clarence “Kelly” Johnson, who warned that the L-402 would destroy the company. Little was Johnson to know that, fifty years later, the L-402—designated C-130 Hercules by the USAF—would still be in production, and one out of only five aircraft to have over 50 years of service with the original purchaser.

The C-130 was designed to give mostly unfettered access to a large cargo compartment—the ramp forms an integral part of the rear fuselage, the wing is mounted above the fuselage, and the landing gear is carried in sponsons attached to the fuselage itself, while the fuselage has a circular design to maximize loading potential. The high wing also gives the C-130 good lift, especially in “high and hot” situations. The Allison T56 turboprop was designed specifically for the Hercules, and has gone on to become one of the most successful turboprop designs in history.

After two YC-130 prototypes, the Hercules went into production as the C-130A in 1956, to be superseded by the improved C-130B in 1959. The latter became the baseline Hercules variant: C-130As had three-blade propellers and a rounded “Roman” nose, while the B introduced the more familiar, longer radar nose and four-blade propellers. (Virtually all A models were later retrofitted to the long nose, though they kept the three-blade propellers.) In the 50 years hence, the basic C-130 design has not changed much: the C-130E introduced underwing external fuel tanks, while the C-130H has a slightly different wing. Even the new C-130J variant only introduced new engines with more fuel efficient six-bladed propellers: the basic design remains the same. Lockheed also offers stretched versions of the Hercules, initially as a civilian-only option (the L-100-30); the British Royal Air Force bought this version as the C-130K and it was later adopted by other nations, including the United States.

The basic C-130 is strictly a transport aircraft, but the versatility of the aircraft has meant it has been modified into a dizzying number of variants. These include the AC-130 Spectre gunship, the HC-130 rescue aircraft and WC-130 weather reconnaissance version. Other versions include several dozen EC-130 electronic warfare/Elint variants, KC-130 tankers, and DC-130 drone aircraft controllers. The USAF, the US Navy, and the US Marine Corps are all C-130 operators as well. Besides the United States, there are 67 other operators of C-130s, making it one of the world’s most prolific aircraft, with its only rivals the Bell UH-1 Iroquois family and the Antonov An-2 Colt biplane transport. C-130s are also used extensively by civilian operators as well as the L-100 series.

The “Herky Bird,” as it is often nicknamed, has participated in every military campaign fought by the United States since 1960 in one variation or the other. During Vietnam, it was used in almost every role imaginable, from standard transport to emergency bomber: as the latter, it dropped M121 10,000 pound mass-focus bombs to clear jungle away for helicopter landing zones, and it was even attempted to use C-130s with these bombs against the infamous Thanh Hoa Bridge in North Vietnam. (Later this capability was added as standard to MC-130 Combat Talon special forces support aircraft; the MC-130 is the only aircraft cleared to carry the GBU-43 MOAB.) It was also instrumental in resupplying the Khe Sanh garrison during its three-month siege. Hercules crews paid the price as well: nearly 70 C-130s were lost during the Vietnam War. In foreign service, C-130s have also been used heavily, the most famous instance of which was likely the Israeli Entebbe Raid of 1976, one of the longest-ranged C-130 missions in history. C-130s are often in the forefront of humanitarian missions to trouble spots around the world, most recently in the 2011 Sendai earthquake disaster in Japan.

As of this writing, over 2300 C-130s have been built, and most are still in service. It remains the backbone of the USAF’s tactical transport service; attempts to replace it with the Advanced Tactical Transport Program (ATTP) in the 1980s and to supplement it with the C-27J Spartan in the 2000s both failed, as the USAF realized that the only real replacement for a C-130 is another C-130.

57-0457 is an early C-130A variant--most A-models were retrofitted with the more familiar nose profile of the later C-130 models and four-bladed propellers. It joined the USAF in 1958 and was assigned to the 317th Troop Carrier Wing at Evreaux, France, the unit 57-0457 would spend its entire active-duty career with. In 1971, as the older C-130s began to be relegated to Reserve and ANG units, 57-0457 was assigned to the 926th Tactical Airlift Group (Reserve) at NAS New Orleans, Louisiana. It was assigned to the Reserves until 1988, when it was passed on to the 118th TAW (Tennessee ANG) at Nashville, and retired with that unit in 1990. In 1994, as one of the last remaining A-models left, it was donated to the Pima Air and Space Museum.

57-0457 has definitely seen better days: its 1980s-era Europe One tactical camouflage has badly faded, and close inspection of the aircraft shows a great deal of graffiti scratched into its fuselage. Hopefully it will get some TLC soon.

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