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Although in existence during earlier centuries, the "Marteau d'arme" was officially introduced as an offensive weapon by the mid 13th century. It was adopted by the infantry capable to inflict heavy damage to the armoured knights..
By the 15th century the marteau d'arme evolved in a weapon with a longer wooden handle whose metal end had a hatchet combined with a hook - "falcon's beak". These weapons were soon used by the cavalrymen, but with a shorter handle entirely made of metal until they were abandoned in the 16th centurywhen they were replaced by pistols.
In Eastern Europe the marteau d'arme was used for much longer, then in Central and Western Europe, as pistols were more expensive and rarer to come by.
This explains why the marteau remained popular for much longer in Ukraine, Poland, Moldavia, Hungary and preserved an undomitable "white arm" for highwaymen.
By the end of the 18th century, beginning of the 19th century, the marteau d''arme remained a symbol of power and social rank among aristocracy.
There are some beautiful examples of period engravings, soon after the Napoleonic wars, when Hungarian noblemen were displaying marteau d'armes as fashionable acoutrements, in the manner in which their English counterparts would use walking sticks.. During uncertain times such 'elegant" objects would always come in useful as defence weapons in case one was aggressed. the look of it was enough to inhibit any potential attacker who might be hammered and hacked to pieces.
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Arme de guerre dérivée de l'outil du même nom. Le marteau de guerre se composait d'un manche de bois terminé par une tête en plomb ou en fer et souvent munie d'une pointe dans le prolongement du manche. Bien que de telles armes furent certainement utilisées bien avant, le marteau d'arme semble avoir été admis dans les armées vers le milieu du XIIIe siècle. C'était une arme très lourdes, utilisée par les fantassins, capables de provoquer de gros dégâts et qui accélérât sans doute l'usage des armures de plates complètes. Au XVe siècle, le manche devient plus allonge et la partie métallique s'enrichit souvent d'une hache ou d'une pointe latérale(bec de faucon). A la même époque, apparaît un marteau plus court porté par les cavaliers et parfois entièrement fait de fer (cf. image). Ces marteaux furent en usage jusqu'au XVIe siècle dans la cavalerie avant d'être abandonnés au profit du pistolet.
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NOTE on the ORIGIN of the HUTZUL People:
The Hutsul (Romanian - Huţul) are mountain peoples with occupations in cattle breeding, and shepherding, forestry, and timber, who live in the upper reaches of the river Prut, in Pokutia (Romanian - Pocuţia). The origin of the Hutsul has been suggested to be one of the migrating peoples - Cuman, Scythian, Celtic, Gothic, Dacian, Romanian etc. However, they speak a dialect of Ukrainian and are generally thought to be Slavic, but have many Romanian influences in their language, costume and customs,
In the 9th century the political unity of the Ukraine was formed around the Poianian tribe of the Kiev region. Most of the original tribal names are only left as geographical and territorial names but in the mountainous Carpathians some diversity and traces of the old tribal characteristics have been preserved in the Slavic peoples of the Hutsul, Lemko and Boiko peoples.
The first references to the Hutsul are in the 14th century in current southern Ukraine. During the 15th century they colonised along the Prut river, over the mountains and along the Tisa river into Maramureş, and along the Ceremuş river towards northern Moldavia. In the 17th century they migrated across the mountains to the upper Suceava valley. By the late 17th century there were around 40 villages and further migration continued into the upper valleys of the Moldova and Bistriţa rivers.
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)
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
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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)
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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
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(@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
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(@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))
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(@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))
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(@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
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(@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))
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Revamp base
(@4221) subtotal b4 assembly
Assembly mods
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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
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(@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
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(@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)
n800 comes with a flash version capable of playing youtube and google videos. It's pretty choppy, however better than nothing ;)
actually here is a very poorly recorded video of this youtube clip:
www.youtube.com/watch?v=4vTuvHn5y40
done on my w810i (as was this image) so please forgive the poor resolution and focus, but you can hear and see the choppiness to get a feel for it. I haven't got everything figgured out yet, the quality of the flash player is set to low, there may be something i have yet to discover that would improve the playback.
edit: After playing around a bit more i have found some videos to play quite a bit smoother and without the audio cutouts
Electronics hobby
Designing and building a high power amplifier capable of driving low impedance (as low as 2 Ohm’s @ 50 Vpp) loads.
www.diyaudio.com/ see alias FdW
History of DIY audio
Audio DIY came to prominence in the 50s to 60s, as audio reproduction was relatively new and the technology "complex," audio reproduction equipment, and in particular high performance equipment, was not offered at the retail level. Kits and designs were available for consumers to build their own equipment. Famous vacuum tube kits from Dynaco, Heathkit, and McIntosh, as well as solid state (transistor) kits from Hafler allowed for consumers to build their own hi fidelity systems. Books and magazines were published which explained new concepts regarding the design and operation of vacuum tube and (later) transistor circuits.
While audio equipment has become easily accessible in the current day and age, there still exists an interest in building one's own equipment, including amplifiers, speakers, preamplifiers, and even CD players and turntables. Today, a network of companies, parts vendors, and on-line communities exist to foster this interest. DIY is especially active in loudspeaker and in tube amplification. Both are relatively simple to design and fabricate without access to sophisticated industrial equipment. Both enable the builder to pick and choose between various available parts, on matters of price as well as quality, allow for extensive experimentation, and offer the chance to use exotic or highly labor-intensive solutions, which would be expensive for a manufacturer to implement, but only require personal labor by the DIYer, which is a source of satisfaction to them.
The F-102 Delta Dagger was the first operational Mach 1 capable supersonic, all-weather interceptor in the United States Air Force. Manufactured by the Convair division of General Dynamics in San Diego, California its signature wasp-waisted delta-wing design found its inspiration in technology developed by German scientists during the Second World War. Entering duty in April 1956, during the height of the Cold War, the F-102's high-altitude and high-speed capabilities provided an effective solution to the threat poised by the massive Soviet bomber force.
The F-102 used an internal weapons bay to carry up to six AIM-4 infa-red or radar guided missiles and rockets. Delta Daggers, more commonly known as "Deuces", saw limited operational use in Southeast Asia from March 1962 to December 1969 in its primary role as an air defense interceptor and in an additional mission as an escort fighter for B-52 Stratofortress bombers. A single F-102 was lost to a North Vietnamese MiG-21 in air-to-air combat; fourteen others were lost to a combination of ground fire and accidents.
Over 1,000 F-102s were accepted into the U.S. inventory, flying for two decades until their gradual replacement by the Mach 2 capable F-106 Delta Dart. Over 200 F-102s were subsequently converted for use as target drones (QF-102A or PQM-102A).
The museum's F-102A, serial number 56-1114, entered the active service in May 1957. It was stationed with the 52nd Fighter Group at Suffolk County AFB, NY, the 79th Fighter Group, Youngstow, OH and the 1st Fighter Group, Selfridge AFB, MI. In December 1960, the aircraft was transferred to the114th Fighter Group (ANG), Sioux Fall, SD and finally to the 114th Fighter Group (ANG), Fresno, CA. where it was retired in 1970 and moved into storage at Davis-Monthan AFB, AZ.
In 1988, aircraft 56-1114 was mounted on a pedestal and placed on static display in front of the South West Air Division Operations Center at March AFB. In 1996, the aircraft was removed from the pedestal; by October 2000, the aircraft was restored for display at the MFAM. This aircraft is on loan from the USAF.
Former President, George W. Bush, was an F-102 pilot when he was in the Air National Guard. To recognize his service, the museum has placed the name "Lt George W. Bush" on the canopy frame of aircraft 56-1114.
-March Field Air Museum website (www.marchfield.org/)
Measurements 104 inches long fully loaded. Drop down center leg provides extra support when necessary. 104 long x 45 wide x 29 inches tall. Three 19.5 inches leafs.
The Morris County is a buffet lounge car capable of seating 28 passengers in comfortable captain's chairs. The spacious windows allow for a picturesque view of the passing scenery. With a full kitchen to treat your guests for a full meal, it is the perfect standalone car for a business meeting, social gathering, or family event. The car features two restrooms, a generator for power, and heat & air conditioning throughout. The Morris County is fully certified by Amtrak, the FRA, and NJ Transit to operate anywhere the rails lead it.
The Morris County was built as a 56-seat coach by Budd in December 1946 for the New York Central. Numbered #2936, the car served on the Empire State Limited through its transfer to Penn Central on February 1, 1968. In 1971, the car was sold to Ross Rowland's High Iron Company, which ran steam-powered excursion trains in the northeast. It was rebuilt into a 28-seat parlor car in 1977 and then leased to the Chessie System for its steam specials from 1977 to 1979. Painted Chessie yellow and numbered Chessie #17, the car was eventually donated to the United Railway Historical Society and stored on the M&E. The Morristown & Erie acquired the car from the URHS in the mid-1980s. The car was renamed the Morris County and repainted into Erie Lackawanna colors. It was upgraded to full Amtrak and FRA standards in the early 2000s and repainted again into colors once worn by the New York Central’s famous 20th Century Limited train. The car underwent a full overhaul in the summer of 2013, which saw the three layers of paint removed to restore the original stainless steel exterior. The interior was completely repainted and refurbished, and many of the car's mechanical features were upgraded to meet modern standards of comfort and operational ease. The Morris County is now owned & operated by the Morristown & Erie Railway and based in Whippany, NJ.
The McDonnell Douglas (now Boeing) F/A-18 Hornet is a supersonic, all-weather carrier-capable multirole fighter jet, designed to dogfight and attack ground targets (F/A for Fighter/Attack). Designed by McDonnell Douglas and Northrop, the F/A-18 was derived from the latter's YF-17 in the 1970s for use by the United States Navy and Marine Corps. The Hornet is also used by the air forces of several other nations. It has been the aerial demonstration aircraft for the U.S. Navy's Flight Demonstration Squadron, the Blue Angels, since 1986
.http://en.wikipedia.org/wiki/FA-18_Hornet
The U.S. Navy acquired 22 modified Block 30 F-16Cs for use as adversary assets for dissimilar air combat training (DACT); four of these were TF-16N two-seaters. These aircraft were delivered in 1987-1988. Fighter Squadron 126 (VF-126) and the Navy Fighter Weapons School (NFWS) (or TOPGUN) operated them at NAS Miramar, California on the West Coast; East Coast adversary training squadrons were Fighter Squadron 43 (VF-43) at NAS Oceana, Virginia and Fighter Squadron 45 (VF-45) at NAS Key West, Florida. Each squadron had five F-16N and one TF-16N, with the exception of TOPGUN which had six and one, respectively. Due to the high stress of constant combat training, the wings of these aircraft began to crack and the Navy announced their retirement in 1994. By 1995, all but one of these aircraft had been sent to the 309th Aerospace Maintenance and Regeneration Group (AMARG) for preservation and storage; one F-16N was sent to the National Museum of Naval Aviation at NAS Pensacola, Florida as a museum article. As adversary aircraft, the Navy’s F-16Ns were notable for their colorful appearance. Most Navy F-16N aircraft were painted in a three-tone blue and gray "ghost" scheme. TOPGUN had some of the more colorful ones: a three-color desert scheme, a light blue one and a green splinter camouflage version with Marine Corps markings. VF-126 also had a unique blue example.
In 2002, the Navy began to receive 14 F-16A and B models from the Aerospace Maintenance and Regeneration Center (AMARC) that were originally intended for Pakistan before being embargoed. These aircraft (which are not designated F-16N/TF-16N) are operated by the Naval Strike and Air Warfare Center (NSAWC) / (TOPGUN) for adversary training and like their F-16N predecessors are painted in exotic schemes.
The Belfast was developed to meet a Royal Air Force operational requirement (ASR.371) for a freighter capable of carrying a wide range of military loads over long ranges. The military loads envisaged included artillery, more than 200 troops, helicopters, and guided missiles. Shorts' design was based on studies they had worked on in the late 1950s and the project started as the SC.5/10 in February 1959. From that design, the prototype Belfast first flew on 5 January 1964.
The Belfast was notable for being only the second aircraft type to be built equipped with autoland blind landing equipment.
To meet the demands of the specification the Belfast used a high wing carrying four Rolls-Royce Tyne turboprops. The cargo deck, 64 ft long (20 m) in a fuselage over 18 ft in diameter (5.5 m) (roomy enough for two single-deck buses), was reached through a "beaver tail" with rear loading doors and integral ramp. The main undercarriage was two 8-wheel bogies and a 2-wheel nose. The Belfast was capable of a maximum takeoff weight (MTOW) of over 220,500 lb (100 tonnes) - less than the contemporaneous 250-tonne Antonov An-22 and the 128-tonne Douglas C-133 Cargomaster, but more than the C-130 Hercules. It could carry 150 troops with full equipment, or a Chieftain tank or two Westland Wessex helicopters or six Westland Scout helicopters.
The original RAF requirement had foreseen a fleet of 30 aircraft, but this number was to be significantly curtailed as a result of the Sterling Crisis of 1965. The United Kingdom government needed to gain support for its loan application to the International Monetary Fund, which the United States provided. However, one of the alleged clauses for this support was that the RAF purchase Lockheed C-130 Hercules aircraft. With a surplus of airlifting capacity the original order was reduced to 10. The Belfast entered service with No. 53 Squadron RAF in January 1966 based at RAF Fairford. By May the following year they had been moved to RAF Brize Norton.
Following entry to RAF service it became apparent that a major drag problem was preventing the initial five aircraft attaining Short’s desired performance. Suction drag on the tail and rear fuselage was so severe that the RAF personnel gave the aircraft the nicknames "The Dragmaster", "Slug" and "Belslow". Modifications and testing were carried out, particularly on aircraft SH1818 (which was at the time perfecting the RAF’s requirement for CAT 3 automated landings at RAE Bedford) and a new rear fairing was built improving the fleet’s cruising speed by 40 mph.
The reorganisation of the new RAF Strike Command was to have repercussions on the RAF’s Belfast fleet and ushered in the retirement of a number of aircraft types, including the Bristol Britannia and De Havilland Comet in 1975. By the end of 1976 the Belfast fleet had been retired and flown to RAF Kemble for storage.
TAC HeavyLift then purchased five of them for commercial use in 1977 and operated three of them from 1980 after they had received work so they could be certificated to civil standards. Ironically, some of them were later chartered during the Falklands war, with some sources suggesting that this cost more than keeping all the aircraft in RAF service until the 1990s. HeavyLift's Belfasts were again contracted to support the RAF during the first Gulf War, transporting vehicles and helicopters too large to be carried by the Hercules fleet.
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.
Built by the Schiffswerks Rieherst company in Hamburg, the Umbria was launched on December 30th 1911 with the name of Bahia Blanca. It was a large freighter by that time, 150 meters long, with a power capable of providing a speed of 14 knots that could carry 9,000 tons of cargo and up to 2,000 passengers. In 1912 it began operating the Hamburg-America line doing different jobs between Europe and Argentina until the outbreak of World War I, when it was based in Buenos Aires. In 1918 the ship was acquired by the Argentinian government and it was not until 1935 when the ship was taken over by the Italian government and renamed again: the Umbria. From that moment its trips were to transport troops and during the following two years carried several thousand soldiers to the Italian colonies in East Africa.
The loss of the Umbria
In May 1940, when Italy was still neutral in World War II, the Umbria was secretly loaded with 360,000 bombs between 15 kg and 100 kg, 60 boxes of detonators, building materials and three Fiat Lunga cars, carrying a total 8,600 tons of weapons towards the East Africa. The explosives had destination Massawa and Assab, Eritrea, that was Italian colony by then, and the rest of the cargo was heading different locations in Asia. Italy's entry into the war was imminent and this shipment was destined to the defense of the colonies against the Allies and to the possible expansion of its African territories.
On 3rd June 1940 the Umbria reached Port Said, northern Egypt, where loaded with 1,000 tons of coal and water in a movement to fool the Allies, trying to look like a harmless freighter. The port, controlled by the Royal Navy, and its authorities allowed the ship enter on the Red Sea three days after arrival. The British delayed the departure of the Umbria knowing that Italy's entry into the war was imminent and that the cargo of Umbria had devastating power that sooner or later would be used against the Allies and why not, to get a great load to fight fascism. But Italy, as a neutral country that it was, had every right to transport weapons much like any other cargo to its colonies.
Having met the deadline to be retained, the Umbria crossed the Suez Canal on June 6th but with the escort of the HMS Grimsby. The importance and destructive capacity of the cargo required it. Three days later the Umbria entered in Sudan waters and the HMS Grimsby ordered the Umbria captain to anchor on Wingate Reef under the pretext of searching for contraband. Moments later the British warship HMS Leander arrived with a group of 20 sailors who boarded the Umbria. After thoroughly searching the ship and finding nothing, the captain ordered the British troops to remain the night aboard the Umbria.
The next morning Lorenzo Muiesan, Umbria captain, was in his cabin listening to the radio when Mussolini announced the entry of Italy into the World War II. Hostilities would begin at midnight of that day. Muiesan, a very patriotic captain with long experience, was the only one in the area who had heard the news and knew immediately that both Umbria and the burden would be used by the Allies against their own country. He had no option to disable both. In a move of extraordinary intelligence, as the hours passed retained by the British who did not yet know that Italy was officially the enemy, the captain ordered his crew conducting a rescue simulation... that was more real than the British thought. This maneuver, which the English soldiers agreed as they believed it would serve to further delay the departure of the Umbria. While the Italians occupied the lifeboats, the chief engineers, following Muiesan´s orders, opened all the valves and drown the ship to the bottom of the reef. With the crew safe, the British only had time to get on their ship and watch the freighter slid slowly.
When the captain of HMS Grimsby asked why he had done that Muiesan confirmed the declaration of war from Italy to Britain. The next day Muiesan and the rest of Umbria crew departed detainees to India, where they spent four years in prison.
CARGO:
The Umbria was carrying 360,000 individual aircraft bombs ranging in size from 15, 50 and 100 kg. The vessel also carried a large quantity of fuses, ammunition and detonators as well as other traditional cargo. The captain knew these bombs would be confiscated and used by the enemy against his country should they ever discover them which was why he made the call to sink the ship.
The Umbria had sailed in June 1940 with 6,000 tons of bombs, 60 boxes detonators, explosives, weapons and three Fiat 1100 Lunga from Genoa via Livorno and Naples in the Suez Canal and on the way via Massaua and Assab to Calcutta.
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)
SCAMP is an extremely capable small boat; at 11 feet 11 inches in length.
The Northwest School of Wooden Boatbuilding (www.nwboatschool.org) hosted the first SCAMP Camp (sm) August 6th - 17th, 2012 at the Northwest Maritime Center in Port Townsend WA. www.nwmaritime.org/
The next SCAMP Camps are scheduled in the same location March 4th - 15th, 2013 and again in August, 2013; check the School's website for details.
SCAMP Camp (sm) is taught by SCAMP's designer, New Zealander John Welsford, and well-known small boat adventurer Howard Rice. 10 SCAMPs were built from CAD kits cut by Turnpoint Design of Port Townsend during the August 2012 workshop, and a total of twelve students participated in the class. Students came from as far away as Germany and from all across the US to attend the class.
The Northwest School of Wooden Boatbuilding (www.nwboatschool.org) hosted the first SCAMP Camp (sm) August 6th - 17th, 2012 at the Northwest Maritime Center in Port Townsend WA. The next SCAMP Camps are scheduled in the same location March 4th - 15th, 2013 and again in August, 2013; check the School's website for details. www.nwboatschool.org
The March 2013 SCAMP Camp (sm) will be taught by the well-known small boat adventurer Howard Rice, and three local Boat School alumni: Scott Jones, Jason Bledsoe and Fred Shwiller. Jason and Scott taught the first Camp, pictured here.
SCAMP's designer, New Zealander John Welsford, will help to teach the August 2013 SCAMP Camp (sm).
The Northwest School of Wooden Boatbuilding is located in Port Hadlock WA and is a private, accredited non-profit vocational school. You can find us on the web at www.nwboatschool.org .
Our mission is to teach and preserve the fine art of wooden boatbuilding and traditional maritime crafts.
We also teach a variety of workshops throughout the year, of which SCAMP Camp (sm) is one.
You can reach us via e-mail at info@nwboatschool.org or by calling us at 360-385-4948.
The Convair B-58 Hustler was the first operational supersonic jet bomber, and the first capable of Mach 2 flight. The aircraft was developed for the United States Air Force for service in the Strategic Air Command (SAC) during the 1960s. Originally intended to fly at high altitudes and speeds to avoid Soviet fighters, the introduction of highly accurate Soviet surface-to-air missiles forced the B-58 into a low-level penetration role that severely limited its range and strategic value. This led to a brief operational career between 1960 and 1969. Its specialized role was succeeded by other American supersonic bombers, such as the FB-111A and the later B-1B Lancer.
The B-58 received a great deal of notoriety due to its sonic boom, which was often heard by the public as it passed overhead in supersonic flight.
This aircraft flew from Los Angeles to New York and back on 5 March 1962, setting three separate speed records, and earning the crew the Bendix Trophy and the Mackay Trophy for 1962. The aircraft was flown to the Museum on 1 March 1969.
General characteristics
* Crew: 3: pilot; observer (navigator, radar operator, bombardier); defense system operator (DSO; electronic countermeasures operator and pilot assistant).
* Length: 96 ft 10 in (29.5 m)
* Wingspan: 56 ft 9 in (17.3 m)
* Height: 29 ft 11 in (8.9 m)
* Wing area: 1,542 ft² (143.3 m²)
* Airfoil: NACA 0003.46-64.069 root, NACA 0004.08-63 tip
* Empty weight: 55,560 lb (25,200 kg)
* Loaded weight: 67,871 lb (30,786 kg)
* Max takeoff weight: 176,890 lb (80,240 kg)
* Powerplant: 4× General Electric J79-GE-5A turbojet
* *Zero-lift drag coefficient: 0.0068
* Drag area: 10.49 ft² (0.97 m²)
* Aspect ratio: 2.09
Performance
* Maximum speed: Mach 2.0 (1,319mph) at 40,000 ft (12,000 m)
* Cruise speed: 610 mph (530 kn, 985 km/h)
* Combat radius: 1,740 mi (1,510 nmi, 3,220 km)
* Ferry range: 4,100 mi (4,700 nmi, 7,600 km)
* Service ceiling: 63,400 ft (19,300 m)
* Rate of climb: 17,400 ft/min (88 m/s) at gross weight[30]
* Wing loading: 44.0 lb/ft² (215 kg/m²)
* Thrust/weight: 0.919 lbf/lb
* Lift-to-drag ratio: 11.3 (without weapons/fuel pod)
Armament
* Guns: 1× 20 mm (0.79 in) T171 cannon[29]
* Bombs: 4× B-43 or B61 nuclear bombs; maximum weapons load was 19,450 lb (8,820 kg)
Undeniably one of the most intriguing cars ever made, the 1970-75 Citroen SM defined quirky. Featuring Citroens trademark hydropneumatic suspension that raised and lowered the car would be reason enough. Coupled to extremely aerodynamic styling on the 5.0 metre long car, this performance flagship was capable of 140 mph (235 km/h). In part this can also be attributed to the engine. At the time the Italian sportcar marque Maserati was owned by the French mass-manufacturer. The sportscar makers engine was enployed as a 2.7 (later 3.0 litre) vee-six developing approximatedly 200 hp (150 kW), with all the crackle and pop the era's vehicle legislation allowed.
For such an exceptionally quirky car, it is somewhat strange that it shoul be awared car-of-the-year by a US motoring journal. Alas the US market which could have supported the vehicle though the fuel crisis modified vehicle bumper rules which all but elliminated all height varying suspension vehicles, including the SM. After a restricted build volume of 5 years and approximately 14,000 cars, it was no more.
The story.....
I saw her car lights illuminate. "Yellow?", I thought. The car sounded sweet. Light, fruity. The shape looked relatively conventional though. She light mover over to the car, opened the car, climbed aboard and arced around to where I was standing.
The form was long, slipery and clean. My additional clue came as she first moved off though. The car sighed lightly, and the rear lifted from the ground. "A Citroen." I thought, perhaps expecting a CX or DS.
Yes, and no. It was one of the rare and beautiful SMs, green in colour.
Again I thought to myself: "What else could she drive - the most intriguing and beguiling woman I had ever met."
To many strange thought in my head.
"I'll never... forget you." She said. A hint of regret or remorse in her voice.
It was late and my head was not clear enough to discerne.
"Yes." I said. "Likewise." Was the same regret in my own voice?
She smiled, powered her window back up and moved out onto the road.
The fruity exhaust again rasped in enjoyment and the car glided off into the fog. A phantom in the mist.
The model.
This miniland scale (1:21) Citroen SM features an front-mid-engined vee-engine, longitudinally mounted, driving the front wheels.
The front wheels are independently suspended with transverse arms and torsion bars (the real car featured oleopneumatics).
The rear suspension, which is height variable (four positions) features longitudinal trailing arms and torsion bars. I finally have found a use for the figure-8 rubber bush which acts as a damper and retains the suspension position under extension. As can be seen in one of the images, the suspension allows a full three plate diagonal articulation.
The bodywork features two doors, opening panoramic window rear liftgate and hood (bonnet).
There are groovy brown bolstered seats in the interior.
The fully glazed front panel features lego LED light units with yellow lens covers.
Celebrating LUGNuts 50th - thanks Lino, Nathan and the moderators for all your effort, encouragement, criticism and awesome models.
Kingdom of Fife was built by the Damen Shipyards Galatz yard in Romania to the Damen Anchor Handling Supply Vessel 6114 design. Considerable effort has gone into ensuring that this is a particularly versatile vessel capable of buoy and anchor handling, general assistance duties and towing. The tug complies with the stringent requirements of Lloyds Register +A1 Offshore Supply Vessel +LMC, UMS, Unrestricted Service, DP (AM).
Kingdom of Fife measures 61.20m in length overall, with a breadth of 13.50m and a draft of 4.75m(summer). In addition to all the facilities of a true anchor handler, the vessel also has a significant cargo capacity. The after deck has a timber protective covering, cargo rails, and an area of 300sq/m that can accommodate 500 tons of cargo. Dedicated integral tanks can accept 428cu/m of fuel oil, 225cu/m of fresh water, 345cu/m of ballast water, 307cu/m of ballast/drill water and 144cu/m of dry bulk cargo. Facilities are provided for the rapid discharge of all liquid and dry bulk cargoes.
A full inventory of anchor handling and towing equipment is fitted, including a hydraulically powered Kraaijeveld twin drum 'waterfall' style winch. The lower, forward, anchor handling drum has a maximum brake load of 180 tons and maximum line pull of 120 tons (on the 1st layer) and accommodates a 250m work wire of 50mm diameter steel wire rope (SWR). The larger towing drum has a maximum brake load of 150 tons and a line pull of 60 tons (at stall) and is equipped with 1,000m of SWR. Automatic spooling gear is fitted only on the towing drum. A single set of hydraulically operated Karm tow pins and fork with a safe working load of 200 tons is located on the after deck, forward of the stern roller.
Two hydraulic tugger winches with 20 tons line pull and two 5 tons capacity electric capstans are also from Kraaijeveld, along with the anchor windlass and mooring winch on the foredeck.
Two Heila marine cranes play an important part in the Kingdom of Fife's present role. The largest, a Heila HLRM 340-25 with a telescopic jib, is located on the starboard quarter aft and ideally positioned to support operations over the stern. The crane can be used with or without its winch and wire. Using the hook the crane can lift up to 20 tons at 14m outreach or 37 tons at 8m. With the winch the maximum lifting capacity is 30 tons at 9.5m. A second crane, a Heila HLRM 120-4, is mounted on the portside of the deck forward. This smaller crane can also be used with a winch and wire and has a maximum lifting capacity of 19.2 tons at 6.2m outreach (horizontal). Using the winch and wire, at maximum outreach of 14.2m, a lift of 3.t tons can be achieved with a single lift tackle or 7 tons with a double lift tackle.
Kingdom of Fife is powered by two Caterpillar C280-6 TA diesels with a maximum rating of 2,030Kw each at 1,000 rev/min, a total output of 5,440bhp. Power is transmitted, via Reintjes reverse-reduction gearboxes, to a pair of 2,800mm diameter controllable pitch propellers rotating within fixed nozzles. On trials the tug achieved a bollard pull of 75 tons and a maximum speed of 13.7 knots.
Manoeuvrability is enhanced with a Kamewa transverse bow thruster, incorporating a controllable pitch propeller and powered by a dedicated Caterpillar diesel of 392kW. When under manual control, or when the dynamic positioning system is in use, the engine runs at constant speed and thrust is controlled by changing pitch.
Electrical power is generated by two Caterpillar powered alternators rated at 438kVA at 50Hz, supplemented by a smaller 188kVA emergency/harbour set. Hydraulic power for the deck machinery is supplied by two heavy duty hydraulic pumps, one on each main engine.
The wheelhouse layout is typical of most large anchor handlers with a full width control console forward and an aft control station giving and excellent view of the deck aft. The aft control station is well equipped with all necessary controls and instrumentation duplicated. A comprehensive array of modern electronic equipment is installed with communications equipment meeting the requirements for GMDSS Area 3. Navigational equipment includes two Alphatron ARPA radars (X & S band), a gyrocompass and autopilot, GPS, DGPS, a speedlog, and AIS. A full ECDIS electronic charting system and the 'single simplex' dynamic positioning system to DP-1 standard were supplied by Alphatron.
Fully air conditioned accommodation is provided for a maximum of 18 persons in six single and six double cabins. Other facilities include a well appointed mess room and galley, dry and cold storage, washing, drying and changing areas. A dedicated dive support team can be accommodated and a demountable, containerised, decompression chamber is carried.
Port of Registry: Leith, United Kingdom, buot in 2008 by Damen Shipyards.
Length Overall: 61.20m
Breadth: 13.50m.
Gross Tonnage: 1459.00t
Net Tonnage: 437.00t
Main Engine Type: 2 x Caterpillar C286-6
Output: Each at 2030Kw (2720bhp) at 1000rpm
Max Speed: 13.7 kts.
Bridge Equipment:1 x GMDSS (A3) Radio Station, 2 x Gyro Compass, 1 x Auto Pilot, 1 x Speed Log, 1 x Echo Sounder, 2 x Radar, 2 x DGPS, 1 x AIS, 2 x Transas (Electronic Charts).
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A capable lens with very simple optical design, 6 elements in 6 groups similar to conventional 50mm lens, not that capable as newer Zeiss or Sigma counterparts but for a portrait lens it is certainly more than enough.
I consider the newer Nikon 85mm F1.8g a downgrade for the 7 aperture blades,
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.
Smart, capable, American based Virtual Assistants.
Get the help you need so you can work on your business, not for it.
Dijon July 2011 Kurtis 500S
“0 to 100 in 11.1 seconds!
Few cars are capable of that acceleration. The big Ferrari isn't, nor the XK-120C”
This was the December 1953 headline in Hop Up magazine, marvelling at this 'all American' sports car that could get to 60mph in 4.7 seconds, match the handling of Euro exotica on the twisty circuits of California, and dominate early 50s West Coast racing.
Frank Kurtis was born in Colorado in 1908, the son of a Croatian blacksmith, and became the pre-eminent American builder of racing cars following World War ll. He built over 550 midget race cars that were described by The National Midget Auto Racing hall of fame as "virtually unbeatable”; and 120 Indianapolis 500 cars, including five winners, making Frank Kurtis, the most successful post war builder of Indy cars.
Frank's Los Angeles based business, was an early adopter of aircraft construction techniques. Like Colin Chapman he was a chassis man, and Frank was of one the first to use aircraft tubing to make stiff frames, enabling softer torsion bar suspension, with better traction and handling than could be delivered by leaf springs.
The storey goes that in May 1952 Frank Kurtis test drove an Allard J2 at Griffith Park. Frank was a skilled driver and was shocked when he almost lost the J2 in a corner, and put this down to the Allard's split beam front suspension. Frank believed he could a build a better car, thus the 500S was born.
The 500S was essentially a two seater Indy car, powered by any engine to hand, Oldsmobile, Mercury, and later on Chevy or Chrysler Hemi, but like the Allards, they mostly used Caddy 331s.
On demanding West Coast circuits 500Ss regularly won, ahead of Ferraris, C type Jags, and Allards. 500Ss also ran in the Carrera Panamericana, and there were plans that sadly never cam to fruition to take one to Le Mans.
This car was originally built in 1954, its number 23 of the 25 built at the Kurtis factory. It has a 331 Cadillac engine, with Stromberg carbs. The transmission was often a 3 speed LaSalle or as here an XK120 box. Stopping is attempted by drums, the chrome teeth are structural not decorative; and the car is pretty much as it would have raced back in the 50s, on a Saturday afternoon in sunny California.
The F-102 Delta Dagger was the first operational Mach 1 capable supersonic, all-weather interceptor in the United States Air Force. Manufactured by the Convair division of General Dynamics in San Diego, California its signature wasp-waisted delta-wing design found its inspiration in technology developed by German scientists during the Second World War. Entering duty in April 1956, during the height of the Cold War, the F-102's high-altitude and high-speed capabilities provided an effective solution to the threat poised by the massive Soviet bomber force.
The F-102 used an internal weapons bay to carry up to six AIM-4 infa-red or radar guided missiles and rockets. Delta Daggers, more commonly known as "Deuces", saw limited operational use in Southeast Asia from March 1962 to December 1969 in its primary role as an air defense interceptor and in an additional mission as an escort fighter for B-52 Stratofortress bombers. A single F-102 was lost to a North Vietnamese MiG-21 in air-to-air combat; fourteen others were lost to a combination of ground fire and accidents.
Over 1,000 F-102s were accepted into the U.S. inventory, flying for two decades until their gradual replacement by the Mach 2 capable F-106 Delta Dart. Over 200 F-102s were subsequently converted for use as target drones (QF-102A or PQM-102A).
The museum's F-102A, serial number 56-1114, entered the active service in May 1957. It was stationed with the 52nd Fighter Group at Suffolk County AFB, NY, the 79th Fighter Group, Youngstow, OH and the 1st Fighter Group, Selfridge AFB, MI. In December 1960, the aircraft was transferred to the114th Fighter Group (ANG), Sioux Fall, SD and finally to the 114th Fighter Group (ANG), Fresno, CA. where it was retired in 1970 and moved into storage at Davis-Monthan AFB, AZ.
In 1988, aircraft 56-1114 was mounted on a pedestal and placed on static display in front of the South West Air Division Operations Center at March AFB. In 1996, the aircraft was removed from the pedestal; by October 2000, the aircraft was restored for display at the MFAM. This aircraft is on loan from the USAF.
Former President, George W. Bush, was an F-102 pilot when he was in the Air National Guard. To recognize his service, the museum has placed the name "Lt George W. Bush" on the canopy frame of aircraft 56-1114.
-March Field Air Museum website (www.marchfield.org/)
Built by the Schiffswerks Rieherst company in Hamburg, the Umbria was launched on December 30th 1911 with the name of Bahia Blanca. It was a large freighter by that time, 150 meters long, with a power capable of providing a speed of 14 knots that could carry 9,000 tons of cargo and up to 2,000 passengers. In 1912 it began operating the Hamburg-America line doing different jobs between Europe and Argentina until the outbreak of World War I, when it was based in Buenos Aires. In 1918 the ship was acquired by the Argentinian government and it was not until 1935 when the ship was taken over by the Italian government and renamed again: the Umbria. From that moment its trips were to transport troops and during the following two years carried several thousand soldiers to the Italian colonies in East Africa.
The loss of the Umbria
In May 1940, when Italy was still neutral in World War II, the Umbria was secretly loaded with 360,000 bombs between 15 kg and 100 kg, 60 boxes of detonators, building materials and three Fiat Lunga cars, carrying a total 8,600 tons of weapons towards the East Africa. The explosives had destination Massawa and Assab, Eritrea, that was Italian colony by then, and the rest of the cargo was heading different locations in Asia. Italy's entry into the war was imminent and this shipment was destined to the defense of the colonies against the Allies and to the possible expansion of its African territories.
On 3rd June 1940 the Umbria reached Port Said, northern Egypt, where loaded with 1,000 tons of coal and water in a movement to fool the Allies, trying to look like a harmless freighter. The port, controlled by the Royal Navy, and its authorities allowed the ship enter on the Red Sea three days after arrival. The British delayed the departure of the Umbria knowing that Italy's entry into the war was imminent and that the cargo of Umbria had devastating power that sooner or later would be used against the Allies and why not, to get a great load to fight fascism. But Italy, as a neutral country that it was, had every right to transport weapons much like any other cargo to its colonies.
Having met the deadline to be retained, the Umbria crossed the Suez Canal on June 6th but with the escort of the HMS Grimsby. The importance and destructive capacity of the cargo required it. Three days later the Umbria entered in Sudan waters and the HMS Grimsby ordered the Umbria captain to anchor on Wingate Reef under the pretext of searching for contraband. Moments later the British warship HMS Leander arrived with a group of 20 sailors who boarded the Umbria. After thoroughly searching the ship and finding nothing, the captain ordered the British troops to remain the night aboard the Umbria.
The next morning Lorenzo Muiesan, Umbria captain, was in his cabin listening to the radio when Mussolini announced the entry of Italy into the World War II. Hostilities would begin at midnight of that day. Muiesan, a very patriotic captain with long experience, was the only one in the area who had heard the news and knew immediately that both Umbria and the burden would be used by the Allies against their own country. He had no option to disable both. In a move of extraordinary intelligence, as the hours passed retained by the British who did not yet know that Italy was officially the enemy, the captain ordered his crew conducting a rescue simulation... that was more real than the British thought. This maneuver, which the English soldiers agreed as they believed it would serve to further delay the departure of the Umbria. While the Italians occupied the lifeboats, the chief engineers, following Muiesan´s orders, opened all the valves and drown the ship to the bottom of the reef. With the crew safe, the British only had time to get on their ship and watch the freighter slid slowly.
When the captain of HMS Grimsby asked why he had done that Muiesan confirmed the declaration of war from Italy to Britain. The next day Muiesan and the rest of Umbria crew departed detainees to India, where they spent four years in prison.
CARGO:
The Umbria was carrying 360,000 individual aircraft bombs ranging in size from 15, 50 and 100 kg. The vessel also carried a large quantity of fuses, ammunition and detonators as well as other traditional cargo. The captain knew these bombs would be confiscated and used by the enemy against his country should they ever discover them which was why he made the call to sink the ship.
The Umbria had sailed in June 1940 with 6,000 tons of bombs, 60 boxes detonators, explosives, weapons and three Fiat 1100 Lunga from Genoa via Livorno and Naples in the Suez Canal and on the way via Massaua and Assab to Calcutta.
The F-105 Thunderchief, which would become a legend in the history of the Vietnam War, started out very modestly as a proposal for a large, supersonic replacement for the RF-84F Thunderflash tactical reconnaissance fighter in 1951. Later this was expanded by Republic’s famous chief designer, Alexander Kartveli, to a nuclear-capable, high-speed, low-altitude penetration tactical fighter-bomber which could also replace the F-84 Thunderstreak. The USAF liked the idea, as the F-84 had shown itself to be at a disadvantage against Chinese and Soviet-flown MiG-15s over Korea, and ordered 200 of the new design before it was even finalized. This order was reduced to only 37 aircraft with the end of the Korean War, but nonetheless the first YF-105A Thunderchief flew in October 1955. Although it was equipped with an interim J57 engine and had drag problems, it still achieved supersonic speed. When the design was further refined as the YF-105B, with the J75 engine and area ruling, it went over Mach 2. This was in spite of the fact that the design had mushroomed in size from Kartveli’s initial idea to one of the largest and heaviest fighters ever to serve with the USAF: fully loaded, the F-105 was heavier than a B-17 bomber.
The USAF ordered 1800 F-105s, though this would be reduced to 830 examples. Almost immediately, the F-105 began to be plagued with problems. Some of the trouble could be traced to the normal teething problems of any new aircraft, but for awhile it seemed the Thunderchief was too hot to handle, with a catastrophically high accident rate. This led to the aircraft getting the nickname of “Thud,” supposedly for the sound it made when hitting the ground, along with other not-so-affectionate monikers such as “Ultra Hog” and “Squat Bomber.”
Despite its immense size and bad reputation, however, the F-105 was superb at high speeds, especially at low level, was difficult to stall, and its cockpit was commended for its ergonomic layout. Earlier “narrow-nose” F-105Bs were replaced by wider-nosed, radar-equipped F-105Ds, the mainline version of the Thunderchief, while two-seat F-105Fs were built as conversion trainers. Had it not been for the Vietnam War, however, the F-105 might have gone down in history as simply another 1950s era mildly successful design. Deployed to Vietnam at the beginning of the American involvement there in 1964, the Thunderchief was soon heading to North Vietnam to attack targets there in the opening rounds of Operation Rolling Thunder; this was in spite of the fact that the F-105 was designed primarily as a low-level (and, as its pilots insisted, one-way) tactical nuclear bomber. Instead, F-105s were heading north festooned with conventional bombs.
As Rolling Thunder gradually expanded to all of North Vietnam, now-camouflaged Thuds “going Downtown” became iconic, fighting their way through the densest concentration of antiaircraft fire in history, along with SAMs and MiG fighters. The F-105 now gained a reputation for something else: toughness, a Republic hallmark. Nor were they defenseless: unlike the USAF’s primary fighter, the F-4 Phantom II, the F-105 retained an internal 20mm gatling cannon, and MiG-17s which engaged F-105s was far from a foregone conclusion, as 27 MiGs were shot down by F-105s for the loss of about 20. If nothing else, Thud pilots no longer burdened with bombs could simply elect to head home at Mach 2 and two thousand feet, outdistancing any MiG defenders.
If the Thud had any weakness, it was its hydraulic system, which was found to be extremely vulnerable to damage. However, it was likely more due to poor tactics and the restrictive Rules of Engagement, which sent F-105s into battle on predictable routes (namely from the northeast, down the Red River Valley to Hanoi and over Tam Do Mountain—renamed by American pilots “Thud Ridge”), unable to return fire on SAM sites until missiles were launched at them, and their F-4 escorts hamstrung by being forced to wait until MiGs were on attack runs before engaging them that caused the resulting high losses: 382 F-105s were lost over Vietnam, nearly half of all Thuds ever produced and the highest loss rate of any USAF aircraft.
The combination of a high loss rate and the fact that the F-105 really was not designed to be used in the fashion it was over Vietnam led to the type’s gradual withdrawal after 1968 in favor of more F-4s and a USAF version of the Navy’s A-7 Corsair II. An improved all-weather bombing system, Thunderstick II, was given to a few of the F-105D survivors, but this was not used operationally. The Thud soldiered on another decade in Air National Guard and Reserve units until February 1984, when the type was finally retired in favor of the F-16, and its spiritual successor, the A-10 Thunderbolt II.
Though Dad built more F-4 models than any other aircraft type, he had a special place for the Thud, and built several. This was one of his first attempts: 61-0219 was a F-105D attached to the 388th Tactical Fighter Wing, based at Korat RTAFB, Thailand. As "The Blonde Bomb," 0219 was flown by Captain Thomas Norris during his tour with the 388th. Norris, who was awarded two Silver Stars in 47 missions over North Vietnam, was shot down and captured in August 1967. Luckily, he survived his ordeal and was released in 1973. Norris retired as a Colonel in 1987. Norris was not shot down in "The Blonde Bomb," but the aircraft didn't survive the Vietnam War: it was lost in a fatal landing accident at Da Nang in 1968.
Dad didn't know Norris that I know of, but had read about him and built this F-105 in tribute to a brave pilot. 61-0219 is painted in standard USAF Southeast Asia camouflage, which looks darker here because of the age of the photograph. At the time when Norris was flying missions over North Vietnam, tailcodes were just coming into use and many F-105s did not carry them, just their tail numbers. 0219's warload--six M117 750-pound bombs and two Mk 82 500-pound bombs, plus two external tanks--would not be flown "Downtown," over Hanoi, because of the need to carry radar jamming ECM pods.
This was one of Dad's earlier efforts, and he felt he could do better. He gave the model to me as a toy, and sadly it didn't survive the wear and tear of a 10-year old boy who wanted to be a fighter pilot.
During World War II, both Great Britain and Germany had experimented with very large glider designs (the Hamlicar and Gigant, respectively) capable of carrying tanks. Though glider assaults had varied results during the war, the US Air Force briefly considered resurrecting the idea in 1948, and commissioned Chase Aircraft to build a large glider, the XCG-20 Avitruc. The XCG-20 was of all-metal construction, with a fully-equipped flight deck and a rear-mounted loading ramp for vehicles to be driven directly into the fuselage. The USAF abandoned the idea of glider assaults soon after the first XCG-20 was completed, but Chase had anticipated this: through the simple installation of two propeller-driven engines, the XCG-20 became the XC-123. This itself was considered only an interim design, as the XC-123A had four turbojet engines, becoming the first all-jet transport aircraft.
The USAF rejected the XC-123A, as it was found to have poor performance and short range, owing to the thirsty jets of the early 1950s. However, the piston-engined XC-123 showed promise, and the USAF ordered it into production in 1953. Production was delayed due to Chase Aircraft being acquired by Kaiser, who in turn sold the design to Fairchild Aircraft, who would produce it as the C-123B Provider.
The C-123 was considered a supplemental aircraft to the C-119 Flying Boxcar already in service and the soon-to-be-deployed C-130 Hercules. It had better single-engine performance than the C-119, and acquired a reputation for reliability, rugged design, simple maintenance, and the ability to land almost anywhere. A small number were converted to C-123J standard, with ski landing gear for operations in Antarctica and Greenland, and experiments were even made to convert it to an amphibian. Nevertheless, the number of C-123s in service were small compared to other types, and the C-130 began replacing it beginning in 1958.
As the United States involved itself more in the Vietnam War, one major advantage of its Viet Cong and North Vietnamese Army adversaries was the very jungle of Vietnam itself, which provided ready-made cover and camouflage from American air units. In an attempt to deprive the VC/NVA of jungle cover in known concentration areas, the USAF converted a number of C-123s to UC-123 standard, with spraying equipment for the pesticide Agent Orange. Under Operation Ranch Hand, UC-123s were among the first USAF aircraft deployed to Vietnam, and the first USAF aircraft lost in combat was a UC-123B. Spraying Agent Orange was very dangerous work, as it involved flying low and slow over hostile territory; it would not be until after the Vietnam War was over that it was learned that Agent Orange, used in the concentrated quantity employed in Vietnam, was also a deadly carcinogenic.
Besides their controversial employment as defoilant sprayers, standard C-123s were used as transports and Candlestick flareships, as the C-130 demand was exceeding supply, and the US Army’s CV-2 (later C-8) Caribous were proving the worth of a short-takeoff and landing transport. To improve the Provider’s performance in the “hot and high” conditions of Vietnam, two J85 turbojets were added beneath the wings of the C-123K variant, which became the final Provider variant and the main type used in Vietnam. CIA-flown Providers were used by Air America to clandestinely supply friendly Hmong tribes in Laos and in Cambodia. 54 C-123s were lost in Vietnam, second only to the C-130.
Following the end of American involvement in Vietnam, the C-123Ks were either handed over to South Vietnam or relegated to USAF Reserve and Air National Guard units, from which they were finally withdrawn around 1980. A few UC-123Ks were used to spray insecticides in Alaska and Guam as late as 1982. 11 other air forces used Providers, and the last C-123s were retired from the South Korean Air Force in 2001. 27 are preserved as museum pieces and a few remain in revenue service as “bush” aircraft in Alaska and elsewhere; remaining aircraft in storage were scrapped due to Agent Orange contamination.
Quite possibly the most famous C-123 left, "Patches" was delivered to the USAF as 56-4362 to the 60th Troop Carrier Wing based in Europe. In 1963, it became one of the first USAF aircraft sent to South Vietnam and was converted into a UC-123B defoliant aircraft with Operation Ranch Hand; when Ranch Hand operations were suspended in 1968, it switched to spraying insecticides under Operation Flyswatter. "Patches" did not leave Vietnam until 1972, having earned its name: it had been hit over 600 times by enemy small arms fire during Ranch Hand and Flyswatter operations, and seven of its various crewmembers had been wounded. Most of its time was spent with the 315th Air Commando Wing at Phan Rang.
Following its Vietnam service, "Patches" served with a few USAF Reserve units, finishing up with the 439th Tactical Airlift Wing at Westover AFB, Massachusetts. Because of its combat record, when the 439th began to deactivate in the early 1980s, "Patches" was saved and flown to the National Museum of the USAF. It was restored to the way it would have looked at the beginning of the Vietnam War, before the C-123 fleet was camouflaged and remained in bare metal.
Today, "Patches" sits in the Southeast Asia gallery at the NMUSAF, with its nose art and Purple Heart markings restored. There was some concern that it would have to be scrapped in the late 1990s, as the airframe was found to be heavily contaminated with Agent Orange, but a way was found to clean the aircraft. Having read about "Patches" in college, it was an interesting experience seeing it up close in May 2017.
In 1937, the Imperial Japanese Navy issued a requirement for a replacement for the Mitsubishi A5M then entering service. The IJN wanted a carrier-capable fighter with a top speed of 300 mph, an endurance of eight hours, cannon armament, good maneuverability, with a wingspan less than 40 feet—the width of elevators on Japanese aircraft carriers. All of this had to be done with an existing powerplant.
Nakajima promptly declared that the IJN was asking the impossible and did not bother trying to submit a design. Mitsubishi’s chief designer, Jiro Horikoshi, felt differently and began working on a prototype. Using the Nakajima Sakae 12 as the powerplant, he lightened his design as much as physically possible, leaving off all crew armor and self-sealing fuel tanks, and using a special kind of light but brittle duralumin in its construction. Though it delayed production, the wing and fuselage were constructed as a single piece for better durability. Using flush riveting also made for an aerodynamically clean design; it had a stall speed below that of any contemporary fighter at 70 mph. Its wide tracked landing gear also made it fairly simple to recover on both carriers and land on unimproved airstrips. Horikoshi had delivered, and the IJN accepted the new fighter into service in July 1940 as the A6M Rei-sen (Type 0), referring to the Imperial calendar date used by the Emperor of Japan; 1940 was Imperial year 2400. Both friend and foe would refer to the A6M simply as the Zero.
The Zero had its first combat encounter with Chinese Polikarpov I-16s in September 1940, a fighter that was the equal of the A5Ms and Ki-27s then in Japanese service, yet 13 Zeroes were easily able to handle 27 I-16s, shooting all of them down without loss in three minutes. Claire Chennault, the American advisor to the Chinese Nationalists, sent reports of this amazing new fighter to the United States, but he was ignored. The Allies would therefore learn of the Zero’s prowess first-hand on 7 December 1941 at Pearl Harbor. Making matters worse for the Allies was that the Zeroes they encountered were flown by IJN pilots, who were among the best in the world. Teaming elite pilots with a supremely maneuverable fighter was a deadly combination that seemed unstoppable in 1942, when Zeroes over New Guinea sustained a kill ratio of 12 to 1 over Allied opponents.
Even at this dark stage of the war for the Allies, however, their pilots were learning the Zero’s weaknesses. Hirokoshi’s sacrifices had given the Japanese an excellent and very long-ranged fighter (A6Ms regularly made the round trip between Rabaul and Guadalcanal in 1942), but it had come at a price. P-40 and F4F Wildcat pilots in China and the Pacific learned that the Zero, lacking any sort of armor or self-sealing fuel tanks, was very prone to catching fire and exploding with only a few hits. They also learned that the best defense against a Zero was to dive away from it, as Japanese pilots could not keep up with either the P-40 or the F4F in a dive, as it would tear their fragile fighter apart. While trying to dogfight a Zero was suicide, Allied pilots could use the vertical to their advantage. Japanese pilots also learned that the rifle-caliber 7.7mm machine guns in the Zero’s cowl were ineffective against armored Allied fighters, and the 20mm cannon often had poor fusing on the shells. The Allies gave the Zero the reporting name “Zeke,” while later models were codenamed “Hamp” and floatplane A6M2-Ns were codenamed “Rufe,” but most pilots continued to call it the Zero.
As World War II continued, the Allies began drawing on those lessons in fighter design, helped immensely when an intact A6M2 was captured in the Aleutians in summer 1942. First to arrive was the F4U Corsair, which still could not turn with the Zero but was faster and better in a climb; the second was the F6F Hellcat, which was also faster and better in the vertical, but could stay with the Zero in a sustained turn. The Allies also benefited from the Japanese losing so many experienced pilots in battles such as Midway and the Guadalcanal campaign: the IJN’s pilot replacement program was too selective, and could not replace the heavy losses of 1942 and 1943. Japanese industry was also slow to come up with a replacement for the A6M. As a result, by late 1943, the Zero menace had been reduced drastically; the Battle of the Philippine Sea—which US Navy pilots named the “Great Marianas Turkey Shoot”—brought this out dramatically, when nearly 700 Japanese aircraft, a significant number of which were A6Ms, were shot down with less than 40 losses among the Americans. While the Zero was still deadly in the hands of a good pilot, these pilots were increasingly scarce by 1945.
Though Mitsubishi kept upgrading the Zero throughout World War II, the design simply was too specialized to do much with. By 1945, it was being used mainly as a kamikaze suicide aircraft, flown by half-trained former college students. While the kamikazes did a great deal of damage and killed thousands of Allied sailors, it was a desperation tactic that only lengthened a war that Japan had already lost. The Zero had exacted a price, however: it was responsible for the loss of 1550 Allied aircraft, a conservative estimate.
By war’s end, 10, 939 A6Ms had been built and Mitsubishi was working on a replacement, the similar A7M Reppu. Of these, the aircraft that survived the war were mostly scrapped and few preserved, and no flyable aircraft were left; directors attempting to make World War II movies were forced to convert a number of T-6 Texan trainers to look something like Zeroes. A few have since been restored to flying condition. Today, about 17 Zeroes remain, though some are being recovered from wartime wreck sites and restored to museum display.
This is not actually a Zero, but an AT-6 Texan converted for the movie "Tora Tora Tora." My dad happened to be on the USS Yorktown (CVS-10) when it portrayed the Japanese carrier Kaga for the movie. As such the Yorktown--which ironically fought the Japanese for nearly three years in World War II--carried nearly a complete air group of aircraft converted from AT-6s and BT-13 Valiants to look like A6M Zeros, B5N "Kates," and D3A "Vals." When filming was over, these aircraft went on to private owners and the Confederate (later Commemorative) Air Force, where they continue to perform today.
From this angle, it is very difficult to tell that this is a T-6 and not an actual Zero. The wing on the Texan was shaped differently, but the modifications made to the trainer made it a worthy stand-in for the Japanese fighter. In 1968, when the movie was made, there were no flyable Zeroes, and so the moviemakers had to do their best--and they did pretty well.
Dad got this picture off the back of the island structure of the Yorktown. Though the Yorktown was more or less supposed to be the Kaga (due to the placement of the island structure), this "Zero" carries the red stripe of the Akagi's air group.
Dad appears very briefly in "Tora Tora Tora." In the takeoff scenes for the Pearl Harbor attack, he is one of the shadows on the forward island structure. Yep, that was Dad's movie career!
Grey Hawk - Mach 8-10 - 7th / 8th Gen Hypersonic Super Fighter Aircraft, IO Aircraft www.ioaircraft.com
New peek, very little is posted or public. Grey Hawk - Mach 8-10 Hypersonic 7th/8th Gen Super Fighter. This is not a graphics design, but ready to be built this moment. Heavy CFD, Design Work, Systems, etc.
All technologies developed and refined. Can out maneuver an F22 or SU-35 all day long subsonically, and no missile on earth could catch it. Lots of details omitted intentionally, but even internal payload capacity is double the F-22 Raptor. - www.ioaircraft.com/hypersonic.php
Length: 60'
Span: 30'
Engines: 2 U-TBCC (Unified Turbine Based Combined Cycle)
2 360° Thrust Vectoring Center Turbines
Fuel: Kero / Hydrogen
Payload: Up to 4 2,000 LBS JDAM's Internally
Up to 6 2,000 LBS JDAM's Externally
Range: 5,000nm + Aerial Refueling Capable
www.ioaircraft.com/hypersonic.php
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Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.
Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.
Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.
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Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
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 hovering helicopter. Once on the ground, crews build firelines using hand tools, chainsaws, and other firefighting tools. (Forest Service photo by Charity Parks)
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.
The Great Northern Railway (GNR) Class C1 is a type of 4-4-2 steam locomotive. One, ex GNR 251 (later LNER 3251 in 1924, and LNER 2800 in 1946), survives in preservation. Much like their small boiler cousins, they were capable of reaching speeds of up to 90 mph (145 km/h). They were also known as Large Atlantics.
The C1 Class, as it was known under both GNR & LNER classifications, was designed by Henry Ivatt as an enlarged version of what became the LNER C2 Class. The principle of the design was to produce a powerful, free-steaming engine to haul the fastest and heaviest express trains on the Great Northern. They could thus be seen as the start of the East Coast 'Big Engine' policy. None were ever named.
The first engine, No. 251, was introduced in 1902, with eighty more being built at Doncaster Works between 1904 and 1908. Although they suffered from a number of teething troubles, the Atlantics were generally very successful. They were originally fitted with slide valves, but later gained piston valves, which produced a notable improvement in performance. The Atlantics remained in front-line service for many years, sometimes being called upon to haul trains of over 500 long tons (508 t; 560 short tons). They were known for reaching speeds of up to 90 miles per hour.
On the GNR, the classification C1 was used for all of their 4-4-2 tender locomotives, but there was considerable variation within the 116 locomotives making up this group. The LNER divided them into two classes: C2 for the 22 locomotives built in 1898–1903 with boilers of 4 feet 8 inches (1.42 m) diameter; and C1 for the remaining 94, which mostly had boilers of 5 ft 6 in (1.68 m) diameter – but there were several locomotives within the latter group that differed significantly from the others.
The "standard" variety of large-boiler C1 was represented by nos. 251, 272–291, 293–301, 1400–20 and 1422–51 built at Doncaster between 1902 and 1908. These had boilers producing saturated steam at a pressure of 175 lbf/in2 (1,210 kPa) and two outside cylinders, having a diameter of 18+3⁄4 in (480 mm) and a stroke of 24 in (610 mm) using simple expansion driving the rear coupled wheels and fed through slide valves.
No. 292, built at Doncaster in 1904 (but not entering service until 1905), was a four-cylinder compound. The high-pressure cylinders, having a diameter of 13 in (330 mm) and a stroke of 20 in (510 mm), were outside the frames, driving the rear coupled wheels; and the low-pressure cylinders, 16 by 26 in (410 by 660 mm) were inside, driving the front coupled axle. The valves were arranged so that the locomotive could work either as a compound or as a four-cylinder simple. The boiler pressure was 200 lbf/in2 (1,400 kPa), but whilst the boiler was under repair, the locomotive used a 175 lbf/in2 (1,210 kPa) boiler from 1910 to 1912. This locomotive was withdrawn in 1927 and scrapped in 1928.
No. 1300, another four-cylinder compound, was an experimental locomotive which differed greatly from all of the others. It was built by Vulcan Foundry in 1905, largely to their own design although to Ivatt's specifications. The boiler had a narrow firebox, a diameter of 5 ft 3 in (1.60 m) and a pressure of 200 lbf/in2 (1,400 kPa). As with No. 292, the high-pressure cylinders were outside, driving the rear coupled wheels, whilst the low-pressure cylinders were inside, driving the front coupled axle; but their dimensions were 14 by 26 in (360 by 660 mm) and 23 by 26 in (580 by 660 mm) respectively. The engine worked as a two-cylinder simple on starting, changing over to compound expansion automatically. A superheater was fitted in 1914, and the engine was rebuilt as a two-cylinder simple in 1917; the new cylinders were outside, 20 by 26 in (510 by 660 mm) of the type used on class H3, driving the leading coupled wheels. It was withdrawn in 1924.
No. 1421, built at Doncaster in 1907 was again a four-cylinder compound, but differed from No. 292 in a number of ways; in particular, the inside cylinder diameter was increased to 18 in (460 mm). It was superheated in 1914 and rebuilt in 1920 as a two-cylinder simple with piston valves. It was then generally similar to the standard engines after they had been superheated, and it ran until 1947.
The last ten, Nos. 1452–61 built at Doncaster in 1910, had boilers producing superheated steam at 150 lbf/in2 (1,000 kPa), and the cylinders were fed through piston valves.
No. 279 was rebuilt in 1915 with four cylinders 15 by 26 in (380 by 660 mm) utilising simple expansion and driving the rear coupled axle. It was rebuilt back to a two-cylinder simple in 1938, but using 20 by 26 in (510 by 660 mm) cylinders of the type used on class K2 having the piston valves above the cylinders; in this form it ran until 1948.
No. 1419 (renumbered 4419 in May 1924) was equipped with a booster engine on the trailing axle in July 1923; to accommodate this, the frames were lengthened at the rear, which also allowed a larger cab to be fitted. At the same time, the locomotive was given a superheater and piston valves, in line with others of the class. The booster, being for extra power at very low speeds, were of little use above speeds of 25mph, was removed temporarily between July 1924 and February 1925, and it was permanently removed in November 1935.
They were eventually superseded on the heaviest trains by the Gresley A1 Pacifics in the early 1920s. They continued to haul lighter expresses up until 1950, although this did include the Harrogate Pullman for a period during the 1920s and 1930s. They were often called upon to take over trains from failed Pacifics and put up some remarkable performances with loads far in excess of those they were designed to haul. One once took over the Flying Scotsman from a failed A3 at Peterborough and not only made up time but arrived early.
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)
You have to watch your step. The bodies that
so many had become are gummy bits
and pieces all across the stone. They splat-
tered easily as mucus forms. From its
formation in the north of England, our
wholehearted column – mostly volunteers
that swelled the ranks of regulars – by far
was capable of breaking down the gears
of tyranny's machine with one long march,
to strike the tool of misery where it
encamped in our Hibernia. The arch-
usurper could not stand against us. Shit.
It all was shit. Like Jacobites, we came
to love a cause to blindness. We're to blame.
I still recall the rhetoric. And if
I let my heart be so disposed, why sure –
I'd resurrect the way it felt – the cliff
we toppled off, unseen in such a pur-
ity of passion. Stupid pure, is what
I'd call it now. You know the way it works –
this universe. We started out in guts-
and-glory Eighteenth-Century: the dirks
and flintlocks; cockades on our bonnets; plaid
clan kilts; those mass attack formations in
a column, tight and disciplined to mad-
ly die for duty. Human bowling pins.
That's what we were, and glad of it. The long
trek north would change us... as it all went wrong...
What were we thinking? Going north? You know
how time and dream and space get fuddled up
the father north you go! The column's slow
progression left us open – like a cup
you drink from unaware of who had sipped
from it – and it was Typhoid Mary. We
would start to change – one here, one there. We slipped
so slowly from an army, by degree,
that – muddled up in dream – we failed to see
what we'd become. It all seemed natural...
the tentacles... the life forms made of brie
with eyes like caviar... We drank in-full...
I've wondered, since, what agent lured us in
to our own choice of ruin just to win...
At last we reached the stretch of coast, beyond
which were the enemy encampments. We
were just as passionate as when we'd donned
these uniforms and arms. Between the sea
and coastal crags, a narrow strip of stone
allows a man or two to step across
the scree and clinging life that's somehow grown
in salt-spray – stubborn, hardy, bits of moss
that even manages to cling to life
despite the scouring of storm-waves. Just
a few survive, wedged deep in cracks a knife-
blade hardly fits. A knife-blade, though, will rust.
This narrow strip of stone became, for those
of us who passed, the act come to its close.
Our train, by now, was straggling in groups
of twos and threes, around a core command
of fifty. What was once ten-thousand troops
now numbered in the hundreds – who could stand
on human legs, I mean. The column teemed
with things like jellyfish that rode on carts
and ponies – ectoplasma shapes undreamed
in Jacobean Scotland – trailing parts
that rose in greeting to a longtime friend,
perhaps, for those with any brain left, and
a memory of what they were. Append-
ages were plentiful, though none could stand.
To us this all seemed natural, the way
it always had been. Normal. Everyday...
It happened I was first to reach the ledge
of shelving on the cliff-face dropping to
the sea. It stretched a quarter-mile – the edge
precipitous. But still, we'd manage through
the tumbled rock, and moss that made it hard
to keep your footing. Others had arrived
as I had stopped to check my gear, and start-
ed easing out along the ledge. I tried
to hurry, but had been a soldier long
enough to know to be prepared for what
might just be waiting for us. Quite a throng,
by now, had formed, my window clearly shut.
And as I'd feared, the firing began –
our soldiers fed to it as though by plan.
As more recruits arrived, and tried to reach
the fighting, each would trail the one before
with hardly any shoving. Yet, as each
impelled the other forward – many more
than possibly could fit on one slim ledge –
of course men fell. The jellies made it worse.
Abandoned carts too wide for us to wedge
onto the narrow shelf were interspersed
with milling masses – not all men. The ec-
toplasma one-time soldiers -- those with some
mean structure to their flaccid jelly – trekked
their way to war, like those they were among.
The press of troops... combined with slimy goo
the jellies trailed... then add an ambush, too...
We never had a chance. But we were deep
in latitude conditioning, way down
among the trees. What’s more, we climbed to steep-
er latitudes. Who doesn’t run aground
on nightmare sometimes when in transit? We
sure did! Thank God the latitude set in
as quickly as it did. As clarity
began to reassert – the muddle, thin –
I stood in horror at the thought of all
we’d done. An attribute this latitude
has (once again, thank God) is prime recall
of universal law – and that there was no feud!
I had to stop the fighting. Only I
could see the forest. No one else need die!
As scientists, we thought our knowledge made
us different – exempting us from how
a change of latitude affects you. Trade
had lured us south. But nothing could endow
us with immunity to changing. Those
of us who tried forgot ourselves. And of
those, many lost their form as well. Who knows
what they’ve become! My mind now rose above
the dream-world chaos. Human still, my luck
had served me well. And I had further need
of it. In time, I got to where the duck
shoot was – or more like sickles do to weeds...
The “enemy” were men like me. They soon
could see I didn’t mean them harm. Yeah... soon...
It wasn’t soon enough. I’d shouted “Hold
your fire! Stop this now!” to no avail.
They didn’t aim at me, but still they bowled
our nine-pins down until, at last, the scale
of our attack became a trickle. Scat-
tered on the slaughterground were corpses cut
to bits by automatic weapons. That
was what our flintlocks faced. They listened but,
to all my anguished whys, explained that though
they understood – that these were men condemned
by latitude conditioning and showed
the signs of transit change, we chose our end...
They couldn’t take the risk we’d overrun
them. Yes, I saw the sense in what they’d done.
I understood the reasoning for all
the slaughter. What would be the use of minds
returned too late to clarity... and sprawl-
ing all around them, evidence reminds
those men of acts committed prior to
awakening? So men were killed the same
as jellies – those already lost. Would you
do any different? It’s luck their aim
was poor before they realized that I’d
regained my reasoning. I pick my way
among the corpses, do my best to guide
a lucky few to base who’d gone astray...
I wonder if the mucus forms, once men,
recalled their names before they died..? And when..?
© Keith Ward 2007
Click here for more about this image and series, SF Sonnets.
"Jacobites" is a sequence of eleven verses, each in the form of a Shakespearean sonnet. Unlike other sonnets I've written, I allowed myself to break words into syllables between lines.
The story is based on a dream I had on Monday, January 1, 2007 - yesterday, in fact, although it seems so long ago, for some reason... The basic scene sequence, images and plotline are from the dream. The logical explanation for it all, and the single defined character who narrates the story, were added for the poem.
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The Grumman F-14 Tomcat is a twin-engine, variable sweep wings capable of supersonic flight. the aircraft is crewed by a Pilot and a Radar Intercept Officer who share the tasks of navigation, target acquisition, ECM and weapons usage. The Tomcat was operated by the United States Navy and the Islamic Republic of Iran Air Force only. The name “Tomcat” is said to come from the call-sign used by Vice Admiral Thomas Connolly which also conformed to the USN tradition of giving Grumman aircraft feline names.
The McDonnel Doughlas Boeing F/A-18E Super Hornet is a twin-engine multi-role carrier-based airctaft. The “E” variant is single-seater while the “F” variant is a tandem-seat configuration. The “E” is a much larger, more advanced and more capable variant of the F/A-18C. The Super variant can carry a larger array of weapons as well as more of them and is capable of returning to the carrier while still carrying unspent munitions, a big savings in dollars. The first F/A-18E flight was in 1995 and began delivery to the USN in 1999.
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130729-N-DB801-068 (PEARL HARBOR, Hawaii) July 29, 2013 - Machinist Mate 1st Class Nate Hansen of the Los Angeles-class fast attack submarine USS Santa Fe (SSN 763) holds his daughter Roselyn, and jokes with his wife Rachel at a luncheon prior to the submarine's departure from Joint Base Pearl Harbor-Hickam for a deployment to the Western Pacific region. The second ship to be named in honor of the capital city of New Mexico, Santa Fe features the BSY-1 combat system, retractable bow planes, and 12 vertical launch tubes for cruise missile strikes. She combines stealth, endurance, and agility to provide a highly cost effective and capable ship, ready on a moment's notice to carry out a multitude of missions. (U.S Navy photo by Mass Communication Specialist 2nd Class Steven Khor/Released)
With advances in bomber technology, the US Army Air Corps in 1937 began to wonder if its current fighters were inadequate to defend the nation from attack. The USAAC, on the advice of Lieutenant Benjamin Kelsey, issued Proposal X-608/609, calling for an interceptor equipped with tricycle landing gear and the Allison V-1710 inline engine, heavy cannon armament, and capable of 360 mph and a ceiling of above 20,000 feet, which it had to reach within six minutes. The design could either be twin-engined (X-608) or single-engined (X-609). The latter resulted in the Bell P-39 Airacobra—the former became the Lockheed P-38 Lightning.
The proposal was a tough one, and after several discarded designs, Lockheed designer Clarence “Kelly” Johnson settled on an unusual planform: two engines extending back to twin tails, joined by the wings and tailplane, with the pilot and armament concentrated in a central “gondola” fuselage. The reason for the tail “booms” was that the aircraft needed superchargers, and the only place to put them was behind the engines. The design itself posed a number of problems, namely engine torque: twin-engined propeller aircraft tend to pull heavily in the direction of the torque. Johnson solved this by having the propellers counter-rotate away from each other, canceling the torque between them. Putting all the guns along a central axis in front of the pilot also made shooting more accurate and easier to figure out; various armament options were tried before Lockheed settled on four machine guns and a single 20mm cannon. Flush rivets and stainless steel construction gave the aircraft a smooth finish and better speed. The first XP-38 flew in January 1939. To prove the fighter’s usefulness to a skeptical USAAC, the XP-38 was flown cross-country from Lockheed’s plant at Burbank, California, to New York City. It crashed due to engine icing just short of New York, but it made the trip in just over seven hours at a sustained speed of 399 mph, a new record.
Impressed, the USAAC ordered 13 YP-38 pre-production aircraft, but these were delayed by Lockheed already being at maximum production, with the result that the first YP-38 did not reach the now-US Army Air Force until June 1941. It had already been ordered by the Royal Air Force, but now a new problem came up: the P-38 was too hot an aircraft. In dives, it had been found that the P-38 would quickly enter compressibility and keep accelerating until it hit the ground, due to the air over the wings becoming supersonic while the aircraft remained subsonic. Frantic efforts by Lockheed to end the problem failed, and despite the introduction of dive brakes on later aircraft, the P-38 was never cured of this problem. The British only held to their order of 143 aircraft after legal action by Lockheed—making matters worse was that RAF aircraft were delivered without counter-rotating propellers or superchargers, making them difficult to control and at a severe disadvantage above 15,000 feet. Lack of adequate cockpit heating meant that the pilot risked hypothermia during the cold European winters. The RAF had named the aircraft “Lightning” for its performance, but loathed the fighter and were all too happy to return them to Lockheed. The P-38, which had finally entered production as the P-38D Lightning, had acquired a bad reputation that it would never wholly shed.
Despite its misgivings, the USAAF continued the Lightning in production, because whatever the aircraft’s other problems, it could not be matched in speed or range. Deployed to Iceland and the Aleutian Islands, P-38s scored the first American kill of the European theater on 14 August 1942; it had already scored its first kills, over the Aleutians, a week before. Deployed to North Africa to cover the Torch landings and operations in Tunisia, the heavy armament, speed, range, and surprising ease of flying (the P-38 used a wheel rather than a stick), the Lightning earned the nicknamed Gabelschwanzteufel (Fork-Tailed Devil) from its German opponents at first. Unfortunately, the Germans soon discovered the P-38’s weakness—it still was a poor performer above 15,000 feet, it had a very slow roll rate, and lethal blind spots. It was liked by its pilots, who pointed out that it was the only long-range escort then available, and the only one that could lose an engine and stay in the air, but its poor reputation persisted. Even after further combat proved its worth and improvements by Lockheed resulted in the P-38J, the 8th Air Force began relegating its P-38s to ground attack duties (which, surprisingly, it was good at) in favor of the P-51. It remained in Europe until war’s end, operating as attack aircraft and F-5 reconnaissance aircraft; a few were further modified with a bombardier position in a clear nose as pathfinders, the so-called “Droopsnoot.” Despite its reputation, European Lightnings produced a number of aces, including Robin Olds; French author and aviation pioneer Antoine de Saint-Exupery was killed during a P-38 reconnaissance mission in 1944.
In the Pacific, however, the P-38 excelled. The USAAF lacked any sort of long-range fighter, and the P-38 allowed safer operations over water and distance. This led to it being chosen to shoot down Admiral Isoroku Yamamoto in 1943, as it was the only fighter that could make the trip from Guadalcanal to Bougainville. General George Kenney, commanding the 15th Air Force, asked for all the P-38s Lockheed could supply. While it was no dogfighter, especially with the nimble Japanese fighters, it could snap turn with an A6M Zero for the first few seconds, it was better in the vertical than Japanese aircraft, and its heavy armament would obliterate any enemy that got in front of it. Whereas P-38 pilots in Europe froze, the lack of air conditioning in the Pacific meant that P-38 pilots there flew in only shorts, tennis shoes, and flight helmet. The P-38’s lack of high altitude performance was not a problem in the Pacific, where most air combat took place at low level. Over 100 men would become aces in the Lightning, including Richard Bong, Thomas McGuire, and Charles McDonald; with 1800 confirmed victories, the P-38 was the most successful USAAF fighter in the Pacific.
After the end of World War II, jet fighters spelled the end of the P-38. Though it would persist in Italian Air Force service until 1956, and was used by Nationalist China and some Central American nations (a CIA-flown P-38M was instrumental in a 1954 coup), nearly all had been scrapped by the mid-1950s. Of 10,037 Lightnings produced, today only 24 aircraft survive, with half flyable.
44-27183 was built as a P-38L, but was later modified into a F-5A, the World War II designation for a photo reconnaissance Lightning, with a new nose. The aircraft was delivered to the USAAF in June 1945, too late to see action during the war. With the P-38 not part of the postwar USAAF's plans, 44-27183 was declared surplus and stored at Kingman, Arizona. The USAAF's loss was an aerial surveyer's gain, however: not only was the aircraft already fitted with a camera nose, zooming around in a P-38 rather than, say, a Piper Cub during aerial surveys probably helped the purchase. Five aerial survey companies would fly 44-27183, starting with Kargl Aerial Surveys of Midland, Texas. Along the way, 44-27183 was modified with a longer canopy for two people, a slightly different camera nose, and pressurization for the crew.
In 1969, the last aerial survey company to own the aircraft, Pacific Aerial Surveys of Seattle, sold the aircraft to a warbird collector. In 1973, another collector, David Boyd, bought the aircraft and partly returned it to its World War II configuration as a P-38L--it had a gun nose, but retained the two-seat cockpit. The Yanks Air Museum inquired about obtaining the aircraft in 1981, but events kept happening to keep the museum from getting 44-27183. The aircraft instead passed to the Wien Brothers, the owners of Wien Air Alaska, but they were also having problems: 44-27183 had been restored to flying condition, but it was having engine issues. The Wien Brothers decided to sell the aircraft to Yanks, but didn't know where the museum was; as it turned out, 44-27183 had been forced to land at Chino, California, so all Yanks had to do was tow it across the tarmac!
As actual F-5s are rare, Yanks restored 44-27183 to its photo nose configuration, ironed out the engine problems, and returned it to flight in 1996. It has been at the museum ever since.
It was a surprise to see a F-5 configured P-38; I wasn't sure there were any left that still had a camera nose. It carries the colors and Donald Duck emblem of the 6th Reconnaissance Group, assigned to the Southwest Pacific and Okinawa during World War II.
Designer: Zhou Ruizhuang (周瑞庄)
1965, February
Create a new type of worker capable both in culture and struggle - Intellectualize the working people
Zuo yige nengwen nengwude xinxing laodongzhe-laodong renmin zhishihua (做一个能文能武的新型劳动者-劳动人民知识化)
Call nr.: BG E13/887 (Landsberger collection)
More? See: chineseposters.net
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 hovering helicopter. Once on the ground, crews build firelines using hand tools, chainsaws, and other firefighting tools. (Forest Service photo by Charity Parks)
"Since Auschwitz we know what man is capable of. And since Hiroshima we know what is at stake."
~ Viktor Frankl
Yesterday was the 65th anniversary of the dropping of the atomic bomb on Hiroshima, which killed approximately 150,000 people.
90% of Hiroshima's buildings were flattened. The Industrial Promotion Hall, now known as the A-Bomb Dome, was the nearest building to the bomb's hypocentre to remain standing. Today it acts as a memorial to those who died.
Four years ago I went to Japan on my first trip abroad by myself. When I got to Hiroshima I attended a talk given by a hibakusha (survivor) in the museum in the peace park. When the bomb went off he was a schoolchild sitting in a classroom on the outskirts of the city, and although he survived, his best friend, sitting in the same room, did not.
The museum itself is harrowing. After a while all the statistics, all the rights and wrongs of the US's decision, and all the pro-Japanese propaganda up on the walls become meaningless, and you're left with details, individual exhibits and scraps that your brain can process. Every clock and watch that broke and stopped just after 8.15am. The slab of concrete showing the outline of a vapourised person. The melted tricycle of a three-year old who would have died instantly. I was holding it together, just about, until I got to the tricycle.
In 1937, the Imperial Japanese Navy issued a requirement for a replacement for the Mitsubishi A5M then entering service. The IJN wanted a carrier-capable fighter with a top speed of 300 mph, an endurance of eight hours, cannon armament, good maneuverability, with a wingspan less than 40 feet—the width of elevators on Japanese aircraft carriers. All of this had to be done with an existing powerplant.
Nakajima promptly declared that the IJN was asking the impossible and did not bother trying to submit a design. Mitsubishi’s chief designer, Jiro Horikoshi, felt differently and began working on a prototype. Using the Nakajima Sakae 12 as the powerplant, he lightened his design as much as physically possible, leaving off crew armor and self-sealing fuel tanks, and using a special kind of light but brittle duralumin in its construction. Though it delayed production, the wing and fuselage were constructed as a single piece for better durability. Using flush riveting also made for an aerodynamically clean design; it had a stall speed below that of any contemporary fighter at 70 mph. Its wide tracked landing gear also made it fairly simple to recover on both carriers and land on unimproved airstrips. Horikoshi had delivered, and the IJN accepted the new fighter into service in July 1940 as the A6M Rei-sen (Type 0), referring to the Imperial calendar date used by the Emperor of Japan; 1940 was Imperial year 2400. Both friend and foe would refer to the A6M simply as the Zero.
The Zero had its first combat encounter with Chinese Polikarpov I-16s in September 1940, a fighter that was the equal of the A5Ms and Ki-27s then in Japanese service, yet 13 Zeroes were easily able to handle 27 I-16s, shooting all of them down without loss in three minutes. Claire Chennault, the American advisor to the Chinese Nationalists, sent reports of this amazing new fighter to the United States, but he was ignored. The Allies would therefore learn of the Zero’s prowess first-hand on 7 December 1941 at Pearl Harbor. Making matters worse for the Allies was that the Zeroes they encountered were flown by IJN pilots, who were among the best in the world. Teaming elite pilots with a supremely maneuverable fighter was a deadly combination that seemed unstoppable in 1942, when Zeroes over New Guinea sustained a kill ratio of 12 to 1 over Allied opponents.
Even at this dark stage of the war for the Allies, however, their pilots were learning the Zero’s weaknesses. Hirokoshi’s sacrifices had given the Japanese an excellent and very long-ranged fighter (A6Ms regularly made the round trip between Rabaul and Guadalcanal in 1942), but it had come at a price. P-40 and F4F Wildcat pilots in China and the Pacific learned that the Zero, lacking any sort of armor or self-sealing fuel tanks, was very prone to catching fire and exploding with only a few hits. They also learned that the best defense against a Zero was to dive away from it, as Japanese pilots could not keep up with either the P-40 or the F4F in a dive, as it would tear their fragile fighter apart. While trying to dogfight a Zero was suicide, Allied pilots could use the vertical to their advantage. Japanese pilots also learned that the rifle-caliber 7.7mm machine guns in the Zero’s cowl were ineffective against armored Allied fighters, and the 20mm cannon often had poor fusing on the shells. The Allies gave the Zero the reporting name “Zeke,” while later models were codenamed “Hamp” and floatplane A6M2-Ns were codenamed “Rufe,” but most pilots continued to call it the Zero.
As World War II continued, the Allies began drawing on those lessons in fighter design, helped immensely when an intact A6M2 was captured in the Aleutians in summer 1942. First to arrive was the F4U Corsair, which still could not turn with the Zero but was faster and better in a climb; the second was the F6F Hellcat, which was also faster and better in the vertical, and could stay with the Zero in a sustained turn. The Allies also benefited from the Japanese losing so many experienced pilots in battles such as Midway and the Guadalcanal campaign: the IJN’s pilot replacement program was too selective, and could not replace the heavy losses of 1942 and 1943. Japanese industry was also slow to come up with a replacement for the A6M. As a result, by late 1943, the Zero menace had been reduced drastically. While the Zero was still deadly in the hands of a good pilot, these pilots were increasingly scarce by 1945.
Though Mitsubishi kept upgrading the Zero throughout World War II, the design simply was too specialized to do much with. By 1945, it was being used mainly as a kamikaze suicide aircraft, flown by half-trained former college students. While the kamikazes did a great deal of damage and killed thousands of Allied sailors, it was a desperation tactic that only lengthened a war that Japan had already lost. The Zero had exacted a price, however: it was responsible for the loss of 1550 Allied aircraft, a conservative estimate.
By war’s end, 10, 939 A6Ms had been built and Mitsubishi was working on a replacement, the similar A7M Reppu. Of these, the aircraft that survived the war were mostly scrapped and few preserved, and no flyable aircraft were left; directors attempting to make World War II movies were forced to convert a number of T-6 Texan trainers to look something like Zeroes. A few have since been restored to flying condition. Today, about 17 Zeroes remain, though some are being recovered from wartime wreck sites and restored to museum display.
This Zero is an earlier A6M2 Model 21 type, built under license by Nakajima, and as such would have been identical to the A6M2s used in the Pearl Harbor attack. The light gray finish and black cowling were typical Imperial Japanese Navy colors. AI-3-102, the Zero's tail number, and the single white stripe on the fuselage indicate an aircraft off the IJNS Zuiho (which did not participate in the Pearl Harbor operation), but this Zero was found as a wreck at Kavieng, New Guinea. It was recovered and restored for display at the National Museum of the USAF in 2004.
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)
The Chance Vought F4U Corsair was a carrier-capable fighter aircraft that saw service primarily in World War II and the Korean War.
Demand for the aircraft soon overwhelmed Vought's manufacturing capability, resulting in production by Goodyear and Brewster: Goodyear-built Corsairs were designated FG and Brewster-built aircraft F3A. From the first prototype delivery to the U.S. Navy in 1940, to final delivery in 1953 to the French, 12,571 F4U Corsairs were manufactured by Vought, in 16 separate models, in the longest production run of any piston-engined fighter in U.S. history (1942–1953).
The Corsair served in the U.S. Navy, U.S. Marines, Fleet Air Arm and the Royal New Zealand Air Force, as well as the French Navy Aéronavale and other, smaller, air forces until the 1960s. It quickly became the most capable carrier-based fighter-bomber of World War II. Some Japanese pilots regarded it as the most formidable American fighter of World War II, and the U.S. Navy counted an 11:1 kill ratio with the F4U Corsair. As well as being an outstanding fighter, the Corsair proved to be an excellent fighter-bomber, serving almost exclusively in the latter role throughout the Korean War and during the French colonial wars in Indochina and Algeria.
SCAMP is an extremely capable small boat; at 11 feet 11 inches in length.
The Northwest School of Wooden Boatbuilding (www.nwboatschool.org) hosted the first SCAMP Camp (sm) August 6th - 17th, 2012 at the Northwest Maritime Center in Port Townsend WA. www.nwmaritime.org/
The next SCAMP Camps are scheduled in the same location March 4th - 15th, 2013 and again in August, 2013; check the School's website for details.
SCAMP Camp (sm) is taught by SCAMP's designer, New Zealander John Welsford, and well-known small boat adventurer Howard Rice. 10 SCAMPs were built from CAD kits cut by Turnpoint Design of Port Townsend during the August 2012 workshop, and a total of twelve students participated in the class. Students came from as far away as Germany and from all across the US to attend the class.
The Northwest School of Wooden Boatbuilding (www.nwboatschool.org) hosted the first SCAMP Camp (sm) August 6th - 17th, 2012 at the Northwest Maritime Center in Port Townsend WA. The next SCAMP Camps are scheduled in the same location March 4th - 15th, 2013 and again in August, 2013; check the School's website for details. www.nwboatschool.org
The March 2013 SCAMP Camp (sm) was taught by the well-known small boat adventurer Howard Rice, and three local Boat School alumni: Scott Jones, Jason Bledsoe and Fred Shwiller..
SCAMP's designer, New Zealander John Welsford, will help to teach the August 2013 SCAMP Camp (sm).
The Northwest School of Wooden Boatbuilding is located in Port Hadlock WA and is a private, accredited non-profit vocational school. You can find us on the web at www.nwboatschool.org .
Our mission is to teach and preserve the fine art of wooden boatbuilding and traditional maritime crafts. We build both commissioned and speculative boats for sale while teaching students boatbuilding the skills they need to work in the marine trades.
We also teach a variety of workshops throughout the year, of which SCAMP Camp (sm) is one.
You can reach us via e-mail at info@nwboatschool.org or by calling us at 360-385-4948.
This Panavia Tornado GR4 was seen at the RAF Benson Families Day 2011
The Tornado GR4 is a variable geometry, two-seat, day or night, all-weather attack aircraft, capable of delivering a wide variety of weapons. Powered by two Rolls-Royce RB 199 Mk 103 turbofan engines, the GR4 is capable of low-level supersonic flight and can sustain a high subsonic cruise speed. The aircraft can fly automatically at low level using terrain-following radar when poor weather prevents visual flight. The aircraft is also equipped with forward-looking infrared and is night-vision goggle compatible, making it a capable platform for passive night operations. For navigation purposes, the Tornado is equipped with an integrated global positioning inertial navigation system that can also be updated with visual or radar inputs. The GR4 is also equipped with a Laser Ranger and Marked Target Seeker system that can be used for ground designation or can provide accurate range information on ground targets.
The GR4 can carry up to three Paveway II, two Paveway III or Enhanced Paveway Laser and Global Positioning System Guided Bombs (LGBs), and by using a Thermal Imaging Airborne Laser Designation (TIALD) pod it is able to self-designate targets for LGB delivery. The GR4 also has a ground-mapping radar to identify targets for the delivery of conventional 1000lb bombs. All GR4 aircraft are capable of carrying the Air Launched Anti- Radiation Missile (ALARM), which homes on the emitted radiation of enemy radar systems and can be used for the suppression of enemy air defences. The GR4 is capable of carrying up to nine ALARM missiles or a mixed configuration of ALARM missiles and bombs. In the reconnaissance role the GR4 can carry the Digital Joint Reconnaissance Pod to provide detailed reconnaissance imagery; this is currently being replaced with the RAPTOR pod, which provides an even greater day-and night reconnaissance potential.
For self-protection, the GR4 is normally armed with two AIM-9L Sidewinder short-range air-to-air missiles, a BOZ-107 Pod on the right wing to dispense chaff and flares and a Sky Shadow-2 electronic countermeasures pod on the left wing. The aircraft can also carry an integral 27mm Mauser cannon capable of firing 1700 rounds per minute.
The Tornado GR4 is now equipped with the Storm Shadow missile and the new Brimstone missile. The Storm Shadow allows the Tornado to make precision strikes in poor weather with a greatly increased stand-off range from the target area. Brimstone provides the Tornado with an effective anti-armour weapon, also providing an enhanced stand-off range.
The Tornado GR4 is currently operated from two bases. Based at RAF Lossiemouth, in Scotland, are the Operational Conversion Unit, No. 15(R) Squadron, and Nos 12(B), 14 and 617 Squadrons. RAF Marham is the home of the GR4s of Nos II(AC), IX(B), 13 and 31 Squadrons.
In addition to its long-range, high-speed precision strike capability, including supersonic at low level with a low-level combat radius of 400nmls, the Tornado GR4 is a world leader in the specialised field of all-weather, day and night tactical reconnaissance. The new RAPTOR (Reconnaissance Airborne Pod TORnado) pod is one of the most advanced reconnaissance sensors in the world and greatly increased the effectiveness of the aircraft in the reconnaissance role. Its introduction into service gave the GR4 the ability to download real-time, long-range, oblique-photography data to ground stations or to the cockpit during a mission. The stand-off range of the sensors also allows the aircraft to remain outside heavily defended areas, thus minimising the aircraft’s exposure to enemy air-defence systems.
Some Tornado GR4s involved in Operation Telic were fitted with the RAPTOR pod and the aircraft is currently employed in the Gulf on both Close Support and Reconnaissance missions in support of Coalition Forces in Afghanistan.
In 1934, the US Army Air Corps issued a requirement for a four-engined bomber capable of bombing from altitudes of 10,000 feet, with a range of 2000 miles (capable of reaching bases in Alaska and Hawaii), and a top speed of 250 mph. Douglas, Martin and Boeing all submitted prototypes; Boeing’s Model 299 combined features of the failed XB-15 bomber with the successful Model 247 airliner. Because it carried five machine guns, including two in a nose turret, Boeing dubbed it the Flying Fortress. The prototype crashed during the competition and Douglas’s B-18 Bolo twin-engined bomber won, based on its cheaper price and operating costs.
However, as the Model 299 had outperformed the competition and the USAAC saw a need for heavy bombers, even if the US Congress did not, a loophole in procurement laws allowed the USAAC to order 13 Y1B-17s (later B-17A). The Y1B-17s range and bombload proved the heavy bomber concept, and as funding was loosened for the USAAC, more B-17s were to be procured, though not in significant numbers until the B-17D.
Even that was only seen as an interim type: after researching the experience of British and German bombers over Europe, the B-17E featured a near complete redesign of the aircraft, with a ten-foot extension of the fuselage, much larger tail, and a tail turret; defensive armament had risen from five .30 caliber machine guns to ten .50 caliber machine guns (sometimes more), and one nose turret was now replaced by tail, dorsal, and belly turrets. The B-17E was the first large-scale production type, and was already in service by the time the United States entered World War II after the attack on Pearl Harbor.
While the B-17 would see notable service over the Pacific, it was over Europe that the “Fort” would achieve immortality. B-17Es and B-17Fs were deployed to North Africa and England and began striking targets in occupied Europe in August 1942, gradually working up to significant numbers with the 8th Air Force and attacking Germany itself by April 1943. As part of the Combined Bomber Offensive, RAF heavy bombers would strike Germany by night while US B-17s and B-24s would attack by day, though the RAF warned the 8th Air Force that daylight attacks were suicidal; the 8th’s commander, Ira Eaker, replied—correctly—that the RAF had misused their B-17s in small formations.
Losses were enough that Eaker had adopted the “combat box” formation to maximize the B-17’s firepower, and “maximum effort” strikes of over 300 B-17s began to penetrate deeper into Germany by October 1943. However, the RAF had been proven partially correct: the Allies lacked long-range fighters capable of escorting the bombers to their targets, with the result that the B-17s were on their own after they reached the German border. Raids on Schweinfurt and Regensburg resulted in the loss of 176 B-17s, a rate that was unsustainable. Losses might have been still higher had it not been for the B-17’s legendary toughness: aircraft came home on one engine, missing half the tail, and with wrecked noses; one B-17 even survived a midair collision with a German fighter and landed in North Africa with a gigantic rent through the entire fuselage. 17 Medals of Honor were awarded to B-17 crewmen, the most of any single type in World War II.
Luftwaffe fighter pilots had discovered that the best way to attack the B-17 was from the front, leading to the definitive B-17G variant, which added a chin turret, uprated engines, and staggered waist gun positions. Even with these improvements, it would not be until early 1944 that the B-17s returned to long-range bombing missions, and then with improved P-47 Thunderbolts and P-51 Mustang escorts. Loss rates continued to be high until summer 1944, when the Luftwaffe finally had taken too many casualties to adequately oppose the bombers, at which time loss rates declined. Despite its losses, the easy flying characteristics of the B-17, its resiliency, and its numbers made the B-17 the backbone of the USAAF’s bombers over Europe, with over half the bomber groups in theater using the Flying Fortress. Over 12,000 were produced before production ended in 1945.
After the end of World War II, the B-17 force was rapidly drawn down, with only relatively few remaining in the new USAF—mainly as SB-17G rescue aircraft and DB-17G drones. The latter flew the last B-17 mission in USAF service, in 1959. Other nations used them into the 1960s, mainly as patrol and rescue aircraft, and as those were retired, they were converted to transports or fire bombers. By the 1980s, even those had reached the end of their service lives. Luckily, about 50 B-17s have survived to the present, a dozen still in flying condition.
This B-17G was delivered to the USAAF in 1944, and was one of the last B-17s used operationally; seconded to the CIA, it was used to recover agents from Southeast Asia using the "Skyhook" technique until 1969. It appeared at the end of the James Bond movie "Thunderball" demonstrating this technique.
Sold off, it was then converted to a firefighting aircraft until 1985, when it was bought by Evergreen International. Completely restored to wartime configuration, it is displayed as 44-83785 "Shady Lady," a B-17G of the 447th Bomb Group based at RAF Rattlesden. The 447th had the dubious distinction of posting some of the highest loss rates of the war. The square K carried on the tail indicates a 447th aircraft, though the red bands on the tail and wings were used by a different group, the 96th Bomb Group. When I saw "Shady Lady" in 2014, it was on display at the Evergreen Aviation Museum, but it has since been sold to the Collings Foundation in Stowe, Connecticut.