Harrier GR9

The Harrier, informally referred to as the Jump Jet, is the famous family of British-designed military jet aircraft capable of vertical/short take-off and landing (V/STOL) operations. The Harrier family is the only truly successful design of this type from the many that arose in the 1960s.

There are four main versions of the Harrier family: Hawker Siddeley Harrier, British Aerospace Sea Harrier, Boeing/BAE Systems AV-8B Harrier II, and BAE Systems/Boeing Harrier II. The Hawker Siddeley Harrier is the first generation-version and is also known as the AV-8A Harrier. The Sea Harrier is a naval strike/air defence fighter. The AV-8B and BAE Harrier II are the US and British variants respectively of the second generation Harrier aircraft. Between 1969 and 2003, 824 Harrier variants were delivered, including remanufactured aircraft.

Historically the Harrier was developed to operate from ad-hoc facilities such as car parks or forest clearings, avoiding the need for large air bases vulnerable to tactical nuclear weapons. Later the design was adapted for use from aircraft carriers.

Following an approach by the Bristol Engine Company in 1957 that they were planning a directed thrust engine, Hawker Aircraft came up with a design for an aeroplane that could meet the NATO specification for a "Light Tactical Support Fighter". The resultant Hawker P.1127 was ordered as a prototype and flew in 1960.

Development continued with nine evaluation aircraft, the Hawker Siddeley Kestrel; These started flying in 1964 and were assessed by the "Tri-partite Evaluation Squadron" which consisted of British, US and German pilots, and several flew and are preserved in the United States. The RAF ordered a modified P.1127/Kestrel as the Harrier GR.1 in 1966, with most converted to GR.1A and ultimately GR.3 status in the 1970s with more powerful engines. These and new-build GR3s operated with the RAF until 1994, and a number survive in museums around the world as well as frequent use as 'gate guards' at MoD establishments.

The British Aerospace Sea Harrier is a naval V/STOL jet fighter, reconnaissance and attack aircraft, a development of the Hawker Siddeley Harrier. The first version entered service with the Royal Navy's Fleet Air Arm in April 1980 as the Sea Harrier FRS.1, and was informally known as the 'Shar'. The upgraded Sea Harrier FA2 entered service in 1993. It was withdrawn from Royal Navy service in March 2006. The Sea Harrier FRS Mk.51 remains in active service with the Indian Navy.

The Harrier was extensively redeveloped by McDonnell Douglas and British Aerospace (now parts of Boeing and BAE Systems respectively), leading to the Boeing/BAE Systems AV-8B Harrier II. This is a family of second-generation V/STOL jet multi-role aircraft, including the British Aerospace-built Harrier GR5/GR7/GR9, which entered service in the mid-1980s. The AV-8B is primarily used for light attack or multi-role tasks, typically operated from small aircraft carriers. Versions are used by several NATO countries, including the Spanish and Italian Navies, and the United States.

The BAE Systems/Boeing Harrier II is a modified version of the AV-8B Harrier II that was used by the RAF and the Royal Navy until December 2010, when they were all retired from operational service due to defence cuts in favour of maintaining the remaining Tornado fleet, and stored serviceable at RAF Cottesmore. At the end of November 2011, the UK Government announced the sale of 72 remaining Harrier Airframes to the US Marine Corps for spares to support their AV-8B fleet, with the remaining two others being allocated to museums.

www.rafmuseum.org.uk/research/collections/bae-harrier-gr9a/

ORLANDO, Fla. - In today’s complex and high tempo operational environment, America’s Army Reserve to rapidly deploy highly trained units to any corner of the world with the personnel and equipment they have on hand. With multiple contingencies and numerous potential threats capable of employing cutting-edge tactics with modern military equipment, the Army Reserve looks to its premiere sustainers such the 143d Sustainment Command (Expeditionary) to lead, train and equip its 10,000-Soldier command.

In taking the first, major step toward achieving this vital mission, the 143d ESC conducted a Mission Training Brief Feb. 2-3, 2018, at the command’s headquarters in Orlando, Fla.

“An MTB promotes cohesion through collaboration,” said U.S. Army Lt. Col. Walter L. Flinn, commander, 332nd Transportation Terminal Battalion. “It offers a forum for commanders to share their successes and shortcomings while seeking and offering guidance among their fellow leaders.”

Led by U.S. Army Brig. Gen. Deborah L. Kotulich, commanding general, 143d ESC, the MTB featured dozens of senior leaders from the company to the ESC level whose wealth of knowledge and experience offered solutions to a myriad of logistical challenges.

“The expectation of having several months to bring your Soldiers up to speed at a pre-mobilization station is coming to an end,” Kotulich announced to dozens of battalion and brigade commanders and command sergeants majors huddled in the conference room. “We must assume that we will mobilize at a moment’s notice, and it’s our responsibility that we physically and mentally prepare every Soldier for the rigors of combat through realistic training.”

Kotulich expects every downtrace unit to spend less time in classrooms and more time in the field. This focus on individual and collective readiness stems from the U.S. Army Reserve Command’s Ready Force X initiative.

“Ready Force X is the Army Reserve’s answer to the [U.S.] Army’s demand for properly equipped and highly trained Soldiers who can rapidly deploy into combat,” said U.S. Army Col. Wanda Williams, commander, 641st Regional Sustainment Group. “Almost half of the 143d ESC’s downtrace units must meet the strict criteria established by Ready Force X’s “Fight Fast” mentality. This MTB offers precious time for commanders to obtain timely information needed to properly execute the numerous requirements to maintain a constantly high state of readiness.”

While Kotulich entrusts her fellow officers to formulate plans and carry out the Army Reserve’s “Fight Fast” initiative, she relies on her command sergeants major to refine the tasks required to carry out their commanding general’s intent.

“There are 43 individual training requirements that every unit must complete before reporting to a pre-mobilization site,” said U.S. Army Command Sgt. Maj. Carlos O. Lopes, command sergeant major, 143d ESC. “As NCOs, we are responsible for providing effective training that ensures every Soldier has mastered these fundamental skills that directly determine one’s survivability on the battlefield.”

“NCOs can only do this if they understand their commanders’ intent,” added Command Sgt. Maj. Kenyatta S. Stamps, command sergeant major, 787th Combat Support and Sustainment Battalion. “The MTB allows us to hear those intentions firsthand and develop effective techniques and tactics to achieve them.”

These techniques and tactics encompass a variety of tasks that enhance speed, agility and sustained readiness at the individual, team and unit level. From warrior drills to medical readiness, commanders must meticulously manage finite time and resources to crystallize the Army Reserve’s strategic vision and implement the 143d ESC’s operational mission.

“Ready Force X is about leadership, energy and execution,” said Flinn. “Commanders must own the responsibility for readiness. Establishing an open dialog among senior leaders remains paramount to understanding not only what we do but how we do it.”

With more than half of the 143d ESC falls under the Ready Force X umbrella, every unit and Soldier must face the challenges if they are to reap the awards of transforming America’s Army Reserve into the most lethal and capable federal reserve force in U.S. history.

“America demands highly trained and proficient Soldiers, and the Army Reserve is blessed to have motivated men and women ready to endure the hardships inherent in armed conflict,” said Williams. “That’s why I tell my Soldiers, ‘Don’t worry about the names. Just be ready. Be ready now!”

U.S. Army photo by Sgt. John L. Carkeet IV, 143d ESC

remember, self

you are capable of being a good person

you are capable of being a good person

you are also capable of being a person who is not always good

so watch it, self

a lot of my favorite people seem to spend a lot of time feeling as if they are very stupid

i have been told that i look like a cartoon character

sometimes i think that when i look at someone's neck it means almost the same thing to me as if i were trusted to see them naked

as if it were as personal a thing to me

an inner monologue that is twenty three pages long

made it's way into my journal two days ago and since then i have worked 20 hours

i am glad that i was able to get it out before i numbed my braincells for seven dollars an hour

on a bike ride today i felt that satisfying burn in my legs, when you pedal fast

when i was racing to the field to try to get there before the sun had actually set

route 83, you are the only place i can really be alone

the couple of times i went without a camera

are oddly the most memorable

i have been thinking a lot about what kate said on the phone about

how things and circumstances are forever changed because of the fact of the existence of the camera, forever changing what happened, forever changing what actually happened

i think about her standing next to the berlin wall in a beautiful city with a lot of people standing around, everyone posing for a picture

i imagine japanese tourists holding maps, tiny pink digital cameras

their bodies probably in coats, their little arms probably holding their backpacks or purses

i imagined her standing there with others

probably not knowing whether or not they should smile

because of what the berlin wall used to mean, obviously

and it didn't make sense to her

and she is right, it doesn't make much sense

and then i think about the pictures my parents took of me when i was a baby

before i knew what a picture was and before i knew what it meant to want to try to take pictures of something because you loved it, you loved it in an obnoxious or a whispering way, either way it was something you felt

was worth documenting or attributing to your image, if you're the sort

or wanting to take pictures of something because you wanted to understand it

i want to understand things more than i want anything else

which explains my fascination with the "cruelty of abstraction"

and the fact that it is impossible to understand anything

and then

i looked at pictures of myself as a baby, sitting in the dirt, my hands in the dirt

naked in the dirt

that photo was brown, and whatever color my skin is, and bright orange, my hair against the dirt

and the blue sky

my legs are buried in the dirt

and then i looked at the photograph which i have taped next to my bed of my dead grandfather at dachau concentration camp, he is holding a folder with some papers in it, i assume

it is one of six photos i have ever seen of him

and i know photos are fake and they are not real and they don't help me understand things as much as i'd like to think that they do but then when i look at the picture of him standing in front of the gates to that place where his friends and two members of his family were murdered (according to my grandmother, who is perhaps not always as much of a reliable resource as i would hope, but for the sake of something, i will try to believe her) and so

i look at that picture and i don't know

because of it i know what his face looked like and i know a little about what was important to him or how he decided to cope with things that were probably hard for him

because of the fact that he actually went to this place

where people he cared about were murdered

and i feel like i could maybe try to understand why he did that

and why he went alone

and why he took a camera

and i will never know if i am like him or not

but when i look at that picture i feel like i might be like him

i never met him and i never will meet him because of what he did to himself

but looking at that photo makes me miss him

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)

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.

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.

YOKOSUKA, Japan (Aug. 07, 2018) - Sailors attached to U.S. Seventh Fleet Flagship USS Blue Ridge (LCC 19) participate in a fire drill while training for MOB-S certifications. Blue Ridge is in a final upkeep and training phase in preparation to become fully mission capable for operations. (U.S. Navy photo by Mass Communication Specialist 3rd Class Dylan McKay) 180807-N-YM543-122

** Interested in following U.S. Indo-Pacific Command? Engage and connect with us at www.facebook.com/indopacom | twitter.com/PacificCommand |

www.instagram.com/indopacom | www.flickr.com/photos/us-pacific-command; | www.youtube.com/user/USPacificCommand | www.pacom.mil/ **

Shots from their recent gig in Newcastle Carling Academy.

I was right at the front on the barriers with a nice little compact Fuji camera capable of great dark/low light shooting, stuck it into ISO800 and the results were great. This will be my camera for gigs from now on as its fantastic.

I got plenty of images I really liked, in focus, in action and low noise. This is a montage of some of the ones I liked.

Cannot wait to see them again as they really are great live, loud, punky and full of energy.

You are not allowed cameras in the gig, well it says on the ticket and walls etc.. but they do seem to let camera phones in (awful things they are) and compacts, anything looking pro I guess would be grabbed. The security people were 2 foot in front of me and let me snap away, I was suprised they let me as frankly they let people get away with murder flashing all the time. I never used the flash even once, hate using the flash for dark places and distracting the performers.

To do that you NEED a great camera able to perform in the dark with no flash, the Fuji is one of the best compacts going that can get great results in that situation, I have used many cameras and all have been awful for gigs and darkness.

Obviously best seen big, or even massive, shame I cannot upload the full version which is 14MB, a bit large for Flickr. Poster size in fact.

Here is a mini review of the gig itself.

Just got back from the Newcastle gig, was pretty surprised as they were a lot Harder than I expected, rocky and loud compared to the album which was more poppy. Pretty damn good gig I must say, enjoyed it a lot. Screamy, punky, drum banging, nothing wrong with that (maybe a bit loud I will say). The ten songs they played went far too quickly for me, they even walked off at one point with no explanation of why, then came back on and performed two more songs and that was it. It ended way too quickly for me, the last song “That’s Not My Name” ended the night well but Katie White just sort of ran off stage and no bow, no bye everyone, no whipping up of the crowd, just a little bye and bang ran off stage. Jules De Marttino was left holding the drums and then he kinds of wandered off after her leaving a long note playing on the sound system, I had no clue that was the end of the gig until the lights came on.

Still the gig was good, they are not the best voices in the world, but the songs have some kick when them drums get smacked and the noise is cranked up louder. Jules was really on his large drum set for most the gig, coming closer to me on a smaller set and a few times getting up and doing a few other things, but mostly he sat on his middle of the stage drums. Katie was more energetic and wandered about, doing a bit of everything, singing, guitar, drum and a few other bits and bobs. She worked the stage well and the crowd liked it, she got pretty close to us and I was only a few feet away from her a few times during the gig which was nice. The stage had a big screen behind it with various videos playing over it, lit them from behind well and the general way they moved about and came together was nice (especially for photos).

Helped that I had one of the best standing places of the whole gig, right at the front of on the rails and slightly to one side so mikes did not cover their faces (see advice well taken), damn quality spot with a nice camera I took and got plenty of nice images (which makes a change from the crap cameras I usually try). It was a good gig in the end, I did feel a little old for the crowd as many of them were smaller than me (I must have stood out) and many of them were young lassies, all with camera phones a flasshin. I would defiantly see The Ting Tings again and next time stop back and meet them, as I found out them did come out and sign things later after I left (bummer I missed that).

Tess has been capable of walking for a month or two now, but usually only takes three or four steps, or holds on to something. This Saturday she decided to just pop up and start walking around and hasn't looked back. I think she did a full lap of the downstairs of our house (probably 30 or 40 steps). This could be trouble.

Manufactured by: Nikon Corporation, Japan

Compact electronic TTL capable SB-24 was introduced in 1988 dedicated to the Nikon F-801 (N8808 in US).

Model 1990

Electronic construction: Automatic silicon-controlled rectifier and series circuitry

Flash exposure control:TTL automatic control

Multi-Sensor Balanced Fill-Flash

Manual control: full output (5 manual settings from full power down to 1/16 output.

Flash Range: 0.6 to 20m

Operating Modes: TTL, Auto, Manual and Strobe. 6 settings from f/2.0 to f/11 (ISO 100) in automatic mode.

Guide number ISO 100, in 36m

Angle of coverage: 78° horizontal and 60° vertical 24mm wideangle lense; also supports 24mm, 28mm, 35mm, 50mm, 70mm, and 85mm coverage.

Flash working range: 0.6-18m, with indicative increments

Film speed range in TTL auto flash mode: ISO 25 to 400

Recycling time: Approx. 7 seconds minimum (full discharge)

AF-Assist Illuminator: Automatically fires LED beam toward subject when performing autofocus with all Nikon AF SLRs, in insufficient light. But not operative in Continuous servo mode and manual control.

Battery: Four 1.5V AA-type alkaline-manganese or NiCd AA batteries or SD-7 battery pack

Weight Approx. 390g wo/ batteries

Other features: Ready-light, rear curtain sync with capable Nikon AF SLRs; accumulator connectors for external power pack and TTL-Multi-Flash connector. Light sensor for auto flash; IR-LED for AF-assist for handling light in low-light situations but not operative when using Continuous AF-Servo or Manual mode.

The flash can be regarded as the first Nikon AF-TTL super-flash and has really leapfrogged Nikon into the catabult of being the pioneer in flash technologies at the time of its introduction, the many embedded functions in features that centered around TTL-Matrix fill flash and secondary supporting features such as full featured, all information LCD control panel, rear curtain sync, automatic zoom heads, flash exposure compensation, multi-sync terminals, auto/manual override control and the ability to accept a few external power sources has opened up many possibilities in flash photography never be able to experience before in a Nikon system.

More info:

mir com

nikonians

capable cars

Dubai, Dubai, United Arab Emirates

For my video; youtu.be/qv4kXc9i20s,

Strong, capable, and wise, the goddess Athena allegedly leaped from the head of Zeus, already adult, dressed with her armor. Barbie® as Athena wears a stunning suit of golden armor including head piece, breast plate, boots, and shield. Beautiful and bold, she's a fashionable force to be reckoned with.

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.

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.

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.

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

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

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

Aeroscopia 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)

This was capable of pumping up to 100 gallons (455 litres) of water per minute to a vertical height of over 120 feet (36 metres) with five people per side pumping. In the background is a Bayley Wheeled Escape Ladder. It was purchased in 1929, served in Christchurch, New Zealand, until 1951 when it was transferred to Nelson where it was in use until retirement in 1985. It was also used to adjust the clock at Nelson Boys College.

“There is no passion to be found playing small – in settling for a life that is less than the one you are capable of living.”

~Nelson Mandela

inspirationalquotes.club/there-is-no-passion-to-be-found-...

SCAMP is an extremely capable small boat; at 11 feet 11 inches in length. The boat was designed by well-known New Zealand designer John Welsford for the magazine Small Craft Advisor, hence its name - Small Craft Advisor Magazine Project, or SCAMP. www.smallcraftadvisor magazine.com

The Northwest School of Wooden Boatbuilding (www.nwboatschool.org) hosted the third SCAMP Camp (sm) March 4th - 15th, 2013 at the Northwest Maritime Center in Port Townsend WA. www.nwmaritime.org/

The next SCAMP Camp is scheduled in the same location August 5th - 16th, 2013; check the School's website for details. We'll announce 2014 SCAMP Camp dates later this spring.

This SCAMP Camp (sm) is taught by well-known small boat adventurer Howard Rice. SCAMP's designer, New Zealander John Welsford, will help to teach the August 2013 SCAMP Camp (sm).

During the March class, 6 SCAMPs are being built from CAD kits cut by Turnpoint Design of Port Townsend during the March 2013 workshop, and a total of ten students participated in the class. Students came from as far away as Germany and from Vermont, Montana, Oregon and other locations across the US to attend the class.

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.

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

The Apollo Lunar Roving Vehicle was an electric vehicle designed to operate in the low-gravity vacuum of the Moon and to be capable of traversing the lunar surface, allowing the Apollo astronauts to extend the range of their surface extravehicular activities. Three LRVs were driven on the Moon, one on Apollo 15 by astronauts David Scott and Jim Irwin, one on Apollo 16 by John Young and Charles Duke, and one on Apollo 17 by Gene Cernan and Harrison Schmitt.

The Lunar Roving Vehicle had a mass of 463 lbs and was designed to hold a payload of an additional 1,080 lbs on the lunar surface. The frame was 10 feet long with a wheelbase of 7.5 feet. The maximum height was 3.75 feet. The frame was made of aluminum alloy 2219 tubing welded assemblies and consisted of a 3 part chassis which was hinged in the center so it could be folded up and hung in the Lunar Module quad 1 bay. It had two side-by-side foldable seats made of tubular aluminum with nylon webbing and aluminum floor panels. An armrest was mounted between the seats, and each seat had adjustable footrests and a velcro seatbelt. A large mesh dish antenna was mounted on a mast on the front center of the rover. The suspension consisted of a double horizontal wishbone with upper and lower torsion bars and a damper unit between the chassis and upper wishbone. Fully loaded the LRV had a ground clearance of 14 inches.

The wheels consisted of a spun aluminum hub and an 32 inches diameter, 9 inch wide tire made of zinc coated woven .033 inch diameter steel strands attached to the rim and discs of formed aluminum. Titanium chevrons covered 50% of the contact area to provide traction. Inside the tire was a 25.5 inch diameter bump stop frame to protect the hub. Dust guards were mounted above the wheels. Each wheel had its own electric drive, a DC series wound 0.25 hp motor capable of 10,000 rpm, attached to the wheel via an 80:1 harmonic drive, and a mechanical brake unit. Maneuvering capability was provided through the use of front and rear steering motors. Each series wound DC steering motor was capable of 0.1 hp. Both sets of wheels would turn in opposite directions, giving a steering radius of 10 feet, or could be decoupled so only one set would be used for steering. They could also free-wheel in case of drive failure. Power was provided by two 36-volt silver-zinc potassium hydroxide non-rechargeable batteries with a capacity of 121 A·h. These were used to power the drive and steering motors and also a 36 volt utility outlet mounted on front of the LRV to power the communications relay unit or the TV camera.

A T-shaped hand controller situated between the two seats controlled the four drive motors, two steering motors and brakes. Moving the stick forward powered the LRV forward, left and right turned the vehicle left or right, pulling backwards activated the brakes. Activating a switch on the handle before pulling back would put the LRV into reverse. Pulling the handle all the way back activated a parking brake. The control and display modules were situated in front of the handle and gave information on the speed, heading, pitch, and power and temperature levels.

Navigation was based on continuously recording direction and distance through use of a directional gyro and odometer and inputting this data to a computer which would keep track of the overall direction and distance back to the LM. There was also a Sun-shadow device which could give a manual heading based on the direction of the Sun, using the fact that the Sun moved very slowly in the sky.

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)

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)

Armament

Six 21-inch bow torpedo tubes capable of launching anti-ship and antisubmarine Mk 48 torpedoes, and anti-ship UGM-84 Harpoon missiles.

Onslow was commissioned during the Cold War, a tense time that called for a submarine to watch, listen and collect information without detection. The most secretive work was tracking Soviet submarines moving into the Arabian Gulf from Vladivostok via the Coral Sea and the Great Australian Bight.

With five other Oberons, Onslow gave the Royal Australian Navy a formidable submarine force. The motto of the navy's submarine arm is "Strength, silence, surprise". This explains many of Onslow's characteristics, including:

•a diving chamber for Special Forces to leave the boat for covert operations

•a gash ejector containing weighted rubbish (gash) bags. When ejected, the bags sink to the ocean floor so no debris floats to give away the submarine's position

•soundproofing on all equipment to make Oberons one of the quietest submarines ever built.

Onslow has travelled the equivalent of more than 16 times around the world, serving Australia with quiet distinction for 30 years.

www.anmm.gov.au/site/page.cfm?u=1370

SD.TEMPEST,

the newest tug to be added to Serco’s fleet of specialist support vessels, was officially named today at a ceremony at Her Majesty’s Naval Base (HMNB) Portsmouth. SD Tempest is the most powerful, capable and manoeuvrable tug to enter service with Serco and she has been specifically procured to support the arrival of HMS Queen Elizabeth and HMS Prince of Wales, which are the largest warships to ever be constructed for the Royal Navy.

SD Tempest is the 31st vessel to be built for Serco by Damen Shipyards. She sailed into her home port of Portsmouth for the first time on 22nd February 2017. Since then, she has since completed a series of operational trials, completed crew familiarisation and is now completely ready to support the Queen Elizabeth Class carriers.

Clare Hinton, wife of SD Tempest’s Master, Rob Hinton, ‘christened’ SD Tempest by smashing a champagne bottle across the bows of the ship in the traditional manner. The naming ceremony was held in front of 300 specially invited guests including senior naval officers, Serco employees, crew and families on the waterfront at the base.

The project to build SD Tempest brought together the latest technology from the global shipping industry for the Royal Navy and combined the expertise of the Ministry of Defence, Serco and Damen. The Serco project team and the vessel’s crew were involved with Damen in the design, trials and testing of Tempest and they have also trained with Admiralty pilots and members of the ship’s company to ensure that they are completely ready for the first carrier entry into Portsmouth Harbour. Crew training has also taken place on the Tempest’s sister ships used in the commercial sector in the Netherlands ensuring this experience and knowledge is shared and that the vessel and crew are fully prepared for her future role.

SD Tempest has been procured by Serco for the Royal Navy’s Defence Marine Services under an innovative amendment to the current contract which has meant that the Ministry of Defence has not had to pay any additional money for the procurement.

Commenting on the naming ceremony, Rupert Soames, Serco’s Group Chief Executive, said: “SD Tempest is a powerful addition to Serco’s fleet in this ‘Year of the Navy’ and we look forward to seeing her shepherd HMS Queen Elizabeth into Portsmouth harbour when she arrives later this year. The innovative approach to the procurement taken by the Royal Navy and Serco has meant we can meet the future needs of the RN at no extra cost to the taxpayer. Serco has been trusted by the Royal Navy to help put ships to sea for over 20 years and we are really proud of our track record of achieving over 99.9% of tasks successfully.”

Photograph Copyright: Digital Expression UK (2019)

Information Source: SERCO.com

Goole is the furthest inland port in Britain.

The port is capable of handling nearly 3 million tonnes of cargo per annum, making it one of the most important ports on the east coast of England.

en.wikipedia.org/wiki/Goole

The Yorkshire Waterways Museum

An independent Museum that celebrates Yorkshire's waterways heritage.

www.waterwaysmuseum.org.uk

This is the home of the Tugs and Tom Pudding trains which transported coal from South and West Yorkshire for transfer into larger ships using the boat hoists. These boat hoists are now industrial icons.

en.wikipedia.org/wiki/Tom_Pudding

Wheldale

An historic coal tug boat.

Currently used by the museum for half day canal trips along the historic Yorkshire coal routes.

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.

The MiG-21 was the first Soviet fighter capable of flying faster than twice the speed of sound and is an iconic aircraft of the Cold War years. MiG-21s saw extensive combat action in such diverse conflicts as Vietnam, the Arab-Israeli Wars, the Iran-Iraq War, Afghanistan and Desert Storm.

This aircraft is typical of the early 'First Generation' variants of the MiG-21 'Fishbed' which was first designed as a simple, lightweight jet fighter, first flown as a pre-production prototype in 1957.

Following on from the initial MiG-21F 'Fishbed-C' production variant, in 1960 the new MiG-21P variant (NATO reporting name 'Fishbed-D') dispensed with the original internal cannon armament completely in favour of air-air missiles or rocket pods and introduced a modified fuselage with a longer nose, and modified canopy and spine with a distinctive bulge immediately aft of the cockpit. This was followed in production from 1962 to 1964 by the MiG-21PF, as seen here, with updated afterburning engine and the pitot probe relocated to the top of the nose. This variant also introduced a new system for controlling the variable intake centrebody at the nose, whose larger intake accommodated new RP-21 search/track radar, giving all-weather capability. The MiG-21 PFM for the Soviet Air Force was produced between 1964 and 1965, and the Mig-21 PFS version was produced for export from 1966-68.

The C-3 Forward Ballistic Missile was capable of being launched from a submerged Fleet Ballistic Missle (FBM) submarine. Outfitted with multiple independently-targetable re-entry vehicle (MIRV) warheads, the C-3 was twice as accurate and had twice the explosive power of the A-3. The first submarine to carry and launch a C-3 missile was the USS James Madison (SSBN-627) in August of 1970. This mock-up missile was donated by the U.S. Navy through Lockheed Missile and Space Company, which manufactured the C-3 Missiles for the Navy. It measures 32 feet long with a 74-inch diameter. The mockup weighs 12,000 pounds, but the deployable missile weighed 65,000 pounds.

The USS Bowfin Submarine Museum and Park opened in 1981 next to the USS Arizona Memorial Visitor Center in Pearl Harbor. The centerpiece of the museum is the World War II submarine USS Bowfin (SS-287), which is open for public tours. Adjacent to the Bowfin is a 10,000 square foot museum which exhibits an impressive collection of submarine-related artifacts such as submarine weapon systems, photographs, paintings, battleflags, original recruiting posters, and detailed submarine models, all illustrating the history of the U.S. Submarine Service. Numerous submarine-related artifacts litter the grounds around the park, which also features the Waterfront Memorial, a public memorial honoring the 52 American submarines and the more than 3,500 submariners lost during World War II.

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.

en.wikipedia.org/wiki/DIY_audio

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)

050124-M-8479B-004

Najaf Province, Iraq (Jan. 24, 2005) - Marines from Tank Platoon, Battalion Landing Team 1st Battalion, 4th Marines, 11th Marine Expeditionary Unit (Special Operations Capable), fire their M1A1 Abrams tank main gun in the western desert of Najaf Province, Iraq, during a training exercise. The Marine tank crewmembers train monthly to remain proficient with the M1A1 tank. U.S. Marine Corps photo by Gunnery Sgt. Robert K. Blankenship (RELEASED)

The Lockheed C-130 Hercules was designed as a troop and freight carrying aircraft capable of operating from unprepared surfaces. Because it was designed from the outset as a military cargo aircraft, the C-130 featured a rear ramp for ease of loading. At the time this was an innovation. The rear ramp also allows air-dropping of supplies.

The first prototype flew in 1954 and deliveries of the aircraft to the United States Air Force began in 1956.

The RAF ordered sixty-six Hercules, and the first of these was delivered in 1966.

This example is one of thirty of the original order that were lengthened, because some regular loads were filling the cargo bay while weighing much less than the aircraft could lift ("bulking out"). Extra length was achieved by inserting additional fuselage sections fore and aft of the wings.

More than 2300 Hercules have been built and there are more than forty variants of the type. The Hercules is used by more than 60 countries and has been in service with its original operator the United States Air Force for more than 50 years.

Type : Medium range tactical transport.

In Service : 1967 - 2011 (new C130Js introduced 1999)

Engines : Four 4,900hp Allison T-56 Turboprops.

Maximum Speed : 600kph (375mph)

Max. Altitude : 10,000m (33,000ft)

Airframe : All metal stressed-skin.

Wingspan : 40.5m (133ft)

Length : 34.6m (113ft 6ins)

Max Loaded Weight : 45,000kg (99,000Ib)

Empty Weight : 34,300kg (75,600Ib)

Capacity : 128 passengers /96 stretchers

64 paratroops

8 pallets

3 Land Rovers or an armoured personnel carrier.

Hercules C.3 XV202 history.

Manufacturers number 382-4226.

Built at Lockheed Marietta, Georgia as a C-130H-130-LM Hercules.

Given USAF serial number 66-8552 this aircraft was one of 66 C-130K Hercules aquired for the RAF between December 1966 and May 1968.

August 1967 : Delivered to the RAF as Hercules C.Mk.1 following painting and fitting out by Marshalls of Cambridge.

1981 : Converted to C.Mk.3, with fuselage lengthened by 15ft/4.57m by Marshalls as one of 30 conversions carried out between 1980 and 1985 using additional Lockheed-supplied fuselage sections fore and aft of the wing.

Used mainly on longer routes and for paratrooping.

To RAF Lyneham Transport Wing, Wiltshire (comprising Nos. 24, 30, 47 and 70 Squadrons and 242 O.C.U, all part of No. 38 Group.

1986 : Retrofitted with in-flight refuelling probe above cockpit, designated C.3P.

1994 : Displayed at international Air Tattoo, RAF Fairford, Gloustershire, as part of the Hercules' 40th anniversary and was serving as part of the Lyneham Transport wing.

1st January 2009 : To Marshalls, Cambridge for storage.

March 2011 : Took part in Operation ELLAMY from Malta in support of the Libyan conflict. Subsequently with No.47 Squadron, RAF Brize Norton (the last four Hercules left Lyneham on 1st July 2011, prior to that station's planned closure in late 2012).

12th August 2011 : Flown from RAF Brize Norton to RAFM Cosford. This is thought to be the final landing of the last RAF C.3.

Image Copyright D.J.Ralley 2016.

Not to be used without prior permission.

Io Aircraft - www.ioaircraft.com

Drew Blair

www.linkedin.com/in/drew-b-25485312/

io aircraft, phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, Boeing XS-1, htv, Air-Launched Rapid Response Weapon, (ARRW), hypersonic tactical vehicle, hypersonic plane, hypersonic aircraft, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjet, darpa, onr, navair, afrl, air force research lab, defense science, missile defense agency, aerospike,

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.

It is capable both of this and of the opening door! Choose, and what you choose should still be shining

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.

Other than its USAF tail number--54-0581--and its civilian registration, N87DT, nothing can be found about this anonymous C-123K. It did serve in Vietnam, and at one point was a UC-123K defoliant sprayer, but nothing else. It was retired in 1982; in 1987, it was acquired by the Military Aircraft Restoration Corporation (MARC) for restoration. Its Southeast Asia camouflage was removed down to the bare metal. From 2010 to 2015, it was reported as sold to a private owner in Alaska, but in 2017, it was instead handed over to Yanks Air Museum.

Whatever its mysterious past, 54-0581 may look a little worn, but is actually still flyable. I saw it in May 2021.

(more information about the Austrian Military Academy and Armed Forces you can get by going to the end of page and clicking the link, it's completely legal!)

History

Date/Event

14th December 1751 Imperial resolution of Maria Theresa on the establishment of a military academy in Wiener Neustadt. Order to the 1. Chief Executive General Quartermaster Graf Daun: "Make them capable officers and righteous men."

11th November 1752 Cadet school in Wiener Neustadt with 200 pupils (2 companies) opened.

Beginning of study operations.

Objective: To train officers suitable for field duty.

Focus in education: drill, fencing, riding, fortification, arithmetic, foreign languages.

1755 first graduates from Military Academy.

From 1771 title: "Theresianische Militärakademie".

1785 - 1805 Chief Executive Major General Count Kinsky, reformer of the education system.

Promoter of patriotic thinking, management of the Academy in the spirit of the Enlightenment.

1794 - 1797 Franziska Scanagatta ("first female cadet").

1843 - 1847 Vice-Principal Major Ignaz von Reinisch:

Introduction of a "higher teaching course" for outstanding cadets with subjects military business style, literature, foreign languages, history, mathematics, practical items.

1852 reorganization of the military education system:

Opportunity to enter the Academy at the age of 15-16, 4 years of training, graduation as second lieutenant.

1874 reorganization.

Required as qualifications for entry into the academy graduating from middle school or military junior high school.

1894 award of the official title "Theresa Military Academy" by Franz Joseph.

To 1918 graduation of a total of 10,966 lieutenants.

From 1919 Babenbergerburg (castle of the Babenberg) handed over to the State Office of the Interior and Education.

The officer training took place at the army school in Enns (Upper Austria).

23 October 1919 founding of the graduate association "Alt Neustadt", whose main concern was the return of officer training to the Castle of Neustadt.

29 August 1934 The battalion of academics moved into the castle.

1 September 1934 reintroduction of the name "Theresa Military Academy".

2 September 1934 first graduation of 55 lieutenants in the first Republic in Wr. Neustadt.

Subjects were, inter alia: combat theory, practical infantry training, gas battle, civics, war history, pedagogy, foreign languages​​.

12 March 1938 invasion of the German Wehrmacht.

2 September 1938 Last age group of the former Theresa Military Academy is sworn in on the "Führer".

1938 - 1939 Colonel Rommel first commander of the now "School of War Wiener Neustadt" subsequently "War School" or temporarily NCO School of the Wehrmacht.

September 1939 With the outbreak of war, the "War School Wiener Neustad" for the time being was shut down.

From 1st December 1942 "School II for officer cadets of the infantry".

From 23rd January 1944 "military school for officer cadets (Fahnenjunker) of the infantry".

16th March 1945, the castle after bomb attack completely burns out.

1946 Start of the reconstruction, which lasts until 1958.

1956 Start of officer training in Enns.

1st December 1958 Relocation of the Military Academy from Enns to Wr. Neustadt.

14th December 1958 Festive reopening on the Founding Day.

Commander: Colonel of the higher military service Heck.

1958 With beginning of the studies 1958 start of the scheduled 3- year training of military academics.

From 1966 age groups with "age group names" provided (selected by age group itself).

"Study Regulation 70" New Commander: Major General Erich Watzek

Educational subject divided into three study groups:

Training for battle, general military training, state political training and education.

"Study Regulation 80" New Commander: Major General Hannes Philipp

Officer training divided into "leadership in action", "Leadership in Peace" and "Military Political Education".

From 21 September 1980 Joint taking over of professional and militia officers in the army, graduation of the regular officers the day before. Increased importance of further education and training of professional and militia officers.

1st June 1985 reorganization:

"Institute 1" (officer training) and

"Institute 2 " (officer further education and continuing training) istalled.

From 1990

Officer training concept 2000 developed. New Commander: Major General Adolf-Erwin Felber

Basis for the promotion of the education to "polytechnic course".

1 January 1998 Recognition as a "polytechnic course of studies" (6 semesters).

Structuring of the "troops officer training" in "polytechnic studies" (for civilian students open) and the "troops officer course" (only for professional soldiers).

Degree: Lieutenant Magister (FH - Fachhochschule - polytechnic school) Military Leadership .

Since September 2003, the beginning of the 8-semester training as FH-degree program.

Graduation 2003 The first 4 women finish the education at the Military Academy positively. A total of 3576 officers were trained at the Theresa Military Academy since reopening in 1959.

www.bmlv.gv.at/karriere/offizier/geschichte.shtml

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)

The trumpeter swan (Cygnus buccinator) is a species of swan found in North America. The heaviest living bird native to North America, it is also the largest extant species of waterfowl, with a wingspan of 185 to 304.8 cm (6 ft 2 in to 10 ft 2 in). It is the American counterpart and a close relative of the whooper swan (Cygnus cygnus) of Eurasia, and even has been considered the same species by some authorities. By 1933, fewer than 70 wild trumpeters were known to exist, and extinction seemed imminent, until aerial surveys discovered a Pacific population of several thousand trumpeters around Alaska's Copper River. Careful reintroductions by wildlife agencies and the Trumpeter Swan Society gradually restored the North American wild population to over 46,000 birds by 2010.

Taxonomy

The trumpeter swan was formally described in 1831 by the Scottish naturalist John Richardson in the fourth volume of American Ornithology; or, The Natural History of Birds Inhabiting the United States by Alexander Wilson and Charles Bonaparte. Richardson coined the current binomial name Cygnus buccinator. A description by Richardson was also published in Fauna Boreali-Americana, or, The Zoology of the Northern Parts of British America by William Swainson and Richardson but although the volume has 1831 printed on the title page, it was not published until 1832. The specific epithet is from Latin bucinator meaning "trumpeter"; bucina is the Latin word for a military trumpet. The trumpeter swan is monotypic: no subspecies are recognised.

Description

The trumpeter swan is the largest extant species of waterfowl, and both the heaviest and longest native bird of North America. Adults usually measure 138–165 cm (4 ft 6 in – 5 ft 5 in) long, though large males can exceed 180 cm (5 ft 11 in) in total length. The weight of adult birds is typically 7–13.6 kg (15–30 lb). Possibly due to seasonal variation based on food access and variability due to age, average weights in males have been reported to range from 10.9 to 12.7 kg (24 to 28 lb) and from 9.4 to 10.3 kg (21 to 23 lb) in females. It is one of the heaviest living birds or animals capable of flight, and, in terms of average mass, the heaviest flying bird in the world. Alongside the mute swan (Cygnus olor), Dalmatian pelican (Pelecanus crispus), kori bustard (Ardeotis kori), and Andean condor (Vultur gryphus), it is one of a handful to weigh in excess of 10 kg (22 lb) between the sexes, and one survey of wintering trumpeters found it averaged second only to the condor in mean mass. The trumpeter swan's wingspan ranges from 185 to 304.8 cm (6 ft 0.8 in to 10 ft 0 in), with the wing chord measuring 60–68 cm (24–27 in). The largest known male trumpeter attained a length of 183 cm (6 ft 0 in), a wingspan of 3.1 m (10 ft 2 in) and a weight of 17.2 kg (38 lb). It is the second heaviest wild waterfowl ever found, as one mute swan was found to weigh a massive 23 kg (51 lb), but it was unclear whether the latter swan was still capable of flight because of its bulk.

The adult trumpeter swan's plumage is entirely white. Like mute swan cygnets, the cygnets of the trumpeter swan have light grey plumage and pinkish legs, gaining their white plumage after about a year. As with the whooper swan, this species has upright posture and generally swims with a straight neck. The trumpeter swan has a large, wedge-shaped black bill that can, in some cases, be minimally lined with salmon-pink coloration around the mouth. The bill, measuring 10.5–12 cm (4.1–4.7 in), is up to twice the length of a Canada goose's (Branta canadensis) bill and is the largest of any waterfowl. The legs are gray-pink in color, though in some birds can appear yellowish gray to even black. The tarsus measures 10.5–12 cm (4.1–4.7 in). The mute swan, introduced to North America, is scarcely smaller. However, it can easily be distinguished by its orange bill and different physical structure (particularly the neck, which is typically held curved as opposed to straight in the trumpeter). The mute swan is often found year-around in developed areas near human habitation in North America, whereas trumpeters are usually only found in pristine wetlands with minimal human disturbance, especially while breeding. The tundra swan (C. columbianus) more closely resembles the trumpeter, but is significantly smaller. The neck of a male trumpeter may be twice as long as the neck of a tundra swan. The tundra swan can be further distinguished by its yellow lores. However, some trumpeter swans have yellow lores; many of these individuals appear to be leucistic and have paler legs than typical trumpeters. Distinguishing tundra and trumpeter swans from a distance (when size is harder to gauge) can be challenging without direct comparison but it is possible thanks to the trumpeter's obviously longer neck (the great length of which is apparent even when the swan is not standing or swimming upright) and larger, wedge-shaped bill as compared to the tundra swan.

Trumpeter swans have similar calls to whooper swans and Bewick's swans. They are loud and somewhat musical creatures, with their cry sounding similar to a trumpet, which gave the bird its name.

Range and habitat

Beginning in 1968, repeated in 1975, and then conducted at 5-year intervals, a cooperative continental survey of trumpeter swans was last conducted in 2015. The survey assesses trumpeter swan abundance and productivity throughout the entire breeding ranges of the three recognized North American populations: the Pacific Coast (PCP), Rocky Mountain (RMP), and Interior (IP) populations (see Figure). From 1968 to 2010 the population has increased from 3,722 to approximately 46,225 birds, in large part due to re-introductions to its historic range.

Their breeding habitat is large shallow ponds, undisturbed lakes, pristine wetlands and wide slow rivers, and marshes in northwestern and central North America, with the largest numbers of breeding pairs found in Alaska. They prefer nesting sites with enough space for them to have enough surface water for them to take off, as well as accessible food, shallow, unpolluted water, and little or no human disturbance. Natural populations of these swans migrate to and from the Pacific coast and portions of the United States, flying in V-shaped flocks. Released populations are mostly non-migratory.

In the winter, they migrate to the southern tier of Canada, the eastern part of the northwest states in the United States, especially to the Red Rock Lakes area of Montana, the north Puget Sound region of northwest Washington state; they have even been observed as far south as Pagosa Springs, Colorado. Historically, they ranged as far south as Texas and southern California. Since 1992, trumpeter swans have been found in Arkansas each November – February on Magness Lake outside of Heber Springs. In addition, there is a specimen in the Museum of Comparative Zoology in Cambridge, Massachusetts, that was shot by F. B. Armstrong in 1909 at Matamoros, Tamaulipas, Mexico. C. buccinator is therefore considered extirpated from Mexico. In early 2017, a juvenile trumpeter swan took up residence in the French Broad River in Asheville, North Carolina, marking the first such sighting in that part of the state.

Non-migratory trumpeter swans have also been artificially introduced to some areas of Oregon, where they never originally occurred. Because of their natural beauty, they are suitable water fowl to attract bird watchers and other wildlife enthusiasts. Introductions of non-indigenous species in the Western states, for example through the Oregon Trumpeter Swan Program (OTSP), have also been met with criticism, but the introduction program argues that the perceived attractiveness of natural sites has priority over the original range of any given species.

Occasional sightings of trumpeter swans have occurred in the United Kingdom; while some of these are believed to be vagrants, most are presumed escapes into the wild. A single instance of the species breeding in the United Kingdom is reported from 1997, where two swans out of a group that escaped from a wildfowl collection at Apethorpe Palace, Northamptonshire raised a single cygnet on the River Nene.

Diet

These birds feed while swimming, sometimes up-ending or dabbling in reaching submerged food. The diet is almost entirely aquatic plants and occasionally insects. They will eat both the leaves and stems of submerged and emergent vegetation. They will also dig into muddy substrates underwater to extract roots and tubers. In winter, they may also eat grasses and grains in fields. They will often feed at night as well as by day. Feeding activity, and the birds' weights, often peak in the spring as they prepare for the breeding season. The young initially include insects, small fish, fish eggs and small crustaceans in their diet, providing additional protein, and change to a vegetation-based diet over the first few months.

Predators and mortality

Predators of trumpeter swan eggs include common ravens (Corvus corax), common raccoons (Procyon lotor), wolverines (Gulo gulo), American black bears (Ursus americanus), grizzly bears (Ursus arctos horribilis), coyotes (Canis latrans), gray wolves (Canis lupus), pumas (Puma concolor), and North American river otters (Lontra canadensis). Nest location can provide partial protection from most mammalian nest predators, especially if placed on islands or floating vegetation in deep waters. Most of the same predators will prey on young cygnets, as well as common snapping turtles (Chelhydra serpentina), California gulls (Larus californicus), great horned owls (Bubo virginianus), red foxes (Vulpes vulpes) and American mink (Neogale vison). Larger cygnets and, rarely, nesting adults may be ambushed by golden eagles (Aquila chrysaetos), bobcats (Lynx rufus), and probably coyotes, wolves and pumas.

When their eggs and young are threatened, the parents can be quite aggressive, initially displaying with head bobbing and hissing. If this is not sufficient, the adults will physically combat the predator, battering with their powerful wings. Adults have managed to beat predators equal to their own weight such as coyotes in confrontations. Predation of adults, when they are not nesting, is extremely rare; golden and bald eagles, and coyotes can pose a threat, but substantiated cases are very few. Photos of an exceptional attack by a bald eagle (Haliaeetus leucocephalus) on an adult trumpeter swan in flight were taken in 2008, although the swan survived the predation attempt. In another case, a coyote succeed killing an injured adult trumpeter swan.

In captivity, members of this species have survived to 33 years old and, in the wild, have lived to at least 24 years. Young trumpeter swans may have as little as 40% chance of survival due variously to disturbance and destruction by humans, predation, nest flooding, and starvation. In some areas, though, the breeding success rate is considerably greater and, occasionally, all cygnets may reach maturity. Mortality in adults is quite low, with the survival rate usually being 80–100% annually, unless they are hunted by humans.

Breeding behaviour

Like other swans, trumpeter swans often mate for life, and both parents participate in raising their young, but primarily the female incubates the eggs. Most pair bonds are formed when swans are 5 to 7 years old, although some pairs do not form until they are nearly 20 years old. "Divorces" have been known between birds, in which case the mates will be serially monogamous, with mates in differing breeding seasons. Occasionally, if his mate dies, a male trumpeter swan may not pair again for the rest of his life.

In late April, breeding pairs meet to begin the process of constructing a nest, which can take 11 to 35 days. Before this grueling process can come to be, much like many other species of birds, these creatures undergo several courtship rituals. Trumpeter swans have a strong tendency to avoid interactions with conspecifics, therefore it is implied that at first contact of a potential mating pair there is some unwillingness in the male and female to make this connection.

In order to overcome the initial encounter, two common displays can occur. At first, the male tends to pursue the female in a non-aggressive way. When the female allows the approach, the male will touch the breast of its body to the flank of the female which then causes both individuals to touch the breasts of their bodies together. At this point the feathers on the neck of the male are stood up and the bills of the mating pair are pointed down indicating pacification. Another act of courtship occurs when a male swims in the direction of a possible mate and continuously turns its head from side to side to get the attention or perhaps impress the female. Other common behavioral displays presented by the pair include spreading and raising their wings, the rapid or almost quivering motion of the wings, particular head motions that include bobbing, and finally the most known (and what the name of this animal originates) is the trumpeting that occurs.

Acoustic communication among trumpeter swans is very common among all ages of the species. From the young cygnets to the adult swans, their calls are very distinct and have a wide variety of functions in the survival of the animal. The classic trumpet call can be heard from long distances and is the most common communication mechanism heard among these birds. This type of call resembles a horn because the frequency can vary greatly. This call generally occurs when an animal is alarmed or feels threatened, the call acts as a warning or even a way in deterring incoming predators due to the abrupt volume of the noise being evoked. More specifically referring to mating, the call that is most common among mating pairs is called the duet. This call happens when a pair has come together near breeding season. The duetting process can begin as separate trumpeting solos and can evolve into an almost simultaneous duet that is very similar in frequency and very difficult to tell the individual calls apart. This performance of the pair is commonly associated with the particular movements mentioned above (head bobbing and wing movements) associated with the courtship. Also, the duet can aid in the coordination of a dual attack on a predator that is too close to the nest of a mated pair. In terms of mate choice, the trumpeter swan continually returns to the mate from previous breeding terms. Often the breeding pair will even return to their previous breeding grounds if the previous offspring were successful in that area.

Though the range of the two species does not overlap, the trumpeter swan can hybridize with its close relative, the whooper swan (Cygnus cygnus), and hybrid birds have been observed in the wild, most likely as a result of interbreeding between wild trumpeter and vagrant or introduced whooper swans.

Nesting and incubation behaviour

The fabrication of a nest is an incredibly precise process that takes place over a series of 11 to 35 days and typically breeding pairs will begin construction in late April. The time of year the nest-building process begins can slightly vary due to weather conditions in the previous year, if the environment was colder and wet the females may not be healthy enough to be mating right away and as a result, the nesting behavior might be slightly delayed. It is common to find nests of trumpeter swans surrounded by water or close to water. This is advantageous to the parents because it can reduce the risk of predation, can provide optimal foraging sources such as aquatic vegetation as well as ensure there is nearby water for when the cygnets are hatched.[60] The long duration of the nest building process is predominantly due to the nest being so large (1.2 to 3.6m in diameter) and fabricated mainly from submerged vegetation as well as grasses and grass-like plants. It has been observed that adult trumpeter swans do not directly bring the building materials directly to the nest building site. The males use a specific action that includes facing away from the nest and throwing organic materials over their shoulder moving closer and closer to the nesting area. Eventually when they arrive at the nesting site the two individuals of the mating pair are involved in the construction, but, as mentioned above the male spends the majority of its time doing the construction. During nest construction, female trumpeter swans feed significantly more frequently than males in order to fuel up for laying the eggs. This is greatly supported by the male counterpart of the species because ultimately if the female is keeping itself healthy it will, in the end, ensure healthy offspring which improves the fitness of the mating pair.

Typically a female trumpeter swan will lay four to six eggs and will incubate them for 32 to 37 days until they hatch. The eggs average 73 millimetres (2.9 in) wide, 113.5 millimetres (4.5 in) long, and weigh about 320 grams (11.3 oz). The eggs are quite possibly the largest of any flying bird alive today, in comparison they are about 20% larger in dimensions and mass than those of an Andean condor (Vultur gryphus), which attains similar average adult weights, and more than twice as heavy as those of kori bustards (Ardeotis kori).

After the eggs are laid it is the female that spends the majority of the time incubating, it has been observed that around every 20 minutes the female will stand up from incubating and reach down beneath itself to roll over the eggs with its bill before re-assuming the incubation position. It can be inferred that this behaviour is used to ensure the eggs are kept an appropriate temperature on all sides, this is very important because exposure to the elements leads to high mortality rates in cygnets. The female only leaves the incubation process for brief recesses that last around 20 minutes. Before the female leaves for recess, it will cover the eggs with plant material and it has been observed that if the female does not cover the eggs the male will do so in the absence of the female. This time away from the nest is primarily used for feeding, but the female has also been observed using this time for bathing and preening. The only other time the female leaves the nest is when it must help the male chase away predators from their nesting territory. It is highly uncommon for both members of a mating pair to be absent from the nest at the same time, there is generally always a male or a female present guarding the eggs. The behavior of the male during and after the laying of the eggs can be best described as on alert. This is due to males being increasingly territorial and aggressive, particularly when a predator or conspecifics approach the nesting area. Generally when females leave the nest during their brief recesses the males will stand and guard the eggs, although in some cases the males would even sit on the eggs in the absence of a female swan.

Parental behaviour

After the meeting of the pair prior to mating or nest building, the male will often initiate courting calls which result in the duet mentioned above. Before and throughout the laying period, the male can be found dealing with the construction of the nest and collection of resources. As the eggs are being incubated by the female the male does not feed or sleep as often particularly when the female left the nest. These trends also were associated with more aggressive behaviors from the male, especially towards predators and other members of the species. When it comes to parental behaviour, the male has already completed the majority of its role. With this in mind, the male does continue to be territorial and protective of the newly developing cygnets as well as allowing the female to replenish its nutrient reserves. This makes migration to wintering grounds possible and allows for more years of breeding. Keeping the female of the mating pair healthy is important for trumpeter swans because this species tends to only have one mate in its lifetime. A healthy female also improves the likelihood of having more successful clutches are well as better nesting experiences. When cygnets are young it is common to see the male accompanying them in feeding recesses outside the nest. This can fall under the category of the main male role in parenting being the protection of the offspring.

Females

The increased care and attention of the male to the young allowed for the female to feed more frequently and exert more energy toward the protection and overall health of the developing cygnets. During the pre-laying/laying period the males are significantly more active than the females of the breeding pair. This is advantageous in because it aids in the fitness of the species by improving reproductive success by allowing the female, as mentioned above, to feed more frequently and overall replenish the energy stored in order to aid in incubation and other crucial activities. When hatching occurs the females tend to not leave the nest, the only time a female may leave would be to chase away a nearby predator. After hatching the cygnets are brooded for the first one to two days by the female, cygnets are also brooded when needed (when it is cold or at night) for the first few weeks of their lives. Young offspring have a very close relationship with their parents in the first part of their lives spending the majority of their first few weeks with the female in the nest or in the water. The young are able to swim within two days and usually are capable of feeding themselves after, at most, two weeks. The fledging stage is reached at roughly 3 to 4 months. Fledglings tend to spend their first full winter with their parents and then they no longer need them.

Conservation status

In the 19th and early 20th centuries, the trumpeter swan was hunted heavily, for game or meat, for the soft swanskins used in powder puffs, and for their quills and feathers. This species is also unusually sensitive to lead poisoning from ingesting discarded lead shot from fishing weights while young. The Hudson's Bay Company captured thousands of swans annually with a total of 17,671 swans killed between 1853 and 1877. In 1908 Edward Preble wrote of the decline in the hunt with the number sold annually dropping from 1,312 in 1854 to 122 in 1877. Sir John Richardson wrote in 1831 that the trumpeter "is the most common Swan in the interior of the fur-counties... It is to the trumpeter that the bulk of the Swan-skins imported by the Hudson's Bay Company belong." By the early twentieth century breeding trumpeter swans were nearly extirpated in the United States, with a remnant population of fewer than 70 wild trumpeters in remote hot springs in or near Yellowstone National Park. Surprising news came from a 1950s aerial survey of Alaska's Copper River when several thousand trumpeters were discovered. This population provided critical genetic stock to complement the tri-state (Montana/Idaho/Wyoming) population for re-introductions in other parts of the swan's historic range.

Historical range

In 1918 Joseph Grinnell wrote that trumpeter swans once bred in North America from northwestern Indiana west to Oregon in the U.S., and in Canada from James Bay to the Yukon, and they migrated as far south as Texas and southern California. In 1960 Winston E. Banko also placed their breeding range as far south as Nebraska, Missouri, Illinois, northwestern Indiana, but in Michigan turned this line northwards, placing a hypothetical eastern boundary up through Ontario to western Quebec and the eastern shore of James Bay. In 1984, Harry G. Lumsden posited that trumpeter swans may have been extirpated from eastern Canada by native people armed with firearms prior to the arrival of European explorers and noted archaeological remains of trumpeter swans as far east as Port au Choix, Newfoundland dating to 2,000 BCE. He cited historical observer records of what must have been breeding trumpeters, such as Father Hennepin's August report of swans on the Detroit River from Lake St. Clair to Lake Erie in 1679 and Antoine de la Mothe Cadillac's 1701 report of summering swans (July 23 – October 8) in the same area: "There are such large numbers of swans that the rushes among which they are massed might be taken for lilies." In the eastern United States the breeding range is potentially extended to North Carolina by the detailed report of John Lawson (1701) that "Of the swans we have two sorts, the one we call Trompeters...These are the largest sort we have...when spring comes on they go the Lakes to breed" versus "The sort of Swans called Hoopers; are the least."

Reintroduction

Early efforts to reintroduce this bird into other parts of its original range, and to introduce it elsewhere, have had modest success, as suitable habitats have dwindled and the released birds do not undertake migrations. More recently, the population in all three major population regions have shown sustained growth over the past thirty-year period. Data from the US Fish and Wildlife Service show 400% growth in that period, with signs of increasing growth rates over time.

One impediment to the growth of the trumpeter swan population around the Great Lakes is the presence of a growing non-native mute swan population who compete for habitat.

Alberta

One of the largest conservation sites for the trumpeter swan is located in Lois Hole Provincial Park. It is located adjacent to the renamed Trumpeter subdivision of Edmonton, Alberta, within Big Lake.

Idaho

Thousands of swans migrate through the Chain Lakes along the Coeur d'Alene River basin in the Idaho Panhandle. Due to historic mining in the area, an average of 52 swans died each year 2005-2021 from lead exposure. There is an effort by local foundations, Idaho Department of Fish and Game, and the United States Environmental Protection Agency to clean up the area and help limit lead exposure of swans migrating through.

Michigan

Joe Johnson, a biologist for the W.K. Kellogg Bird Sanctuary, part of Michigan State University’s Kellogg Biological Station, obtained trumpeter swans from Alaska for re-introduction to Michigan beginning in 1986. The population has grown via continued re-introductions and organic growth to 756 birds by 2015. The native swans have benefited from removal of non-native mute swans by the Michigan Department of Natural Resources beginning in the 1960s, with a decline from 15,000 mute swans in 2010 to 8,700 in 2015.

Minnesota

As of 2013, the trumpeter swan is no longer listed as threatened in the state of Minnesota. In the winter months, a large population of trumpeter swans can be seen in the city of Monticello, Minnesota.

Ontario

The Ontario Trumpeter Swan Restoration Group started a conservation project in 1982, using eggs collected in the wild. Live birds have also been taken from the wild. Since then, 584 birds have been released in Ontario. Despite lead poisoning in the wild from shotgun pellets, the prospects for restoration are considered optimistic. As of 2021, the population was between 2500 and 3000, was stable, and no longer relied on rehabilitation facilities.

Yellowstone National Park

Yellowstone provides only marginal habitat for trumpeter swans and therefore may only limited to occasional residents and wintering migrants. As of 2019, 27 trumpeter swans were observed in the park, 21 adults and 7 cygnets. Scientists[who?] attribute the decline in the park's population to the loss of nests and nesting sites because of spring flooding caused by climate change. In 2019, 4 young swans were released in Hayden Valley, and 35 cygnets have been released over 7 years, though none of these cygnets have since nested in the park.

Butterflies use their antennae to sense the air for wind and scents. The antennae have clubbed-tips. The sensory receptors are concentrated in the tips and can detect odor's.

Taste receptors are located on the palps and on the feet. Adult butterflies consume only liquids, ingested through the proboscis as they sip water and feed on nectar from flower. The proboscis is elongated and tubular expands when needed to feed and curls up at rest.

Butterflies are brightly colored flying insects with four wings that vary in color and pattern according to species, the wings are covered with tiny overlapping rows of scales.

Butterflies in their adult stage can live from a week to nearly a year depending on the species.

Butterflies are important as pollinators, although in general they do not carry as much pollen as bees. They are however capable of moving pollen over greater distances.

Butterflies are widely used as objects of art in jewelry, artwork, furnishings and photographic art. A famous illustration was in Alice in Wonderland, the caterpillar seated on a toadstool and is smoking a hookah.

Hope you enjoy!

All rights reserved ©Pix.by.PegiSue

www.flickr.com/photos/pix-by-pegisue/

Butterfly Jungle @SDZSafariPark

Taken at:

San Diego Zoo Safari Park, Escondido, CA

****G-G-G-Game Over. Game over*****

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.

HSL 102, known as The Spitfire of the Ses, was commissioned in 1936, is the only 100 class high speed launch to survive. Capable of a speed of up to 40 knots, 102 took part in the Battle of Britain and together with her fellow launches, rescued more than 13,000 airmen from the sea.

The inspiration behind these RAF rescue craft was Aircraftsman T E Shaw

(better known as Lawrence of Arabia), who pressed for the development of a

large craft for offshore rescue work following his success in producing a

prototype seaplane tender, RAF 200.

The RAF 100 class High Speed Launches joined the RAF fleet in 1937 to

increase the operational range duties of the 200 class seaplane tenders. Built

by the The British Power Boat Company at Hythe, the 100 class HSLs were

designed by Fred Cooper. The class were a stretched version of the 60ft MTB

hull and the prototype was the format on which the RAF based their decision for

a new type of high speed launch.

The prototype, HSL 100, was launched in May 1936 and on trials surpassed all

the parameters set by both the builders and the RAF. The air ministry

immediately placed further orders, with HSLs 101-114 ordered in stages in 1936

with deliveries commencing in 1937. Two further 100 class HSLs were ordered

in 1938 with HSLs 117-132 ordered in 1939. In the event, production of this type

ceased after HSL 121 when the remaining 11 craft scheduled for completion in

1941 were switched to the BPB Whaleback design.

The launch is powered by a trio of Napier Sea Lion engines. They were also used in several of Sir Malcolm Campbell's record-breakers and the Supermarine S.5 racing seaplane, a forerunner of the Spitfire. The range was 500 miles at a

speed of 39 knots. The two wing engines were inclined to drive directly to the

outboard propeller shafts, whilst the centre engine faced the opposite direction

and transmitted via a Vee-drive to the centre propeller. This arrangement

allowed for “cruising” on the centre engine only, a range extending economy

measure which retained a high degree of manoeuvrability. The accommodation

included an Officer’s wardroom / sickbay for four and forecastle bunks for eight

crew.

www.bmpt.org.uk/pdfs/HSL102-InfoSheet.pdf

www.nationalhistoricships.org.uk/register/525/hsl-102

Sherborne Castle Dorset, the grounds designed by Capability Brown, the house built by Sir Walter Raleigh. -oh , and can you spot the dog waiting patiently for her photographer 'dad'?

In the late 1940s, the newly independent US Air Force faced a number of challenges, two of which were paramount: developing a reliable strategic nuclear bomber, and developing interceptors capable of defending the United States from the Soviet Union’s strategic nuclear bombers. The USAF had a plan in mind—the so-called “1954 Interceptor” that would evolve into the F-102 Delta Dagger and F-106 Delta Dart—but these were still some years away. To bridge the gap, Northrop was developing the F-89 Scorpion, but delays to the Scorpion project meant that the United States was theoretically defenseless until it entered service. The USAF then called for interceptors that could be converted quickly from existing aircraft. This would evolve into two aircraft: the F-94 Starfire and F-86D Sabre Dog.

The F-86D started life as the F-95A. Unlike the F-94, which was a fairly straightforward conversion of the T-33A Shooting Star trainer into an interceptor, the F-95 was designed to be flown by one man. In previous dedicated interceptors, a two-man crew was deemed optimum, as the second man would operate the complicated radars of the day. A single-seat interceptor was unheard of, but as the 1954 Interceptor was also going to be a single-seat aircraft, the F-95 would provide valuable research into the concept. To achieve this, however, the fire control system would have to have advanced computers assisting the pilot.

Though it was based on the F-86 Sabre day fighter, the F-95 had less than 30 percent commonality with its parent design: the fuselage was deeper, wider, and longer; the intake had to be redesigned to accommodate the nose radar; the tail was larger; the engine was upgraded with an afterburner for quick takeoffs and climbs; and the canopy was changed to a hinged type rather than the sliding model on the F-86. The latter’s machine gun armament was deleted in favor of an underfuselage tray of 24 Mighty Mouse folding-fin aerial rockets (FFARs).

As the F-95 prototype neared completion, there was some thought that Congress might cancel the aircraft: it was redundant with the F-89 and F-94 also entering service. The F-95 did have the Sabre’s remarkable combat record behind it, and in a funding dodge, North American changed the designation from F-95 to F-86D, making it seem like just another Sabre variant, rather than the nearly entirely new aircraft that it was. This also earned the aircraft its informal nickname: Sabre Dog, based on the old phonetic alphabet for D.

Some pilots, however, claimed the Dog stood for the way the F-86D flew. While it did not have the same propensity to go into uncontrollable pitchups like the F-86 (which was known as the “Sabre Dance”), it could easily be overcorrected, with much the same fatal results. It was not as easy to fly as the “standard” F-86, and the fire control computer, as could be expected for an early 1950s aircraft, was not very reliable. An optical sight was provided for the pilot if the computer went down, which was frequently. Moreover, North American, operating in “emergency” mode, could turn out F-86Ds before Hughes could complete the fire control system. At one point, over 300 F-86Ds sat idle at the North American plant, waiting for computers. Because of the balky computer and the flying characteristics of the Sabre Dog, it was considered the most complicated aircraft to fly in the USAF, requiring a training syllabus matched only by the B-47 Stratojet.

The United States was not the only nation that needed interceptors, and several NATO nations requested F-86Ds of their own. The fire control system was considered too advanced for export, however, and instead it was downgraded to a simper version, the rocket tray was removed and replaced with four 20mm cannon, and it was supplied to friendly nations as the F-86K. While still not the easiest aircraft to fly, the pilot had a better chance of scoring a kill with the more accurate cannon, and the F-86K was successful in NATO service. Subsequently, a number of F-86Ds were returned to North American, undergoing an avionics upgrade, a simpler cockpit layout, and extended wingtips. This resulted in the F-86L, which was used by several Air National Guard interceptor units into the mid-1960s. While American Sabre Dogs only carried rockets, foreign aircraft were modified to carry AIM-9 Sidewinders later. 16 foreign air forces flew Sabre Dogs.

2847 F-86D and associated variants were built, and were the most prolific interceptor in the West during the late 1950s and early 1960s. Most were replaced by more advanced aircraft beginning in the mid-1960s, but a few Yugoslavian F-86Ks soldiered on into the early 1980s. None were ever involved in combat. Today, a handful remain in museums.

52-3651 was built in 1954 and began its service with the 54th Fighter-Interceptor Squadron at Ellsworth AFB, South Dakota. In 1957, it was relegated to the 182nd FIS (Texas ANG) at Brooks AFB, and retired in 1959--because it was not modified to a F-86L, its career was brief. It was preserved as a "gate guard" for the Middle Georgia Regional Airport at Macon, but as it was starting to deteriorate, it was moved to the Museum of Aviation at Robins AFB in 2011.

The Museum hasn't had a chance to restore 52-3651 yet, so it still carries the faded colors it had while on display at Macon's airport; the colors visible belong to the 116th FIW (Georgia ANG) at Dobbins AFB. Several F-86D units carried the large bright orange recognition stripes.

My memory may be playing tricks on me, but I'm almost certain I saw this aircraft when I was little. Since my family did occasionally drive down to Macon, it's possible.

The Theresian Military Academy was under Maria Theresa on 14 December 1751 with the mission "Make he me thereof capable officers and righteous men" to the first commander Field Marshal Leopold Joseph of Daun founded and is, thus, the oldest active uninterruptedly the officer training dedicated Military Academy of the World. Memorable is that the building since 1752 - except for the years of occupation, war and destruction due to the Third Reich - uninterruptedly hosted the Military Academy, while the Royal Military Academy Woolwich, founded in 1741, was closed in 1939. The Royal Military Academy Sandhurst, founded in 1947, only from a sentimental point of view continues the tradition of its predecessor academy. In Wiener Neustadt, in contrast, were admitted since 1752 almost without interruption per year 100 nobles and 100 commoners. The officers of the Austria-Hungarian army as well were to 1918 formed here.

The term military academy it wears since the unification with the nursery of Cadets in 1769. Already in 1771 appeared a by local director lieutenant field marshal Johann Georg Carl Freiherr von Hannig elaborated regulated curriculum and 1775 the by Maria Theresa sanctioned Academy Regulations. The training period at that time was eleven years and was gradually reduced to three years.

The famous Styrian Archduke Johann of Austria was 44 years (1805-1849) Chief Executive Officer of Theresian Military Academy.

In the First Republic, the training was to 1934 performed in Enns (Upper Austria) and then again in Wiener Neustadt. A special feature in the time between the Austrofascism and the Annexation is the refusal of Major General Rudolf Towarek (1933-1938 Commander of the Military Academy), to hand over the castle to German Wehrmacht which had just invated Austria. He had the guard paraded with fixed bayonet and so refused the Wehrmacht several days admission to the castle. This act had until his retirement no negative impacts on Major General Towarek, he even obtained permission to continue to wear the Austrian uniform after his retirement.

By Colonel Erwin Rommel, later Field Marshal, immediately after the Annexation a training school for officer training was set up which he at the beginning also directed himself. To the school the Daun barracks was added.

Towards the end of World War II, the castle was almost completely destroyed by bombs, fires and looting. It burned in April and May 1945 within almost 14 days completely down. The remaining ruins were in the reconstruction in the years 1946 to 1959 restored to its historical form, the interior, however, adapted to current requirements. So the military academy was able to resume operations in the year 1958.

Main portal of the Theresian Military Academy

After the founding of the Armed Forces in 1955, the Military Academy was housed again until 1958 in Enns, from where it subsequently moved back to the castle of Wiener Neustadt, that after the damages caused by the Second World War had been repaired.

In Vienna Museum of Military History, the campaign streamer of the first flag of the military academy is set up. It was donated by Maria Theresia just before her death in 1780 for the first flag, supposedly she should have embroidered it personally. Under the banner ribbon there are two paintings (gouaches) of Bernhard Albrecht (1758-1822). Albrecht was an art teacher at the Military Academy and he also depicted the pupils in their military and athletic exercises. So show the images scenes as "target practice with mortars" and "balancing exercises of cadets at the high balance beam". The sheets have emerged 1785-1793.

The current commander is Brigadier Karl Pronhagl.

Die Theresianische Militärakademie wurde unter Maria Theresia am 14. Dezember 1751 mit dem Auftrag „Mach’ er mir tüchtige Offiziere und rechtschaffene Männer darauß“ an den ersten Kommandanten Feldmarschall Leopold Joseph von Daun gegründet und ist somit die älteste aktive, durchgängig der Offiziersausbildung gewidmete Militärakademie der Welt. Denkwürdig ist, dass das Gebäude seit 1752 – mit Ausnahme der Okkupations- Kriegs- und Zerstörungsjahre in Folge des Dritten Reiches durchgängig die Militärakademie beherbergte, wogegen die 1741 gegründete Royal Military Academy Woolwich 1939 geschlossen wurde. Die Royal Military Academy Sandhurst, gegründet 1947, setzt nur in ideeller Hinsicht die Tradition ihrer Vorgängerakademie fort. In Wiener Neustadt wurden dagegen seit 1752 fast durchgängig pro Jahr je 100 Adelige und 100 Bürgerliche aufgenommen. Auch die Offiziere der Österreich-Ungarischen Armee wurden bis 1918 hier ausgebildet.

Die Bezeichnung Militärakademie trägt sie seit der Vereinigung mit der Pflanzschule für Kadetten im Jahr 1769. Bereits 1771 erschien ein vom Lokaldirektor Feldmarschalleutnant Johann Georg Carl Freiherr von Hannig ausgearbeiteter geregelter Studienplan und 1775 das von Maria Theresia sanktionierte Akademie-Reglement. Die Ausbildungszeit betrug damals elf Jahre und wurde schrittweise auf drei Jahre verkürzt.

Der berühmte steirische Erzherzog Johann von Österreich war 44 Jahre (von 1805 bis 1849) Oberdirektor der Theresianischen Militär-Akademie.

In der ersten Republik wurde die Ausbildung bis 1934 in Enns durchgeführt und anschließend wieder in Wiener Neustadt. Eine Besonderheit in der Zeit zwischen dem Austrofaschismus und dem Anschluss ist die Weigerung des Generalmajors Rudolf Towarek (1933–1938 Kommandant der Militärakademie), die Burg der in Österreich einmarschierten deutschen Wehrmacht zu übergeben. Er ließ die Wache mit aufgepflanzten Bajonett aufmarschieren und verweigerte so der Wehrmacht mehrere Tage den Zutritt zur Burg. Diese Tat hatte bis auf seine Pensionierung keine negativen Auswirkungen auf Generalmajor Towarek, er erhielt sogar die Erlaubnis, nach seiner Pensionierung weiterhin die österreichische Uniform zu tragen.

Von Oberst Erwin Rommel, dem späteren Generalfeldmarschall, wurde unmittelbar nach dem Anschluss eine Kriegsschule für die Offiziersausbildung eingerichtet, die er anfangs auch selbst leitete. Zu der Schule kam auch die Daun-Kaserne dazu.

Gegen Ende des Zweiten Weltkriegs wurde die Burg durch Fliegerbomben, Brände und Plünderungen fast vollkommen zerstört. Sie brannte im April und Mai 1945 innerhalb von fast 14 Tagen restlos aus. Die übrig gebliebene Ruine wurde beim Wiederaufbau in den Jahren 1946 bis 1959 in ihrer historischen Form wiederhergestellt, das Innere jedoch den zeitlichen Erfordernissen angepasst. So konnte die Militärakademie im Jahr 1958 ihren Betrieb wieder aufnehmen.

Hauptportal der Theresianischen Militärakademie

Nach der Gründung des Bundesheeres im Jahr 1955 war die Militärakademie nochmals bis 1958 in Enns untergebracht, von wo sie anschließend wieder in die Burg von Wiener Neustadt übersiedelte, nachdem die Beschädigungen durch den Zweiten Weltkrieg behoben worden waren.

Im Wiener Heeresgeschichtlichen Museum ist das Fahnenband der ersten Fahne der Militärakademie ausgestellt. Es wurde von Maria Theresia knapp vor ihrem Tod 1780 für die erste Fahne gestiftet, angeblich soll sie es persönlich bestickt haben. Unter dem Fahnenband befinden sich zwei Bilder (Gouachen) von Bernhard Albrecht (1758–1822). Albrecht war Zeichenlehrer der Militärakademie und schilderte auch die Zöglinge bei ihren militärischen und sportlichen Übungen. So zeigen die Bilder Szenen wie „Übungsschießen mit Mörsern“ und „Balancierübungen der Kadetten auf dem hohen Balkensteg“. Die Blätter sind zwischen 1785 und 1793 entstanden.

Der aktuelle Kommandant ist Brigadier Karl Pronhagl.

de.wikipedia.org/wiki/Theresianische_Milit%C3%A4rakademie

Capable of capturing an area approximately 1.3mm x 0.86mm.

Pentax K-5 with Extension Tubes, Pentax 2x-s Teleconverter, Kenko 2x MC7 Teleconverter, Sigma 105mm EX DG Macro, with a Pentax-M 50mm f/2 reversed on the front end of it all.

The penny being shot: www.flickr.com/photos/kurt-b/5438125294/