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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.
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 F-100 Super Sabre was the world's first production aircraft capable of exceeding the speed of sound in level flight. The F-100C model was first adopted by the USAF Thunderbirds in 1956 becoming the world’s first supersonic aerial demonstration team. The F-100D was used until 1969.
This painting by Mark Karvon shows the USAF Thunderbirds team flying F-100D Super Sabres over Hoover Dam in 1966.
Prints of all Mark's work are available through his website: www.markkarvon.net
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.
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)
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
On April 25, 2019 the Los Angeles Fire Department provided a demonstration of the Unmanned Aerial System (UAS) program for Councilmember Blumenfield and his staff. This event showcased the entire fleet, provided a live stream demo and highlighted the arrival of the newest addition, the DJI Matrice 600. The Matrice 600 was donated via the LAFD Foundation and is the largest drone in the fleet. It is capable of performing an active role within an incident. For example, it can drop rope lines and/or life preservers during a water rescue which could facilitate a quicker rescue.
LAFD Event: 042519
Photo Use Permitted via Creative Commons - Credit: LAFD Photo | Alex Gillman
LAFD Event: 031419
Connect with us: LAFD.ORG | News | Facebook | Instagram | Reddit | Twitter: @LAFD @LAFDtalk
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.
At the beginning of the Vietnam War, there was little interest in a dedicated counterinsurgency (COIN) aircraft. The USAF was too committed to an all-jet, nuclear-capable force, while the US Army was satisfied with its helicopter fleet; the Navy concentrated on its carriers, and while the Marines were mildly interested, they lacked funding.
Vietnam was to change that. Horrendous losses among US Army UH-1s was to lead to a rethinking of helicopter doctrine, and pointed up the lack of a dedicated COIN aircraft. The USAF found itself depending on World War II-era A-26K Invaders, former US Navy A-1 Skyraiders, and converted trainers like the T-28 Trojan. The USAF also found itself in the market for a better forward air control (FAC) aircraft, due to the high loss rate of its O-1 Birddogs and O-2 Skymasters. Finally, the US Navy needed something to better cover its Mobile River Force units in the Mekong Delta, which could not always depend on USAF air support. In 1963, all three services issued a requirement for a new light design capable of performing as both a COIN and FAC aircraft. North American's NA-300 was selected in 1964 and designated OV-10A Bronco.
The OV-10 design drew heavily on independent research done at the China Lake research establishment, which in turn was inspired by the World War II P-38 Lightning fighter. The P-38 used a central "gondola" fuselage to concentrate all of its firepower along the centerline, which made for better accuracy; the OV-10 would do the same. As in the P-38, the engines were contained in twin booms that stretched back to the tail. The Bronco's four machine gun armament was placed in sponsons on either side of the fuselage, while ordnance was carried beneath the sponsons. To satisfy the USAF's requirements for a FAC aircraft, the two-man crew flew underneath a large, spacious canopy that gave them superb visibility. Because the Marines wanted an aircraft that could carry a Recon team, the fuselage was extended and, if the rear seat was removed, five paratroopers could be squeezed into the back, or two stretchers.
When the OV-10 arrived in Vietnam in 1968, there was a fear that the Bronco would be the jack of all trades and master of none. In fact, it proved to be excellent in all of its roles. As a FAC, it was a huge improvement over the slower O-1 and O-2; as a COIN aircraft, it was also a good aircraft, though it could not carry the same amount of ordnance as an A-1. The Navy equipped one squadron with OV-10As as VAL-4--nicknamed the "Black Ponies" for their dark green camouflage--and these were used extensively over the Mekong Delta. There were problems with the design: the airframe was actually too heavy for the engines, which left it underpowered, and ditching was invariably fatal for the pilot, as his seat tended to hurl forward into the instrument panel. Nonetheless, the Bronco turned in a sterling performance in Southeast Asia.
Though the Navy transferred its surviving Black Ponies to the Marines after the end of American involvement in Vietnam, the USAF and Marines would keep theirs for the next 20 years. For the 1970s and 1980s, the OV-10 replaced all other FAC designs in USAF service, aside from a handful of OA-37B Dragonfly squadrons. The Marines also kept their OV-10s and further refined the design by adding all-weather capability in the long-nosed OV-10D variant.
By the First Gulf War in 1991, the OV-10 was starting to show its age. The USAF began retiring its fleet even before Desert Storm; the Bronco was considered to be too slow to survive a modern air defense environment. Though the Marines used some of their OV-10Ds, the loss of two aircraft also led the USMC to retire their Broncos after war's end. Both services chose jets as replacements--the USAF with modified OA-10A Thunderbolt IIs, and the Marines with two-seat all-weather F/A-18Ds.
OV-10s were also a mild export success, going to seven other countries, mainly in the COIN role. Most have since been retired in favor of newer designs, though the Philippines still has a large and active OV-10 force. The type enjoyed a brief renaissance in 2015 when two former Marine OV-10Ds were taken up by the USAF for use against ISIS forces in Iraq, to see if the design was still viable. Though the OV-10s performed well, the USAF is not likely to put it back into production. 360 were built, and at least 25 are on display in museums aside from the aircraft that are still operational.
Originally built as OV-10A 155499, this Bronco was delivered to the USMC in 1969. It is unknown if it served in Vietnam, but after conversion to an OV-10D in 1980, it was probably assigned to VMO-2 ("Cherry Deuce") at MCAS Pendleton, California, where (aside for a stint with VX-5 at China Lake) it would remain for the rest of its career. VMO-2 sent six OV-10s to the First Gulf War in 1991, but it is not known if 155499 was one of the six. It was retired in 1993 and two years later donated to the Pima Air and Space Museum.
The Marines experimented with a great deal of camouflage schemes for their OV-10D fleet, and this attractive blue-gray and light gray scheme was one of them; 155499 carried this scheme shortly before it was retired. It is somewhat reminscient of the US Navy's AP-2H scheme used in Vietnam.
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.
NEOBALLS / ZEN MAGNETS - Neodymium Magnetic Balls (@4205) - Starcraft II's Massive Thor
This is my most complex and largest build to date.
It was designed in parts: Cockpit body, then legs, then arms, then rear guns. Then I had to redesign parts when it came time to assemble it together because of incorrect bonding assumptions and misalignment of magnet fields.
Experimented with x-beam coupled bonds to get the maximum lateral strength with reinforcements on the sides. This proved to be very string. Created a X-Beam using similar methods producing a very strong leg structure. It was capable of support the entire weight of the cockpit body w/o a problem. Had to redesign the leg to cockpit body mount point from the earlier concept because the bond was not completely coupled.
Next up were the arm/guns ... the weight was too much for the cockpit body to support so I fashioned a pair of lego-platforms for them to rest on and take the weight off of the central body.
Finally ... the rear guns ... these were a challenge in that their original mount point design had to be reworked also to make them fit correctly into the rear of the cockpit body. I changed the mount points on the guns to fit the space on both sides and added a few support balls to improve the mount point bonds. I was very surprised how they were balanced and supported only by two point sections to the body. The guns stayed in place for a small series of photos.
The design flaw was in the side bonds of the beam to the legs. The coupled field held nicely for a short amount of time and would have held if it didn't have the weight of the rear guns to support. When they were standing upright and straight, all was good. As soon as I attempted to move the platform forward (to take a video), the rear guns tilted slightly backwards and and that was the end of the leg to body support bonds ... and created the dreaded implosion.
The rear gun weight caused the entire central body section to rotate backwards and fall back on the rear guns ... taking the arms in the process. Perhaps I should have created a Lego-support structure for the rear guns to remove the pendulum force backwards ... but that would have created another view blocker like the side Lego-platforms obstructed the view of the legs and feet. Not sure if I can recreate it for a rotational video ... this took over a week (on/off to design and assemble).
Overall ... I was very happy with the result ... hope I captured enough detail to warrant some visual recognition as a Starcraft II Thor reproduction/interpretation.
This was design and built for the Zen Magnets Contest 26: The Massive Thor
www.zenmagnets.com/blog/26-the-massive-thor/
I tried to document the info for this super complex build (below) accompanied by associated pics in this set
www.flickr.com/photos/tend2it/sets/72157632920071597/
Starcraft II Thor Magnet Count and Detail Talley
======+================
Cockpit Body bottom section: (@0520)
(@0217) - Main shape middle core = (2x108) + 1
(@0095) - central bottom layer 1 = (47x2) + 1 w/black parameter
(@0078) - Sides Bottom layer 2 = (2x(22 parallel pair frnt2bck support + 3 red + 4 gold + 10 ring outside black))
(@0028) - Central bottom layer 3 = (2x14) rectangle
(@0032) - Sides bottom layer 3 = (2x((2x5 parallel bridge rectangle to ring) + (6 ring outside))
(@0010) - Central bottom layer 4 = (10 ring) leg waist w/gold
(@0020) - Sides bottom layer 4 = (2x10 ring) coupled over parallel bridge for perpendicular underside support
(@0040) - Central rear Barrel = (4x8 ring w2 red rings) + (2x4 sqr end)
------
Cockpit Body top section (from center out): (@0371)
(@0166) - top layer 1 = (2x83) w/black missle cover + middle sect separator
(@0105) - top layer 2 = ((2x52) + 1) w/black separator, red trim, gold cockpit
(@0083) - top layer 3 = ((2x41) + 1) w/black separator, red trim, gold cockpit
(@0037) - top layer 4 = ((2x18) + 1) w/black separator trim
(@0010) - top layer 5 = (2x5) w/red/black
------
(@0891)
Leg section x2 (@0640 - 12 removed from bottom of @ leg for foot contact pt)
leg internal structure:
(@0384) - columns = 2 x (4x((2x12) + ((2x11) + 2))) top/bottom coupled bonds w/parallel bonds stacked x 4))
(@0096) - side reinforcements = 2x((2x11) + 2) coupled pair along outside edge centers)
(@0032) - ball reinforcements = 2x(2x4 balls are two balls added to 4 ball in 2, 4, 6, 8th positions) - (12 @ bottom)
leg arch structure (connected to one flat leg top face:
(@0128) - (4x4 parallel sqr) + (2x(6 + 2)) pointy rings) + (4x4 parallel sqr) + (2x(6 + 2)) pointy rings)
Place the two leg arch structures together to form the leg arch
-------
(@1519) = 1531-12
Leg side panels (@0384)
(@0344) - (2 each leg x (2x(2x43 each side))) w/black outside trim
Knees + Leg detail
(@0040) - (2x(2x(6 + 2) knee w/red sqr) + 2x(4 red sqr top of leg))
-------
(@1903)
Feet x2 (@0242)
(@0184) - (2x((2x7 + 2 1st mid layer) + (2x(2x10 + 1) 2nd mid layer) + ((2x(2x8 + 1) outside layer))
(@0034) - (2x(2x(2x3 + 1 top of toe 2 leg)) + (1 center rear foot 2 leg conn) + (2 x 1 outer rear foot sides 2 leg
conn))
(@0024) - (2x(2x6 rings rear foot heel))
-------
(@2145)
X-Beam waist platform - (@0233 - 19) this part is placed across the center perpendicular to the x-beam leg arch
(@0214) - (2x(2x(18 + 17 + 6 + 3)) + (2x(7 + 2)) + ((8 + 1 front side) + (2x9 rear side)) + ((2 x 3 red front center) +
(2 x 2 red front sides) + (2 red rear)) - (19 removed under rear panel side to fold)
Arm Guns (2 pair per arm w/red + black accents)
(@0380) - (4x((4x9 center core) + (3x((2x7) + 1)) top/sides) + (2x7) middle join))
Shoulder to elbow core w/o reinforcements ((@0174)per arm)
(@0348) - (2 x (top((2x5)+2) + (4x8+2 parallel) + ((2x5)+2) + (2x5) + (2x(2x5)+1) + (2x(2x6)+1) + ((4x7)+2 parallel
mount2gun) + (1 ball center to bridge below 2 ball center to 1 ball) + ((2x6)+1) + ((2x4)+2)bottom)
Shoulder to elbow (per arm, per side)
(@0248) - (2 x (2 x (top 3 + 5 + 5 + 5 + 4 + 5 + 4 + 4 + 5 + (2x7arm2shoulder bridge) + (5 + 3 bottom))
Elbow to gun support (per arm, per side) (@0140 - 18 for outside facing side revamp)
(@0122) - (2 x (2 x (((2x9)+1) + (2x8)) -
Revamp outside facing sides for Z bracket (remove 2x(4 top/4 bottom/2 middle/move center ball down, add 1 ball)
Revamp 2 rear centerballs with red
(@028) - add red design outside facing shoulder 2 elbow
------
(@3485)
Rear Guns x2
Large cannon (@0112 each)
(@0224) - 2 x ((2x(2x15) + (4x(5+2)) + (4x(6 ring)))
Smaller cannon (@0092 each)
(@0184) - 2 x ((2x(2x13) + (4x(4+2)) + (4x(4 ring)))
Gun bridges (@0010 each)
(@0020) - (2 x (4 ring + 6 ring across two cannons)
Gun mounts x2
(@0104) - (2 x ((top (2x4+2) + (2x5+2) parallel to existing + (2x4+2) + (2x5 parallel) + (2x4+2) bottom)
Gun panel x 2 (@0102 each)
(@0204) - (2 x (2x(11 + 10 + 9 + 8 + 7 + 6))
-------
Revamp base
(@4221) subtotal b4 assembly
Assembly mods
-------------
Moved the (@0040) - Central rear Barrel = (4x8 ring w2 red rings) + (2x4 sqr end) below the rear of the body between
the leg mount and cockpit body. Actually used the barrel as a mount point for the rear guns.
Modded Cockpit Body bottom section (mount point):
(@0020) = (2 x (7 + 6 + 5)) = Changed = (@0028) - Central bottom layer 3 = (2x14) rectangle to covert parallel
rectangle to hex parallel center, coupled sides
-------
(@4213) = (@4221 - 8)
Moved central bottom layer x-beam
(@0018) = (2x09 ring) = Changed = (@0020) - Sides bottom layer 4 = shifted it down one row, removed 1 ball on end to form point and pinched outside end fit in center of 6 ball side.
(@4211) = (@4213 - 2)
Removed gold 10 ball ring mount
Changed = (@0010) = Central bottom layer 4 = (10 ring) leg waist w/gold
-------
(@4201) = (@4213 - 10)
Modded Rear Guns
(@0100) = Changed = Rear Gun mounts x2 - removed +2 from top/bottom mount point (2x4+2)=>(2x4)
(@4197) = (@4201-4)
Added extra mount point support bwtween rear gun mounts and rear cockpit body
(@4205) = (@4201+8)
Grand Total! = (@4205)
Apart from Hamas own recordings - there are testimonies of witnesses - survivors. NYT published a report on findings about Hamas's sexual violence in December. Now I updated this post because Sheryl Sandberg, former COO of Meta released her documentary - link also at the end of the post.
www.youtube.com/watch?v=zAr9oGSXgak
Below excerpts from the NYT report - but first:
this ”subculture” that produced men who are capable of waiting in a queue and watching others raping women and slicing their breasts and throats while raping them simultaneously while others are also carrying the severed heads of other women - this “subculture” must be terminated and so must be these men
make no mistake - these men - monsters - they are not a random psycho or two - there were many of them and the society they belong to - Palestinian society bred these monsters - nurtured them - these monsters have families among this society - “innocent Palestinian civilians”
Excerpts form the report:
The Israeli authorities have no shortage of video evidence from the Oct. 7 attacks. They have gathered hours of footage from Hamas body cameras, dashcams, security cameras and mobile phones showing Hamas terrorists killing civilians and many images of mutilated bodies.
Serious sexual offenses were part of the method Hamas and other terrorist groups utilized in the massacre on October 7. Lahav 433, Israel’s top national police unit, collected evidence of dozens of cases of sexual offenses and sexual abuse from investigations of the terrorists and the collection of survivor testimonies.
Israeli officials say that everywhere Hamas terrorists struck — the rave, the military bases along the Gaza border and the kibbutzim — they brutalized women.
Screams Without Words’: How Hamas Weaponized Sexual Violence on Oct. 7
At first, she was known simply as “the woman in the black dress.”
In a grainy video, you can see her, lying on her back, dress torn, legs spread, vagina exposed. Her face is burned beyond recognition and her right hand covers her eyes.
The video was shot in the early hours of Oct. 8 by a woman searching for a missing friend at the site of the rave in southern Israel where, the day before, Hamas terrorists massacred hundreds of young Israelis.
The video went viral, with thousands of people responding, desperate to know if the woman in the black dress was their missing friend, sister or daughter.
One family knew exactly who she was — Gal Abdush, mother of two from a working-class town in central Israel, who disappeared from the rave that night with her husband.
As the terrorists closed in on her, trapped on a highway in a line of cars of people trying to flee the party, she sent one final WhatsApp message to her family: “You don’t understand.”
Based largely on the video evidence — which was verified by The New York Times — Israeli police officials said they believed that Ms. Abdush was raped, and she has become a symbol of the horrors visited upon Israeli women and girls during the Oct. 7 attacks.
A camp area on Oct. 11 at the rave site in southern Israel.Credit...Sergey Ponomarev for The New York Times
Many of the accounts are difficult to bear, and the visual evidence is disturbing to see.
‘Screams without words’
Sapir, a 24-year-old accountant, has become one of the Israeli police’s key witnesses. She does not want to be fully identified, saying she would be hounded for the rest of her life if her last name were revealed.
She attended the rave with several friends and provided investigators with graphic testimony. She also spoke to The Times. In a two-hour interview outside a cafe in southern Israel, she recounted seeing groups of heavily armed gunmen rape and kill at least five women.
She said that at 8 a.m. on Oct. 7, she was hiding under the low branches of a bushy tamarisk tree, just off Route 232, about four miles southwest of the party. She had been shot in the back. She felt faint. She covered herself in dry grass and lay as still as she could.
Volunteers with an emergency response team at the Kfar Aza kibbutz this month. The kibbutz was among the places attacked on Oct. 7.
About 15 meters from her hiding place, she said, she saw motorcycles, cars and trucks pulling up. She said that she saw “about 100 men,” most of them dressed in military fatigues and combat boots, a few in dark sweatsuits, getting in and out of the vehicles. She said the men congregated along the road and passed between them assault rifles, grenades, small missiles — and badly wounded women.
“It was like an assembly point,” she said.
The first victim she said she saw was a young woman with copper-color hair, blood running down her back, pants pushed down to her knees. One man pulled her by the hair and made her bend over. Another penetrated her, Sapir said, and every time she flinched, he plunged a knife into her back.
She said she then watched another woman “shredded into pieces.” While one terrorist raped her, she said, another pulled out a box cutter and sliced off her breast.
“One continues to rape her, and the other throws her breast to someone else, and they play with it, throw it, and it falls on the road,” Sapir said.
She said the men sliced her face and then the woman fell out of view. Around the same time, she said, she saw three other women raped and terrorists carrying the severed heads of three more women.
Sapir provided photographs of her hiding place and her wounds, and police officials have stood by her testimony and released a video of her, with her face blurred, recounting some of what she saw.
(…)
That same morning, along Route 232 but in a different location about a mile southwest of the party area, Raz Cohen — a young Israeli who had also attended the rave and had worked recently in the Democratic Republic of Congo training Congolese soldiers — said that he was hiding in a dried-up streambed. It provided some cover from the assailants combing the area and shooting anyone they found, he said in an hour-and-a-half interview in a Tel Aviv restaurant.
Raz Cohen, a security consultant, survived the Oct. 7 attacks by hiding in a dried-up streambed.
Maybe 40 yards in front of him, he recalled, a white van pulled up and its doors flew open.
He said he then saw five men, wearing civilian clothes, all carrying knives and one carrying a hammer, dragging a woman across the ground. She was young, naked and screaming.
“They all gather around her,” Mr. Cohen said. “She’s standing up. They start raping her. I saw the men standing in a half circle around her. One penetrates her. She screams. I still remember her voice, screams without words.”
“Then one of them raises a knife,” he said, “and they just slaughtered her.”
Shoam Gueta, one of Mr. Cohen’s friends and a fashion designer, said the two were hiding together in the streambed. He said he saw at least four men step out of the van and attack the woman, who ended up “between their legs.” He said that they were “talking, giggling and shouting,” and that one of them stabbed her with a knife repeatedly, “literally butchering her.”
Hours later, the first wave of volunteer emergency medical technicians arrived at the rave site. In interviews, four of them said that they discovered bodies of dead women with their legs spread and underwear missing — some with their hands tied by rope and zipties — in the party area, along the road, in the parking area and in the open fields around the rave site.
Jamal Waraki, a volunteer medic with the nonprofit ZAKA emergency response team, said he could not get out of his head a young woman in a rawhide vest found between the main stage and the bar.
“Her hands were tied behind her back,” he said. “She was bent over, half naked, her underwear rolled down below her knees.”
Yinon Rivlin, a member of the rave’s production team who lost two brothers in the attacks, said that after hiding from the killers, he emerged from a ditch and made his way to the parking area, east of the party, along Route 232, looking for survivors.
Near the highway, he said, he found the body of a young woman, on her stomach, no pants or underwear, legs spread apart. He said her vagina area appeared to have been sliced open, “as if someone tore her apart.”
Similar discoveries were made in two kibbutzim, Be’eri and Kfar Aza. Eight volunteer medics and two Israeli soldiers told The Times that in at least six different houses, they had come across a total of at least 24 bodies of women and girls naked or half naked, some mutilated, others tied up, and often alone.
A paramedic in an Israeli commando unit said that he had found the bodies of two teenage girls in a room in Be’eri.
One was lying on her side, he said, boxer shorts ripped, bruises by her groin. The other was sprawled on the floor face down, he said, pajama pants pulled to her knees, bottom exposed, semen smeared on her back.
Because his job was to look for survivors, he said, he kept moving and did not document the scene. Neighbors of the two girls killed — who were sisters, 13 and 16 — said their bodies had been found alone, separated from the rest of their family.
The Israeli military allowed the paramedic to speak with reporters on the condition that he not be identified because he serves in an elite unit.
(…)
Shari Mendes, an architect called up as a reserve soldier to help prepare the bodies of female soldiers for burial, said she had seen four with signs of sexual violence, including some with “a lot of blood in their pelvic areas.”
A dentist, Captain Maayan, who worked at the same identification center, said that she had seen at least 10 bodies of female soldiers from Gaza observation posts with signs of sexual violence.
Captain Maayan asked to be identified only by her rank and surname because of the sensitivity of the subject. She said she had seen several bodies with cuts in their vaginas and underwear soaked in blood and one whose fingernails had been pulled out.
(…)
The woman in the black dress
One of the last images of Ms. Abdush alive — captured by a security camera mounted on her front door — shows her leaving home with her husband, Nagi, at 2:30 a.m. on Oct. 7 for the rave.
He was wearing jeans and a black T-shirt. She was dressed in a short black dress, a black shawl tied around her waist and combat boots. As she struts out, she takes a swig from a glass (her brother-in-law remembers it was Red Bull and vodka) and laughs.
You’ve got to live life like it’s your last moments. That was her motto, her sisters said.
At daybreak, hundreds of terrorists closed in on the party from several directions, blocking the highways leading out. The couple jumped into their Audi, dashing off a string of messages as they moved.
“We’re on the border,” Ms. Abdush wrote to her family. “We’re leaving.”
“Explosions.”
Her husband made his own calls to his family, leaving a final audio message for his brother, Nissim, at 7:44 a.m. “Take care of the kids,” he said. “I love you.”
Gunshots rang out, and the message stopped.
That night, Eden Wessely, a car mechanic, drove to the rave site with three friends and found Ms. Abdush sprawled half naked on the road next to her burned car, about nine miles north of the site. She did not see the body of Mr. Abdush.
She saw other burned cars and other bodies, and shot videos of several — hoping that they would help people to identify missing relatives. When she posted the video of the woman in the black dress on her Instagram story, she was deluged with messages.
“Hi, based on your description of the woman in the black dress, did she have blonde hair?” one message read.
“Eden, the woman you described with the black dress, do you remember the color of her eyes?” another said.
Some members of the Abdush family saw that video and another version of it filmed by one of Ms. Wessely’s friends. They immediately suspected that the body was Ms. Abdush, and based on the way her body was found, they feared that she might have been raped.
But they kept alive a flicker of hope that somehow, it wasn’t true.
The videos caught the eye of Israeli officials as well — very quickly after Oct. 7 they began gathering evidence of atrocities. They included footage of Ms. Abdush’s body in a presentation made to foreign governments and media organizations, using Ms. Abdush as a representation of violence committed against women that day.
A screenshot from a video showing Ms. Abdush’s body.Credit...Eden Wessely
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/
HMS Tireless (S88) is the third of seven Trafalgar-class nuclear submarines of the Royal Navy. HMS Tireless (S88) was built at Barrow-in-Furness and launched in 1984.
© M J Anahory. These images are protected by copyright. You cannot copy or republish this photo without written consent of the copyright holder. Any breach of copyright infringements will be followed up with action legal or otherwise.
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 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.
Our professional team capable of handling a multitude of problems: touch up nicks, dents and scratches, color matching, refill chips, scrapes, glue joints, fill in, regluing, reinforcing, recreating, gold leaf, open seams, defective mechanisms, recliner, connector, gas cylinders, dampers, struts, swivel bases, absorbers, release system, handles, cables, frames, casters, chair base, slides, fasteners, levelers, glides, stretch, zippers, pneumatic, snap, hooks, hinges, damaged and broken frames, sagging seats, foam, padding, dacron, broken springboards, springs, webbing, rips, cuts, holes, burns, stains, ink marks, water and heat rings, spills, pet damages, smoke and water damages, enhancements, worn finishes, laminate, grain matching, repair, restoration, polish, refinish, upholstery, polishing, cleaning, buffing, waxing, knock down, take apart, dismantle, disassemble, (disassembly / take a part) assemble, etc.
347-528-7777
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.
12th October 1980 Hawker Siddeley Harrier GR.3, Construction Number: 712204 / Registration Number: XZ968 / Alternative Code: 9222M.
Famous throughout the world as the first jet fighter capable of vertical take off and landing, the Harrier was utilised by the Royal Air Force as a ground attack and reconnaissance aircraft in the Close Air Support role (CAS).
The Harrier GR.3 was a development of the Harrier GR.1, being fitted with improved attack sensors, electronic countermeasures and a more powerful engine over the GR1. The simplicity and flexibility inherent in the Harrier design proved their worth in service in Germany. In time of war the Harrier was to be deployed away from established airfields, which were vulnerable to attack. Instead it was to be operated from short, rough strips of ground and hidden in camouflaged ‘hides’, from which it would attack the enemy’s approaching armoured formations.
These qualities came into their own during the Falklands War, RAF Harriers were deployed to the Royal Navy aircraft carrier H.M.S Hermes, as part of the Task Force sent to recapture the Falklands Islands. The Harrier GR.3 performed attack sorties from the aircraft carrier, and later from basic landing strips on the islands, often in conditions that would have grounded conventional aircraft.
In addition to operations with RAF Germany, the Harrier GR.3 has also seen service with the Royal Air Force in Norway and Belize. The concept of a high performance fighter aircraft being able to take off and land vertically was almost unbelievable until the Harrier was developed. The scientific, technological and engineering challenges which were overcome in order to achieve the remarkable performance enjoyed by this aircraft marks it out as one of the most special machines.
General characteristics -
▪︎Role: V/STOL Ground-attack Aircraft
▪︎National Origin: United Kingdom
▪︎Manufacturer: Hawker Siddeley
▪︎First Flight: 28th December 1967
▪︎Introduction: 1st April 1969
▪︎Retired: 2006
▪︎Status: Retired
▪︎Primary Users: Royal Air Force / United States Marine Corps / Spanish Navy / Royal Thai Navy ▪︎Produced: 1967 to the 1970's
▪︎Number Built: 278
▪︎Developed From: Hawker Siddeley P.1127/Kestrel
▪︎Developed Into: British Aerospace Sea Harrier / McDonnell Douglas AV-8B Harrier II / British ▪︎Aerospace Harrier II
▪︎Crew: 1
▪︎Length: 46 ft 10 in
▪︎Wingspan: 25 ft 5 in / 29 ft 8 in with ferry tips fitted
▪︎Height: 11 ft 11 in
▪︎Wing area: 201.1 sq ft / 216 sq ft with ferry tips fitted
▪︎Aspect Ratio: 3.175 / 4.08 with ferry tips fitted
▪︎Empty Weight: 13,535 lb
▪︎Maximum Takeoff Weight: 25,200 lb
▪︎Fuel Capacity: 5,060 lb internal / 2 x 100 imp gal, 790 lb drop-tanks for combat / 2 x 330 imp gal, 2,608 lb drop-tanks for ferry
▪︎Powerplant: 1 x Rolls-Royce Pegasus 103 vectored-thrust high-bypass turbofan engine, 21,500 lbf thrust with water injection
▪︎Maximum Speed: 731 mph, at sea level
▪︎Maximum Diving Speed: Mach 1.3
▪︎Combat Range: 360 nmi - 410 mi, ho-lo-hi with 4,400 lb payload / 200 nmi - 230 mi, lo-lo with 4,400 lb payload
▪︎Ferry Range: 1,850 nmi - 2,130 mi, with 330 imp gal drop-tanks / 3,000 nmi - 3,500 mi, with one AAR
▪︎Endurance: 1 hour 30 minutes combat air patrol 100 nmi - 120 mi, from base / 7 hours plus with one AAR
▪︎Service Ceiling: 51,200 ft
G Limits: +7.8 −4.2
Time to Altitude: 40,000 ft in 2 minutes 23 seconds from a vertical take-off
Take-off Run CTOL: 1,000 ft at max. TO weight
▪︎ARMAMENT -
▪︎Guns: 2 x 1.18 in ADEN cannon pods under the fuselage
▪︎Hardpoints: 4 x under-wing & 1 x under-fuselage pylon stations with a capacity of 5,000 lb, with provisions to carry combinations of -
▪︎Rockets: 4 x Matra rocket pods with 18 x SNEB 68mm rockets each
▪︎Missiles: 2 x AIM-9 Sidewinders Air-to-air missiles
▪︎Bombs: A variety of unguided iron bombs, BL755 cluster bombs or laser-guided bombs
▪︎1 x Reconnaissance pod
▪︎2 x drop tanks for extended range/loitering time.
Information sourced from -
en.m.wikipedia.org/wiki/Hawker_Siddeley_Harrier
www.rafmuseum.org.uk/research/collections/hawker-siddeley...
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)
Short vacation with my dad and my family. (December 22-26) This is an opportunity to spend time and bond with my dad while he is still healthy and capable of travelling.
Shot with either the Iphone X & Sony A7lll + Sony 24-70mm f/2.8 GM. Post processing via Lightroom Mobile + Ipad Pro 11
The tiny galley capable of serving four meals a day for 64 men.
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.
The Northrop Grumman E-2 Hawkeye is an American all-weather, carrier-capable tactical airborne early warning (AEW) aircraft. This twin-turboprop aircraft was designed and developed during the late 1950s and early 1960s by the Grumman Aircraft Company for the United States Navy as a replacement for the earlier, piston-engined E-1 Tracer, which was rapidly becoming obsolete. The aircraft's performance has been upgraded with the E-2B and E-2C versions, where most of the changes were made to the radar and radio communications due to advances in electronic integrated circuits and other electronics. The fourth major version of the Hawkeye is the E-2D, which first flew in 2007. The E-2 was the first aircraft designed specifically for its role, as opposed to a modification of an existing airframe, such as the Boeing E-3 Sentry. Variants of the Hawkeye have been in continuous production since 1960, giving it the longest production run of any carrier-based aircraft.
The E-2 also received the nickname "Super Fudd" because it replaced the WF (later E-1) "Willy Fudd". In recent decades, the E-2 has been commonly referred to as the "Hummer" because of the distinctive sounds of its turboprop engines, quite unlike that of turbojet and turbofan jet engines. In addition to U.S. Navy service, smaller numbers of E-2s have been sold to the armed forces of Egypt, France, Israel, Japan, Mexico, Singapore and Taiwan.
Grumman also used the basic layout of the E-2 to produce the Grumman C-2 Greyhound cargo aircraft.
From Wikipedia:
en.wikipedia.org/wiki/Northrop_Grumman_E-2_Hawkeye
Photo by Eric Friedebach
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)
At the beginning of the Vietnam War, there was little interest in a dedicated counterinsurgency (COIN) aircraft. The USAF was too committed to an all-jet, nuclear-capable force, while the US Army was satisfied with its helicopter fleet; the Navy concentrated on its carriers, and while the Marines were mildly interested, they lacked funding.
Vietnam was to change that. Horrendous losses among US Army UH-1s was to lead to a rethinking of helicopter doctrine, and pointed up the lack of a dedicated COIN aircraft. The USAF found itself depending on World War II-era A-26K Invaders, former US Navy A-1 Skyraiders, and converted trainers like the T-28 Trojan. The USAF also found itself in the market for a better forward air control (FAC) aircraft, due to the high loss rate of its O-1 Birddogs and O-2 Skymasters. Finally, the US Navy needed something to better cover its Mobile River Force units in the Mekong Delta, which could not always depend on USAF air support. In 1963, all three services issued a requirement for a new light design capable of performing as both a COIN and FAC aircraft. North American's NA-300 was selected in 1964 and designated OV-10A Bronco.
The OV-10 design drew heavily on independent research done at the China Lake research establishment, which in turn was inspired by the World War II P-38 Lightning fighter. The P-38 used a central "gondola" fuselage to concentrate all of its firepower along the centerline, which made for better accuracy; the OV-10 would do the same. As in the P-38, the engines were contained in twin booms that stretched back to the tail. The Bronco's four machine gun armament was placed in sponsons on either side of the fuselage, while ordnance was carried beneath the sponsons. To satisfy the USAF's requirements for a FAC aircraft, the two-man crew flew underneath a large, spacious canopy that gave them superb visibility. Because the Marines wanted an aircraft that could carry a Recon team, the fuselage was extended and, if the rear seat was removed, five paratroopers could be squeezed into the back, or two stretchers.
When the OV-10 arrived in Vietnam in 1968, there was a fear that the Bronco would be the jack of all trades and master of none. In fact, it proved to be excellent in all of its roles. As a FAC, it was a huge improvement over the slower O-1 and O-2; as a COIN aircraft, it was also a good aircraft, though it could not carry the same amount of ordnance as an A-1. The Navy equipped one squadron with OV-10As as VAL-4--nicknamed the "Black Ponies" for their dark green camouflage--and these were used extensively over the Mekong Delta. There were problems with the design: the airframe was actually too heavy for the engines, which left it underpowered, and ditching was invariably fatal for the pilot, as his seat tended to hurl forward into the instrument panel. Nonetheless, the Bronco turned in a sterling performance in Southeast Asia.
Though the Navy transferred its surviving Black Ponies to the Marines after the end of American involvement in Vietnam, the USAF and Marines would keep theirs for the next 20 years. For the 1970s and 1980s, the OV-10 replaced all other FAC designs in USAF service, aside from a handful of OA-37B Dragonfly squadrons. The Marines also kept their OV-10s and further refined the design by adding all-weather capability in the long-nosed OV-10D variant.
By the First Gulf War in 1991, the OV-10 was starting to show its age. The USAF began retiring its fleet even before Desert Storm; the Bronco was considered to be too slow to survive a modern air defense environment. Though the Marines used some of their OV-10Ds, the loss of two aircraft also led the USMC to retire their Broncos after war's end. Both services chose jets as replacements--the USAF with modified OA-10A Thunderbolt IIs, and the Marines with two-seat all-weather F/A-18Ds.
OV-10s were also a mild export success, going to seven other countries, mainly in the COIN role. Most have since been retired in favor of newer designs, though the Philippines still has a large and active OV-10 force. The type enjoyed a brief renaissance in 2015 when two former Marine OV-10Ds were taken up by the USAF for use against ISIS forces in Iraq, to see if the design was still viable. Though the OV-10s performed well, the USAF is not likely to put it back into production. 360 were built, and at least 25 are on display in museums aside from the aircraft that are still operational.
Aside from the Philippine Air Force, the California Department of Forestry and Fire Protection (CalFire) uses a fleet of about 20 former USAF OV-10As and former USMC OV-10Ds. These are used to scout for fires during high fire danger times, lead in waterbombers on attack runs, and coordinate large numbers of waterbombers working a particular fire. In the case of the former Marine OV-10Ds, CalFire uses these aircraft's infrared sensors to pick up "hot spots" that would normally be invisible to visual search. Though the aircraft are aging, CalFire still uses their Broncos in these roles.
Though this model carries the registration N476AW, this is actually inaccurate for a CalFire OV-10D. N476AW was indeed a civilian-operated Bronco, but was operated by the US State Department from Patrick AFB, Florida. N476AW was formerly 155501 of the USMC's VMO-4, and was retired in 1994. The State Department acquired it and several other OV-10Ds for use in spraying cocaine fields in Colombia. Given that the coca farmers and the cartels were opposed to this spraying, State OV-10s were frequently shot at and occasionally shot down--to the point that additional armor was scabbed on the bottom of the Broncos to protect the crew.
N476AW was reported active until 2009, when it was taken off the FAA's registry and marked only as "destroyed." This could mean it was scrapped, or possibly one of the OV-10s that was shot down on a covert mission over Colombia.
Though N476AW/155501 never served with CalFire, this model shows off the bright overall gloss blue used by CalFire's OV-10Ds when they were initially put into service. Today CalFire tends to paint their Broncos in more visible white and red. Dad built this kit for display in the Poletto Collection, but in 2013 I donated it to the Great Falls Model Railroad Club for display on their layout at the Montana State Fairgrounds.
NEOBALLS / ZEN MAGNETS - Neodymium Magnetic Balls (@4205) - Starcraft II's Massive Thor
This is my most complex and largest build to date.
It was designed in parts: Cockpit body, then legs, then arms, then rear guns. Then I had to redesign parts when it came time to assemble it together because of incorrect bonding assumptions and misalignment of magnet fields.
Experimented with x-beam coupled bonds to get the maximum lateral strength with reinforcements on the sides. This proved to be very string. Created a X-Beam using similar methods producing a very strong leg structure. It was capable of support the entire weight of the cockpit body w/o a problem. Had to redesign the leg to cockpit body mount point from the earlier concept because the bond was not completely coupled.
Next up were the arm/guns ... the weight was too much for the cockpit body to support so I fashioned a pair of lego-platforms for them to rest on and take the weight off of the central body.
Finally ... the rear guns ... these were a challenge in that their original mount point design had to be reworked also to make them fit correctly into the rear of the cockpit body. I changed the mount points on the guns to fit the space on both sides and added a few support balls to improve the mount point bonds. I was very surprised how they were balanced and supported only by two point sections to the body. The guns stayed in place for a small series of photos.
The design flaw was in the side bonds of the beam to the legs. The coupled field held nicely for a short amount of time and would have held if it didn't have the weight of the rear guns to support. When they were standing upright and straight, all was good. As soon as I attempted to move the platform forward (to take a video), the rear guns tilted slightly backwards and and that was the end of the leg to body support bonds ... and created the dreaded implosion.
The rear gun weight caused the entire central body section to rotate backwards and fall back on the rear guns ... taking the arms in the process. Perhaps I should have created a Lego-support structure for the rear guns to remove the pendulum force backwards ... but that would have created another view blocker like the side Lego-platforms obstructed the view of the legs and feet. Not sure if I can recreate it for a rotational video ... this took over a week (on/off to design and assemble).
Overall ... I was very happy with the result ... hope I captured enough detail to warrant some visual recognition as a Starcraft II Thor reproduction/interpretation.
This was design and built for the Zen Magnets Contest 26: The Massive Thor
www.zenmagnets.com/blog/26-the-massive-thor/
I tried to document the info for this super complex build (below) accompanied by associated pics in this set
www.flickr.com/photos/tend2it/sets/72157632920071597/
Starcraft II Thor Magnet Count and Detail Talley
======+================
Cockpit Body bottom section: (@0520)
(@0217) - Main shape middle core = (2x108) + 1
(@0095) - central bottom layer 1 = (47x2) + 1 w/black parameter
(@0078) - Sides Bottom layer 2 = (2x(22 parallel pair frnt2bck support + 3 red + 4 gold + 10 ring outside black))
(@0028) - Central bottom layer 3 = (2x14) rectangle
(@0032) - Sides bottom layer 3 = (2x((2x5 parallel bridge rectangle to ring) + (6 ring outside))
(@0010) - Central bottom layer 4 = (10 ring) leg waist w/gold
(@0020) - Sides bottom layer 4 = (2x10 ring) coupled over parallel bridge for perpendicular underside support
(@0040) - Central rear Barrel = (4x8 ring w2 red rings) + (2x4 sqr end)
------
Cockpit Body top section (from center out): (@0371)
(@0166) - top layer 1 = (2x83) w/black missle cover + middle sect separator
(@0105) - top layer 2 = ((2x52) + 1) w/black separator, red trim, gold cockpit
(@0083) - top layer 3 = ((2x41) + 1) w/black separator, red trim, gold cockpit
(@0037) - top layer 4 = ((2x18) + 1) w/black separator trim
(@0010) - top layer 5 = (2x5) w/red/black
------
(@0891)
Leg section x2 (@0640 - 12 removed from bottom of @ leg for foot contact pt)
leg internal structure:
(@0384) - columns = 2 x (4x((2x12) + ((2x11) + 2))) top/bottom coupled bonds w/parallel bonds stacked x 4))
(@0096) - side reinforcements = 2x((2x11) + 2) coupled pair along outside edge centers)
(@0032) - ball reinforcements = 2x(2x4 balls are two balls added to 4 ball in 2, 4, 6, 8th positions) - (12 @ bottom)
leg arch structure (connected to one flat leg top face:
(@0128) - (4x4 parallel sqr) + (2x(6 + 2)) pointy rings) + (4x4 parallel sqr) + (2x(6 + 2)) pointy rings)
Place the two leg arch structures together to form the leg arch
-------
(@1519) = 1531-12
Leg side panels (@0384)
(@0344) - (2 each leg x (2x(2x43 each side))) w/black outside trim
Knees + Leg detail
(@0040) - (2x(2x(6 + 2) knee w/red sqr) + 2x(4 red sqr top of leg))
-------
(@1903)
Feet x2 (@0242)
(@0184) - (2x((2x7 + 2 1st mid layer) + (2x(2x10 + 1) 2nd mid layer) + ((2x(2x8 + 1) outside layer))
(@0034) - (2x(2x(2x3 + 1 top of toe 2 leg)) + (1 center rear foot 2 leg conn) + (2 x 1 outer rear foot sides 2 leg
conn))
(@0024) - (2x(2x6 rings rear foot heel))
-------
(@2145)
X-Beam waist platform - (@0233 - 19) this part is placed across the center perpendicular to the x-beam leg arch
(@0214) - (2x(2x(18 + 17 + 6 + 3)) + (2x(7 + 2)) + ((8 + 1 front side) + (2x9 rear side)) + ((2 x 3 red front center) +
(2 x 2 red front sides) + (2 red rear)) - (19 removed under rear panel side to fold)
Arm Guns (2 pair per arm w/red + black accents)
(@0380) - (4x((4x9 center core) + (3x((2x7) + 1)) top/sides) + (2x7) middle join))
Shoulder to elbow core w/o reinforcements ((@0174)per arm)
(@0348) - (2 x (top((2x5)+2) + (4x8+2 parallel) + ((2x5)+2) + (2x5) + (2x(2x5)+1) + (2x(2x6)+1) + ((4x7)+2 parallel
mount2gun) + (1 ball center to bridge below 2 ball center to 1 ball) + ((2x6)+1) + ((2x4)+2)bottom)
Shoulder to elbow (per arm, per side)
(@0248) - (2 x (2 x (top 3 + 5 + 5 + 5 + 4 + 5 + 4 + 4 + 5 + (2x7arm2shoulder bridge) + (5 + 3 bottom))
Elbow to gun support (per arm, per side) (@0140 - 18 for outside facing side revamp)
(@0122) - (2 x (2 x (((2x9)+1) + (2x8)) -
Revamp outside facing sides for Z bracket (remove 2x(4 top/4 bottom/2 middle/move center ball down, add 1 ball)
Revamp 2 rear centerballs with red
(@028) - add red design outside facing shoulder 2 elbow
------
(@3485)
Rear Guns x2
Large cannon (@0112 each)
(@0224) - 2 x ((2x(2x15) + (4x(5+2)) + (4x(6 ring)))
Smaller cannon (@0092 each)
(@0184) - 2 x ((2x(2x13) + (4x(4+2)) + (4x(4 ring)))
Gun bridges (@0010 each)
(@0020) - (2 x (4 ring + 6 ring across two cannons)
Gun mounts x2
(@0104) - (2 x ((top (2x4+2) + (2x5+2) parallel to existing + (2x4+2) + (2x5 parallel) + (2x4+2) bottom)
Gun panel x 2 (@0102 each)
(@0204) - (2 x (2x(11 + 10 + 9 + 8 + 7 + 6))
-------
Revamp base
(@4221) subtotal b4 assembly
Assembly mods
-------------
Moved the (@0040) - Central rear Barrel = (4x8 ring w2 red rings) + (2x4 sqr end) below the rear of the body between
the leg mount and cockpit body. Actually used the barrel as a mount point for the rear guns.
Modded Cockpit Body bottom section (mount point):
(@0020) = (2 x (7 + 6 + 5)) = Changed = (@0028) - Central bottom layer 3 = (2x14) rectangle to covert parallel
rectangle to hex parallel center, coupled sides
-------
(@4213) = (@4221 - 8)
Moved central bottom layer x-beam
(@0018) = (2x09 ring) = Changed = (@0020) - Sides bottom layer 4 = shifted it down one row, removed 1 ball on end to form point and pinched outside end fit in center of 6 ball side.
(@4211) = (@4213 - 2)
Removed gold 10 ball ring mount
Changed = (@0010) = Central bottom layer 4 = (10 ring) leg waist w/gold
-------
(@4201) = (@4213 - 10)
Modded Rear Guns
(@0100) = Changed = Rear Gun mounts x2 - removed +2 from top/bottom mount point (2x4+2)=>(2x4)
(@4197) = (@4201-4)
Added extra mount point support bwtween rear gun mounts and rear cockpit body
(@4205) = (@4201+8)
Grand Total! = (@4205)
The first of 50 new trams capable of carrying more than 200 people was unveiled at the Preston tram workshop on Monday (July 1, 2013), about seven months behind schedule.
The new trams are the cornerstone of an $800 million project to boost Melbourne’s tram network. They were ordered by the former Brumby government.
The new tram will be used on route 96 between East Brunswick and St Kilda, one of the city's busiest. But it is not expected to make its first run until October, because it must first complete about 4000 kilometres of test runs.
Four other E-Class trams will follow soon after, adding five new high capacity trams to the network by early next year. The last of the 50 new trams is due in 2018, by which time Melbourne's tram fleet will have the capacity to carry an extra 10,500 passengers.
Ian Dobbs, Public Transport Victoria's chief executive, said the E class trams would give Melbourne's straining tram network much needed breathing space.
"The tram network, although it's iconic, has been under pressure for some years and patronage has been growing at some 30 per cent over the last 10 years," Mr Dobbs said. "These trams are going to have an
immediate impact when they're brought into service. They're much bigger then the trams we're replacing and it allows us to cascade newer vehicles across the system. "
The government's contract with tram manufacturer Bombardier contains an option to order a further 100 trams.
But Public Transport Minister Terry Mulder said the state government would observe the impact the 50 newer trams had before committing to any extra.
The 33-metre long trams have the capacity to carry 210 passengers, the most of any in Melbourne, and are the first to be manufactured here since the early 1990s.
They will add to the 100 low-floor trams that already operate in Melbourne, mostly on routes 96 and 109.
The first tram was unveiled on Monday as a disability advocate prepared to step up his case against Public Transport Victoria over its failure to stick to a federal government schedule to improve disability access on Melbourne’s tram network.
Under federal standards, 55 per cent of Melbourne's tram network was meant to be wheelchair accessible by 2012. But so far, only about 21 per cent of the network meets the standard. The government has committed $70 million over four years to make tram stops wheelchair-friendly.
Ray Jordan, a wheelchair user, has previously taken the Department of Transport to the Victorian Equal Opportunity and Human Rights Commission because the size of the gap between low-floor trams and Melbourne's easy access tram stops does not meet national standards.
"There is no point having disability features inside the tram if you can't get in the damn thing in the first place," Mr Jordan said.
Under Commonwealth disability standards for accessible public transport, the vertical gap between the tram and stop must be no more than 12 millimetres and the horizontal gap no more than 40 millimetres, measurements many of the existing low floor tram stops do not meet.
Public Transport Victoria is fitting foot plates onto Melbourne's existing low-floor trams to bridge the gap, but does not expect to complete the job until late this year.
The new E-Class trams have been fitted with foot plates that bridge the gap to within disability standards. - Melbourne Age, July 1, 2013.
Photo sourced from the Net.
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)
When Lightship 116 "Chesapeake" was completed in 1930, she was among the most modern and capable ships in use with the US Lighthouse Service. Part of the vessel class of Lightship No.100, Lightship 116 was constructed from a standard design and boasted the best in stability, signaling capacity, living accommodations, and engineering efficiency then available.
Lightship 116 was built in South Carolina at the Charleston Machine and Drydock Company at a cost of $274,424. The new vessel featured an efficient diesel-electric power-plant (superseding earlier steam powered designs), all-steel construction, and impressive signaling equipment capable of marking her station in all kinds of weather and light conditions. Electricity for the ship's propulsion motor, lighting and machinery was supplied by four 75-kilowatt diesel engine/generator units located in the engine room. Her signaling apparatus consisted of a 13,000 candlepower electric beacon lamp atop each mast (later consolidated on the aft mast), an electric foghorn (later replaced with a compressed-air diaphone), radio beacon, and fog bell mounted on the main deck. The ship was equipped with two 5,000-pound mushroom anchors (one main and a spare) designed to hold her on station in all but the roughest weather.
Lightship 116 was designed for a crew of up to 16 - though normally several were away on shore leave at any given time. Crew accommodations included two-man staterooms for the enlisted men, a crew's mess, and an electrically powered galley and refrigerator unit (a major advancement for 1930). Officers (1st and 2nd Officer, Engineer and Assistant Engineer) had their own staterooms adjacent to their mess (dining room), and the Captain, or Master as he was called in the Lighthouse Service, occupied his own stateroom immediately behind the pilothouse.
The US Lighthouse Service first assigned Lightship 116 to the Fenwick Island Shoal (DE) Station from 1930-33; after that assignment she marked the entrance to Chesapeake Bay until the beginning of World War II. During the war most coastal lightships were withdrawn for security reasons and were often converted for wartime duties. During 1942-45 Lightship 116 was painted battleship gray, armed with two 20mm cannons, and used as a patrol/inspection vessel near the entrance to the Cape Cod Canal. In 1945, Lightship 116 returned to the waters off Cape Henry (VA) where her bright red hull, beacon light and "Chesapeake" station designation guided maritime traffic in and out of the Chesapeake Bay for the next 20 years.
On two occasions (1936 and 1962) while marking the entrance to the Chesapeake Bay, Lightship 116 rode out hurricanes so powerful that the ship's anchor chain broke, forcing the crew to drop the spare anchor and run full ahead into the wind for many hours in vain attempts to remain on station.
Despite some equipment upgrades, such as radar, technology began to overtake Lightship 116 by the 1960s. In 1965, the Chesapeake Lightship Station was replaced by a Coast Guard offshore light tower built on stout pilings strong enough to withstand the roughest seas. Manned by a crew of just four, the light tower was cheaper to run and had a more powerful beacon visible for a distance of 17 miles. After being relieved at the mouth of the Chesapeake Bay, Lightship 116's final duty station was marking the approaches to Delaware Bay until replaced there by a large automated light buoy in 1970.
In 1971, Lightship 116 was acquired by the National Park Service and was open to the public on the Potomac River. Since 1982, the ship has been part of the Baltimore Maritime Museum, now Historic Ships in Baltimore, and has continued to serve as an important link with the history of American aids to navigation.
Carcasses (most of them are elands). Kgalagadi Transfrontier Park/ Kalahari Desert. South Africa. Nov/2019
Apparently Elands migrate from Botswana to South Africa side every 4 - 5 years and depending the number, it could damage the waterholes from the SA side. Under normal circumstances, when there are only a small number of Eland on the South African side of the KTP, the solar pumps in the Park are capable of supplying in the demand of the game by filling the reservoirs, tanks and water troughs. The only need for a solar pump to deliver water is sunlight. Since the arrival of the Eland the solar pumps and more specifically the Watermax pumps (which are in the majority) in the Park, could simply not stay ahead. Waterholes equipped with Grundfos pumps and windmills seem to be the only ones capable to cope with the large demand from the animals. Over time many windmills in the Park have been replaced with solar pumps.
Eland behave like cattle in many ways. New problems arose due to the Eland Herds moving into the South African side, which were unexpected. All of a sudden some of the water troughs were found trampled to dust (Eland bulls are much heavier than the normal Gemsbuck and Blue Wildebeest that visit water troughs). Broken troughs caused water to overflow into the sand and reservoirs and tanks ran dry.
These animals come from a dry environment and their bodies are adapted to deal with small amounts of water, when they come across the "plentiful" water at the man made waterholes they behave like pigs and drink like fish. The water makes the food in their stomachs ferment and this causes their demise. All the carcass were at the vicinity of waterholes with almost none in between. Of course, a few of them could have been killed by lions. The same happens to gemsbok after the first rains when large amounts are found dead next to the water without any physical cause or disease.
Source: 4x4 Community forum and SanParks websites
Kgalagadi Transfrontier Park
Kgalagadi Transfrontier Park is a large wildlife preserve and conservation area in southern Africa. The park straddles the border between South Africa and Botswana and comprises two adjoining national parks:
•Kalahari Gemsbok National Park in South Africa
•Gemsbok National Park in Botswana
The total area of the park is 38,000 square kilometres (15,000 sq mi). Approximately three-quarters of the park lies in Botswana and one-quarter in South Africa. Kgalagadi means "place of thirst." [1] In September 2014, more than half of the Botswana portion of the park was sold for gas-fracking
The park is located largely within the southern Kalahari Desert. The terrain consists of red sand dunes, sparse vegetation, occasional trees, and the dry riverbeds of the Nossob and Auob Rivers. The rivers are said to flow only about once per century. However, water flows underground and provides life for grass and camelthorn trees growing in the river beds. The rivers may flow briefly after large thunderstorms
Source: Wikpedia
Kalahari Desert
The Kalahari Desert is a large semi-arid sandy savanna in Southern Africa extending for 900,000 square kilometres (350,000 sq mi), covering much of Botswana, parts of Namibia and regions of South Africa.
It is not to be confused with the Angolan, Namibian and South African Namib coastal desert, whose name is of Khoekhoegowab origin and means "vast place"
Kalahari is derived from the Tswana word Kgala, meaning "the great thirst", or Kgalagadi, meaning "a waterless place"; the Kalahari has vast areas covered by red sand without any permanent surface water
Source: Wikpedia
Carcaças (maioria de elandes)
Aparentemente, os Elandes migram do Botsuana para o lado da África do Sul a cada 4 a 5 anos e, dependendo do número, pode danificar os poços de água do lado da África do Sul. Em circunstâncias normais, quando há apenas um pequeno número de Elandes no lado sul-africano do KTP, as bombas solares no parque são capazes de suprir a demanda, enchendo os reservatórios, tanques e valas de água. A única necessidade de uma bomba solar para fornecer água é a luz solar. Desde a chegada do Elandes, as bombas solares e, mais especificamente, as bombas Watermax (que são a maioria) no Parque, simplesmente não conseguem atender a demanda. Os poços de água equipados com bombas e moinhos de vento Grundfos parecem ser os únicos capazes de lidar com a grande demanda dos animais. Com o tempo, muitos moinhos de vento no parque foram substituídos por bombas solares. Elandes se comportam como gado de várias maneiras. Novos problemas surgiram devido à mudança dos rebanhos Elandes para o lado sul-africano, que foram inesperados. De repente, algumas das calhas da água foram encontradas pisoteadas (os touros Elandes são muito mais pesados que o Gemsbuck normal e o gnu azul que visitam as calhas da água). As calhas quebradas fizeram com que a água transbordasse para a areia e os reservatórios e tanques secaram. Esses animais vêm de um ambiente seco e seus corpos são adaptados para lidar com pequenas quantidades de água, quando se deparam com a água "abundante" do poços de água feitos pelo homen, eles se comportam como porcos e bebem água como peixes. A água faz com que os alimentos em seus estômagos fermentem e isso causa sua morte. Geralmente as carcaças estão nas proximidades de poços de água, com quase nenhuma no meio do caminho. Evidentemente, que alguns poucos elandes foram possivelmente mortos por leões. O mesmo acontece com o gemsbok após as primeiras chuvas, quando grandes quantidades destes animais são encontradas mortos perto da água, sem qualquer causa ou doença física.
Fonte: 4x4 Community forum and SanParks websites (tradução livre)
Parque Transfronteiriço do Kgalagadi
O Parque Transfronteiriço de Kgalagadi é uma grande área de preservação e conservação da vida selvagem no sul da África. O parque fica na fronteira entre a África do Sul e o Botsuana e compreende dois parques nacionais adjacentes:
• Parque Nacional Kalahari Gemsbok na África do Sul
• Parque Nacional Gemsbok no Botsuana
A área total do parque é de 38.000 quilômetros quadrados (15.000 milhas quadradas). Aproximadamente três quartos do parque ficam no Botsuana e um quarto na África do Sul. Kgalagadi significa "lugar de sede". Em setembro de 2014, mais da metade da parte do parque em Botsuana foi vendida por fracking a gás
O parque está localizado em grande parte no sul do deserto de Kalahari. O terreno consiste em dunas de areia vermelha, vegetação escassa, árvores ocasionais e leitos secos dos rios Nossob e Auob. Diz-se que os rios fluem apenas uma vez por século. No entanto, a água flui no subsolo e fornece vida para as árvores que crescem nos leitos dos rios. Os rios podem fluir brevemente após grandes tempestades
Fonte: Wikipedia (tradução livre)
Deserto do Kalahari
O Kalahari, Calaari ou Calaári é um deserto localizado na África Austral, com cerca de 900.000 km² abrangendo partes de Angola, do Botswana, Namíbia e África do Sul.
O nome é derivado de uma palavra em tsuana[2] e significa "a grande sede"
Derivada da palavra Kgalagadi, significa o lugar da a grande sede (kgala - sede; gadi - lugar). A formação do deserto é devida, principalmente, a corrente marítima fria de Benguela, que atua na costa sudoeste da África, condensando o vapor de água que vai em direção ao continente, fazendo com que as massas de ar cheguem mais secas ao mesmo. O Kalahari possui vasta área coberta por areia avermelhada sem afloramento de água em caráter permanente. Porém Kalahari não é um deserto verdadeiro. Partes dele recebem mais de 250 mm de chuva mal distribuída anualmente e possuem bastante vegetação. É realmente árido somente no sudoeste (menos de 175 mm de chuva ao ano), fazendo do Kalahari um deserto de fósseis. As temperaturas no verão do Kalahari vão de 20 a 40°C. No inverno, o Kalahari tem um clima seco e frio com geada à noite. As baixas temperaturas do inverno podem ficar abaixo de 0°C. O clima no verão em algumas regiões do Kalahari pode alcançar 50°C (por isso algumas tribos bosquimanas se recolhem nos momentos mais quentes do dia).
Fonte: Wikipedia
Grey Eagle - Hypersonic Bomber Mach 8 - 10, IO Aircraft www.ioaircraft.com
Length: 150'
Span: 71'
Engines: 4 U-TBCC (Unified Turbine Based Combined Cycle)
1 Air Breathing Aerospike
Fuel: Kero / Hydrogen
Payload: Up 36 2,000 LBS JDAM's, or 80,000 LBS
Range: 10,000nm + Aerial Refueling Capable
www.ioaircraft.com/hypersonic.php
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hypersonic bomber, hypersonic commercial aircraft, hypersonic commercial plane, hypersonic aircraft, hypersonic plane, hypersonic airline, tbcc, glide breaker, fighter plane, hypersonic fighter, boeing phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjetdefense science, missile defense agency, aerospike, hydrogen aircraft, airlines, military, physics, airline, aerion supersonic, aerion, spike aerospace, boom supersonic, , darpa, onr, navair, afrl, air force research lab, office of naval research, defense advanced research project agency, afosr, socom, arl, army future command, mda, missile defense agenci, dia, defense intelligence agency, air force of science and research,
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Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.
Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.
Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.
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Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
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.
Aeroscopia est un musée aéronautique français implanté à Blagnac (Haute-Garonne), près du site AéroConstellation, et accueille notamment deux exemplaires du Concorde, dont l'ouverture a eu lieu le 14 janvier 2015
Le tarmac Sud du musée n'est capable d'accueillir que trois gros appareils. L'installation des appareils fut définitivement terminée après que le premier prototype de l'A400M-180 y fut arrivé le 16 juillet 2015, en dépit de la possibilité de 360 000 euros de TVA.
Concorde, F-BVFC, MSN209 aux couleurs d'Air France
Caravelle 12, F-BTOE, MSN280 aux couleurs d'Air Inter, dernier exemplaire construit
A400M-180, F-WWMT, MSN001 stationné depuis le 16 juillet 2015
La réalisation en 2019 du nouveau tarmac au Nord du musée permet l'accueil d'appareils supplémentaires issus des entreprises locales Airbus et ATR. Le transfert des avions entre le site Airbus "Lagardère" et le musée a lieu sur une semaine, à raison d'un appareil par jour :
ATR 72-600, F-WWEY, MSN098 aux couleurs d'ATR, transféré sur site le 26 août 2019, premier exemplaire du 72 dans sa version 600
Airbus A340-600, F-WWCA, MSN360 aux couleurs d'Airbus, transféré sur site le 27 août 2019, premier exemplaire de l'A340 dans sa version 600
Airbus A320-111, F-WWAI, MSN001 aux anciennes couleurs d'Airbus, transféré sur site le 28 août 2019, premier exemplaire de l'A320 : inauguration le 14 février 1987 en présence de Lady Diana et du Prince Charles, premier vol le 22 février 1987
Airbus A380-800, F-WXXL, MSN002 aux couleurs d'Airbus, transféré sur site le 29 août 2019, second exemplaire de l'A380. Les deux ponts de cet appareil sont visitables, ainsi que le cockpit.
ATR 42-300, F-WEGC, MSN003 aux anciennes couleurs d'ATR, transféré sur site le 30 août 2019, troisième exemplaire du 42. Cet exemplaire est décoré aux couleurs du MSN001 et porte l'immatriculation F-WEGA
Concorde, F-WTSB, MSN201 (ANAE), il s'agit d'un appareil de présérie qui a servi entre autres à transporter plusieurs présidents de la République française.
Airbus A300B4-203, F-WUAB, MSN238 (Airbus Heritage), décoré aux couleurs du prototype, au lieu de MSN001 démantelé. L'intérieur est visitable. Dans la première section des vitrages transparents permettent de voir la structure et les systèmes de l'avion, tandis que dans les sections suivantes sont représentés des aménagements de première classe et VIP.
Super Guppy de l'association Ailes Anciennes Toulouse, l'appareil qui servait au transport des tronçons d'Airbus est exposé porte ouverte, et une passerelle permet l'accès à la soute où un film est projeté. L'ouverture n'a pas été une mince affaire, l'appareil n'ayant pas été ouvert pendant 15 ans. L'aide des anciens mécaniciens de l'avion a été primordiale pour permettre une ouverture en toute sécurité.
Corvette (Airbus)
Falcon 10 no 02, prototype ayant servi aux essais du turboréacteur Larzac (Ailes Anciennes Toulouse)
Fouga Magister (AAT)
Gazelle prototype (AAT)
Mirage III C (AAT)
Nord 1100 (AAT)
Lockheed F-104G (AAT)
MiG-15 (AAT)
MS.760 Paris (AAT)
Vought F-8E(FN) Crusader et son réacteur (AAT)
Alouette II Marine (AAT)
Cessna Skymaster (AAT)
Fairchild Metro, ancien avion de Météo-France (AAT)
HM-293, de Rodolphe Grunberg
Chagnes MicroStar, avion de construction amateur, version biréacteur de Rutan VariViggen (AAT)
Saab J35OE Draken (AAT)
Aeroscopia is a French aeronautical museum located in Blagnac (Haute-Garonne), near the AéroConstellation site, and notably hosts two copies of the Concorde, which opened on January 14, 2015
The south tarmac of the museum can only accommodate three large aircraft. The installation of the devices was definitively finished after the first prototype of the A400M-180 arrived there on July 16, 2015, despite the possibility of 360,000 euros in VAT.
Concorde, F-BVFC, MSN209 in Air France colors
Caravelle 12, F-BTOE, MSN280 in Air Inter colors, last model built
A400M-180, F-WWMT, MSN001 parked since July 16, 2015
The construction in 2019 of the new tarmac north of the museum will accommodate additional aircraft from local Airbus and ATR companies. The transfer of planes between the Airbus "Lagardère" site and the museum takes place over a week, at the rate of one aircraft per day:
ATR 72-600, F-WWEY, MSN098 in ATR colors, transferred to site on August 26, 2019, first copy of the 72 in its 600 version
Airbus A340-600, F-WWCA, MSN360 in Airbus colors, transferred to site on August 27, 2019, first copy of the A340 in its 600 version
Airbus A320-111, F-WWAI, MSN001 in the old Airbus colors, transferred to site on August 28, 2019, first copy of the A320: inauguration on February 14, 1987 in the presence of Lady Diana and Prince Charles, first flight on February 22, 1987
Airbus A380-800, F-WXXL, MSN002 in Airbus colors, transferred to site on August 29, 2019, second copy of the A380. The two decks of this aircraft can be visited, as well as the cockpit.
ATR 42-300, F-WEGC, MSN003 in the old ATR colors, transferred to the site on August 30, 2019, third specimen of the 42. This specimen is decorated in the colors of the MSN001 and bears the registration F-WEGA
Concorde, F-WTSB, MSN201 (ANAE), this is a pre-production aircraft which was used, among other things, to transport several presidents of the French Republic.
Airbus A300B4-203, F-WUAB, MSN238 (Airbus Heritage), decorated in the colors of the prototype, instead of dismantled MSN001. The interior can be visited. In the first section transparent glazing allows to see the structure and systems of the aircraft, while in the following sections are shown first class and VIP fittings.
Super Guppy from the Ailes Anciennes Toulouse association, the aircraft which was used to transport the Airbus sections is on display with the door open, and a gangway allows access to the hold where a film is shown. Opening was no small feat, as the device has not been opened for 15 years. The help of the former mechanics of the aircraft was essential to allow a safe opening.
Corvette (Airbus)
Falcon 10 no 02, prototype used for testing the Larzac turbojet engine (Ailes Anciennes Toulouse)
Fouga Magister (AAT)
Prototype Gazelle (AAT)
Mirage III C (AAT)
North 1100 (AAT)
Lockheed F-104G (AAT)
MiG-15 (AAT)
MS.760 Paris (AAT)
Vought F-8E (FN) Crusader and its engine (AAT)
Alouette II Marine (AAT)
Cessna Skymaster (AAT)
Fairchild Metro, former Météo-France (AAT) aircraft
HM-293, by Rodolphe Grunberg
Chagnes MicroStar, amateur-built aircraft, twin-jet version of Rutan VariViggen (AAT)
Saab J35OE Draken (AAT)
NEOBALLS / ZEN MAGNETS - Neodymium Magnetic Balls (@4205) - Starcraft II's Massive Thor
This is my most complex and largest build to date.
It was designed in parts: Cockpit body, then legs, then arms, then rear guns. Then I had to redesign parts when it came time to assemble it together because of incorrect bonding assumptions and misalignment of magnet fields.
Experimented with x-beam coupled bonds to get the maximum lateral strength with reinforcements on the sides. This proved to be very string. Created a X-Beam using similar methods producing a very strong leg structure. It was capable of support the entire weight of the cockpit body w/o a problem. Had to redesign the leg to cockpit body mount point from the earlier concept because the bond was not completely coupled.
Next up were the arm/guns ... the weight was too much for the cockpit body to support so I fashioned a pair of lego-platforms for them to rest on and take the weight off of the central body.
Finally ... the rear guns ... these were a challenge in that their original mount point design had to be reworked also to make them fit correctly into the rear of the cockpit body. I changed the mount points on the guns to fit the space on both sides and added a few support balls to improve the mount point bonds. I was very surprised how they were balanced and supported only by two point sections to the body. The guns stayed in place for a small series of photos.
The design flaw was in the side bonds of the beam to the legs. The coupled field held nicely for a short amount of time and would have held if it didn't have the weight of the rear guns to support. When they were standing upright and straight, all was good. As soon as I attempted to move the platform forward (to take a video), the rear guns tilted slightly backwards and and that was the end of the leg to body support bonds ... and created the dreaded implosion.
The rear gun weight caused the entire central body section to rotate backwards and fall back on the rear guns ... taking the arms in the process. Perhaps I should have created a Lego-support structure for the rear guns to remove the pendulum force backwards ... but that would have created another view blocker like the side Lego-platforms obstructed the view of the legs and feet. Not sure if I can recreate it for a rotational video ... this took over a week (on/off to design and assemble).
Overall ... I was very happy with the result ... hope I captured enough detail to warrant some visual recognition as a Starcraft II Thor reproduction/interpretation.
This was design and built for the Zen Magnets Contest 26: The Massive Thor
www.zenmagnets.com/blog/26-the-massive-thor/
I tried to document the info for this super complex build (below) accompanied by associated pics in this set
www.flickr.com/photos/tend2it/sets/72157632920071597/
Starcraft II Thor Magnet Count and Detail Talley
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Cockpit Body bottom section: (@0520)
(@0217) - Main shape middle core = (2x108) + 1
(@0095) - central bottom layer 1 = (47x2) + 1 w/black parameter
(@0078) - Sides Bottom layer 2 = (2x(22 parallel pair frnt2bck support + 3 red + 4 gold + 10 ring outside black))
(@0028) - Central bottom layer 3 = (2x14) rectangle
(@0032) - Sides bottom layer 3 = (2x((2x5 parallel bridge rectangle to ring) + (6 ring outside))
(@0010) - Central bottom layer 4 = (10 ring) leg waist w/gold
(@0020) - Sides bottom layer 4 = (2x10 ring) coupled over parallel bridge for perpendicular underside support
(@0040) - Central rear Barrel = (4x8 ring w2 red rings) + (2x4 sqr end)
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Cockpit Body top section (from center out): (@0371)
(@0166) - top layer 1 = (2x83) w/black missle cover + middle sect separator
(@0105) - top layer 2 = ((2x52) + 1) w/black separator, red trim, gold cockpit
(@0083) - top layer 3 = ((2x41) + 1) w/black separator, red trim, gold cockpit
(@0037) - top layer 4 = ((2x18) + 1) w/black separator trim
(@0010) - top layer 5 = (2x5) w/red/black
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(@0891)
Leg section x2 (@0640 - 12 removed from bottom of @ leg for foot contact pt)
leg internal structure:
(@0384) - columns = 2 x (4x((2x12) + ((2x11) + 2))) top/bottom coupled bonds w/parallel bonds stacked x 4))
(@0096) - side reinforcements = 2x((2x11) + 2) coupled pair along outside edge centers)
(@0032) - ball reinforcements = 2x(2x4 balls are two balls added to 4 ball in 2, 4, 6, 8th positions) - (12 @ bottom)
leg arch structure (connected to one flat leg top face:
(@0128) - (4x4 parallel sqr) + (2x(6 + 2)) pointy rings) + (4x4 parallel sqr) + (2x(6 + 2)) pointy rings)
Place the two leg arch structures together to form the leg arch
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(@1519) = 1531-12
Leg side panels (@0384)
(@0344) - (2 each leg x (2x(2x43 each side))) w/black outside trim
Knees + Leg detail
(@0040) - (2x(2x(6 + 2) knee w/red sqr) + 2x(4 red sqr top of leg))
-------
(@1903)
Feet x2 (@0242)
(@0184) - (2x((2x7 + 2 1st mid layer) + (2x(2x10 + 1) 2nd mid layer) + ((2x(2x8 + 1) outside layer))
(@0034) - (2x(2x(2x3 + 1 top of toe 2 leg)) + (1 center rear foot 2 leg conn) + (2 x 1 outer rear foot sides 2 leg
conn))
(@0024) - (2x(2x6 rings rear foot heel))
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(@2145)
X-Beam waist platform - (@0233 - 19) this part is placed across the center perpendicular to the x-beam leg arch
(@0214) - (2x(2x(18 + 17 + 6 + 3)) + (2x(7 + 2)) + ((8 + 1 front side) + (2x9 rear side)) + ((2 x 3 red front center) +
(2 x 2 red front sides) + (2 red rear)) - (19 removed under rear panel side to fold)
Arm Guns (2 pair per arm w/red + black accents)
(@0380) - (4x((4x9 center core) + (3x((2x7) + 1)) top/sides) + (2x7) middle join))
Shoulder to elbow core w/o reinforcements ((@0174)per arm)
(@0348) - (2 x (top((2x5)+2) + (4x8+2 parallel) + ((2x5)+2) + (2x5) + (2x(2x5)+1) + (2x(2x6)+1) + ((4x7)+2 parallel
mount2gun) + (1 ball center to bridge below 2 ball center to 1 ball) + ((2x6)+1) + ((2x4)+2)bottom)
Shoulder to elbow (per arm, per side)
(@0248) - (2 x (2 x (top 3 + 5 + 5 + 5 + 4 + 5 + 4 + 4 + 5 + (2x7arm2shoulder bridge) + (5 + 3 bottom))
Elbow to gun support (per arm, per side) (@0140 - 18 for outside facing side revamp)
(@0122) - (2 x (2 x (((2x9)+1) + (2x8)) -
Revamp outside facing sides for Z bracket (remove 2x(4 top/4 bottom/2 middle/move center ball down, add 1 ball)
Revamp 2 rear centerballs with red
(@028) - add red design outside facing shoulder 2 elbow
------
(@3485)
Rear Guns x2
Large cannon (@0112 each)
(@0224) - 2 x ((2x(2x15) + (4x(5+2)) + (4x(6 ring)))
Smaller cannon (@0092 each)
(@0184) - 2 x ((2x(2x13) + (4x(4+2)) + (4x(4 ring)))
Gun bridges (@0010 each)
(@0020) - (2 x (4 ring + 6 ring across two cannons)
Gun mounts x2
(@0104) - (2 x ((top (2x4+2) + (2x5+2) parallel to existing + (2x4+2) + (2x5 parallel) + (2x4+2) bottom)
Gun panel x 2 (@0102 each)
(@0204) - (2 x (2x(11 + 10 + 9 + 8 + 7 + 6))
-------
Revamp base
(@4221) subtotal b4 assembly
Assembly mods
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Moved the (@0040) - Central rear Barrel = (4x8 ring w2 red rings) + (2x4 sqr end) below the rear of the body between
the leg mount and cockpit body. Actually used the barrel as a mount point for the rear guns.
Modded Cockpit Body bottom section (mount point):
(@0020) = (2 x (7 + 6 + 5)) = Changed = (@0028) - Central bottom layer 3 = (2x14) rectangle to covert parallel
rectangle to hex parallel center, coupled sides
-------
(@4213) = (@4221 - 8)
Moved central bottom layer x-beam
(@0018) = (2x09 ring) = Changed = (@0020) - Sides bottom layer 4 = shifted it down one row, removed 1 ball on end to form point and pinched outside end fit in center of 6 ball side.
(@4211) = (@4213 - 2)
Removed gold 10 ball ring mount
Changed = (@0010) = Central bottom layer 4 = (10 ring) leg waist w/gold
-------
(@4201) = (@4213 - 10)
Modded Rear Guns
(@0100) = Changed = Rear Gun mounts x2 - removed +2 from top/bottom mount point (2x4+2)=>(2x4)
(@4197) = (@4201-4)
Added extra mount point support bwtween rear gun mounts and rear cockpit body
(@4205) = (@4201+8)
Grand Total! = (@4205)
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.
After the bloody political overthrow of the Galactic Cooperation of Peaceful Systems (GCPS) by the Galactic Police Force, the galaxy became a brutal place, full of pirates, terrorists, and protestors.
Under the rule of the Police Chief Supreme, Ralph Owen Warrenbuger, the GPF expanded to deal with these new threats. The GPF now not only dealt with peacekeeping, but with war, as well.
To handle these two similar-yet-slightly-different occupations, the GPF built modular war machines, capable of non-lethal, slightly-lethal, and hella-lethal weaponry.
The Suppressor MK 1, built by Khezlon Armor Shop, was originally built to be an agile, imposing weapons platform. It performed well enough in combat, but, due to its clumsy legs, had the unfortunate tendancy to kick civilians off of walkways.
The MK II was designed with superior control surfaces and leg servos, enabling it to navigate the roughest terrain, step through crowded streets, and kick civilians when the pilot chose to.
Built for the "Protect and Serve" competiton on Brickhorizon.
The Battle of Chantilly or Ox Hill was the final engagement in the Northern Virginia Campaign, a coda to the Second Battle of Bull Run, and it accomplished nothing except the deaths of two capable Union generals: Maj Gens Isaac Stevens and Philip Kearny.
Following defeat at Second Bull Run, the Union Army of Virginia under Maj Gen John Pope regrouped around Centreville. Reinforcements managed to replace the massive Union losses of the day before, and the Sec of War Edwin Stanton General-in-Chief Henry Halleck directed Pope to attack, but the Union Army commander had been stunned by the scale of his defeat and his officers had lost faith in their commander.
Despite his great victory on the Manassas Battlefield, Confederate. Gen Robert Lee still desired to cut off and destroy Pope's forces. As a result, Lee decided to repeat the tactic that had gotten him so far; send Maj Gen Thomas Jackson's troops around the Union right flank and cut off the escape route at Germantown, Virginia. On August 31, Jackson's troops moved out and again easily found its way around the Union army. Not until several reports of enemy infantry arrive did Pope realize the renewed threat to his rear. Canceling his attacks, he ordered his army to fall back while various units probed out the Confederate forces. One of the probes was two brigades under the command of Brig Gen Issac Stevens who approached the grassy slope of Ox Hill near the Plantation of Chantilly.
Clearly exhausted from the long marches and hard fighting earlier in the campaign, compounded by pouring rain, Jackson's troops had moved slowly in their flanking attack. They had finally halted at Ox Hill while Jackson himself took a nap. Around 4:00PM on September 1, Steven's division arrived here on the field with IX Corps commander Maj Gen Jesse Reno, who was incapacitated with sickness. Stevens deployed to the left of the grassy field, facing off against the Confederate troops under Brig Gen Alexander Lawton's division. Not realizing that he was in fact heavily outnumbered, Stevens led a strong attack, and in ferocious fighting managed to drive back the brigade of Col Henry Strong. At the height of the fighting, Maj Gen Issac Stevens, waving the flag of the 79th New York, led his old regiment, on a frontal charge over a fence to the cry of: "Highlanders, my Highlanders, follow your general!"
A bullet then struck his temple and killed him instantly.
Almost at this point the skies opened up and a fierce thunderstorm broke out, literally drowning out the fighting as units lost cohesion, sight of each other and had ammunition rendered useless. Opposing units that blindly collided into each other between flashes of lightning were reduced to brutal fighting with bayonets . Finally the weight of Confederate numbers began to tell, and the survivors of Stevens' division fell back.
At this point, about 6:00PM, Maj Gen Phil Kearny arrived on the field with his first brigade, that of Brig Gen David Birney. Kearny had preformed poorly at Second Bull Run, but at Chantilly the one-armed general was back in performance, sending Birney's troops charging through a rain-soaked cornfield to strike the Confederates of Maj Gen Ambrose Hill's division. When his troops stalled in pitch hand-to-hand fighting Kearny went looking for support. He found the 21st Massachusetts, which had been badly mauled in the earlier fighting. The 21st refused to advance, and to check the gap between the unit and those of his troops, Kearny rode back into the cornfield. When an aide told him that there could be enemy troops hiding Keanry replied. "the Rebel bullet that can kill me has not yet been molded." As darkness fell, he came across another unit in the field and asked it to identify itself, which it did-the 49th Georgia. Keanry replied "Okay." and began to return to Union lines. Realizing that the rider was an enemy, the troops of the 49th Georgia called on Kearny to halt, who responded by putting the spurs to his horse. Shots rang out and Maj Gen Phil Kearny fell dead.
Soon afterwards, fighting around Chantilly began to die down. Both sides received reinforcements, but neither side seemed interested in renewing the struggle. The Union forces pulled out that night, ending the vicious Battle of Chantilly that had cost them 1300 casualties and two of their best commanders. The Confederate army had suffered less, 800, but it had failed in its attempt at destroying the Union forces and contented itself with resting on its laurels, ending the Northern Virginia Campaign for good.
Ox Hill Battlefield Park, Chantilly, Virginia
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)
A fast, capable road bike with a great build and killer paint job by Jordan at Hot Tubes. Photo by JP Bevins.
The Mine Resistant Ambush Protected Vehicles (MRAP), Army provides tactical mobility for warfighters with multi-mission platforms capable of mitigating the effects of improvised explosive devices (IEDs), underbody mines, and small arms fire threats. These four- to six-wheeled vehicles are configured with government-furnished equipment to meet unique warfighting requirements. The MRAP, Army is a product of Program Executive Office Combat Support & Combat Service Support.
Read more on page 242 of the 2013 U.S. Army Weapon Systems Handbook armyalt.va.newsmemory.com/wsh.php
RAF Museum, Cosford.
BAe Harrier GR9A, ZG477.
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 uprated 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 fightof 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, including the airframe now at Cosford.
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.
C-123K 54-0612 was delivered to the USAF in 1955, and appears to have been probably assigned to the 309th Troop Carrier Group at Rhein-Main airbase, West Germany before being transferred to the 317th TCG at Evreux, France when the 309th was deactivated in 1958. While with the latter, 54-0612 was detached to the 1127th Field Activities Squadron at Leopoldville in the Congo, where it was used to supply and transport both Belgian and Congolese Army troops against the Simba Uprising of 1965. After the uprising was mostly quelled, 54-0612 returned to the United States and joined the 1st Air Commando Wing at Hurlburt Field, Florida, training both USAF and RVNAF crews in flying the C-123 in combat; it was upgraded to a C-123K. As the active duty USAF retired the Provider after Vietnam, 54-0612 made its last stop with the 302nd Tactical Airlift Wing (Reserve) at Rickenbacker AFB, Ohio, and was among the last C-123s to be retired in 1981. It was placed on display at the March Air Museum that year.
Though displayed in Southeast Asia camouflage for many years, recently 54-0612 was repainted in overall aluminum to simulate bare metal, the scheme that the aircraft would have carried during its time in Europe and the Congo. Though a little plain, it's an excellent restoration.