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Atmospheric-capable Forge fighter enhanced with salvaged Komplex tech for superior speed and maneuverability.
The Peacekeeper is often deployed as a first response interceptor on distant human-colonized worlds.
unedited-Not part of my personal collection
From Wikipedia, the free encyclopedia
The Dassault Mirage IV was a French supersonic strategic bomber and deep-reconnaissance aircraft. Developed by Dassault Aviation, the aircraft entered service with the French Air Force in October 1964. For many years it was a vital part of the nuclear triad of the Force de Frappe, France's nuclear deterrent striking force. The Mirage IV was retired from the nuclear strike role in 1996, and the type was entirely retired from operational service in 2005.
During the 1960s, there were plans of export sales for the Mirage IV; in one proposal, Dassault would have entered a partnership with the British Aircraft Corporation to jointly produce a Mirage IV variant for the Royal Air Force and potentially for other export customers, but this project did not come to fruition. The Mirage IV was ultimately not adopted by any other operators.
Development
Origins
During the 1950s, France embarked on an extensive military program to produce nuclear weapons; however, it was acknowledged that existing French aircraft were unsuitable for the task of delivering the weapons. Thus, the development of a supersonic bomber designed to carry out the delivery mission started in 1956 as a part of the wider development of France's independent nuclear deterrent. In May 1956, the Guy Mollet government drew up a specification for an aerially-refuelable supersonic bomber capable of carrying a 3-metric-ton, 5.2-metre-long nuclear bomb 2,000 km (without aerial refuelling). According to aviation authors Bill Gunston and Peter Gilchrist, the specification's inclusion of supersonic speed was "surprising" to many at the time.
The final specifications, jointly defined by government authorities and Dassault staff, were approved on 20 March 1957. Sud Aviation and Nord Aviation both submitted competing proposals, both based on existing aircraft; Sud Aviation proposed the Super Vautour, a stretched Sud Aviation Vautour with 47 kilonewtons (10,500 lbf) thrust Atar engines and a combat radius of 2,700 kilometres (1,700 mi) at Mach 0.9. Dassault's proposal for what became the Mirage IV was chosen on the basis of lower cost and anticipated simpler development, being based upon a proposed early 1956 twin-engined night-fighter derived from the Dassault Mirage III fighter and the unbuilt Mirage II interceptor. In April 1957, Dassault were informed that they had won the design competition.
Dassault's resulting prototype, dubbed Mirage IV 01, looked a lot like the Mirage IIIA, even though it had double the wing surface, two engines instead of one, and twice the unladen weight. The Mirage IV also carried three times more internal fuel than the Mirage III. The aircraft's aerodynamic features were very similar to the III's but required an entirely new structure and layout. This prototype was 20 metres (67 ft) long, had a 11 metres (37 ft) wingspan, 62 square metres (670 sq ft) of wing area, and weighed approximately 25,000 kilograms (55,000 lb). It was considerably more advanced than the Mirage III, incorporating new features such as machined and chem-milled planks, tapered sheets, a small amount of titanium, and integral fuel tanks in many locations including the leading portion of the tailfin.
The 01 was an experimental prototype built to explore and solve the problems stemming from prolonged supersonic flight. The sizable technological and operational uncertainties (no plane had yet been found able to cruise at over Mach 1.8 for long periods of time) were only one part of the problem. The weapon-related issues were the other. It took 18 months to build the 01 in Dassault's Saint-Cloud plant near Paris. In late 1958, the aircraft was transferred to the Melun-Villaroche flight testing area for finishing touches and ground tests. On 17 June 1959, French General Roland Glavany, on a five-year leave from the French Air Force since 1954, took the 01 for its maiden flight.
For its third flight, on 20 June 1959, the 01 was authorised to fly over the Paris Air Show at Le Bourget airport in front of France's President Charles de Gaulle.[citation needed] On 19 September 1960, René Bigand (replacing Glavany as test pilot) increased the world record for speed on a 1000-kilometre closed circuit to 1,822 km/h (1,132 mph) around Paris and the Melun base. Flight 138, on 23 September, corroborated the initial performance and pushed the record on a 500 km closed circuit to an average of 1,972 km/h (1,225 mph), flying between Mach 2.08 and Mach 2.14. The Mirage IV 01 prototype underwent minor modifications during testing in the autumn of 1959, most noticeably, the tail was enlarged (slight reduction in height, large increase in chord).
Production
In order to increase range, studies were made of a significantly larger Mirage IVB design, powered by two Snecma license-built Pratt & Whitney J75 engines and having a wing area of 120 m² (1,290 sq ft) compared to 70 m² (750 sq ft) of the prototype IV, as well as a speed of Mach 2.4 and a gross weight of 64,000 kilograms (140,000 lb). The Mirage IVB proposal had been instigated as a response to interest by de Gaulle in ensuring that two-way (including the aircraft's return to France) strike missions could be flown. However, development of the aircraft was ultimately cancelled in July 1959 due to the greater cost involved, a decision having been taken to rely upon aerial refueling instead also being a factor.
With the Mirage IVB considered to be too expensive, the medium-sized Mirage IVA, slightly larger than the first prototype, was chosen for three more prototypes to be produced. This aircraft had a wing area of 77.9 square metres (839 sq ft) and weighed about 32,000 kilograms (70,000 lb)[12] On 4 April 1960, a formal order for 50 production Mirage IVA aircraft was issued. The three prototype aircraft were built between 1961 and 1963, with first flights on 12 October 1961, 1 June 1962, and 23 January 1963. By 1962, the second prototype had conducted simulated nuclear bombing runs in the trials range at Colomb-Bechar in southern Algeria. The third prototype was equipped with the navigation/bombing systems and flight refuelling probe. The fourth prototype Mirage IVA-04 was essentially representative of the production aircraft that would follow.
For production, various portions of the aircraft were subcontracted to Sud Aviation (wings and rear fuselage) and Breguet Aviation (tailfin), which was still a separate company from Dassault until 1967; Dassault manufactured the front fuselage and flight-control system internally. Manufacture of both the prototypes and subsequent production aircraft was often hindered by an explicit requirement that there would be no reliance upon foreign suppliers to maintain France's nuclear capabilities; due to this, the Mirage IV initially lacked an inertial navigation system as French industry could not yet produce this device.
On 7 December 1963, the first production Mirage IVA performed its maiden flight. A series of 62 aircraft was built, and they entered service between 1964 and 1968. Although Dassault had designed the Mirage IV for the low-level flight role right from the start, the final batch of 12 aircraft ordered in November 1964 differed from the earlier aircraft in several areas, including the flight controls, avionics, and structural details, for the purpose of providing improved low-level performance. It had been planned for this batch to be powered by the newer Pratt & Whitney/SNECMA TF106 turbofan engine. The improvements featured upon the last 12 Mirage IVs were later retroactively applied to the whole fleet.
In December 1963 Dassault proposed a Mirage IV-106 variant with 2 Snecma TF106 (license-built Pratt and Whitney) engines, an enlarged 105,000 gross-weight fuselage, terrain-avoidance radar, and armed with a proposed French version of the American Douglas GAM-87 Skybolt air-launched ballistic missile. This version would have been very costly, and ultimately was not ordered.
Proposed export variants
In 1963, the Australian government sought a replacement for the Royal Australian Air Force fleet of English Electric Canberra bombers, largely in response to the Indonesian Air Force's purchase of missile-armed Tupolev Tu-16 bombers. Dassault proposed a version of the Mirage IVA with Rolls-Royce Avon engines. Australian Air Marshall Frederick Scherger seriously considered purchase of the IVA in 1961 because it was considered to be proven hardware already in service (in contrast to the BAC TSR-2 which was still in development), before settling on the General Dynamics F-111C. The IVA was one of five aircraft types that were short listed for the role, but the F-111C was eventually selected.
In April 1965, the British Government cancelled the TSR-2 reconnaissance-strike aircraft. In response, Dassault and British Aircraft Corporation (BAC) proposed a modified Mirage IV variant as a replacement in July 1965. The aircraft, known as the Mirage IV* or Mirage IVS (S for Spey) would be re-engined with more powerful Rolls-Royce Spey turbofan engines with a total of 185 kilonewtons (41,700 lbf), larger (fuselage depth increased by 7.6 centimetres (3 in), had an approximately 0.61 metres (2 ft) forward fuselage extension, and was to weigh 36,000 kilograms (80,000 lb)), and use avionics planned for the TSR-2, although BAC preferred the French Antilope radar. Although designed by Dassault, the production was to be carried out jointly between Dassault and its subcontractors (wing, mid-fuselage, and tail) and BAC (front and rear fuselage). The final assembly location was not determined before this proposal was rejected. The Mirage IV* was to carry a bombload of up to 9,100 kilograms (20,000 lb). While the IV* was claimed to meet most of the Royal Air Force (RAF)'s requirements, and to be £1 million cheaper than the American-made F-111K was preferred (only to be cancelled in turn) and the Spey-engined Mirage abandoned.
The Mirage IV* met nearly every RAF requirement except for field length, and some claim it exceeded the F-111 slightly in speed and had at least equal range. The estimated cost was 2.321 million pounds per aircraft (for 50) or 2.067 million (for 110), less than the price of the F-111K. BAC claimed that the British government evaluation into the Mirage IV* was "relatively superficial". However, some British government officials, including Parliament members Julian Risdale and Roy Jenkins, questioned the Mirage IV*'s capacity to operate from unprepared airstrips or to operate at low level, or claimed that the F-111 was a superior aircraft "in a class of its own". However, Bill Gunston notes that low-level Mirage IV missions had been planned since 1963 and Mirage IVs operated regularly at low level since 1965, and argues that the ability of a strategic bomber to operate from unprepared airstrips is historically unimportant. RAF pilots who test-flew the Mirage IV were "favourably impressed" with its low altitude performance.
BAC and Dassault had also hoped to sell the Mirage IV* to France and to export the Mirage IV* to various nations, such as India, possibly Israel, and others; the lack of a British sale put an end to such possibilities. Some aviation journalists claim that the rejection of the Mirage IV* may have dampened French interest in joint Anglo-French cooperation.
Design
The Mirage IV shares design features and a visual resemblance to the Mirage III fighter, featuring a tailless delta wing and a single square-topped vertical fin. However, the wing is significantly thinner to allow better high-speed performance and has a thickness/chord ratio of only 3.8% at the root and 3.2% at the tip; this wing was the thinnest built in Europe at that time and one of the thinnest in the world. While being significantly smaller than an expensive medium bomber proposal for the role, the Mirage IV was roughly three times the weight of the preceding Mirage III.
The Mirage IV is powered by two Snecma Atar turbojets, fed by two air intakes on either side of the fuselage that had intake half-cone shock diffusers, known as souris ("mice"), which were moved forward as speed increased to trim the inlet for the shock wave angle. It can reach high supersonic speeds: the aircraft is redlined at Mach 2.2 at altitude because of airframe temperature restrictions, although it is capable of higher speeds. While broadly similar to the model used on the Mirage III, the Atar engine had a greater airflow and an elevated overspeed limit from 8,400 rpm to 8,700 rpm for greater thrust during high altitude supersonic flight. While the first Mirage IV prototype was fitted with double-eyelid engine nozzles, production aircraft featured a complicated variable geometry nozzle that automatically varied in response to the descent rate and airspeed.
The aircraft has 14,000 litres (3,700 gal (US)) of internal fuel, and its engines are quite thirsty, especially when the afterburner is active. Fuel was contained within integral tanks within the wings, as well as a double-skinned section of the fuselage between and outboard of the inlet ducts, underneath the ducts and engines, and forward of the main spar of the tail fin; this provided a total internal capacity of 6,400 kilograms (14,000 lb). A refueling probe is built into the nose; aerial refuelling was often necessary in operations as the Mirage IV only had the fuel capacity, even with external drop tanks, to reach the Soviet Union's borders, thus refuelling was required to allow for a 'round trip'. In the event of nuclear war between the major powers, it was thought that there would be little point in having the fuel to return as the host air bases would have been destroyed; instead, surviving Mirage IVs would have diverted to land at bases in nearby neutral countries following the delivery of their ordnance.
The two-man crew, pilot and navigator, were seated in tandem cockpits, each housed under separate clamshell canopies. A bombing/navigation radar is housed within an oblique-facing radome underneath the fuselage between the intakes and aft of the cockpit; much of the Mirage IV's onboard avionics systems, such as the radar communications, navigational instrumentation, and bombing equipment, were produced by Thomson-CSF. Other avionics elements were provided by Dassault itself and SFENA; one of the only major subsystems not of French origin onboard was the Marconi-built AD.2300 doppler radar. Free-falling munitions could also be aimed using a ventral blister-mounted periscope from the navigator's position.
The Mirage IV has two pylons under each wing, with the inboard pylons being normally used for large drop tanks of 2,500-litre (660 gal (US)) capacity. The outer pylons typically carried ECM and chaff/flare dispenser pods to supplement the internal jamming and countermeasures systems. On later aircraft, this equipment typically included a Barax NG jammer pod under the port wing and a Boz expendables dispenser under the starboard wing. No cannon armament was ever fitted aboard the type. The early Mirage IVA had a fuselage recess under the engines which could hold a single AN-11 or AN-22 nuclear weapon of 60 kt yield. The Mirage IV can carry 12 solid-fuel rockets diagonally down below the wing flaps, for rocket-assisted take off (RATO).
From 1972 onward, 12 aircraft were also equipped to carry the CT52 reconnaissance pod in the bomb recess. These aircraft were designated Mirage IVR for reconnaissance. The CT52 was available in either BA (Basse Altitude, low-level) or HA (Haute Altitude, high-altitude) versions with three or four long-range cameras; a third configuration used an infrared line scanner. The CT52 had no digital systems, relying on older wet-film cameras. The first operational use of the system took place during missions in Chad in September 1974.
During the 1980s, a total of 18 Mirage IVs were retrofitted with a centreline pylon and associated equipment to carry and launch the nuclear ASMP stand-off missile. The Mirage IVA could theoretically carry up to six large conventional bombs at the cost of drop tanks and ECM pods, such armament was rarely fitted in practice.
Operational history
Introduction and early operations
"We don't have fighter aircraft, we have fear-inducing aircraft"
French President Charles de Gaulle, speaking of the Mirage IV in 1963.
In February 1964 deliveries of the Mirage IV to the French Air Force started, with the first French Mirage IV squadron being declared operational on 1 October that year. The Mirage IV bomber force soon consisted of nine squadrons of four aircraft (2 pairs – one aircraft carrying the nuclear bomb, one a buddy-refuelling tanker) each. When fully built up, the force consisted of three wings. These wings were each divided into three bomber squadrons, each equipped with a total of four Mirage IVs, with each deployed at a different base to minimise the potential for an enemy strike to knock out the entire bomber force.
After establishment of its own deterrent force, the Force de Dissuassion, more commonly known as the Force de frappe, France withdrew from the military command structure of NATO in 1966. De Gaulle viewed the operational establishment of the Mirage IV fleet, a critical component of the independent Force de frappe, as highly influential to his decision to withdraw France from NATO, and that an independent French nuclear deterrent was necessary to ensure independence as a nation. From 1964 to 1971, the Mirage IV was France's sole means of delivering nuclear ordnance. At this point they were each armed with a single 60 kiloton nuclear bomb.
Alert status consisted of an active inventory of 36 Mirage IVs. At any one time 12 aircraft would be in the air, with a further 12 on the ground kept at four minutes' readiness and the final 12 at 45 minutes' readiness, each equipped with an onboard functional nuclear weapon. These 36 active aircraft would be rotated with 26 reserve aircraft; the latter were kept in an airworthy condition or were otherwise subject to maintenance activities. Within the first decade of the type entering service, in excess of 200,000 hours were flown and 40,000 aerial refuelling operations were performed by the Mirage IV fleet alone; at one point, Mirage IV operations were consuming up to 44 per cent of the French Air Force's total spare parts budget.
The primary objectives of the Mirage IVA force were major Soviet cities and bases. With aerial refueling], the plane was able to attack Moscow, Murmansk or various Ukrainian cities when sortieing from French bases. A justification of the Mirage IV given by Armée de l'air Brigadier General Pierre Marie Gallois, an architect of the French nuclear deterrent, was that: "France is not a prize worthy of ten Russian cities".
In order to refuel the Mirage IVA fleet, France purchased 14 (12 plus 2 spares) U.S. Boeing C-135F tankers. Mirage IVAs also often operated in pairs, with one aircraft carrying a weapon and the other carrying fuel tanks and a buddy refueling pack, allowing it to refuel its partner en route to the target. Even so, some sources state that some of the mission profiles envisioned were actually one-way, with the crew having no chance of returning after bombing a Soviet city. The inability for the Mirage IV to return after missions had been a point of controversy during the aircraft's early development.
Both flight and grounds crews received training principally by Strategic Air Forces Command 328, stationed at Bordeaux. Several Nord Noratlas were specially modified, having received the Mirage IV's radar, control consoles, and additional electrical generators, for the purpose of training navigators; these were later replaced by a pair of customised Dassault Falcon 20 outfitted with much of the Mirage IVP's avionics.
Transition and upgrades
Initially, the basic attack flight profile was "high-high-high" at a speed of Mach 1.85, engaging targets up to a maximum radius of 3,500 km (2,175 mi). In the late 1960s, when the threat of surface-to-air missile defences made high-altitude flight too hazardous, the Mirage IVA was modified for low-altitude penetration. Flying low, the maximum attack speed was reduced to 1,100 km/h (680 mph) and the combat radius was also decreased. By 1963, the majority of missions involving the Mirage IV were being planned as low-level flights. By 1964, Mirage IVAs were conducting training penetration runs at an altitude of 200 ft, without the assistance of terrain-following radar, which subjected pilots to considerable workload and those on board to high levels of turbulence.
To improve survivability, the French Air Force began dispersing Mirage IVs to pre-prepared rough strips during the 1960s; while the use of hardened bunkers had been assessed, it was found to be financially impractical. By the 1970s, it had become clear that vulnerability of the Mirage IV to air defences, even while flying at low altitudes, had made the delivery of gravity bombs such as the AN-11 or AN-22 impractical. Thus, it was decided to pass a greater share of the deterrent role onto land-based missiless and submarine-launched ballistic missiles alternatives; as a result, a single wing of Mirage IVs was stood down in 1976, partially due to fleet-wide attrition losses.
In 1973, it was reported that a force of 40 Mirage IVs would continue to perform as a part of France's nuclear deterrent until the 1980s, and that steady improvements were to be undertaken. In 1975, all Mirage IVs were progressively painted in a new green/grey camouflage scheme. In 1979, in response to the decreasing effectiveness of free-fall bombs used by both its strategic and tactical nuclear forces, development of the ASMP stand-off missile was initiated; the ASMP would possess a range of up to 400 km (250 mi) and was alternative armed with either a single 150 or 300 kiloton nuclear warhead. Various test launches of dummy and later live ASMPs were performed using the Mirage IV as the launch platform between 1981 and 1983.
In July 1984, a contract was formally issued for the upgrade of a total of 18 Mirage IVAs to carry the ASMP missile in the place of traditional bombs; these aircraft were redesignated Mirage IVP (Penetration). The conversion of Mirage IVAs to IVPs involved a large number of modifications and re-workings of the aircraft. A deep centerline pylon was added, which could accommodate either a single ASMP missile or a CT52 reconnaissance pod. The main radar and electronics suite were removed and replaced by newer counterparts; other modified systems included the navigation system, flight control system, and various elements of the cockpit. On 12 October 1982, the first modernised Mirage IVP performed its first flight; it re-entered active service on 1 May 1986.
In August 1985, a French proposal that would have seen Mirage IVPs stationed at air bases inside neighbouring West Germany was made public; this deployment would have marked a significant philosophical departure from traditional French nuclear defence policy. Aviation authors Bill Gunston and Peter Gilchrist allege that French officials had historically discounted the option of recovering Mirage IVs in friendly territory as unduly optimistic, as those nations might become unfriendly or hostile in the aftermath of a French nuclear attack.
Phase-Out
On 31 July 1996, the Mirage IVP was formally retired in its bomber capacity, the nuclear mission having been transferred from the Mirage IV to the newer Dassault Mirage 2000N. EB 2/91 was disbanded and EB 1/91 was redesignated Escadron de Reconnaissance Stratégique (Strategic Reconnaissance Squadron),[citation needed] using five remaining Mirage IVPs based at Mont-de-Marsan; the remaining aircraft were stored at Chateaudun. In the reconnaissance role, the Mirage IVP has seen service over Bosnia, Iraq, Kosovo and Afghanistan.
ES 1/91 Gascogne's surviving Mirage IVPs were retired in 2005 and are conserved and stored at the Centre d'Instruction Forces Aériennes Stratégiques (CIFAS) at Bordeaux Mérignac. The retirement of all reconnaissance-configured Mirage IVPs in 2005 meant that the French Air Force's Mirage F1CRs were for some time the only aircraft capable of carrying out aerial reconnaissance missions. The long term replacement for the Mirage IVP was Mirage 2000N aircraft outfitted with a modern PRNG Pod de Reconnaissance Nouvelle Génération (New Generation Reconnaissance Pod), equipped with digital camera equipment.
The Mirage IV had been popular with its crews, who found it enjoyable to fly. In addition, it required surprisingly little maintenance considering its age and complexity.
Pima Air and Space Museum
MC3025 Signal Selector
Allows bomb use on aircraft without IUQS-capable AMAC
[twitter.com/NuclearAnthro/status/887504878808973312]
IUQS (Intent unique signal) The IUQS is a multi-pulse encoded signal necessary to open a critical switch in the arming and firing system.
AMAC (Aircraft Monitoring and Control)
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301 4(90-0)0
B61-5 Type 3E
ALTS 306
(Serial) P745
B61 Nuclear Bomb
In service (estimated) 1968 present
The B61 was designed as a tactical and strategic nuclear bomb that could be dropped by aircraft moving at a high rate of speed. Production of the bomb began in 1968 and it is expected to remain in service for the foreseeable future. The bomb can be carried and dropped by most American combat aircraft. The basic bomb weighs about 700 lbs and is capable of producing a blast in the 0.3-340 kiloton range depending on the warhead used.
The Martin B-10 was the fastest and most heavily armed bomber during its time. It had a gross weight of 14,731 pounds, a four-man crew, and was powered with two Wright 740 hp engines capable of a top speed of 212 mph. (Courtesy photo/amc.af.mil)
he Oregon Ducks are capable of putting on a show in more ways than one. Their signature quick-paced offense keeps defenses scrambling while their week-to-week uniform changes keep others staring. The Air Foamposite One Oregon appropriately reflects their in-your-face style while maintaining a strong sense of stealth. An all-over reflective wings print inspired by the Ducks on-field uniforms has been paired with a mostly black upper. Ducks insignia on the heel and tongue along with an ice sole highlighted with silver speckles complete the package. No matter where your collegiate allegiance stands, the Air Foamposite One Oregon will have you thinking: Win the day!
Science Fiction movie poster Empire of Danger
A newly designed spacecraft capable of going through time is sent to Mars to rescue a crew previously lost on Mars. The ship is sent through the past but to the wrong time years later than the first crew Empire of Danger was directed by Eric E Shook. Cast: Cindy Tozer, Traci Alms, Tatum Green, Caleb Howald, Samantha Shook, Stephanie Hunsicker, Darkeith Lofton, Jayson Johnson, Adam Kennedy, Eric Shook, Mike Davis, Beverly Rankin, Heather Myers, Randy Miller, Lester Fornshell, Mike Morrison, Melissa Schutzbach, Derek Alams, Steve Rankin, Andrea Melton, Brenda Alexander, Lisa Love, Justin Roley and Roger Anderson.
Production Company Westfield Entertainment
Download whole movie here:
Empire of Danger
www.amazon.com/Empire-Of-Danger/dp/B0030BMC8O/ref=pd_sim_...
The Focusun 10T Fresh water flake ice machine is capable of producing almost 10.000 KG of ice in just 24 hrs. The Chinese company produces high quality plants using only the best quality parts from world renowned companies. Focusun produces all its machines in Mainland China. Also in Focusun's long list of product catalog with different capacities include: Block Ice Machine, Tube Ice Plant, Cold Storage, Artificial Ice/Snow Maker, Cube Ice Machine, Plate Ice Plant, Ice Crushers, Ice Compactors, Water Cooling Systems, Ice Bagging Machines, Air Cooling Systems, Diesel Generators and more...
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Aeroscopia est un musée aéronautique français implanté à Blagnac (Haute-Garonne), près du site AéroConstellation, et accueille notamment deux exemplaires du Concorde, dont l'ouverture a eu lieu le 14 janvier 2015
Le tarmac Sud du musée n'est capable d'accueillir que trois gros appareils. L'installation des appareils fut définitivement terminée après que le premier prototype de l'A400M-180 y fut arrivé le 16 juillet 2015, en dépit de la possibilité de 360 000 euros de TVA.
Concorde, F-BVFC, MSN209 aux couleurs d'Air France
Caravelle 12, F-BTOE, MSN280 aux couleurs d'Air Inter, dernier exemplaire construit
A400M-180, F-WWMT, MSN001 stationné depuis le 16 juillet 2015
La réalisation en 2019 du nouveau tarmac au Nord du musée permet l'accueil d'appareils supplémentaires issus des entreprises locales Airbus et ATR. Le transfert des avions entre le site Airbus "Lagardère" et le musée a lieu sur une semaine, à raison d'un appareil par jour :
ATR 72-600, F-WWEY, MSN098 aux couleurs d'ATR, transféré sur site le 26 août 2019, premier exemplaire du 72 dans sa version 600
Airbus A340-600, F-WWCA, MSN360 aux couleurs d'Airbus, transféré sur site le 27 août 2019, premier exemplaire de l'A340 dans sa version 600
Airbus A320-111, F-WWAI, MSN001 aux anciennes couleurs d'Airbus, transféré sur site le 28 août 2019, premier exemplaire de l'A320 : inauguration le 14 février 1987 en présence de Lady Diana et du Prince Charles, premier vol le 22 février 1987
Airbus A380-800, F-WXXL, MSN002 aux couleurs d'Airbus, transféré sur site le 29 août 2019, second exemplaire de l'A380. Les deux ponts de cet appareil sont visitables, ainsi que le cockpit.
ATR 42-300, F-WEGC, MSN003 aux anciennes couleurs d'ATR, transféré sur site le 30 août 2019, troisième exemplaire du 42. Cet exemplaire est décoré aux couleurs du MSN001 et porte l'immatriculation F-WEGA
Concorde, F-WTSB, MSN201 (ANAE), il s'agit d'un appareil de présérie qui a servi entre autres à transporter plusieurs présidents de la République française.
Airbus A300B4-203, F-WUAB, MSN238 (Airbus Heritage), décoré aux couleurs du prototype, au lieu de MSN001 démantelé. L'intérieur est visitable. Dans la première section des vitrages transparents permettent de voir la structure et les systèmes de l'avion, tandis que dans les sections suivantes sont représentés des aménagements de première classe et VIP.
Super Guppy de l'association Ailes Anciennes Toulouse, l'appareil qui servait au transport des tronçons d'Airbus est exposé porte ouverte, et une passerelle permet l'accès à la soute où un film est projeté. L'ouverture n'a pas été une mince affaire, l'appareil n'ayant pas été ouvert pendant 15 ans. L'aide des anciens mécaniciens de l'avion a été primordiale pour permettre une ouverture en toute sécurité.
Corvette (Airbus)
Falcon 10 no 02, prototype ayant servi aux essais du turboréacteur Larzac (Ailes Anciennes Toulouse)
Fouga Magister (AAT)
Gazelle prototype (AAT)
Mirage III C (AAT)
Nord 1100 (AAT)
Lockheed F-104G (AAT)
MiG-15 (AAT)
MS.760 Paris (AAT)
Vought F-8E(FN) Crusader et son réacteur (AAT)
Alouette II Marine (AAT)
Cessna Skymaster (AAT)
Fairchild Metro, ancien avion de Météo-France (AAT)
HM-293, de Rodolphe Grunberg
Chagnes MicroStar, avion de construction amateur, version biréacteur de Rutan VariViggen (AAT)
Saab J35OE Draken (AAT)
Aeroscopia is a French aeronautical museum located in Blagnac (Haute-Garonne), near the AéroConstellation site, and notably hosts two copies of the Concorde, which opened on January 14, 2015
The south tarmac of the museum can only accommodate three large aircraft. The installation of the devices was definitively finished after the first prototype of the A400M-180 arrived there on July 16, 2015, despite the possibility of 360,000 euros in VAT.
Concorde, F-BVFC, MSN209 in Air France colors
Caravelle 12, F-BTOE, MSN280 in Air Inter colors, last model built
A400M-180, F-WWMT, MSN001 parked since July 16, 2015
The construction in 2019 of the new tarmac north of the museum will accommodate additional aircraft from local Airbus and ATR companies. The transfer of planes between the Airbus "Lagardère" site and the museum takes place over a week, at the rate of one aircraft per day:
ATR 72-600, F-WWEY, MSN098 in ATR colors, transferred to site on August 26, 2019, first copy of the 72 in its 600 version
Airbus A340-600, F-WWCA, MSN360 in Airbus colors, transferred to site on August 27, 2019, first copy of the A340 in its 600 version
Airbus A320-111, F-WWAI, MSN001 in the old Airbus colors, transferred to site on August 28, 2019, first copy of the A320: inauguration on February 14, 1987 in the presence of Lady Diana and Prince Charles, first flight on February 22, 1987
Airbus A380-800, F-WXXL, MSN002 in Airbus colors, transferred to site on August 29, 2019, second copy of the A380. The two decks of this aircraft can be visited, as well as the cockpit.
ATR 42-300, F-WEGC, MSN003 in the old ATR colors, transferred to the site on August 30, 2019, third specimen of the 42. This specimen is decorated in the colors of the MSN001 and bears the registration F-WEGA
Concorde, F-WTSB, MSN201 (ANAE), this is a pre-production aircraft which was used, among other things, to transport several presidents of the French Republic.
Airbus A300B4-203, F-WUAB, MSN238 (Airbus Heritage), decorated in the colors of the prototype, instead of dismantled MSN001. The interior can be visited. In the first section transparent glazing allows to see the structure and systems of the aircraft, while in the following sections are shown first class and VIP fittings.
Super Guppy from the Ailes Anciennes Toulouse association, the aircraft which was used to transport the Airbus sections is on display with the door open, and a gangway allows access to the hold where a film is shown. Opening was no small feat, as the device has not been opened for 15 years. The help of the former mechanics of the aircraft was essential to allow a safe opening.
Corvette (Airbus)
Falcon 10 no 02, prototype used for testing the Larzac turbojet engine (Ailes Anciennes Toulouse)
Fouga Magister (AAT)
Prototype Gazelle (AAT)
Mirage III C (AAT)
North 1100 (AAT)
Lockheed F-104G (AAT)
MiG-15 (AAT)
MS.760 Paris (AAT)
Vought F-8E (FN) Crusader and its engine (AAT)
Alouette II Marine (AAT)
Cessna Skymaster (AAT)
Fairchild Metro, former Météo-France (AAT) aircraft
HM-293, by Rodolphe Grunberg
Chagnes MicroStar, amateur-built aircraft, twin-jet version of Rutan VariViggen (AAT)
Saab J35OE Draken (AAT)
Aeroscopia est un musée aéronautique français implanté à Blagnac (Haute-Garonne), près du site AéroConstellation, et accueille notamment deux exemplaires du Concorde, dont l'ouverture a eu lieu le 14 janvier 2015
Le tarmac Sud du musée n'est capable d'accueillir que trois gros appareils. L'installation des appareils fut définitivement terminée après que le premier prototype de l'A400M-180 y fut arrivé le 16 juillet 2015, en dépit de la possibilité de 360 000 euros de TVA.
Concorde, F-BVFC, MSN209 aux couleurs d'Air France
Caravelle 12, F-BTOE, MSN280 aux couleurs d'Air Inter, dernier exemplaire construit
A400M-180, F-WWMT, MSN001 stationné depuis le 16 juillet 2015
La réalisation en 2019 du nouveau tarmac au Nord du musée permet l'accueil d'appareils supplémentaires issus des entreprises locales Airbus et ATR. Le transfert des avions entre le site Airbus "Lagardère" et le musée a lieu sur une semaine, à raison d'un appareil par jour :
ATR 72-600, F-WWEY, MSN098 aux couleurs d'ATR, transféré sur site le 26 août 2019, premier exemplaire du 72 dans sa version 600
Airbus A340-600, F-WWCA, MSN360 aux couleurs d'Airbus, transféré sur site le 27 août 2019, premier exemplaire de l'A340 dans sa version 600
Airbus A320-111, F-WWAI, MSN001 aux anciennes couleurs d'Airbus, transféré sur site le 28 août 2019, premier exemplaire de l'A320 : inauguration le 14 février 1987 en présence de Lady Diana et du Prince Charles, premier vol le 22 février 1987
Airbus A380-800, F-WXXL, MSN002 aux couleurs d'Airbus, transféré sur site le 29 août 2019, second exemplaire de l'A380. Les deux ponts de cet appareil sont visitables, ainsi que le cockpit.
ATR 42-300, F-WEGC, MSN003 aux anciennes couleurs d'ATR, transféré sur site le 30 août 2019, troisième exemplaire du 42. Cet exemplaire est décoré aux couleurs du MSN001 et porte l'immatriculation F-WEGA
Concorde, F-WTSB, MSN201 (ANAE), il s'agit d'un appareil de présérie qui a servi entre autres à transporter plusieurs présidents de la République française.
Airbus A300B4-203, F-WUAB, MSN238 (Airbus Heritage), décoré aux couleurs du prototype, au lieu de MSN001 démantelé. L'intérieur est visitable. Dans la première section des vitrages transparents permettent de voir la structure et les systèmes de l'avion, tandis que dans les sections suivantes sont représentés des aménagements de première classe et VIP.
Super Guppy de l'association Ailes Anciennes Toulouse, l'appareil qui servait au transport des tronçons d'Airbus est exposé porte ouverte, et une passerelle permet l'accès à la soute où un film est projeté. L'ouverture n'a pas été une mince affaire, l'appareil n'ayant pas été ouvert pendant 15 ans. L'aide des anciens mécaniciens de l'avion a été primordiale pour permettre une ouverture en toute sécurité.
Corvette (Airbus)
Falcon 10 no 02, prototype ayant servi aux essais du turboréacteur Larzac (Ailes Anciennes Toulouse)
Fouga Magister (AAT)
Gazelle prototype (AAT)
Mirage III C (AAT)
Nord 1100 (AAT)
Lockheed F-104G (AAT)
MiG-15 (AAT)
MS.760 Paris (AAT)
Vought F-8E(FN) Crusader et son réacteur (AAT)
Alouette II Marine (AAT)
Cessna Skymaster (AAT)
Fairchild Metro, ancien avion de Météo-France (AAT)
HM-293, de Rodolphe Grunberg
Chagnes MicroStar, avion de construction amateur, version biréacteur de Rutan VariViggen (AAT)
Saab J35OE Draken (AAT)
Aeroscopia is a French aeronautical museum located in Blagnac (Haute-Garonne), near the AéroConstellation site, and notably hosts two copies of the Concorde, which opened on January 14, 2015
The south tarmac of the museum can only accommodate three large aircraft. The installation of the devices was definitively finished after the first prototype of the A400M-180 arrived there on July 16, 2015, despite the possibility of 360,000 euros in VAT.
Concorde, F-BVFC, MSN209 in Air France colors
Caravelle 12, F-BTOE, MSN280 in Air Inter colors, last model built
A400M-180, F-WWMT, MSN001 parked since July 16, 2015
The construction in 2019 of the new tarmac north of the museum will accommodate additional aircraft from local Airbus and ATR companies. The transfer of planes between the Airbus "Lagardère" site and the museum takes place over a week, at the rate of one aircraft per day:
ATR 72-600, F-WWEY, MSN098 in ATR colors, transferred to site on August 26, 2019, first copy of the 72 in its 600 version
Airbus A340-600, F-WWCA, MSN360 in Airbus colors, transferred to site on August 27, 2019, first copy of the A340 in its 600 version
Airbus A320-111, F-WWAI, MSN001 in the old Airbus colors, transferred to site on August 28, 2019, first copy of the A320: inauguration on February 14, 1987 in the presence of Lady Diana and Prince Charles, first flight on February 22, 1987
Airbus A380-800, F-WXXL, MSN002 in Airbus colors, transferred to site on August 29, 2019, second copy of the A380. The two decks of this aircraft can be visited, as well as the cockpit.
ATR 42-300, F-WEGC, MSN003 in the old ATR colors, transferred to the site on August 30, 2019, third specimen of the 42. This specimen is decorated in the colors of the MSN001 and bears the registration F-WEGA
Concorde, F-WTSB, MSN201 (ANAE), this is a pre-production aircraft which was used, among other things, to transport several presidents of the French Republic.
Airbus A300B4-203, F-WUAB, MSN238 (Airbus Heritage), decorated in the colors of the prototype, instead of dismantled MSN001. The interior can be visited. In the first section transparent glazing allows to see the structure and systems of the aircraft, while in the following sections are shown first class and VIP fittings.
Super Guppy from the Ailes Anciennes Toulouse association, the aircraft which was used to transport the Airbus sections is on display with the door open, and a gangway allows access to the hold where a film is shown. Opening was no small feat, as the device has not been opened for 15 years. The help of the former mechanics of the aircraft was essential to allow a safe opening.
Corvette (Airbus)
Falcon 10 no 02, prototype used for testing the Larzac turbojet engine (Ailes Anciennes Toulouse)
Fouga Magister (AAT)
Prototype Gazelle (AAT)
Mirage III C (AAT)
North 1100 (AAT)
Lockheed F-104G (AAT)
MiG-15 (AAT)
MS.760 Paris (AAT)
Vought F-8E (FN) Crusader and its engine (AAT)
Alouette II Marine (AAT)
Cessna Skymaster (AAT)
Fairchild Metro, former Météo-France (AAT) aircraft
HM-293, by Rodolphe Grunberg
Chagnes MicroStar, amateur-built aircraft, twin-jet version of Rutan VariViggen (AAT)
Saab J35OE Draken (AAT)
The Annual British Truck Racing Championship Made its way Back to The Brands Hatch Circuit for its Season Finale Marking the End of Motorsport for the Season.
With a Massive Firework Display on the Sunday and Plenty of on and Off Track Action The Weekend was Shaping up to be One to Remember.
Many Drivers and Support Races were also Present from the small Yet Nimble Legends Cars to the Much Bigger and more Powerful 1000 Break Horse Power Racing Trucks that will be doing Battle on the circuit Saturday was Looking like a Really Good Start to a Weekend of Speed Madness and Awesome Racing.
Speaking of which Lets take a Look and See what Qualifying will Hold for Each Support and Main Race and Find out who Will be Taking Pole for The First Races of The Weekend.
Legends Cars Championship (Qualifying)
First Up is the Famous and Fan Favourite Legends Cars Championship, Thease Little Tiny Machines Run Yamaha Motorbike Engines within them that run up to 1200/1250cc Depending on the Spec of Engine. They also are 120 Break Horse Power and with how Light Weight they are (1,325lbs Including The Driver) Thease Cars are Very Quick and Very Nimble.
Lets Find Out who came where in Qualifying and Who Will be Starting on the Front Row.
In First Place Taking Pole and The Fastest Lap was (Chris Needham) in his Legend Coupe 1250 with a Best Lap Time of 55.691 and a Top Speed of 78.08mph. Amazing Work there Chris Well Deserved and Super Job for Pole Position.
In Second Place was (Will Gibson) in his Legend 34 Ford Coupe 1250 with a Best Lap Time of 55.721 and a Top Speed of 78.04mph. Superb Job there Will Fighting Hard and Very Nearly Taking Pole from Chris.
In Third Place was (John Mickel) in his Legend 34 Ford Coupe 1250 with a Best Lap Time of 55.740 and a Top Speed of 78.01mph. Amazing Work John Pushing that Legend Hard and Securing P3 on the Gird for the Race Super Job.
Three Very Fast and Capable Drivers in Chris Will and John All Fighting it out with their Fellow Competitors for The Victory Come the First Race but who will be Brave enough to Take on the Top 3 Fastest Drivers out there? We will Have to Wait and See.
Junior Saloon Car Championship (Qualifying Part 1)
Next Up we Have The Junior Saloon Car Championship a Racing Series Designed for Much Younger Drivers (Between 14 and 17 Years of Age) who want to try their Hand in Motorsport from a Young Age.
Thease Drivers are Mostly Fearless and always Provide some Very Intense and Incredible Racing Due to their Competitive Nature and Determination to Win and Succeed.
The Cars Used for This Series are Citroen Saxo VTR'S that are 1600cc In Terms of Power Meaning that Every Driver is on a Level Playing Field when the Racing Starts making for some Close Wheel to Wheel Action and Really showing who the Most Skilled and Quickest Drivers out there are.
Speaking of Which Lets Get straight to Qualifying and see who was the Most Fearless and Managed to Clock an Incredible Lap During Qualifying.
In First Place Taking Pole Position and The Fastest Lap was (Charlie Hand) in his Citroen Saxo VTR 1600 with a Best Lap Time of 58.554 and a Top Speed of 74.26mph. In credible Driving there Charlie Very Precise and Controlled Thought the Entire Lap to Secure P1 on the Gird Amazing Job.
In Second Place was (Jamie Petters) in his Citroen Saxo VTR 1600 with a Best Lap Time of 58.661 and a Top Speed of 74.13mph. Great Work there Jamie Pushing Hard and Securing that P2 Spot on the Front Row of the Gird Superb Job.
In Third Place was (Harvey Caton) in his Citroen Saxo VTR 1600 with a Best Lap Time of 58.685 and a Top Speed of 74.10mph. Incredible Drive there Harvey Pushing The Car and Fighting All the While to Defend that P3 on the Gird.
What an Incredibly Talented array of Drivers in Charlie Jamie and Harvey All Battling it out with their Fellow Competitors to try and Win the Championship and get those All Important Points they Need which could make up the Difference. Qualifying Second Fastest is up Next so lets take a look and see Who will come out on Top.
Junior Saloon Car Championship (Qualifying Second Fastest)
Following the Results from The First Qualifying Session the Second Qualifying Session Will see all the Drivers Go out again to Better their Lap Times and Maybe even Allow some New Competitors to Move up the Order into the Podium Places.
Lets Take a Look and See if Charlie Hand has managed to Hold onto His P1 Position on the Grid.
In First Place Taking Pole Position and The Fastest Lap was (Charlie Hand) in his Citroen Saxo VTR 1600 with a Best Lap Time of 58.639 and a Top Speed of 74.15mph. Another Incredible Lap from Charlie Hand Putting Himself Once Again on Pole for The First Race for The Junior Saloon Car Championship. Congratulations Charlie.
In Second Place was (Will Redford) in his Citroen Saxo VTR 1600 with a Best Lap Time of 58.851 and a Top Speed of 73.89mph. Great Drive there from Will Securing P2 and Adding a New Driver to the Top of the Standings. Great Work.
In Third Place was (Jamie Petters) in his Citroen Saxo VTR 1600 with a Best Lap Time of 58.861 and a Top Speed of 73.87mph. Fantastic Work there Jamie Really Pushing the Car Hard and Taking that Third Position Away from Harvey on the Gird. Nice Job.
Another Really Intense Qualifying Session which has seen the Likes of Charlie Will and Jamie all Emerge Victoriously on the Front Row but out of All Three of Thease Very Talented Drivers only one of them Can take The Race Win but who is it going to be?
CTCRC Racing For Marshals (Qualifying)
Next Up was The CTCRC Racing For Marshals Race a Very Special Support Race added to the Weekend at the Last Moments to Congratulate and Commemorate the Important Safety and Work each and Every Marshal of the Circuit does where ever they go and What Ever the Circuit.
The Orange Army as they are Known as take out their Time on Weekends to Volunteer at Race Meets Marshalling the Races to ensure Driver Safety is a Top Priority in the Sport and that Rules are being Adhered to.
From Volunteers who Clean the Track after Each Race to Flag Wavers to Incident Respondents and even Vehicle Recovery The Orange Army is always on Standby For When Anything goes Wrong. They Have a Passion for Motorsport that Cannot be Matched and a Community that is still Going Strong to this Day all over the Country.
The Race itself Features a Wide Variety of Cars from Honda Civic EG2000 to Ford Escort MK1 Mexico's to even Aston Martin V8 Vantages. Each and Every Car has its Strengths and Weaknesses when it comes to Power and Control.
Lets take a Look at Qualifying and see who Managed to Taim their Beast and take that All Important P1 Spot on the Gird for Race 1.
In First Place taking Pole Position and the Fastest Lap was (Samuel Wilson) in his Aston Martin V8 Vantage with a Best Lap Time of 52.087 and a Top Speed of 83.48mph. Phenomenal Drive there Samuel Really Working Hard to Keep the Car on the Track and Utilise all that Important Horse Power.
In Second Place was (Gary Prebble) in his Honda Civic EG2000 with a Best Lap Time of 52.672 and a Top Speed of 82.56mph. Great Work there Gary Pushing Hard and Ensuring that P2 is Secure on the Gird. Great Driving.
In Third Place was (Mike Saunders) in his Ford MK1 Escort Mexico with a Best Lap Time of 52.837 and a Top Speed of 82.30mph. Fantastic Work there Mike Great Job and Well Done for Securing P3 on the Grid.
A Really Fantastic Trio of Drivers in P1 P2 And P3 in the Likes of Samuel Gary and Mike all Pushing Hard and Making their Mark Amongst their Fellow Drivers but will anyone Else be able to challenge them and Potentially take that All Important P1 Spot Right Out from Underneath them? Stay Tuned to Find Out.
Pickup Truck Championship (Qualifying Part 1)
Pickup Trucks made their way out onto the Circuit Next and With some Very Fast and Capable Machinery in each of thease Cars Expect to see Very Fast Lap Times and a Lot of High Speed Action.
The Pickup Trucks themselves are Made out of a Space Frame with the Bodies on all the Trucks Just being either Plastic or Fibreglass which Helps to Reduce Weight and Allows for some Very Quick Lap Times around the Circuit.
Engine Specifications for the Pickup Trucks Includes a 2.0 Litre Engine Capable of 220 Break Horse Power and Much like The Legends Cars they are Still Very Nimble at High Speeds Resulting in Full concentration and Skill to ensure Victory on the Race Track.
Lets Look to Qualifying and see what Happened and who will be On Pole for the First of Two Qualifying Sessions This is Part 1.
In First Place taking Pole and the Fastest Lap was (Matt Wills) in his Pickup Truck 2000 with a Best Lap Time of 52.358 and a Top Speed of 83.05mph. Great Drive there Matt Pushing Hard and Keeping the Truck Pointing in the Right Direction at All Times. Great Work.
In Second Place was (Matt Simpson) in his Pickup Truck 2000 with a Best Lap Time of 52.529 and a Top Speed of 82.78mph. Well Done Matt P2 and a Super Drive from you as well.
In Third Place was (Dean Tompkins) in his Pickup Truck 2000 with a Best Lap Time of 52.593 and a Top Speed of 82.68mph. Well Done Dean A Really Good Drive and Fending off David O' Regan to take that All Important P3 on the Grid.
Another Incredible Display of Car Control and High Speed Action from the Two Matt's and Dean for what I'm Sure will be a Fantastic First Race when the Lights Go Out but for Now its onto Qualifying Part 2 to see if Any of the Fastest Drivers Can Improve or Move their Positions on the Gird to a Better Starting Spot.
Pickup Truck Championship (Qualifying Part 2)
For Part 2 of This Qualifying Session the Top 20 Fastest Drivers Battle it out for Another Chance to either Improve or Defend their Position from the First Qualifying Session.
Lets take a Look and see How Dean and the Two Matt's go on Did they Stay where they Were or Have they Moved About a bit and Allowed a New Driver to take Pole for the Race?
In First Place taking Pole and The Fastest Lap was (Mark Willis) in his Pickup Truck 2000 with a Best Lap Time of 52.358 and a Top Speed of 83.05mph. Congratulations Mark P1 and a Front Row Start on the Gird for Race 1. Incredible Lap.
In Second Place was (Matt Simpson) in his Pickup Truck 2000 with a Best Lap Time of 52.529 and a Top Speed of 82.78mph. Another Fantastic Lap there Matt Hanging onto P2 on the Grid and Matching Your Previous Fastest Time. Great Stuff.
In Third Place was (Dean Thomas) in his Pickup Truck 2000 with a Best Lap Time of 52.593 and a Top Speed of 82.68mph. Fantastic Work there Dean Keep Hold of that P3 on the Grid and Defending Well from P4's David O' Regan.
What a Superb Bit of Driving from Each of the Top Three in Mark Matt and Dean Thease Three Really Know How to Push their Pickup Trucks to the Limit and Race them Right on the Edge of what is Possible Around this Circuit. Looking Forward to the First Race and to see who can make their Mark on the Weekend First.
British Truck Racing Championship (Qualifying)
Finally it was Time for The Heavy Weights to make their way out onto the Circuit and with 1000 Break Horse Power under each of the Drivers Right Foot This will Surely be a Qualifying Session of who is Brave Enough to Push their Truck to the Limit and Take Pole Position for Race 1 of the Weekend.
In First Place taking Pole Position and The Fastest Lap was (Ryan Smith) in his Mercedes Actros 12000 with a Best Lap Time of 1:00.232 and a Top Speed of 72.19mph. Brilliant Driving from Ryan Really Pushing on and Getting the Job Done to Secure the First Pole Position for Truck Racing this Weekend. Fantastic Drive.
In Second Place was (Stuart Oliver) in his Volvo VNL 13000 with a Best Lap Time of 1:00.949 and a Top Speed of 71.34mph. Well Driven there Stuart Keeping the Volvo Out of Trouble and Taking a Well Deserved P2 Spot on the Grid.
In Third Place was (David Jenkins) in his Man TGX 12000 with a Best Lap Time of 1:01.146 and a Top Speed of 71.11mph. Great Drive there David Really Well Done that's P3 on the Grid.
Three Incredible Drivers in Ryan Stuart and David all Pushing themselves Hard and Getting Ready for what Will be a Super First Race for the Trucks. To All the Other Truck Racers and Support Racers taking Part Good Luck and May the Best Man Win.
Legends Cars Championship (Race 1 Results)
After a Very Hectic Qualifying Session which saw Chris Needham Will Gibson and John Mickel in First Second and Third Place it was Time for Race 1 and to see out of the Top 3 Drivers as well as the Rest of the Drivers who could take that All Important Race Victory.
In First Place Taking the Win was (Sean Smith) in his Legend 34 Ford Coupe 1250 with a Best Lap Time of 56.515 and an Average Speed of 50.17mph. Congratulations Sean Really Well Driven and Held together for that Impressive Victory.
In Second Place was (Stephen Whitelegg) in his Legend Coupe 1250 with a Best Lap Time of 56.352 and an Average Speed of 50.17 mph. Superb Driving from Stephen and a Fantastic P2 Finish on the Podium.
In Third Place was (John Mickel) in his Legend 34 Ford Coupe with a Best Lap Time of 56.160 and an Average Speed of 50.16mph. Great Driving There John P3 and The Final Step on the Podium.
What an Amazing First Race that was for The Legends Cars Championship with the Likes of Sean Stephen and John all Taking Superb Victories and Battle Through the Field. Good Luck to all other Drivers and Lets see what Race 2 Brings.
Legends Cars Championship (Race 2 Results)
After a Really Intense Battle at the Top End of the Field it was Time once again for the Legends Cars and their Drivers to Head out onto the Circuit for Race 2.
In First Place Taking the Win was (Will Gibson) in his Legend 34 Ford Coupe with a Best Lap Time of 55.548 and an Average Speed of 77.28mph. Phenomenal Drive there Will Pushing Hard through the Field to take a Very Well Deserved Race Win. Congratulations.
In Second Place was (Miles Rudman) in his Legend 34 Ford Coupe with a Best Lap Time of 55.541 and an Average Speed of 77.25mph. Great Drive there Miles Pushing Yourself and The Car Thought the entire Race and Securing P2.
In Third Place was (Mike Schlup) in his Legend 34 Coupe with a Best Lap Time of 55.638 and an Average Speed of 77.07mph. Great Driving there Mike Nicely Done and P3 on the Podium Super Job.
Another Amazing Race which saw the Likes of Will Miles and Mike all Taking Victories with a Superb Display of Driving from Each of them and some Very Competitive Action thought the Race from other Drivers too. Race 3 is Up Next and who will take the Final Race Victory of the Day for The Legends Championship?
Legends Cars Championship (Race 3 Results)
The Final Legends Race of Saturday and with so Many Different Drivers Winning such as Will Gibson Sean Smith would anybody else be able to take on thease Top Level Drivers and Bring Home Glory to their Team?
Lets Find Out
In First Place taking the Victory was (John Mickel) in his Legend 34 Ford Coupe with a Best Lap Time of 56.016 and an Average Speed of 63.83mph. Amazing Job John Really Pushing the Car to its Limits in this Last Race and Taking Home the Spoils and The Glory. A Really Nice way to End The First Days Racing Congratulations.
In Second Place was (Paul Simmons) in his Legend 34 Ford Coupe with a Best Lap Time of 55.801 and an Average Speed of 63.81mph. Nice Work Paul A Really Solid Race and a Great Finish for a First Days Racing at Brands Hatch.
In Third Place was (Jack Parker) in his Legend 34 Ford Coupe with a Best Lap Time of 55.682 and an Average Speed of 63.54mph. Really Great Drive Jack 3rd Place and Fantastic to see a New Winner on the Podium for Legends Racing Really Well Deserved.
What an Incredible First Day of Racing it has been for the Legends Championship and with another Three Races to come on Sunday the Action will continue to Intensify. A Big Congratulations to all of the Race Winners in John Paul Jack Stephen Mike Miles and Sean who all Drove Insanely Well and Well Done to all of the other Drivers out there. Keep Pushing and Never Give Up.
Junior Saloon Car Championship (Race 1 Results)
The First Race for the Junior Saloon Cars Championship is Up Next and After seeing Charlie Hand Dominate the Field in Qualifying Will any other Driver be able to Stop Him.
Lets Find Out
In First Place taking the Victory was (Charlie Hand) in his Citroen Saxo VTR 1600 with a Best Lap Time of 58.995 and an Average Speed of 61.36mph. Phenomenal Job Once Again Charlie Putting on a Super Display of Driving Skill and Speed to Dominate Your way to Victory from Lights to Flag. Amazing Drive.
In Second Place was (Will Redford) in his Citroen Saxo VTR 1600 with a Best Lap Time of 58.981 and an Average Speed of 61.33mph. Really Well Driven there Will Chasing Down Charlie Right till the End and Still Finishing an Incredible Second Place. Congratulations.
In Third Place was (Jamie Petters) in his Citroen Saxo VTR 1600 with a Best Lap Time of 59.392 and an Average Speed of 60.74mph. Great Drive there Jamie A Lot of Hard work and Dedication to achieve that Third Position Fighting off Ruben Hage in a Thrilling Battling Side by Side. Well Done.
A Fantastic Opening Race for the Junior Saloon Car Championship with the likes of Charlie Hand coming out Victorious Once Again with Will Redford in Second Place and Jamie Petters in Third.
A Quick Mention of that Incredible Battle Between Jamie and Ruben for 3rd Place What a Phenomenal Bit of Driving from thease Two Young Drivers as they went Side by Side Continuously for Three Straight Laps before Jamie took that All Important P3 with a Move at Paddock Hill Bend. Great work to Ruben too a Phenomenal Drive for P4.
Looking Forward to some More Intense Racing Action from thease Two as Well as all the other Drivers in This Series on Sunday Until Then Good Luck and Keep Racing!
CTCRC Racing For Marshals (Race 1 Results)
After a Brilliant Qualifying Session which saw Samuel Wilson in his Aston Martin V8 Vantage take Victory Over Gary Prebble and Mike Saunders it was Time to see what the CRTC Drivers could get up to and who could take their First Victory in Race 1.
In First Place Taking Victory was (Scott Kirwan) in his Reno Clio 2000 with a Best Lap Time of 58.832 and an Average Speed of 72.98mph. Amazing Drive there Scott A Well Deserved Victory to take First Place.
In Second Place was (Keith Evans) in his Alpha Romeo Alpfasud with a Best Lap Time of 1:03.789 and an Average Speed of 67.70mph. Great Work there Keith Really Pushing Hard and Taking a Well Deserved P2 in the Race. Fantastic Work.
In Third Place was (Nathan Berrisford) in his BMW 1800ti with a Best Lap Time of 1:03.752 and an Average Speed of 67.53mph. Great Work from Nathan To Achieve Third Place and take that Final Step on the Podium Congratulations.
A Really Great First Race for the CTCRC Showcasing some Impressive Machinery and some Really Amazing Drivers in Scott Keith and Nathan All Taking Superb Victories on DAY 1. Good Luck to all of the other Drivers out their your Time Will Come, Keep Racing and Pushing your Team and Yourself to Go Further.
Pickup Truck Championship (Race 1 Results)
Next Up The Pickup Trucks Made their way out onto the Circuit and after Seeing what thease Drivers could do in Qualifying it was Mark Willis who took Pole Position in the Second Fastest Qualifying Category with Matt Simpson in Second Place and Dean Thomas in Third. Who Will be Able to Challenge each of the Top Three?
Lets Find Out
In First Place taking the Race Win and the Fastest Lap was (Dean Thompkins) in his Pickup Truck 2000 with a Best Lap Time of 52.051 and an Average Speed of 81.70mph. Congratulations Dean Really Well Done and a Fantastic Drive thought the entire Race.
In Second Place was (Paul Thompkins) in his Pickup Truck 2000 with a Best Lap Time of 52.402 and an Average Speed of 81.68mph. Superb Job there Paul Working Really Hard and Trying to Stay Close to Dean Most of The Time as Well.
In Third Place was (Matt Simpson) in his Pickup Truck 2000 with a Best Lap Time of 52.519 and an Average Speed of 81.65mph. Really Well Done Matt Fantastic Drive with a Few Sideways Moments and Securing P3 on the Podium.
A Really Exciting First Race for the Pickup Trucks as they Battled it out to see who could take that All Important Victory and become a Race Winner. Huge Congratulations to Dean Paul and Matt for putting on One Hell of a Great Race and to All the other Pickup Truck Drivers who showed their Skills and Racing Passion while Competing. Looking Forward to Sunday and More Track Action from This Lot.
British Truck Racing Championship (Race 1 Results)
Lastly for the Saturday was The British Truck Racing Championship and after a Really Aggressive Qualifying Session it was Time for each Driver to put their Skills to the Test and Battle it out for a Victory.
With Ryan Smith in Pole Position Stuart Oliver in Second and David Jenkins in Third This Race is Going to be One Hell of a Good Race to Witness.
In First Place taking the Victory was (Ryan Smith) in his Mercedes Actros 12000 with a Best Lap Time of 58.945 and an Average Speed of 72.21mph. Congratulations Ryan Really Well Deserved and a Fantastic Victory for Race 1.
In Second Place was (David Jenkins) in his Man TGX 12000 with a Best Lap Time of 1:00.159 and an Average Speed of 71.48mph. Amazing Job there David Taking your P3 Position in Qualifying and Turning it into a P2 Finish at the End of the Race Great Drive.
In Third Place was (John Newell) in his Man TGS 12000 with a Best Lap Time of 1:00.718 and an Average Speed of 70.64mph. Nice Work John Pushing the Truck Hard and Fending off Martin Gibson to take a Well Deserved Third Place.
Super Racing From the British Truck Racing Championship with Many Side by Side Battles Taking Place thought the Race and Lots of Sideways Action to Round off the Saturday Here at Brands Hatch.
A Big Congratulations to Ryan Smith David Jenkins and John Newell who all Drove Very Well and Showed what a True Championship Like Drive is in one of thease Monstrous Trucks. Well Done to all of the other Truck Racers who also Took Part Hoping to see some New Faces on the Top Step of the Podium Come Sunday.
For Now See You ALL Then!
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)
How many Internet-capable devices does it take to watch the Mars Rover liftoff? Well, I know from tracking the Twitter stream at #MSL that an awful lot of people were watching it on their iPhone or iPad with the NASA TV app.
NASA TV:
I've done that myself for other launches, and was very grateful. This time I was not riding the bus, and was SO excited, I wanted the largest possible screen, with no breaks.
So I set up the largest computer screen I have available (laptop). I blew up the UStream channel full-size. But I also wanted to track the Twitter conversation and NASA Tweetup, so I fired up the Twitter client on the iPad.
That conversation was blazing fast, with comments and conversation in realtime in every language I know even slightly and every script I could recognize -- Russian, Japanese, Chinese, Arabic, Italian, French, Spanish, German and so many more! I could barely keep up, and didn't want to miss anything big, so next I pulled out the iPhone. This allowed me to skim & answer mentions & direct messages both from Twitter and Facebook without losing track of either the video stream or the conversation.
I almost used my digital camera to take this picture, which would have made four devices, but I did use the iPhone for that multitasking also. I think I could gave used as many devices as I could get my hands on and been thrilled. But really, all you truly need is that smartphone.
June 10. 06. 2017
To
The Managing Director
National Heart Foundation Hospital & Research Institute
Plot-7/2, Section-2, Mirpur, Dhaka-1216
Dear Sir
Greetings
My wife has backed from the chamber of Expert Doctor that performed the Angiogram in NHF May 20, 2017. Again he has he has suggested neurologist. Could you tell me why? I am in doubt regarding the rationality of his suggestion. Is he not capable to realize the pain created and going on for his misdeed/malfunction during Angiogram and Anesthesia? I have requested him repeatedly if there is any wrong check it thoroughly, make us clear, it might be the new avenue for your research and study.
I don’t know why gentleman is such a afraid of his action and performance. We are human being man. We could make wrong and we are here to correct it. I assume it has happened due to test of new medicine or some new method or it might happen due to his hurry in the work being overburdened by his institution. Yes doctors have no time to look at the patient and patients’ suffering. They do everything like garments labor – per hour production.
Most of the institutions and individual is creating disaster for the patient and her/his family just to keep the rising trend of their profit line. Well you do your business where it is disaster you shouldn’t try to put it on other’s shoulder. Please you do shoulder honestly and sincerely. You will do business and in every step make profit, wouldn’t share any risk or the loss – isn’t it unfair?
I am sure none of you will say that for Angiogram each patient needs 21 days or more to be cured and there will be something solid in the place where medicine injected during Anesthesia that prompt pain, burning in whole leg.
Have you ever been face the unbearable weeping, crying and various types of heart burning sound from your nearest one due to pain and burning? May be you haven’t. If there are someone in your hospital not aware about please send them at my resident. I think they should learn it that might serve your business as well as my nation. This is the time for us to be advised so many experts so many ways. Sufferer have to shoulder so many at a time. One expert anesthetist opines we need to hire physiotherapist for three month and need several medicine.
I will request you to form an investigation/research team to learn and find the way out of these sorts of danger. In the same time I will request you arrange compensation amount that support our family
Hiring Physiotherapist for three months
Money for service provider to the patient
As the house leader unable to do the household work we need to hire service provider and money for that
Cost for other various incidental expenses that mutually agreed
By this what we have taken physically and mentally I don’t know how you will share
Your/NHF treatment has given us enough pain, torture and sufferings. Please have mind to share here. We are poor family please help us rescue an undone family from the disaster that you have made. You all doctor and your institution rich enough to face the cost but we are not in that position. Arrange a press conference and handover the Cost Sharing check to my family. This honest action will boom the business of NHF as well name and fame.
By your honest initiative
Doctor across the country will learn - for wrong doing they need/have to compensate.
All institution will learn they cannot put excessive pressure on doctor to make money.
Doctor will get chance to design their daily work properly that’s bearable for him/her.
This compensation will teach the Health Business Individual and Institution they should be caring to the patient. In case of wrong it will incurred big loss.
And Health Business Individual and Institution shall learn being responsible person they cannot claim to be irresponsible like the Truck drivers on the highway.
Looking for ward to hearing from you as early as your convenience.
Kindest regards
June 14. 06. 2017
To
The Managing Director
National Heart Foundation Hospital & Research Institute
Plot-7/2, Section-2, Mirpur, Dhaka-1216
Dear Sir
Greetings
Your endless silence will provoke me to think on your honesty, morality, sincerity, simplicity. Being a rational and renowned person and captain of renowned institution you must have courage to face any situation and try to uphold the justice. You cannot act like a corporate terror.
Regards
NB. Our appeal is clear enough please be sensible rescue an undone family from the disaster that created by your fault.
June 17. 06. 2017
To
The Managing Director
National Heart Foundation Hospital & Research Institute
Plot-7/2, Section-2, Mirpur, Dhaka-1216
Dear Sir
Greetings
You are in a big silence and my wife making various types of sound weeping, crying, lamenting. All this happened by the disaster you made being guided by excessive greed for money or business. As garments factory owner ask per hour production from each labor you demand ANGIOGRAM from each doctor. This is surprising to you are decided not to respond to any vulnerable. How come? You cannot act like Dildar Ali owner of Apon Jwellers [he told –Joan Pola Ekto Adto Korbe]. May be you are in liking to say weekly we will do 300 ANGIOGRAM and 20% of those will be bad and ill luck people must have to bear, suffer and shoulder it. Could you tell me in last year how many were these sorts of bad case in your institution and how many you have compensated? Do you have any weekly, monthly and yearly report? Do you have to submit it anywhere else? Is there any authority? Are not a research institution?
Yes Mr. MD in every reign there are some terrors take the role like you. They need not to respond in any question or appeal from vulnerable people. But nature arranged due for them, please Look at the War Criminal, former Minister for Home Babar Ali finding Shatroos in jail. I don’t like to see you and any of your colleagues in that position for your unbridled corruption in HEALTH BUSINESS in the name of Health Service. And I am sure you wouldn’t act like a Corporate Terror.
Till today my wife with severe pain, your expert again suggested Neurologist. She is going there though I know this is simply loitering by your expert doctor. We are compelled to spend lot for Physiotherapist, House Management, Patient Management, Patient Moving, Medicine Purchasing, Several types of testing and many other incidental expenses. You please let me know how you can share/compensate for our physical, mental and economical suffering. If you think that you are above the law during this government, need not to respond, I will be compelled to seek help from law and order implementing agency.
I myself and my family wish to respect and love you as you are renowned educated physician hope to see your role on the same track.
Kindest regards.
NB. Do you maintain any standard rule how many ANGIOGRAM is FEASIBLE for one doctor daily and how many days are working day weekly? It is observed that during weekly holiday doctor doing his/her business in other town. Person cannot be in work everyday. She/he needs rest, relax unfortunately all rules and regulation exiled for money making. Please let me know your rule and rule of Bangladesh government to you and your institution.
DAY 2 of the Formula Ford 50th Anniversary Race Weekend and after a Really Fast Action Packed array of Cars in both Mazda and Formula Ford Racing and Qualifying on Saturday it was time for Sunday and to find out who would be Crowned the Formula Ford Champion of 2021.
AMOC GT / GT4 & Intermarque (Qualifying)
First up on the Sunday for Qualifying was The AMOC GT/GT4 Championship and with a Grid of Just 5 Cars for this One its going to be Very Interesting to see out of the 5 Drivers who Can set the Quickest Pace During Qualifying. Lets Find Out who took Pole and the Fastest Lap.
In First Place taking Pole Position and the Fastest Lap was the Duo Pair of Rikki Cann and Samuel Wilson) in their Aston Martin V8 Vantage with a Best Lap Time of 1:00.791 and a Top Speed of 71.53mph. Fantastic Work both Ricky and Rob Really Pushing the Aston Martin Hard and Gunning fort that All Important Victory come the First Race.
In Second Place was (Jamie Sturges) in his VW Golf TCR with a Best Lap Time of 1:03.245 and a Top Speed of 68.75mph. Amazing Work there Jamie Pushing that Golf and Racing it Like a Pro.
In Third Place was the Duo of (Whit and Fenn) in their Lotus Elise Motorsport with a Best Lap Time of 1:04.089 and a Top Speed of 67.85mph. Great Work there Whit and Fenn Fantastic Driving and Great Team Work.
Three Very Quick and Capable Cars in the Hands of Some Very Competitive Drivers will make for a Really Fantastic Race. With all three Cars Having Different Power Outputs it will be Interesting to see what Techniques Each of them will use to their Advantage Come the First Race.
AMOC GT / GT4 & Intermarque (Race 1)
After a Very Quick and Heated Qualifying Session which saw the Duo of Rikki Cann and Samuel Wilson Take Pole Position will Jamie and the Duo of Whit and Fenn be able to Beat them off the Line and Who Will Take Home their First Victory of the Weekend?
In First Place Taking the Victory was (Rikki Cann) in his Aston Martin V8 Vantage with a Best Lap Time of 58.194 and an Average Speed of 73.41mph. Amazing Job there Ricky Really Working Hard Behind the Wheel to Keep that Aston in the Lead Thought the Entire Race with some Beautifully Controlled Driving as well.
In Second Place was (Andy Thompson) in his Seat Toledo with a Best Lap Time of 57.893 and an Average Speed of 73.35mph. Incredible Drive there Andy Really Well Done and Making sure to hold onto that All Important Second Place.
In Third Place was (Paul Whight) in his Lotus Elise Motorsport with a Best Lap Time of 57.284 and an Average Speed of 72.75mph. Superb Drive from Paul Really Looked like he was Enjoying that Drive and Kept Pushing Hard the Whole Way around the Race Track. His Smooth Driving Through Clearways was Amazing to see.
What an Amazing First Race for the AMOC GT Championship with Many Different Cars from Many different Manufacturers Taking Part it always a Joy to see both the Cars and their Drivers Happy Doing what they Love to do. With One Last Race to go will the Likes of Rikki Cann's Teammate Samuel Wilson be able to Hold on and Get One More Victory for the Team? Lets Find Out.
AMOC GT / GT4 & Intermarque (Race 2 FINAL)
In First Place taking the Final Win of the Day for AMOC GT was (Rob Fenn) in his Lotus Elise Motorsport) with a Best Lap Time of 50.083 and an Average Speed of 83.82mph. Congratulations Rob what a Drive and What a Car Fantastic Work.
In Second Place was (Samuel Wilson) in his Aston Martin V8 Vantage with a Best Lap Time of 51.459 and an Average Speed of 80.50mph. Amazing Driving there Samuel Keeping Close to Rob on Many Occasions around the Circuit and a Cracking Overtake on Rob through Clearways.
In Third Place was (Julian Reddyhough) in his Aston Martin Vantage with a Best Lap Time of 59.552 and an Average Speed of 71.18mph. Super Driving From Julian Smooth through the Corners and Making sure to Hang onto that Third Place During the Entirety of the Race.
A Really Fantastic Two Races for the AMOC GT Championship here this Weekend while the Grid might not have been up to Full Capacity We saw the Likes of Rob Fenn Samuel Wilson Rikki Cann and Julian Reddyhough take some Incredible Victories thought the Two Races. Congratulations to All of you and Good Luck to all other Drivers who were Taking Part. Keep Pushing Hard and Victory Will Come to You.
BRSCC Mazda MX5 Championship (Race 1)
Next Up was the BRSCC Mazda MX5 Championship and with Saturdays Qualifying showing a Huge Grid of 35 Cars this was Definitely going to be a Fantastic Race to Witness. Lets get right to it and Find Out who Took Victory and by How Much.
In First Place taking the Victory was (Brian Trott) in his Mazda MX5 MK1 with a Best Lap Time of 58.179 and an Average Speed of 73.82mph. Super Work there Brain Racing Against another 34 Competitors in Identical Cars and Winning takes Incredible Driver Skill and Talent and you Really Showed that During the Race. Congratulations.
In Second Place was (Oliver Allwood) in his Mazda MX5 MK1 with a Best Lap Time of 57.532 and an Average Speed of 73.81mph. Well Done Oliver Fantastic Driving and a Really Great Defence of Second Place thought the entire Race.
In Third Place was (Zak Oates) in his Mazda MX5 MK1 with a Best Lap Time of 58.020 and an Average Speed of 73.79mph. Really Nice Work there Zak Amazing Drive and Keeping Very Close to Oliver and Brain at the Front of the Gird thought. Brilliant Driving.
What a Race with Three Incredible Drivers in the likes of Brian Oliver and Zak All Pushing their Cars to the Limit and Achieving Superb Results for Race 1. Good Luck to all other Drivers Lets See if Race 2 of the Day Might Turn things Around.
BRSCC Mazda MX5 Championship (Race 2)
After a Thrilling and Nail Biting Race 1 which saw Brian Trott take the Victory with Oliver Allwood in Second and Zak Oates in Third Place will anyone Else be able to Challenge thease Three Very Fast and Talented Drivers? Lets Find Out.
In First Place taking the Overall Victory was (Steve Foden) in his Mazda MX5 MK1 with a Best Lap Time of 1:07.517 and an Average Speed of 63.32mph. Congratulations Steve a Well Deserved Victory and Another Brilliant Trophy to add to the Cabinet at Home. Congratulations.
In Second Place was (Oliver Allwood) in his Mazda MX5 MK1 with a Best Lap Time of 1:07.789 and an Average Speed of 63.17mph. Brilliant Work Once Again Oliver taking Second Place and Racing with Everything you could Possibly Get out of that Car. A Future Mazda Champion in the Making no Doubt. Brilliant Drive.
In Third Place was (Luke Pullen) in his Mazda MX5 MK1 with a Best Lap Time of 1:07.835 and an Average Speed of 63.14mph. Well Done Luke Really Fantastic Driving in Very Damp and Bright Conditions.
Another Amazing Race for the Mazda MX5 Championship with the Likes of Steve Foden Oliver Allwood and Luke Pullen all taking Incredible Victories thought Race 2 and Standing on the Podium. Keep Up the Amazing Work you Three and to Everyone Else Keep Working Towards Those Goals of Victory and Success.
With One Final Race Coming Up will Steve Foden be able to Hang on and Take Another Victory for 1st Place or will the Likes of Luke and Oliver try to Steal it away from Him? Lets Find Out.
BRSCC Mazda MX5 Championship (Race 3 FINAL)
In First Place taking the Last Victory of the Day for the BRSCC Mazda MX5 Championship was (Michael Knibbs) in his Mazda MX5 MK1 with a Best Lap Time of 58.656 and an Average Speed of 72.84mph. Congratulations Michael A Very Strong Drive with a Lot of Ambition Behind the Wheel. What a Fantastic Way to End off the Weekend.
In Second Place was (Jack Brewer in his Mazda MX5 MK1 with a Best Lap Time of 57.970 and an Average Speed of 72.82mph. Great Drive Jack Pushing Hard and Making Sure to Keep Up with Michael at the Front of the Grid. A Very Committed and Determined Drive.
In Third Place was (Brian Trott) in his Mazda MX5 MK1 with a Best Lap Time of 58.293 and an Average Speed of 72.75mph. Well Done Brian Great Driving and it looked like you were Having a lot of Fun out there and always Remember that its the Love and the Passion that Counts not Just The Race Victory.
What a Weekend it has been for the BRSCC Mazda MX5 Championship. We Have Witnessed Many Talented Drivers from the Likes of Brain Trott and Jack Brewer to Steve Foden and Oliver Allwood as well as Zak Oates. All thease Incredible People Come Here every Year to Share their Passions for what they Love not Just with the Teams and Crew but also the Spectators. Here's to Hoping that a New Generation can be Inspired to follow in their Footsteps and Keep the Legacy of this Great Racing Series Going Now and Well into the Future.
BRSCC Mazda MX5 SuperCup Championship (Race 2)
The Mazda MX5 Super Cup Championship was next Up and after A Whole Day of Qualifying and Qualifying Second Fastest on Saturday it was time to see what Each of the Drivers could do and How they would use their Style and Race Craft to Gain a Victory. With Another Large Grid of 30 Cars Anything Can Happen and Racing always has its Moments of Unpredictability.
In First Place taking the Victory was (Declan Lee) in his Mazda MX5 MK3 with a Best Lap Time of 1:07.272 and an Average Speed of 45.71mph. What a Drive from Declan in Very Wet and Near Impossible Visibility Conditions He Kept his Foot Down and Head up to Take an Incredible Victory. Congratulations Declan.
In Second Place was (Richard Amos) in his Mazda MX5 MK3 with a Best Lap Time of 1:06.697 and an Average Speed of 45.70mph. Brilliant Driving there Richard Keep Pace with Declan Really Well and Navigating in Almost Blind Conditions shows Just How Incredible of a Driver you are.
In Third Place was (John Langridge) in his Mazda MX5 MK3 with a Best Lap Time of 1:07.831 and an Average Speed of 45.68mph. Brilliant Work out there John a True Rain Master of Brands Hatch Keeping the Car on Track and some Truly Incredible Pace from you.
What an Insane Race with Wet and Rainy Weather Conditions Really Mixing the Grid Up and Showing who the Very Talented Drivers are that can Push their Machinery Beyond its Limits in the Wet and Still take Victory. Some Incredible Drivers in the likes of Declan Richard and John Braving it out there to Deliver some Truly Fantastic Wet Weather Performances. Well Done to all the other Drivers as Well thease Conditions are Always Unpredictable and Yet you All put on a Brave Face and Drive like true Gentlemen Thought.
With Race 3 The Final Race Coming up who will be able to take the Last Podium for Mazda SuperCup? Lets Find Out.
BRSCC Mazda MX5 SuperCup Championship (Race 3 FINAL)
The FINAL Race for Mazda SuperCup and with Some Incredible Racing Witnessed in the Rain in the Previous Race would this Last Race Shake things up further? Lets See.
In First Place Taking the Victory was (Jack Harding) in his Mazda MX5 MK3 with a Best Lap Time of 56.785 and an Average Speed of 61.14mph. Super Work there Jack Taking the Victory and the Fastest Lap. Well Done.
In Second Place was (Patrick Fletcher) in his Mazda MX5 MK3 with a Best Lap Time of 56.820 and an Average Speed of 61.05mph. Great Work there Patrick Really Great Effort and a Super Drive for Second Place.
In Third Place was (James Cossins) in his Mazda MX5 MK3 with a Best Lap Time of 56.839 and an Average Speed of 61.04mph. Amazing Driving there James Racing Hard and Holding on Tightly to that All Important Third Place Finish.
Another Incredible Set of Races from the Mazda's to Round of a Brilliant Days Racing for All Drivers Competing in the Mazda Classes. Another set of Incredible Victories for the likes of Jack Patrick and James who all showed their Talent Skill and Determination for Victory.
However We are Not Done Yet as the Grand Finale of Races for this Weekends Formula Ford Championship is Coming Up Next and After a Hectic and Very Competitive Day of both Qualifying and Racing on Saturday With Multiple Races to be Decided Who would be Crowed the Formula Ford Festival Champion?
BRSCC Formula Ford Festival (Semi Final Race 1 Result)
Here we are Now at The Semi Finals after a Very Action Packed Last Chance Race and Now with a Gird of 26 Drivers and Cars This Race as Well as Two More Will Decide the 2021 Formula Ford Champion. Lets See First Who Took Victory in Race 1 for the Semi Finals.
In First Place was (Niall Murray) in his Van Diemen BD21 with a Best Lap Time of 1:01.661 and an Average Speed of 56.48mph. Brilliant Work Niall Congratulations on P1 after a Heroic Drive.
In Second Place was (Neil McLennan) in his Spectrum KMR with a Best Lap Time of 1:01.640 and an Average Speed of 56.41mph. Superb Work there from Neil to take P2 He Really Enjoys this Track and Loves to Race as Quickly as he Can alongside his Fellow Friends and Competitors.
In Third Place was (Jamie Sharp) in his Medina Sport JL17 with a Best Lap Time of 1:01.157 and an Average Speed of 56.37mph. Congratulations Jamie a Really Fantastic Drive and Keeping Very Close to Neil During the Whole Race. Here's Hoping for an Epic Duel in the FINALE Between you two.
With the First of Two Semi Final Races Over Niall Murray is the Winner with Neil McLennan in Second Place and Jamie Sharp in Third Place. Currently Jamie Can Still Win the Championship but will both the likes of Neil and Nial try Something in Race 2 of the Semi Finals to Gain Back their Chances of Becoming Champion? Lets Find Out.
BRSCC Formula Ford Festival (Semi Final Race 2 Result)
In First Place was (Joey Foster) in his Firman 2021 with a Best Lap Time of 1:01.302 and an Average Speed of 69.96mph. Fantastic Driving Joey Really Well Done and a Super Victory for you Indeed.
In Second Place was (Oliver White) in his Medina Sport JL17 with a Best Lap Time of 1:01.124 and an Average Speed of 69.67mph. Congratulations Oliver P2 and Super Car Control During the Race and a Stunning Formula Ford.
In Third Place was (Thomas Mills) in his Spectrum KMR with a Best Lap Time of 1:01.154 and an Average Speed of 69.66mph. Fantastic Work Thomas Well Driven with Amazing Car Control and Tight through the Corners at Clearways.
Another Brilliant Final for Formula Ford with the Likes of Joey Oliver and Thomas all Taking Victories. A Huge Congratulations to Everyone Else who was also Competing in both of Thease Finals. Keep Working on the Car and Training as Much as you can To Improve Lap Times and Strike when the Moment is right on Track for Victory.
BRSCC Formula Ford Festival (GRAND FINAL) (GRAND FINAL CHAMPIONSHIP RACE RESULTS ONLY NOT OVERALL FORMULA FORD 2021 GRAND FINAL CHAMPIONSHIP RESULTS)
This is it the Grand Final of the Formula Ford Festival Race Weekend and With Jamie Sharp Being Potentially One Race away From Taking the Title it has come down to the wire and this Last Race will Determined who The New Formula Ford Grand Final Champion of 2021 is.
In First Place Taking the Grand Final Championship Crown is (Jamie Sharp) in his Medina Sport JL17 with a Best Lap Time of 50.918 and an Average Speed of 66.77mph. Congratulations Jamie a Truly Champion Like Drive to Secure The Title of 2021 Formula Ford Grand Final Champion and Some Brilliant Drives all Season for a Well Deserved Victory in Formula Ford.
In Second Place was (Maxwell Esterson) in his Ray GR18 with a Best Lap Time of 51.116 and an Average Speed of 66.76mph. A Truly Competitive Drive there Maxwell Second in The Championship Standings and Something to be Very Proud of Phenomenal Driving.
In Third Place was (Andre Castro) in his Ray GR15 with a Best Lap Time of 51.137 and an Average Speed of 66.73mph. Superb Driving there Andre with P3 in the Standings and a Well Deserved Place in Formula Ford History.
Jamie Sharp is The New 2021 Formula Ford Grand Final Champion After a Heroic Battle Thought the Season He has Emerged Victorious. Congratulations Jamie you Really Deserve This Championship and all the Hard Work you Have done has Really Paid off. Both Maxwell and Andre also Did a Phenomenal Job and together All Three of you will Make History and Inspire Future Generations to come and Have a Go at Formula Ford.
Now Lets take a Look at the Overall GRAND FINAL Championship Standings for Formula Ford 2021
In First Position was (Jamie Sharp) in his Medina Sport JL17
In Second Position was (Neil McClennan) in his Spectrum KMR
In Third Position was (Maxwell Esterson) in his Ray GR 18
The Overall Formula Ford National Championship Pro 2021 was Won by (Chris Middlehurst) in his Van Diemen LA10 with 433 Points A Really Incredible Achievement Chris and a Strong Drive Thought The Whole Season
In Second Place on 431 Points was (Alex Walker) in his Spectrum 011 Superb Job there Alex Well Deserved
In Third Place on 414 Points was (Max Esterson) in his Ray GR18 Fantastic Work Max Phenomenal Driving Thought The Season
And This Concludes The Weekend at Brands Hatch's Formula Ford 50th Anniversary Weekend. This Weekend will be Remembered for a Long Time Coming and to All The Drivers who Took the Crowns in their Respective Championships. Congratulations. To All other Drivers Keep Working at it your Time Will Come.
See You All Again Next Year for Another Competitive and no Doubt Incredible Season of Formula Ford Racing at Brands Hatch.
The Lavochkin La-5 (Лавочкин Ла-5) was a Soviet fighter aircraft of World War II. It was a development and refinement of the LaGG-3 and was one of the Soviet Air Force's most capable types of warplane.
In the summer of 1943, a brand-new La-5 made a forced landing on a German airfield providing the Luftwaffe with an opportunity to test-fly the newest Soviet fighter. Test pilot Hans-Werner Lerche wrote a detailed report of his experience.[1] He particularly noted that the La-5FN excelled at altitudes below 3,000 m (9,843 ft) but suffered from short range and flight time of only 40 minutes at cruise engine power. All of the engine controls (throttle, mixture, propeller pitch, radiator and cowl flaps, and supercharger gearbox) had separate levers which served to distract the pilot during combat to make constant adjustments or risk suboptimal performance. For example, rapid acceleration required moving no less than six levers. In contrast, contemporary German aircraft, especially the BMW 801 radial-engined variants of the Focke-Wulf Fw 190 front line fighter, had largely automatic engine controls with the pilot operating a single lever and electromechanical devices, like the Kommandogerät pioneering engine computer on the radial-engined Fw 190s, making the appropriate adjustments. Due to airflow limitations, the engine boost system (Forsazh) could not be used above 2,000 m (6,562 ft). Stability in all axes was generally good. The authority of the ailerons was deemed exceptional but the rudder was insufficiently powerful at lower speeds. At speeds in excess of 600 km/h (370 mph), the forces on control surfaces became excessive. Horizontal turn time at 1,000 m (3,281 ft) and maximum engine power was 25 seconds.
In comparison with Luftwaffe fighters, the La-5FN was found to have a comparable top speed and acceleration at low altitude. It possessed a higher roll rate and a smaller turn radius than the Bf 109 and a better climb rate than the Fw 190A-8. The Bf 109 utilizing MW 50 had superior performance at all altitudes, and the Fw 190A-8 had better dive performance. Lerche's recommendations were to attempt to draw the La-5FN to higher altitudes, to escape attacks in a dive followed by a high-speed shallow climb, and to avoid prolonged turning engagements.
The La-5 had its defects. Perhaps the most serious being the thermal isolation of the engine, lack of ventilation in the cockpit, and a canopy that was impossible to open at speeds over 350 km/h. To make things worse, exhaust gas often entered in the cockpit due to poor insulation of the engine compartment. Consequently, pilots ignored orders and frequently flew with their canopies open.[2]
In general, Soviet pilots appreciated the La-5 as an effective fighter. "That was an excellent fighter with two cannons and a powerful air-cooled engine", recalled pilot Viktor M. Sinaisky. "The first La-5s from the Tbilisi factory were slightly inferior, while the last ones from the Gorki plant, which came to us from Ivanovo, were perfect. At first we received regular La-5s, but then we got new ones containing the ASh-82FN engine with direct injection of fuel into the cylinders. It was perfect. Everyone was in love with the La-5. it was easy to maintain too."[3] Nevertheless La-5 losses were high, the highest of all fighters in service in USSR, not considering those of the Yak-1. In 1941-45, VVS KA lost 2,591 La-5s, 73 in 1942, 1,460 in 1943, 825 the following year and 233 in 1945.[4]
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
======+================
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)
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Center Table
•Maker: Attributed to Pottier and Stymus Manufacturing Company (active ca. 1859-1910)
•Date: 1870-75
•Geography: Probably made in New York, New York, United States
•Culture: American
•Medium: Rosewood, walnut, marble
•Dimensions: 31¼ x 47 × 31 in. (79.4 × 119.4 × 78.7 cm)
•Classification: Furniture
•Credit Line: Purchase, Anonymous Gift, 1968
•Accession Number: 68.207a, b
On view at The Met Fifth Avenue in Gallery 736.
Stylistic and manufacturing similarities between this table and three other chairs in the Museum’s collection likely made by Pottier & Stymus warrant its attribution to that large and important New York City firm. As were the establishments of Leon Marcotte and the Herter Brothers, Pottier & Stymus was truly an interior decorating concern, capable of providing everything required, including the architecture, for the complete furnishing of a house.
Signatures, Inscriptions, and Markings
•Inscription:
oUnderneath Top on a Brace: pencil inscription 98.405 [?].
oON / [L]ONDON is inscribed in a circle (or horseshoe shape) surrounding design of animal paws on underside of apron.
oInscribed on Apron Along Side: Wallace table 5964 No. 10.
Provenance
Harmanus Antique and Art Galleries, Albany, New York, until 1968.
Timeline of Art History (2000-Present)
Essays
•American Revival Styles, 1840-1876
Timelines
•The United States and Canada, 1800-1900 A.D.
Rip Van Winkle Returned
•Artist: John Rogers (American, Salem, Massachusetts 1829-1904 New Canaan, Connecticut)
•Date: 1871; cast 1871 or after
•Geography: Made in New York, United States
•Medium: Painted plaster
•Dimensions: 20¾ × 10 × 8 in. (52.7 × 25.4 × 20.3 cm)
•Classification: Sculpture
•Credit Line: Purchase, The Edgar J. Kaufmann Foundation Gift, 1968
•Accession Number: 68.110
On view at The Met Fifth Avenue in Gallery 736.
This plaster sculpture, based on the popular Washington Irving story published in 1819, depicts Rip returning as an old man from his twenty-year sleep in the Catskills. The sculptor, Rogers, secured a middle-class audience through the maxim of large sales and small profits, producing some eighty thousand plasters during his career. In Rip Van Winkle Returned, Rogers displays his mastery of realistic subjects, skillfully detailing the wrinkles in Rip’s tattered coat and trousers, his flowing beard, his confused expression, and his aged dog.
Signatures, Inscriptions, and Markings
•Signature:
o[Top of Base, Front]: JOHN ROGERS / NEW YORK
o[Back of Base]: PATENTED / JULY 25 1871
•Inscription:
o[Front of Base]: RIP VAN WINKLE / RETURNED
Provenance
[Tappan Zee Heirlooms, Tarrytown, New York, 1968.]
Timeline of Art History (2000-Present)
Timelines
•The United States and Canada, 1800-1900 A.D.
MetPublications
•American Sculpture in The Metropolitan Museum of Art. Vol. 1, A Catalogue of Works by Artists Born before 1865
•Nineteenth-Century America: Paintings and Sculpture
The EV3 is capable of displaying 4 different shades of gray. In this photo, you can see an example. Please note that this is a standard EV3 brick, no modifications have been made.
You can not do this from the standard Lego programming environment. This image was set using EV3DEV and C++.
More information how you can do this can be found at our blog: siouxnetontrack.wordpress.com.
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)
This capable looking lathe dating from the fifties. (I know cos I used to covert it on seeing magazine ads for it). Seen at a local a
VAN NUYS - Los Angeles Fire Department members past and present were joined by longtime friends of the LAFD on March 23, 2019 to concurrently celebrate the 100th anniversary of the founding of Fire Station 39 - and the 80th anniversary of the current building at the same site, with a pancake breakfast and a chance to reminisce. The current station, in around-the-clock emergency service since 1939 is presently the oldest fire station in the City of Los Angeles, and will close this spring to be replaced by a new, more capable and efficient facility one-half mile southwest. © Photo by David Blaire
LAFD Event: 032319-Fire Station 39 Farewell Gathering
Connect with us: LAFD.ORG | News | Facebook | Instagram | Reddit | Twitter: @LAFD @LAFDtalk
Aeroscopia est un musée aéronautique français implanté à Blagnac (Haute-Garonne), près du site AéroConstellation, et accueille notamment deux exemplaires du Concorde, dont l'ouverture a eu lieu le 14 janvier 2015
Le tarmac Sud du musée n'est capable d'accueillir que trois gros appareils. L'installation des appareils fut définitivement terminée après que le premier prototype de l'A400M-180 y fut arrivé le 16 juillet 2015, en dépit de la possibilité de 360 000 euros de TVA.
Concorde, F-BVFC, MSN209 aux couleurs d'Air France
Caravelle 12, F-BTOE, MSN280 aux couleurs d'Air Inter, dernier exemplaire construit
A400M-180, F-WWMT, MSN001 stationné depuis le 16 juillet 2015
La réalisation en 2019 du nouveau tarmac au Nord du musée permet l'accueil d'appareils supplémentaires issus des entreprises locales Airbus et ATR. Le transfert des avions entre le site Airbus "Lagardère" et le musée a lieu sur une semaine, à raison d'un appareil par jour :
ATR 72-600, F-WWEY, MSN098 aux couleurs d'ATR, transféré sur site le 26 août 2019, premier exemplaire du 72 dans sa version 600
Airbus A340-600, F-WWCA, MSN360 aux couleurs d'Airbus, transféré sur site le 27 août 2019, premier exemplaire de l'A340 dans sa version 600
Airbus A320-111, F-WWAI, MSN001 aux anciennes couleurs d'Airbus, transféré sur site le 28 août 2019, premier exemplaire de l'A320 : inauguration le 14 février 1987 en présence de Lady Diana et du Prince Charles, premier vol le 22 février 1987
Airbus A380-800, F-WXXL, MSN002 aux couleurs d'Airbus, transféré sur site le 29 août 2019, second exemplaire de l'A380. Les deux ponts de cet appareil sont visitables, ainsi que le cockpit.
ATR 42-300, F-WEGC, MSN003 aux anciennes couleurs d'ATR, transféré sur site le 30 août 2019, troisième exemplaire du 42. Cet exemplaire est décoré aux couleurs du MSN001 et porte l'immatriculation F-WEGA
Concorde, F-WTSB, MSN201 (ANAE), il s'agit d'un appareil de présérie qui a servi entre autres à transporter plusieurs présidents de la République française.
Airbus A300B4-203, F-WUAB, MSN238 (Airbus Heritage), décoré aux couleurs du prototype, au lieu de MSN001 démantelé. L'intérieur est visitable. Dans la première section des vitrages transparents permettent de voir la structure et les systèmes de l'avion, tandis que dans les sections suivantes sont représentés des aménagements de première classe et VIP.
Super Guppy de l'association Ailes Anciennes Toulouse, l'appareil qui servait au transport des tronçons d'Airbus est exposé porte ouverte, et une passerelle permet l'accès à la soute où un film est projeté. L'ouverture n'a pas été une mince affaire, l'appareil n'ayant pas été ouvert pendant 15 ans. L'aide des anciens mécaniciens de l'avion a été primordiale pour permettre une ouverture en toute sécurité.
Corvette (Airbus)
Falcon 10 no 02, prototype ayant servi aux essais du turboréacteur Larzac (Ailes Anciennes Toulouse)
Fouga Magister (AAT)
Gazelle prototype (AAT)
Mirage III C (AAT)
Nord 1100 (AAT)
Lockheed F-104G (AAT)
MiG-15 (AAT)
MS.760 Paris (AAT)
Vought F-8E(FN) Crusader et son réacteur (AAT)
Alouette II Marine (AAT)
Cessna Skymaster (AAT)
Fairchild Metro, ancien avion de Météo-France (AAT)
HM-293, de Rodolphe Grunberg
Chagnes MicroStar, avion de construction amateur, version biréacteur de Rutan VariViggen (AAT)
Saab J35OE Draken (AAT)
Aeroscopia is a French aeronautical museum located in Blagnac (Haute-Garonne), near the AéroConstellation site, and notably hosts two copies of the Concorde, which opened on January 14, 2015
The south tarmac of the museum can only accommodate three large aircraft. The installation of the devices was definitively finished after the first prototype of the A400M-180 arrived there on July 16, 2015, despite the possibility of 360,000 euros in VAT.
Concorde, F-BVFC, MSN209 in Air France colors
Caravelle 12, F-BTOE, MSN280 in Air Inter colors, last model built
A400M-180, F-WWMT, MSN001 parked since July 16, 2015
The construction in 2019 of the new tarmac north of the museum will accommodate additional aircraft from local Airbus and ATR companies. The transfer of planes between the Airbus "Lagardère" site and the museum takes place over a week, at the rate of one aircraft per day:
ATR 72-600, F-WWEY, MSN098 in ATR colors, transferred to site on August 26, 2019, first copy of the 72 in its 600 version
Airbus A340-600, F-WWCA, MSN360 in Airbus colors, transferred to site on August 27, 2019, first copy of the A340 in its 600 version
Airbus A320-111, F-WWAI, MSN001 in the old Airbus colors, transferred to site on August 28, 2019, first copy of the A320: inauguration on February 14, 1987 in the presence of Lady Diana and Prince Charles, first flight on February 22, 1987
Airbus A380-800, F-WXXL, MSN002 in Airbus colors, transferred to site on August 29, 2019, second copy of the A380. The two decks of this aircraft can be visited, as well as the cockpit.
ATR 42-300, F-WEGC, MSN003 in the old ATR colors, transferred to the site on August 30, 2019, third specimen of the 42. This specimen is decorated in the colors of the MSN001 and bears the registration F-WEGA
Concorde, F-WTSB, MSN201 (ANAE), this is a pre-production aircraft which was used, among other things, to transport several presidents of the French Republic.
Airbus A300B4-203, F-WUAB, MSN238 (Airbus Heritage), decorated in the colors of the prototype, instead of dismantled MSN001. The interior can be visited. In the first section transparent glazing allows to see the structure and systems of the aircraft, while in the following sections are shown first class and VIP fittings.
Super Guppy from the Ailes Anciennes Toulouse association, the aircraft which was used to transport the Airbus sections is on display with the door open, and a gangway allows access to the hold where a film is shown. Opening was no small feat, as the device has not been opened for 15 years. The help of the former mechanics of the aircraft was essential to allow a safe opening.
Corvette (Airbus)
Falcon 10 no 02, prototype used for testing the Larzac turbojet engine (Ailes Anciennes Toulouse)
Fouga Magister (AAT)
Prototype Gazelle (AAT)
Mirage III C (AAT)
North 1100 (AAT)
Lockheed F-104G (AAT)
MiG-15 (AAT)
MS.760 Paris (AAT)
Vought F-8E (FN) Crusader and its engine (AAT)
Alouette II Marine (AAT)
Cessna Skymaster (AAT)
Fairchild Metro, former Météo-France (AAT) aircraft
HM-293, by Rodolphe Grunberg
Chagnes MicroStar, amateur-built aircraft, twin-jet version of Rutan VariViggen (AAT)
Saab J35OE Draken (AAT)
Aeroscopia est un musée aéronautique français implanté à Blagnac (Haute-Garonne), près du site AéroConstellation, et accueille notamment deux exemplaires du Concorde, dont l'ouverture a eu lieu le 14 janvier 2015
Le tarmac Sud du musée n'est capable d'accueillir que trois gros appareils. L'installation des appareils fut définitivement terminée après que le premier prototype de l'A400M-180 y fut arrivé le 16 juillet 2015, en dépit de la possibilité de 360 000 euros de TVA.
Concorde, F-BVFC, MSN209 aux couleurs d'Air France
Caravelle 12, F-BTOE, MSN280 aux couleurs d'Air Inter, dernier exemplaire construit
A400M-180, F-WWMT, MSN001 stationné depuis le 16 juillet 2015
La réalisation en 2019 du nouveau tarmac au Nord du musée permet l'accueil d'appareils supplémentaires issus des entreprises locales Airbus et ATR. Le transfert des avions entre le site Airbus "Lagardère" et le musée a lieu sur une semaine, à raison d'un appareil par jour :
ATR 72-600, F-WWEY, MSN098 aux couleurs d'ATR, transféré sur site le 26 août 2019, premier exemplaire du 72 dans sa version 600
Airbus A340-600, F-WWCA, MSN360 aux couleurs d'Airbus, transféré sur site le 27 août 2019, premier exemplaire de l'A340 dans sa version 600
Airbus A320-111, F-WWAI, MSN001 aux anciennes couleurs d'Airbus, transféré sur site le 28 août 2019, premier exemplaire de l'A320 : inauguration le 14 février 1987 en présence de Lady Diana et du Prince Charles, premier vol le 22 février 1987
Airbus A380-800, F-WXXL, MSN002 aux couleurs d'Airbus, transféré sur site le 29 août 2019, second exemplaire de l'A380. Les deux ponts de cet appareil sont visitables, ainsi que le cockpit.
ATR 42-300, F-WEGC, MSN003 aux anciennes couleurs d'ATR, transféré sur site le 30 août 2019, troisième exemplaire du 42. Cet exemplaire est décoré aux couleurs du MSN001 et porte l'immatriculation F-WEGA
Concorde, F-WTSB, MSN201 (ANAE), il s'agit d'un appareil de présérie qui a servi entre autres à transporter plusieurs présidents de la République française.
Airbus A300B4-203, F-WUAB, MSN238 (Airbus Heritage), décoré aux couleurs du prototype, au lieu de MSN001 démantelé. L'intérieur est visitable. Dans la première section des vitrages transparents permettent de voir la structure et les systèmes de l'avion, tandis que dans les sections suivantes sont représentés des aménagements de première classe et VIP.
Super Guppy de l'association Ailes Anciennes Toulouse, l'appareil qui servait au transport des tronçons d'Airbus est exposé porte ouverte, et une passerelle permet l'accès à la soute où un film est projeté. L'ouverture n'a pas été une mince affaire, l'appareil n'ayant pas été ouvert pendant 15 ans. L'aide des anciens mécaniciens de l'avion a été primordiale pour permettre une ouverture en toute sécurité.
Corvette (Airbus)
Falcon 10 no 02, prototype ayant servi aux essais du turboréacteur Larzac (Ailes Anciennes Toulouse)
Fouga Magister (AAT)
Gazelle prototype (AAT)
Mirage III C (AAT)
Nord 1100 (AAT)
Lockheed F-104G (AAT)
MiG-15 (AAT)
MS.760 Paris (AAT)
Vought F-8E(FN) Crusader et son réacteur (AAT)
Alouette II Marine (AAT)
Cessna Skymaster (AAT)
Fairchild Metro, ancien avion de Météo-France (AAT)
HM-293, de Rodolphe Grunberg
Chagnes MicroStar, avion de construction amateur, version biréacteur de Rutan VariViggen (AAT)
Saab J35OE Draken (AAT)
Aeroscopia is a French aeronautical museum located in Blagnac (Haute-Garonne), near the AéroConstellation site, and notably hosts two copies of the Concorde, which opened on January 14, 2015
The south tarmac of the museum can only accommodate three large aircraft. The installation of the devices was definitively finished after the first prototype of the A400M-180 arrived there on July 16, 2015, despite the possibility of 360,000 euros in VAT.
Concorde, F-BVFC, MSN209 in Air France colors
Caravelle 12, F-BTOE, MSN280 in Air Inter colors, last model built
A400M-180, F-WWMT, MSN001 parked since July 16, 2015
The construction in 2019 of the new tarmac north of the museum will accommodate additional aircraft from local Airbus and ATR companies. The transfer of planes between the Airbus "Lagardère" site and the museum takes place over a week, at the rate of one aircraft per day:
ATR 72-600, F-WWEY, MSN098 in ATR colors, transferred to site on August 26, 2019, first copy of the 72 in its 600 version
Airbus A340-600, F-WWCA, MSN360 in Airbus colors, transferred to site on August 27, 2019, first copy of the A340 in its 600 version
Airbus A320-111, F-WWAI, MSN001 in the old Airbus colors, transferred to site on August 28, 2019, first copy of the A320: inauguration on February 14, 1987 in the presence of Lady Diana and Prince Charles, first flight on February 22, 1987
Airbus A380-800, F-WXXL, MSN002 in Airbus colors, transferred to site on August 29, 2019, second copy of the A380. The two decks of this aircraft can be visited, as well as the cockpit.
ATR 42-300, F-WEGC, MSN003 in the old ATR colors, transferred to the site on August 30, 2019, third specimen of the 42. This specimen is decorated in the colors of the MSN001 and bears the registration F-WEGA
Concorde, F-WTSB, MSN201 (ANAE), this is a pre-production aircraft which was used, among other things, to transport several presidents of the French Republic.
Airbus A300B4-203, F-WUAB, MSN238 (Airbus Heritage), decorated in the colors of the prototype, instead of dismantled MSN001. The interior can be visited. In the first section transparent glazing allows to see the structure and systems of the aircraft, while in the following sections are shown first class and VIP fittings.
Super Guppy from the Ailes Anciennes Toulouse association, the aircraft which was used to transport the Airbus sections is on display with the door open, and a gangway allows access to the hold where a film is shown. Opening was no small feat, as the device has not been opened for 15 years. The help of the former mechanics of the aircraft was essential to allow a safe opening.
Corvette (Airbus)
Falcon 10 no 02, prototype used for testing the Larzac turbojet engine (Ailes Anciennes Toulouse)
Fouga Magister (AAT)
Prototype Gazelle (AAT)
Mirage III C (AAT)
North 1100 (AAT)
Lockheed F-104G (AAT)
MiG-15 (AAT)
MS.760 Paris (AAT)
Vought F-8E (FN) Crusader and its engine (AAT)
Alouette II Marine (AAT)
Cessna Skymaster (AAT)
Fairchild Metro, former Météo-France (AAT) aircraft
HM-293, by Rodolphe Grunberg
Chagnes MicroStar, amateur-built aircraft, twin-jet version of Rutan VariViggen (AAT)
Saab J35OE Draken (AAT)
Took a walk in the hills at morrongo valley when i came back down their was this guy flying his heli he had two of them he was doing free styje flying took some shot's and then move on to the birding.Big Morongo Canyon Preserve is an internationally-recognized birding site. Several rare or unusual species are known to nest here, and many other species are abundant during the spring and fall migration seasons.
What does it mean to “fly 3D”? All aircraft maneuver in three dimensional space, so what separates 3D flying from just flying? Model helicopters are capable of maneuvers other aircraft, including full sized helicopters can only dream of. A modern “3D” model helicopter is capable of aggressive, accurate and axial flips and rolls. Adding the ability to pirouette, fly backwards and upside down, there is practically no limit to the maneuvers that can be flown. Although aggressive, unbelievable flights may seem wildly out of control to the untrained eye, it takes immense skill, and the models can be flown incredibly precisely with enough practice.
One of the beauties of modern aerobatic helicopter flight, which has come to be known as 3D, is how varied the potential is. Every 3D heli pilot exhibits their own character and style in flight. A 3D flight could be flown freestyle with nothing planned ahead of time, or it could be a highly prepared, choreographed flight put to music for competition. While 3D heli flight is, in essence, simply a combination of flips, rolls , and pirouettes, there is no end to the combinations. Once a heli pilot masters the basics, a continuously evolving world of precision aerobatics awaits. Like a dancer or figure skater, a 3D heli pilot can express style by putting simple moves together in complicated sequences for incredible effect.
Like any sport, art, or specialty, practice makes perfect. Some people learn faster than others, but everybody should try to step gingerly into more complicated and aggressive moves, for safeties sake (not to mention your wallet!). Excellent training tools are available; most notably computer simulators and buddy boxes. Unlike most video games which are intended for play, simulators for model aircraft are designed around one goal, helping people learn how to fly model airplanes and helicopters. Simulators are so accurate a budding pilot can master almost all regimes of flight in a simulated environment which instantly replaces a wrecked model! In real life, a crash cost not only confidence, but time and money to fix the model. By the time the pilot gets back to it, the learning experience from the crash is not fresh, and learning tends to progress slower. On a simulator, a fledgling pilot can take as much time exploring the controls as they want, and learn at their own pace without any down time between crashes.
The Douglas A-4 Skyhawk is a carrier-capable ground-attack aircraft designed for the United States Navy and United States Marine Corps. The delta winged, single-engined Skyhawk was designed and produced by Douglas Aircraft Company, and later McDonnell Douglas. It was originally designated the A4D under the U.S. Navy's pre-1962 designation system.
The A-4 is a compact, light-weight design with a maximum takeoff weight of 24,500 pounds (11,100 kg). With a top speed of more than 600 miles per hour (970 km/h), its performance is compromised by its small size.[clarification needed] The aircraft's five hardpoints support a variety of missiles, bombs and other munitions. Prior to the A-4E, power was supplied by the Wright J65; with the A-4E, the installed engine became the 9,300-pound-force (41 kN) Pratt & Whitney J52.
Skyhawks played key roles in the Vietnam War, the Yom Kippur War, and the Falklands War.The A-4 Skyhawk was introduced to a training role in the two-seat TA-4J configuration replacing the TF-9J Cougar as the advanced jet trainer The TA-4J served as the advanced jet trainer in white and orange markings for decades until being replaced by the T-45 Goshawk.
Bats are mammals of the order Chiroptera (/kaɪˈrɒptərə/; from the Greek χείρ - cheir, "hand" and πτερόν - pteron, "wing") whose forelimbs form webbed wings, making them the only mammals naturally capable of true and sustained flight. By contrast, other mammals said to fly, such as flying squirrels, gliding possums, and colugos, can only glide for short distances. Bats do not flap their entire forelimbs, as birds do, but instead flap their spread-out digits, which are very long and covered with a thin membrane or patagium.
Bats are the second largest order of mammals (after the rodents), representing about 20% of all classified mammal species worldwide, with about 1,240 bat species divided into two suborders: the less specialized and largely fruit-eating megabats, or flying foxes, and the highly specialized and echolocating microbats. About 70% of bat species are insectivores. Most of the rest are frugivores, or fruit eaters. A few species, such as the fish-eating bat, feed from animals other than insects, with the vampire bats being hematophagous, or feeding on blood.
Bats are present throughout most of the world, with the exception of extremely cold regions. They perform vital ecological roles of pollinating flowers and dispersing fruit seeds; many tropical plant species depend entirely on bats for the distribution of their seeds. Bats are economically important, as they consume insect pests, reducing the need for pesticides. The smallest bat is the Kitti's hog-nosed bat, measuring 29–34 mm in length, 15 cm across the wings and 2–2.6 g in mass. It is also arguably the smallest extant species of mammal, with the Etruscan shrew being the other contender. The largest species of bat are a few species of Pteropus (fruit bats or flying foxes) and the giant golden-crowned flying fox with a weight up to 1.6 kg and wingspan up to 1.7 m.
CLASSIFICATION AND EVOLUTION
Bats are mammals. In many languages, the word for "bat" is cognate with the word for "mouse": for example, chauve-souris ("bald-mouse") in French, murciélago ("blind mouse") in Spanish, saguzahar ("old mouse") in Basque, летучая мышь ("flying mouse") in Russian, slijepi miš ("blind mouse") in Bosnian, nahkhiir ("leather mouse") in Estonian, vlermuis (winged mouse) in Afrikaans, from the Dutch word vleermuis (from Middle Dutch "winged mouse"). An older English name for bats is flittermouse, which matches their name in other Germanic languages (for example German Fledermaus and Swedish fladdermus). Bats were formerly thought to have been most closely related to the flying lemurs, treeshrews, and primates, but recent molecular cladistics research indicates that they actually belong to Laurasiatheria, a diverse group also containing Carnivora and Artiodactyla.
The two traditionally recognized suborders of bats are:
- Megachiroptera (megabats)
- Microchiroptera (microbats/echolocating bats)
Not all megabats are larger than microbats. The major distinctions between the two suborders are:
- Microbats use echolocation; with the exception of the Rousettus genus, megabats do not.
- Microbats lack the claw at the second finger of the forelimb.
- The ears of microbats do not close to form a ring; the edges are separated from each other at the base of the ear.
- Microbats lack underfur; they are either naked or have guard hairs.
Megabats eat fruit, nectar, or pollen. Most microbats eat insects; others may feed on fruit, nectar, pollen, fish, frogs, small mammals, or the blood of animals. Megabats have well-developed visual cortices and show good visual acuity, while microbats rely on echolocation for navigation and finding prey.
The phylogenetic relationships of the different groups of bats have been the subject of much debate. The traditional subdivision between Megachiroptera and Microchiroptera reflects the view that these groups of bats have evolved independently of each other for a long time, from a common ancestor already capable of flight. This hypothesis recognized differences between microbats and megabats and acknowledged that flight has only evolved once in mammals. Most molecular biological evidence supports the view that bats form a single or monophyletic group.
Researchers have proposed alternative views of chiropteran phylogeny and classification, but more research is needed.
In the 1980s, a hypothesis based on morphological evidence was offered that stated the Megachiroptera evolved flight separately from the Microchiroptera. The so-called flying primates theory proposes that, when adaptations to flight are removed, the Megachiroptera are allied to primates by anatomical features not shared with Microchiroptera. One example is that the brains of megabats show a number of advanced characteristics that link them to primates. Although recent genetic studies strongly support the monophyly of bats, debate continues as to the meaning of available genetic and morphological evidence.
Genetic evidence indicates that megabats originated during the early Eocene and should be placed within the four major lines of microbats.
Consequently, two new suborders based on molecular data have been proposed. The new suborder of Yinpterochiroptera includes the Pteropodidae, or megabat family, as well as the Rhinolophidae, Hipposideridae, Craseonycteridae, Megadermatidae, and Rhinopomatidae families The other new suborder, Yangochiroptera, includes all of the remaining families of bats (all of which use laryngeal echolocation). These two new suborders are strongly supported by statistical tests. Teeling (2005) found 100% bootstrap support in all maximum likelihood analyses for the division of Chiroptera into these two modified suborders. This conclusion is further supported by a 15-base-pair deletion in BRCA1 and a seven-base-pair deletion in PLCB4 present in all Yangochiroptera and absent in all Yinpterochiroptera. Perhaps most convincingly, a phylogenomic study by Tsagkogeorga et al (2013) showed that the two new proposed suborders were supported by analyses of thousands of genes.
The chiropteran phylogeny based on molecular evidence is controversial because microbat paraphyly implies that one of two seemingly unlikely hypotheses occurred. The first suggests that laryngeal echolocation evolved twice in Chiroptera, once in Yangochiroptera and once in the rhinolophoids. The second proposes that laryngeal echolocation had a single origin in Chiroptera, was subsequently lost in the family Pteropodidae (all megabats), and later evolved as a system of tongue-clicking in the genus Rousettus.
Analyses of the sequence of the "vocalization" gene, FoxP2, were inconclusive as to whether laryngeal echolocation was secondarily lost in the pteropodids or independently gained in the echolocating lineages. However, analyses of the "hearing" gene, Prestin seemed to favor the independent gain in echolocating species rather than a secondary loss in the pteropodids.
In addition to Yinpterochiroptera and Yangochiroptera, the names Pteropodiformes and Vespertilioniformes have also been proposed for these suborders. Under this new proposed nomenclature, the suborder Pteropodiformes includes all extant bat families more closely related to the genus Pteropus than the genus Vespertilio, while the suborder Vespertilioniformes includes all extant bat families more closely related to the genus Vespertilio than to the genus Pteropus.
Little fossil evidence is available to help map the evolution of bats, since their small, delicate skeletons do not fossilize very well. However, a Late Cretaceous tooth from South America resembles that of an early microchiropteran bat. Most of the oldest known, definitely identified bat fossils were already very similar to modern microbats. These fossils, Icaronycteris, Archaeonycteris, Palaeochiropteryx and Hassianycteris, are from the early Eocene period, 52.5 million years ago. Archaeopteropus, formerly classified as the earliest known megachiropteran, is now classified as a microchiropteran.
Bats were formerly grouped in the superorder Archonta, along with the treeshrews (Scandentia), colugos (Dermoptera), and the primates, because of the apparent similarities between Megachiroptera and such mammals. Genetic studies have now placed bats in the superorder Laurasiatheria, along with carnivorans, pangolins, odd-toed ungulates, even-toed ungulates, and cetaceans. A recent study by Zhang et al. places Chiroptera as a sister taxon to the clade Perissodactyla (which includes horses and other odd-toed ungulates). However, the first phylogenomic analysis of bats shows that they are not sisters to Perissodactyla, instead they are sisters to a larger group that includes ungulates and carnivores.
Megabats primarily eat fruit or nectar. In New Guinea, they are likely to have evolved for some time in the absence of microbats, which has resulted in some smaller megabats of the genus Nyctimene becoming (partly) insectivorous to fill the vacant microbat ecological niche. Furthermore, some evidence indicates that the fruit bat genus Pteralopex from the Solomon Islands, and its close relative Mirimiri from Fiji, have evolved to fill some niches that were open because there are no nonvolant or nonflying mammals on those islands.
FOSSIL BATS
Fossilized remains of bats are few, as they are terrestrial and light-boned. Only an estimated 12% of the bat fossil record is complete at the genus level. Fossil remains of an Eocene bat, Icaronycteris, were found in 1960. Another Eocene bat, Onychonycteris finneyi, was found in the 52-million-year-old Green River Formation in Wyoming, United States, in 2003. This intermediate fossil has helped to resolve a long-standing disagreement regarding whether flight or echolocation developed first in bats. The shape of the rib cage, faceted infraspious fossa of the scapula, manus morphology, robust clavicle, and keeled sternum all indicated Onychonycteris was capable of powered flight. However, the well-preserved skeleton showed that the small cochlea of the inner ear did not have the morphology necessary to echolocate. O. finneyi lacked an enlarged orbical apophysis on the malleus, and a stylohyal element with an expanded paddle-like cranial tip - both of which are characteristics linked to echolocation in other prehistoric and extant bat species. Because of these absences, and the presence of characteristics necessary for flight, Onychonycteris provides strong support for the “flight first” hypothesis in the evolution of flight and echolocation in bats.
The appearance and flight movement of bats 52.5 million years ago were different from those of bats today. Onychonycteris had claws on all five of its fingers, whereas modern bats have at most two claws appearing on two digits of each hand. It also had longer hind legs and shorter forearms, similar to climbing mammals that hang under branches such as sloths and gibbons. This palm-sized bat had short, broad wings, suggesting it could not fly as fast or as far as later bat species. Instead of flapping its wings continuously while flying, Onychonycteris likely alternated between flaps and glides while in the air. Such physical characteristics suggest that this bat did not fly as much as modern bats do, rather flying from tree to tree and spending most of its waking day climbing or hanging on the branches of trees. The distinctive features noted on the Onychonycteris fossil also support the claim that mammalian flight most likely evolved in arboreal gliders, rather than terrestrial runners. This model of flight development, commonly known as the "trees-down" theory, implies that bats attained powered flight by taking advantage of height and gravity, rather than relying on running speeds fast enough for a ground-level take off.
The mid-Eocene genus Necromantis is one of the earliest examples of bats specialised to hunt vertebrate prey, as well as one of the largest bats of its epoch.
HABITATS
Flight has enabled bats to become one of the most widely distributed groups of mammals. Apart from the Arctic, the Antarctic and a few isolated oceanic islands, bats exist all over the world. Bats are found in almost every habitat available on Earth. Different species select different habitats during different seasons, ranging from seasides to mountains and even deserts, but bat habitats have two basic requirements: roosts, where they spend the day or hibernate, and places for foraging. Most temperate species additionally need a relatively warm hibernation shelter. Bat roosts can be found in hollows, crevices, foliage, and even human-made structures, and include "tents" the bats construct by biting leaves.
The United States is home to an estimated 45 to 48 species of bats. The three most common species are Myotis lucifugus (little brown bat), Eptesicus fuscus (big brown bat), and Tadarida brasiliensis (Mexican free-tailed bat). The little and the big brown bats are common throughout the northern two-thirds of the country, while the Mexican free-tailed bat is the most common species in the southwest, sometimes even appearing in portions of the Southeast.
ANATOMY
WINGS
The finger bones of bats are much more flexible than those of other mammals, owing to their flattened cross-section and to low levels of minerals, such as calcium, near their tips. In 2006, Sears et al. published a study that traces the elongation of manual bat digits, a key feature required for wing development, to the upregulation of bone morphogenetic proteins (Bmps). During embryonic development, the gene controlling Bmp signaling, Bmp2, is subjected to increased expression in bat forelimbs - resulting in the extension of the offspring's manual digits. This crucial genetic alteration helps create the specialized limbs required for volant locomotion. Sears et al. (2006) also studied the relative proportion of bat forelimb digits from several extant species and compared these with a fossil of Lcaronycteris index, an early extinct species from approximately 50 million years ago. The study found no significant differences in relative digit proportion, suggesting that bat wing morphology has been conserved for over 50 million years.The wings of bats are much thinner and consist of more bones than the wings of birds, allowing bats to maneuver more accurately than the latter, and fly with more lift and less drag. By folding the wings in toward their bodies on the upstroke, they save 35 percent energy during flight. The membranes are also delicate, ripping easily; however, the tissue of the bat's membrane is able to regrow, such that small tears can heal quickly. The surface of their wings is equipped with touch-sensitive receptors on small bumps called Merkel cells, also found on human fingertips. These sensitive areas are different in bats, as each bump has a tiny hair in the center, making it even more sensitive and allowing the bat to detect and collect information about the air flowing over its wings, and to fly more efficiently by changing the shape of its wings in response. An additional kind of receptor cell is found in the wing membrane of species that use their wings to catch prey. This receptor cell is sensitive to the stretching of the membrane. The cells are concentrated in areas of the membrane where insects hit the wings when the bats capture them.
OTHER
The teeth of microbats resemble insectivorans. They are very sharp to bite through the hardened armor of insects or the skin of fruit.
Mammals have one-way valves in their veins to prevent the blood from flowing backwards, but bats also have one-way valves in their arteries.
The tube-lipped nectar bat (Anoura fistulata) has the longest tongue of any mammal relative to its body size. This is beneficial to them in terms of pollination and feeding. Their long, narrow tongues can reach deep into the long cup shape of some flowers. When the tongue retracts, it coils up inside its rib cage.
Bats possess highly adapted lung systems to cope with the pressures of powered-flight. Flight is an energetically taxing aerobic activity and requires large amounts of oxygen to be sustained. In bats, the relative alveolar surface area and pulmonary capillary blood volume are significantly larger than most other small quadrupedal mammals.
ECHOLOCATION
Bat echolocation is a perceptual system where ultrasonic sounds are emitted specifically to produce echoes. By comparing the outgoing pulse with the returning echoes, the brain and auditory nervous system can produce detailed images of the bat's surroundings. This allows bats to detect, localize, and even classify their prey in complete darkness. At 130 decibels in intensity, bat calls are some of the most intense, airborne animal sounds.
To clearly distinguish returning information, bats must be able to separate their calls from the echoes that they receive. Microbats use two distinct approaches.
Low duty cycle echolocation: Bats can separate their calls and returning echoes by time. Bats that use this approach time their short calls to finish before echoes return. This is important because these bats contract their middle ear muscles when emitting a call, so they can avoid deafening themselves. The time interval between the call and echo allows them to relax these muscles, so they can clearly hear the returning echo. The delay of the returning echoes provides the bat with the ability to estimate the range to their prey.
High duty cycle echolocation: Bats emit a continuous call and separate pulse and echo in frequency. The ears of these bats are sharply tuned to a specific frequency range. They emit calls outside of this range to avoid self-deafening. They then receive echoes back at the finely tuned frequency range by taking advantage of the Doppler shift of their motion in flight. The Doppler shift of the returning echoes yields information relating to the motion and location of the bat's prey. These bats must deal with changes in the Doppler shift due to changes in their flight speed. They have adapted to change their pulse emission frequency in relation to their flight speed so echoes still return in the optimal hearing range.
The new Yinpterochiroptera and Yangochiroptera classification of bats, supported by molecular evidence, suggests two possibilities for the evolution of echolocation. It may have been gained once in a common ancestor of all bats and was then subsequently lost in the Old World fruit bats, only to be regained in the horseshoe bats, or echolocation evolved independently in both the Yinpterochiroptera and Yangochiroptera lineages.
Two groups of moths exploit a bat sense to echolocate: tiger moths produce ultrasonic signals to warn the bats that they (the moths) are chemically protected or aposematic, other moth species produce signals to jam bat echolocation. Many moth species have a hearing organ called a tympanum, which responds to an incoming bat signal by causing the moth's flight muscles to twitch erratically, sending the moth into random evasive maneuvers.
In addition to echolocating prey, bat ears are sensitive to the fluttering of moth wings, the sounds produced by tymbalate insects, and the movement of ground-dwelling prey, such as centipedes, earwigs, etc. The complex geometry of ridges on the inner surface of bat ears helps to sharply focus not only echolocation signals, but also to passively listen for any other sound produced by the prey. These ridges can be regarded as the acoustic equivalent of a Fresnel lens, and may be seen in a large variety of unrelated animals, such as the aye-aye, lesser galago, bat-eared fox, mouse lemur, and others.
By repeated scanning, bats can mentally construct an accurate image of the environment in which they are moving and of their prey item.
OTHER SENSES
Although the eyes of most microbat species are small and poorly developed, leading to poor visual acuity, no species is blind. Microbats use vision to navigate, especially for long distances when beyond the range of echolocation, and species that are gleaners - that is, ones that attempt to swoop down from above to ambush tasty insects like crickets on the ground or moths up a tree - often have eyesight about as good as a rat's. Some species have been shown to be able to detect ultraviolet light, and most cave dwelling species have developed the ability to utilize very dim light. They also have high-quality senses of smell and hearing. Bats hunt at night, reducing competition with birds, minimizing contact with certain predators, and travel large distances (up to 800 km) in their search for food. Megabat species often have excellent eyesight as good as, if not better than, human vision; they need this for the warm climates they live in and the very social world they occupy, where relations and friends need to be distinguished from other bats in the colony. This eyesight is, unlike its microbat relations, adapted to both night and daylight vision and enables the bat to have some colour vision whereas the microbat sees in blurred shades of grey.
BEHAVIOUR
Most microbats are nocturnal and are active at twilight. A large portion of bats migrate hundreds of kilometres to winter hibernation dens, while some pass into torpor in cold weather, rousing and feeding when warm weather allows for insects to be active. Others retreat to caves for winter and hibernate for six months. Bats rarely fly in rain, as the rain interferes with their echolocation, and they are unable to locate their food.
The social structure of bats varies, with some leading solitary lives and others living in caves colonized by more than a million bats. The fission-fusion social structure is seen among several species of bats. The term "fusion" refers to a large numbers of bats that congregate in one roosting area, and "fission" refers to breaking up and the mixing of subgroups, with individual bats switching roosts with others and often ending up in different trees and with different roostmates.
Studies also show that bats make all kinds of sounds to communicate with others. Scientists in the field have listened to bats and have been able to associate certain sounds with certain behaviours that bats make after the sounds are made.
Insectivores make up 70% of bat species and locate their prey by means of echolocation. Of the remainder, most feed on fruits. Only three species sustain themselves with blood.
Some species even prey on vertebrates. The leaf-nosed bats (Phyllostomidae) of Central America and South America, and the two bulldog bat (Noctilionidae) species feed on fish. At least two species of bat are known to feed on other bats: the spectral bat, also known as the American false vampire bat, and the ghost bat of Australia. One species, the greater noctule bat, catches and eats small birds in the air.
Predators of bats include bat hawks, bat falcons and even spiders.
REPRODUCTION
Most bats have a breeding season, which is in the spring for species living in a temperate climate. Bats may have one to three litters in a season, depending on the species and on environmental conditions, such as the availability of food and roost sites. Females generally have one offspring at a time, which could be a result of the mother's need to fly to feed while pregnant. Female bats nurse their young until they are nearly adult size, because a young bat cannot forage on its own until its wings are fully developed.
Female bats use a variety of strategies to control the timing of pregnancy and the birth of young, to make delivery coincide with maximum food ability and other ecological factors. Females of some species have delayed fertilization, in which sperm is stored in the reproductive tract for several months after mating. In many such cases, mating occurs in the fall, and fertilization does not occur until the following spring. Other species exhibit delayed implantation, in which the egg is fertilized after mating, but remains free in the reproductive tract until external conditions become favorable for giving birth and caring for the offspring.
In yet another strategy, fertilization and implantation both occur, but development of the fetus is delayed until favorable conditions prevail, during the delayed development the mother still gives the fertilized egg nutrients, and oxygenated blood to keep it alive. However, this process can go for a long period of time, because of the advanced gas exchange system. All of these adaptations result in the pup being born during a time of high local production of fruit or insects.
At birth, the wings are too small to be used for flight. Young microbats become independent at the age of six to eight weeks, while megabats do not until they are four months old.
LIFE EXPECTANCY
A single bat can live over 20 years, but bat population growth is limited by the slow birth rate.
HUNTING, FEEDING AND DRINKING
Newborn bats rely on the milk from their mothers. When they are a few weeks old, bats are expected to fly and hunt on their own. It is up to them to find and catch their prey, along with satisfying their thirst.
HUNTING
Most bats are nocturnal creatures. Their daylight hours are spent grooming and sleeping; they hunt during the night. The means by which bats navigate while finding and catching their prey in the dark was unknown until the 1790s, when Lazzaro Spallanzani conducted a series of experiments on a group of blind bats. These bats were placed in a room in total darkness, with silk threads strung across the room. Even then, the bats were able to navigate their way through the room. Spallanzani concluded the bats were not using their eyes to fly through complete darkness, but something else.
Spallanzani decided the bats were able to catch and find their prey through the use of their ears. To prove this theory, Spallanzani plugged the ears of the bats in his experiment. To his pleasure, he found that the bats with plugged ears were not able to fly with the same amount of skill and precision as they were able to without their ears plugged. Unfortunately for Spallanzani, the twin concepts of sound waves and acoustics would not be understood for another century and he could not explain why specifically the bats were crashing into walls and the threads that he'd strung up around the room, and because of the methodology Spallanzani used, many of his test subjects died.
It was thus well known through the nineteenth century that the chiropteran ability to navigate had something to do with hearing, but how they accomplish this was not proven conclusively until the 1930s, by Donald R. Griffin, a biology student at Harvard University. Using a locally native species, the little brown bat, he discovered that bats use echolocation to locate and catch their prey. When bats fly, they produce a constant stream of high-pitched sounds. When the sound waves produced by these sounds hit an insect or other animal, the echoes bounce back to the bat, and guide them to the source.
FEEDING AND DIET
The majority of food consumed by bats includes insects, fruits and flower nectar, vertebrates and blood. Almost three-fourths of the world's bats are insect eaters. Bats consume both aerial and ground-dwelling insects. Each bat is typically able to consume one-third of its body weight in insects each night, and several hundred insects in a few hours. This means that a group of a thousand bats could eat four tons of insects each year. If bats were to become extinct, it has been calculated that the insect population would reach an alarmingly high number.
VITAMIN C
In a test of 34 bat species from six major families of bats, including major insect- and fruit-eating bat families, all were found to have lost the ability to synthesize vitamin C, and this loss may derive from a common bat ancestor, as a single mutation. However, recent results show that there are at least two species of bat, the frugivorous bat (Rousettus leschenaultii) and insectivorous bat (Hipposideros armiger), that have retained their ability to produce vitamin C. In fact, the whole Chiroptera are in the process of losing the ability to synthesize Vc which most of them have already lost.
AERIAL INSECTIVORES
Watching a bat catch and eat an insect is difficult. The action is so fast that all one sees is a bat rapidly change directions, and continue on its way. Scientist Frederick A. Webster discovered how bats catch their prey. In 1960, Webster developed a high-speed camera that was able to take one thousand pictures per second. These photos revealed the fast and precise way in which bats catch insects. Occasionally, a bat will catch an insect in mid-air with its mouth, and eat it in the air. However, more often than not, a bat will use its tail membrane or wings to scoop up the insect and trap it in a sort of "bug net". Then, the bat will take the insect back to its roost. There, the bat will proceed to eat said insect, often using its tail membrane as a kind of napkin, to prevent its meal from falling to the ground. One common insect prey is Helicoverpa zea, a moth that causes major agricultural damage.
FORAGE GLEANERS
These bats typically fly down and grasp their prey off the ground with their teeth, and take it to a nearby perch to eat it. Generally, these bats do not use echolocation to locate their prey. Instead, they rely on the sounds produced by the insects. Some make unique sounds, and almost all make some noise while moving through the environment.
FRUITS AND FLOWER NECTAR
Fruit eating, or frugivory, is a specific habit found in two families of bats. Megachiropterans and microchiropterans both include species of bat that feed on fruits. These bats feed on the juices of sweet fruits, and fulfill the needs of some seeds to be dispersed. The fruits preferred by most fruit-eating bats are fleshy and sweet, but not particularly strong smelling or colorful. To get the juice of these fruits, bats pull the fruit off the trees with their teeth, and fly back to their roosts with the fruit in their mouths. There, the bats will consume the fruit in a specific way. To do this, the bats crush open the fruit and eat the parts that satisfy their hunger. The remainder of the fruit, the seeds and pulp, are spat onto the ground. These seeds take root and begin to grow into new fruit trees. Over 150 types of plants depend on bats in order to reproduce.Some bats prefer the nectar of flowers to insects or other animals. These bats have evolved specifically for this purpose. For example, these bats possess long muzzles and long, extensible tongues covered in fine bristles that aid them in feeding on particular flowers and plants.[68] When they sip the nectar from these flowers, pollen gets stuck to their fur, and is dusted off when the bats take flight, thus pollinating the plants below them. The rainforest is said to be the most benefitted of all the biomes where bats live, because of the large variety of appealing plants. Because of their specific eating habits, nectar-feeding bats are more prone to extinction than any other type of bat. However, bats benefit from eating fruits and nectar just as much as from eating insects.
VERTEBRATES
A small group of carnivorous bats feed on other vertebrates and are considered the top carnivores of the bat world. These bats typically eat a variety of animals, but normally consume frogs, lizards, birds, and sometimes other bats. For example, one vertebrate predator, Trachops cirrhosus, is particularly skilled at catching frogs. These bats locate large groups of frogs by distinguishing their mating calls from other sounds around them. They follow the sounds to the source and pluck them from the surface of the water with their sharp canine teeth. Another example is the greater noctule bat, which is believed to catch birds on the wing.
Also, several species of bat feed on fish. These types of bats are found on almost all continents. They use echolocation to detect tiny ripples in the water's surface to locate fish. From there, the bats swoop down low, inches from the water, and use specially enlarged claws on their hind feet to grab the fish out of the water. The bats then take the fish to a feeding roost and consume the animal.
BLOOD
A few species of bats exclusively consume blood as their diet. This type of diet is referred to as hematophagy, and three species of bats exhibit this behavior. These species are the common, the white-winged, and the hairy-legged vampire bats. The common vampire bat typically consumes the blood of mammals, while the hairy-legged and white-winged vampires feed on the blood of birds. These species live only in Mexico, Central, and South America, with a presence also on the Island of Trinidad.
DEFECATION
Bat dung, or guano, is so rich in nutrients that it is mined from caves, bagged, and used by farmers to fertilize their crops. During the U.S. Civil War, guano was used to make gunpowder.
To survive hibernation months, some species build up large reserves of body fat, both as fuel and as insulation.
DRINKING
In 1960, Frederic A. Webster discovered bats' method of drinking water using a high-speed camera and flashgun that could take 1,000 photos per second. Webster's camera captured a bat skimming the surface of a body of water, and lowering its jaw to get just one drop of water. It then skimmed again to get a second drop of water, and so on, until it has had its fill. A bat's precision and control during flight is very fine, and it almost never misses. Other bats, such as the flying fox or fruit bat, gently skim the water's surface, then land nearby to lick water from chest fur.
WIKIPEDIA
As the US Army began planning on complete motorization of its forces--a feat that no other Army was capable of even attempting in 1939--it needed a good, reliable cargo truck with offroad capability. General Motors was already building the ACK-353 for the French Army, and the US Army evaluated the truck. The ACK had good road speed, decent offroad capability, and used a 6x6 chassis with 2 1/2 tons of cargo capacity. This was more than adequate for the Army's needs, so the ACK was placed into production as the CCKW (CCKW an acronym for 1941 production, conventional cab, all-wheel drive, and tandem rear axles).
The CCKW would become the standard truck for the US Army during World War II: a staggering 527,000 would be built during the war, second only to the Jeep. Though occasionally called a "Jimmy," as it was produced by GMC, the CCKW was better known as simply the "Deuce and a Half." Besides the Army, CCKWs were provided to Allied forces as well. (Ironically, French ACKs were captured by the Germans and occasionally used by them.)
No less than 22 variants of the basic CCKW would be produced, from command vans to ambulances to dentist's vehicles. The initial 1941-1943 production used steel, enclosed cabs, but after 1944, production switched to canvas roof and doors, which was easier and cheaper to produce. About one out of every four CCKWs were provided with a pintle mount for a Browning M2HB .50 caliber machine gun. Besides the standard cargo truck and variants, the CCKW also served as the basis for the highly successful amphibious DUKW ("Duck").
With so many CCKWs in service by the end of World War II, the Army saw no reason to replace them, and these vehicles would remain in service until the 1960s, when the M35 2 1/2-ton truck replaced them. Thousands were sold as surplus or provided to other nations, and many remain operational.
The National Museum of Military Vehicles has an entire wing devoted to the famous "Red Ball Express," with about a dozen CCKWs on display as a single convoy, including standard trucks, ambulances, tanker trucks, and wreckers. The Red Ball Express, which utilized mostly African-American troops as drivers and crews, ran continually from the Normandy beachheads to the front--without the Red Ball Express, Patton's amazing advance across France in August 1944 would not have been possible. (As the Army was segregated during World War II, African-Americans were relegated to support roles, and usually only saw combat as artillery crews; this changed by late 1944, as Third Army began integrating its rifle companies out of necessity, and Black tank destroyer battalions entered service.) The Red Ball continued in operation until the port of Antwerp, Belgium was finally opened in late 1944.
I didn't photograph the convoy vehicles, as I usually don't get pictures of support vehicles (my album is already huge; I don't need to add those too). This CCKW is different, as it is an antiaircraft vehicle. Though the US Army had specialized AAA vehicles in the M15 and M16 Gun Motor Carriages, those were assigned to frontline units. By 1944, Luftwaffe attacks on convoys were rare, but they did happen, so the Red Ball Express field-modified some of their CCKWs by mounting a M45 Quadmount on the bed; the M45 used quad .50 caliber machine guns and was deadly to low-flying aircraft. Some of these Quadmounts were assigned by the Army; others were likely obtained through "midnight requisition." Given the rust (which may be simulated), this truck has seen some miles; it is a post-1944 CCKW with a canvas cab, removed on this vehicle.
Waiting in the rain & in vain for 60103 Flying Scotsman at Ampthill Crossing 4/11/2017 (It was 25 minutes earlier than scheduled and sitting in my car it passed by heard but not seen)
The British Rail Class 222 is a diesel multiple unit high-speed train capable of 125 mph (200 km/h). Twenty-seven units have been built in Belgium by Bombardier Transportation.
The Class 222 is similar to the Class 220 Voyager and Class 221 Super Voyager trains used by CrossCountry and Virgin Trains, but it has a different interior. The Class 222 trains have more components fitted under the floors to free up space within the body. Since 2009 East Midlands Trains has been the only train operating company using Class 222s.
All coaches are equipped with a Cummins QSK19 diesel engine of 750 hp (560 kW) at 1800 rpm.[2] This powers a generator, which supplies current to motors driving two axles per coach. Approximately 1,350 miles (2,170 km) can be travelled between each refuelling.
Class 222 have rheostatic braking using the motors in reverse to generate electricity which is dissipated as heat through resistors situated on the roof of each coach; this saves on brake pad wear.
In common with the Class 220s, B5000 lightweight bogies are used - these are easily recognisable since the entire outer surface of the wheel is visible, with inboard axle bearings.
The Class 222 are fitted with Dellner couplers,[3] as on Class 220 Voyager and Class 221 SuperVoyager trains,[3] though these units cannot work together in service because the Class 222 electrical connections are incompatible with the Class 220 and Class 221 trains.[3][clarification needed]
All Class 222 units are maintained at the dedicated Etches Park depot in Derby, just south of Derby station.
Formation[edit]
Seven car length Class 222 No. 222003 at London St Pancras
Five car length Class 222 No. 222016 at Bedford
Class 222 units are currently running in the following formations:
East Midlands Trains: seven cars with 236 standard seats and 106 first-class seats.
Coach A - Standard Class with driving cab and reservable space for two bikes
Coach B - Standard Class
Coach C - Standard Class
Coach D - Standard Class with Buffet counter
Coach F - First Class
Coach G - First Class
Coach H - First Class, kitchen and driving cab
East Midlands Trains: five cars with 192 standard seats and 50 first-class seats
Coach A - Standard Class with driving cab and reservable space for two bikes
Coach B - Standard Class
Coach C - Standard Class with Buffet counter
Coach D - Standard Class / First Class composite
Coach G - First Class, kitchen and driving cab
East Midlands Trains: four cars with 132 standard seats and 33 first-class seats
Coach A - Standard Class with driving cab and reservable space for two bikes
Coach B - Standard Class with Buffet counter
Coach D - Standard Class / First Class composite
Coach G - First Class, kitchen and driving cab
The four- and five-car units can be coupled to form 9/10-car services at peak times. When coupled together, coaches A-G are found in the front unit and the rear coaches become labelled J, K, L, M, N, with the first-class seats in coaches J and K.
Initially, the 23 units ordered for Midland Mainline were 4-car and 9-car. Over time these have been gradually modified to the current formations. The 4-car units ordered by Hull Trains had an option when constructed to be extended to 5-cars if required.[4]
East Midlands Trains has named the following Meridians:
Unit numberNameDate namedNamed byNotes
222 001The Entrepreneur Express22 September 2011Tim Shoveller, East Midlands Trains Managing DirectorNamed to kick off the start of the 2011 entrepreneur festival MADE
222 002The Cutlers' Company18 October 2011Pamela Liversidge, Master CutlerNamed to mark the successful partnership between East Midlands Trains and Sheffield
222 003Tornado24 March 2009Tim Shoveller, East Midlands Trains Managing DirectorDriving car 60163 named as it has the same number as Tornado
222 004Children's Hospital Sheffield26 February 2013Michael Vaughan, Charity PatonTo mark the successful partnership between East Midlands Trains and the Sheffield Children's Hospital
222 006The Carbon Cutter31 May 2011Philip Hammond, Transport SecretaryTo mark the introduction of eco-mode to the fleet
222 008Derby Etches Park13 September 2014David Horne, East Midlands Trains Managing DirectorNamed as part of the open day at Derby Etches Park
222 015175 Years of Derby's Railways 1839 - 201418 July 2014Paul Atterbury, Antiques Roadshow Expert and railway authorTo mark 175 years of railways in Derby
222 022Invest In Nottingham19 September 2011Jon Collins, leader of Nottingham City CouncilNamed to launch the 2011 Invest in Nottingham day
222 011Sheffield City Battalion 1914-191811 November 2014Ron Wiltshire, Royal British Legion representativeNamed to honour Sheffield City Battalion who fought in the World War I
East Midlands Trains Class 222/0 No. 222018 at Loughborough.
In 2008 further rearrangements were made to the sets: another carriage was removed from the eight-car Meridians, except for 222 007, which has been reduced to five cars.[6] The surplus coaches were then added to the remaining four-car Meridians to make six seven-car sets (222 001-222 006) and 17 five-car sets (222 007-222 023). This took place from March to October 2008; as part of the process, two first-class coaches removed from 222 007 were converted to standard class and part first class.
The seven-car trains are almost exclusively used on the fast services between London St Pancras and Sheffield. These do not operate the London St Pancras-Leeds, although the service is via Sheffield. The five-car trains are mainly used between London St Pancras and Sheffield, Nottingham or Corby on semi-fast services. The four-car trains supplement the five-car trains on these services.
In December 2008 the Class 222 Meridians started work on the hourly London St Pancras to Sheffield services, because they have faster acceleration than the High Speed Trains and so were able to reduce the Sheffield to London journey time by 12 minutes. The hourly Nottingham service was then transferred to High Speed Train running to cover for the Meridians now working the hourly Sheffield fast service.[7]
In February 2009, 222 101 and 222 102 transferred from Hull Trains to East Midlands Trains, and were quickly repainted in the East Midlands Trains white livery. 222 104 followed from Hull Trains later in the year. 222 103 followed a few months after 222 104 after repairs had been completed (see below). 222 103 has now been reinstated for service after two years for repairs after the unit fell from jacks at Bombardier, Crofton in early 2007.
#213, a GE 'Genesis' P32AC-DM locomotive in the duller of two Metro North liveries!
- Croton Harmon Shops.
31 of these units were supplied to Metro North and another 18 to Amtrak for dual mode operation. These locos are capable of 110 mph operation and have a 3200 HP rating.
Here is a short video taken as part of my stem cell class.
For anyone who is not familiar, an embryonic stem cell is a cell capable of turning into any cell type in the body. Culturing these cells and causing them to differentiate into specific cell types promises to be the next major breakthrough in medical science. The idea is that any type of degenerative disease such as Parkinson's or Alzheimer's disease could be treated by replacing the damaged or dead cells with those grown in the laboratory.
In 2004, California passed proposition 71, which established the California Institute for Regenerative Medicine (CIRM). CIRM funds stem cell research in hundreds of California laboratories, and is the single largest funder of stem cell research in the world (paid for by the california tax payer). As part of the goal of CIRM, grants were given to the CSU system for training undergraduates in stem cell research, including my university, Humboldt State University.
As part of our semester project, we took mouse embryonic stem cells and differentiated them into cardiac (heart) cells in a culture dish. As you can see in this microscope video, they are beating together in small clumps here.
It is a very exciting time for medicine!
Took a walk in the hills at morrongo valley when i came back down their was this guy flying his heli he had two of them he was doing free styje flying took some shot's and then move on to the birding.Big Morongo Canyon Preserve is an internationally-recognized birding site. Several rare or unusual species are known to nest here, and many other species are abundant during the spring and fall migration seasons.
What does it mean to “fly 3D”? All aircraft maneuver in three dimensional space, so what separates 3D flying from just flying? Model helicopters are capable of maneuvers other aircraft, including full sized helicopters can only dream of. A modern “3D” model helicopter is capable of aggressive, accurate and axial flips and rolls. Adding the ability to pirouette, fly backwards and upside down, there is practically no limit to the maneuvers that can be flown. Although aggressive, unbelievable flights may seem wildly out of control to the untrained eye, it takes immense skill, and the models can be flown incredibly precisely with enough practice.
One of the beauties of modern aerobatic helicopter flight, which has come to be known as 3D, is how varied the potential is. Every 3D heli pilot exhibits their own character and style in flight. A 3D flight could be flown freestyle with nothing planned ahead of time, or it could be a highly prepared, choreographed flight put to music for competition. While 3D heli flight is, in essence, simply a combination of flips, rolls , and pirouettes, there is no end to the combinations. Once a heli pilot masters the basics, a continuously evolving world of precision aerobatics awaits. Like a dancer or figure skater, a 3D heli pilot can express style by putting simple moves together in complicated sequences for incredible effect.
Like any sport, art, or specialty, practice makes perfect. Some people learn faster than others, but everybody should try to step gingerly into more complicated and aggressive moves, for safeties sake (not to mention your wallet!). Excellent training tools are available; most notably computer simulators and buddy boxes. Unlike most video games which are intended for play, simulators for model aircraft are designed around one goal, helping people learn how to fly model airplanes and helicopters. Simulators are so accurate a budding pilot can master almost all regimes of flight in a simulated environment which instantly replaces a wrecked model! In real life, a crash cost not only confidence, but time and money to fix the model. By the time the pilot gets back to it, the learning experience from the crash is not fresh, and learning tends to progress slower. On a simulator, a fledgling pilot can take as much time exploring the controls as they want, and learn at their own pace without any down time between crashes.
Mongoose is Animal capable to choose coffee seed in the right way.
this animal very bright to choose true true coffee seed ready for in making scrumptious beverage.
Kopi Luwak (pronounced [ˈkopi ˈluwak]) or Civet coffee is coffee made from coffee berries which have been eaten by and passed through the digestive tract of the Asian Palm Civet (Paradoxurus hermaphroditus). The civets eat the berries, but the beans inside pass through their system undigested. This process takes place on the islands of Sumatra, Java and Sulawesi in the Indonesian Archipelago, in the Philippines (where the product is called Kape Alamid) and in East Timor (locally called kafé-laku). Vietnam has a similar type of coffee, called weasel coffee, which is made from coffee berries which have been regurgitated by local weasels. In actuality the "weasel" is just the local version of the Asian Palm Civet.
More info visit: www.eastjava.com
La preuve irréfutable que le degré d'intelligence n'est pas proportionnel au volume de la boîte crânienne...
Un document d'exception dû à monsieur Belgapixels.
Amid World War Two, following a suggestion from three Junior Officers of the Harwich Destroyer Force that 'Small Motor Boats' carrying a single Torpedo might be capable of travelling over the Protective Minefields and Attacking ships of the Imperial German Navy at anchor in their Bases, the Admiralty gave tentative approval to the idea and, in the summer of 1915, produced a Staff Requirement requesting designs for a Coastal Motor Boat (CMB) for service in the North Sea.
These Boats were expected to have a high speed, making use of the lightweight and powerful petrol engines then available, the speed of the Boat when fully loaded was to be at least 30 knots and sufficient fuel was to be carried to give a considerable radius of action. They were to be Armed in a variety of ways, with Torpedoes, Depth Charges or for Laying Mines. Secondary Armament would have been provided by Light Machine Guns, such as the Lewis Machine Gun. The weight of a fully loaded boat, complete with 18in Torpedo, was to not exceed the weight of the 30ft long Motor Boat then carried in the davits of a light cruiser, i.e. 4.5 tons. The Coastal Motor Boats were designed by Thornycroft, who had experience in small fast boats. Engines were not the proper Maritime Internal Combustion Engines (as these were in short supply) but adapted Aircraft Engines from firms such as Sunbeam and Napier.
In 1910, Thornycroft had designed and built a 25ft Speedboat called 'Miranda IV' she was a Single-Step Hydroplane powered by a 120hp Thornycroft Petrol Engine and could reach 35 knots. A 40ft Boat based on Miranda IV was accepted by the Admiralty for trials. A number of these Boats were built and had a distinguished service history, but in hindsight they were considered to be too small to be ideal, particularly in how their payload was limited to a single 18in Torpedo.
Several companies were approached, but only Thornycroft considered it possible to meet such a requirement. In January 1916, twelve Boats were ordered, all of which were completed by August 1916, a further 39 boats were built. The restriction on weight meant the Torpedo could not be fired from a Torpedo Tube, but instead was carried in a 'Rear-Facing Trough. On firing it was pushed backwards by a Cordite Firing Pistol and a long Steel Ram, entering the water Tail-First. A Trip-Wire between the Torpedo and the Ram Head would start the Torpedo Motors once pulled taut during release. The Coastal Motor Boat would then turn hard over and get out of its path. There is no record of a Coastal Motor Boat ever being hit by its own Torpedo, but in one instance the Firing Pistol was triggered prematurely and the Crew had a tense 20 minutes close to the Enemy whilst reloading it.
The hull of CMB 4 in which Augustus Agar won his Victoria Cross Medal for the Attack on Kronstadt Naval Base in 1919 and sank the Cruiser 'Oleg' was, for many years, at the 'Vosper Thornycroft' works on Platt's Eyot on the Thames near Kingston. When these works closed it was restored and can now be seen in Boathouse 4 at Portsmouth Historic Dockyard where it is on loan from the Imperial War Museum Duxford, with details of these Boats and the action. Agar’s Victoria Cross Medal is at the War Museum in London.
The hull of the other remaining example, CMB9, is identical to that of CMB4, for many years thought to be the sole survivor of the type. Her crew consisted of Archibald Dayrell Reed and Lieutenant Harold Drew. CMB 9 was converted to a Distance Control Boat (DCB) in 1918, the first Coastal Motor Boat to be converted and in so doing became DCB1. The Distance Control Boat role was and still is in part classified, completely 'Autonomous' Unmanned and Radio Controlled via Aircraft, therefore can be considered to be the first ''Autonomous Drone Vessel'' Following the success of the Royal Flying Corps drone ‘Aerial Target' Aircraft Trials in March 1917, A. M. Low's Experimental Works at Feltham adapted their Radio Control System, enabling two Distance Control Boat's to be controlled from one Aircraft and proving in the 1918 trials that a Flotilla of up to eight DCB's could be controlled in close formation. At the conclusion of extensive Post War Trials CMB9 / DCB1 was converted back to her original condition, remaining in service until 1950. She has been restored in her role as CMB9 and is based at Avonmouth and took part in the 2014 ''Remembrance Day'' Events in Bristol. The Boat is listed on the register of National Historic Ships, certificate no 2430.
▪︎Name: 40 foot CMB
▪︎Builders: Thornycroft, Tom Bunn / Taylor & Bates / J W Brooke / Frank Maynard / Salter Bros / Wills & Packham
▪︎Operators: Royal Navy
▪︎Completed: 39 +2 not taken into service as Coastal Motor Boats
▪︎Cancelled: 16
▪︎Preserved: 1 (CMB 4)
▪︎Length: 45ft
▪︎Propulsion: Single Screw (various choices of petrol engines)
▪︎Complement: 2 to 3
▪︎Armament: Single 18in Torpedo / 2 to 4 Lewis Machine Guns / Depth Charges / Mines ▪︎Notes: Mahogany Plank on Frame Construction, Single-Step Planing around Form-Hull.
After getting an underwater-capable, shock proof/freeze proof and very tough pocket camera for my birthday in June, it still took me nearly two months to be brave enough to actually put it in water. I knew I needed to do it before the summer came to an end. Since it has a one-year warranty, next summer would be too late.
Wow, it was so fun! I picked the perfect night to take it to the pool since preparations were underway for a "Back to School Bash" that included a lot of beach balls of all shapes and sizes for me to photograph.
There's another shot in the comment box and behind this one in my photostream. These two shots are the only ones I've processed so far. I hope to post more before summer becomes a distant memory.
LTSA operates its own general cargo vessel named “Liva Greta”, registered with IMO number 8801072 and operating under the flag of Latvia.
“Liva Greta” is capable of carrying a wide range of general cargoes in the Baltic Sea and North Sea.
Supported by our crew and with over 10 years of experience in shipping industry, we can assure our customers that we will deliver cargo safely and efficiently, providing our clients with reliable, flexible shipping solutions.
The main information about vessel “Liva Greta” is listed below.
Particulars
AIS Vessel Type: Cargo
Name: MV Liva Greta
Call sign: Y.L.C.J.
MMSI: 275344000
IMO: 8801072
Flag: Latvia
Home Port: Liepaja
Built: 1988
Builder: Ferus Smit Foxhol, Netherlands
Class: RINA, Nr. 95905
P&I: Hanseatic Underwriters
Measurements
GT: 851 t
NT: 490 t
DWT: 1248 t
DWCC Summer: 1180
DWCC Winter: 1130
Main dimensions
LOA: 64.33 m
LPP: 60.00 m
Breadth: 10.50 m
Depth mid: 4.00 m
Draft: 3.39
Deck cargo: Max height 170 cm
Air draft: 6.8 m
Cargo hold
Grain: 1841 m3 / 64 ’911 cuf
Bale: 1780 m3 / 63 ’392 cuf
Timber cargo: 1000m3 (seas./unseas.)
Tank top: 12 tn/m2
Hatch: 1.5 tn/m2
Hatch cover weight: 6.4 t
Propulsion
Main Engine: Caterpillar 3508 TA ME Output: 638 kw
Bowthruster: No
Bulkheads: No
Speed (ballast): 10.8 kn
Speed (loaded): 9.7 kn
Consumption: 3 m3 / day MGO
Tank capacity
Balast water: 377.4 m3
MGO (Marine gas oil) : 81.2 m3
Ship’s contacts
Tel/GSM: +371 29177366
Owner: LTSA
Rozu 13, Liepaja, LV -3401 Latvia
Tel: +371 63480440
Fax: +371 63423576
Ex Names History
Vessel Name: LIVA Flag: LV
Last Reported: 2018-06-24 01:05:00
Vessel Name: LIVA&GRE4A Flag: LV Last Reported: 2017-10-24 17:29:00
Vessel Name: ELSTAR Last Reported: 2008-01-01Vessel Name: VARNEBANK
Last Reported: 1996-10-01 Vessel Name: LIVA H
The B-2 Spirit is a multi-role bomber capable of delivering both conventional and nuclear munitions.
Along with the B-52 and B-1B, the B-2 provides the penetrating flexibility and effectiveness inherent in manned bombers. Its low-observable, or "stealth," characteristics give it the unique ability to penetrate an enemy's most sophisticated defenses and threaten its most valued, and heavily defended, targets. Its capability to penetrate air defenses and threaten effective retaliation provide an effective deterrent and combat force well into the 21st century.
The blending of low-observable technologies with high aerodynamic efficiency and large payload gives the B-2 important advantages over existing bombers. Its low-observability provides it greater freedom of action at high altitudes, thus increasing its range and a better field of view for the aircraft's sensors. Its unrefueled range is approximately 6,000 nautical miles (9,600 kilometers).
The B-2's low observability is derived from a combination of reduced infrared, acoustic, electromagnetic, visual and radar signatures. These signatures make it difficult for the sophisticated defensive systems to detect, track and engage the B-2. Many aspects of the low-observability process remain classified; however, the B-2's composite materials, special coatings and flying-wing design all contribute to its "stealthiness."
The B-2 has a crew of two pilots, an aircraft commander in the left seat and mission commander in the right, compared to the B-1B's crew of four and the B-52's crew of five.
The B-2 is intended to deliver gravity nuclear and conventional weapons, including precision-guided standoff weapons. An interim, precision-guided bomb capability called Global Positioning System (GPS) Aided Targeting System/GPS Aided Munition (GATS/GAM) is being tested and evaluated. Future configurations are planned for the B-2 to be capable of carrying and delivering the Joint Direct Attack Munition (JDAM) and Joint Air-to-Surface Standoff Missile.
B-2s, in a conventional role, staging from Whiteman AFB, MO; Diego Garcia; and Guam can cover the entire world with just one refueling. Six B-2s could execute an operation similar to the 1986 Libya raid but launch from the continental U.S. rather than Europe with a much smaller, more lethal, and more survivable force.
Type
Strategic, long-range, multirole bomber
Power Plant
Four General Electric F118-GE-100 Turbofan engines rated in the 19,000-pound thrust class
Top Speed
High subsonic
Crew
Two (Pilot and Mission Commander)
Range
6,000+ nautical miles unrefueled
10,000+ nautical miles with one refueling
Combat Ceiling
50,000 feet
Takeoff Gross Weight
336,500 pounds
Armament
40,000+ pounds; can deliver a variety of conventional and nuclear weapons, including near precision-guided munitions, gravity bombs and maritime weapons