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In 1945, the British Admiralty issued a requirement for a new antisubmarine aircraft capable of operating off carriers. Fairey's submission beat out Blackburn's, and after a successful test period beginning in September 1949, entered the Fleet Air Arm in 1951.
As an aircraft, the Gannet was not exactly aesthetically pleasing. It was a large aircraft with a bulbous fuselage and two tail extensions that looked like afterthoughts; these were actually to preserve the aerodynamics of the aircraft, which were disrupted by the large observer's station in the rear fuselage. The engine was also curious: counter-rotating propellers were (and are) rare, but this was to give the Gannet longer range and more endurance. Driven by an Armstrong-Siddeley Double Mamba turboprop engine, one set of propellers could be shut down on long flights, then switched on for a burst of speed hunting submarines. Finally, the aircraft's radar was retractable from the rear fuselage.
Ungainly the Gannet might be, but it also proved to be a superb and reliable platform. Its roomy interior proved perfect to take on the airborne early warning role when the FAA's Skyraider AEW.3s became obsolete, though this did take considerable modification. Gannets also flew with the Australian, Indonesian, and West German navies. The last FAA Gannet only left the fleet when the last full-size Royal Navy carrier was retired in 1978.
XL482 joined the Fleet Air Arm in 1960, with 849 Squadron at RNAS Culdrose. It saw sea service aboard HMS Eagle, Hermes, and Ark Royal before it was retired in 1978. It was then purchased by a warbird collector in the United States in 1981, but the collector only kept it a short while before it was sold to Westinghouse as a test aircraft for noise levels. Westinghouse then donated it to the New England Air Museum in 1986, it was bought by a California firm in 1996, and finally ended up at the Pima Air and Space Museum in 2002.
Throughout all its owners, XL482 has managed to keep its FAA color scheme of dark sea gray over sky, but it has faded considerably, and the aircraft has acquired quite a bit of grime over its years in the desert. Hopefully it will be restored soon--this is the only Fairey Gannet on display outside of Europe.
Capable of being accomplished or done with no difficulty...anyone want any...she is your girl!! haha
In August 1951, at the Kremlin, a decision of starting work on two new, twin engine fighters with increased range fell through. One of the aeroplanes, equipped with radar gun-sight, was envisaged to play the role of an all weather interceptor, capable of operating at night.
The second one was a long range escort fighter, with the capability of flying long distance missions with one engine disengaged (for fuel saving purposes).
At the 155 Mikoyan and Guryevich Experimental and Construction Bureau, work on the experimental twin engine frontal fighter, the SM-1, based on the MiG-17, had already been carried out. A small sized engine allowed for extra space for fuel tanks. The designers were also aware of the possibility of increasing the range by decreasing drag, using wings with a bigger sweep.
At the beginning of 1952, the new SM-2 (I-360) appeared, with significant changes from the SM-1 (based on the MiG-17). Tests carried out on the experimental SM-2, SM-2/2 and SM-9 (the rebuilt SM-2/2), paved the way to a new construction.
It appeared that the aircraft would not be a good escort fighter, but could be a successful supersonic frontal fighter.
The SM-9 became a prototype for the new supersonic MiG-19 fighter.
Not wanting to wait for test completions, the Soviet Board of Ministers ordered the aircraft into production under the MiG-19 name in February 1954.
In March 1955, the first MiG-19 came into service.
The MiG-19 had a pressurised cockpit, in which pilots had to wear a G-suit. The design of such a suit came about in the 1950's and still is in use today.
The test flights of the SM-9 aircraft showed problems with the horizontal rudder (at the trans and supersonic speeds). The only solution was to apply a slab tail (one piece, with no parting into the fixed stabiliser and movable rudder).
Work started on the experimental SM-9/2 prototype at the beginning of 1954. The first flights came in September 1954. They revealed serious problems with steering and stabilising. The problem was solved by applying an automatic device, switched into the steering system, which yawed the tail slab for an angle dependable to speed, directly changing the stick load. More effective air brakes were used, assisted by an extra break deflecting at the lower, middle part of the fuselage. The pilot?s escape system was improved.
The armament was increased to three, high fire rating, 30mm cannons (replacing the 23mm canons), leaving the possibility for carrying external stores (fuel tanks, bombs, unguided rockets). The SM-9/2 and its follower, the SM-9/3 became a pattern for the production of new, improved aircraft (along with already earlier introduced changes). The Mig-19S, however was not free from technical problems, caused by low production quality and half-baked technical details. All the consecutive versions of the aircraft can be evaluated this way. A high price was paid for new technology.
The MiG-19, the MiG-19S and the MiG-19SW were produced by two manufacturers, in a quantity of 1083 examples.
In 1956, Czechoslovakia bought the licence for the MiG-19S. In 1958-1961, 103 examples (plus one, for static tests) were produced.
The MiG-19 was also produced in China in 1959-1986. There, it served as a base for the development of the new Q-5 fighter bomber.
During tests in the Soviet Union, the need for a night and all weather interceptor, became apparent. In 1954, the SM-7 aircraft, based on the MiG-19, was developed. It was equipped with the "Izumrud" radar gun-sight, placed in the nose.
The new interceptor entered production as the MiG-19P. The SM-7/2 aircraft, based on the MiG-19S, tested in 1955, bore the same designation. It was equipped with the RP-5 radar gun-sight, featuring a bigger range and better durability to interference. Part of the produced aircraft was equipped with the "Gorizont" radio device, enabling the guidance of the air target, using a ground unit. The armament was limited to two 30mm cannons, external stores were similar to that of the MiG-19S.
433 MiG-19P's were produced by one manufacturer. Its licence production was also realised in China.
In 1956, seven MiG-19P?s were rebuilt, enabling the use of the RS-1U guided missiles. The next two aircraft were utilised to use the RS-2U (complex K-5) missile, guided by a radio beam emitted by the RP-2U radar gun-sight. The fighter entered production under the MiG-19PM (type 65) designation. Its armament consisted of four RP-2U guided missiles fired from the under wing rail launchers. Two auxiliary fuel tanks were also attached to the hard points. In the Soviet Union, the aircraft was produced by one manufacturer. The MiG-19PM was also produced in China.
By the end of the 1950's, further development of the aircraft was planned. Aiming at better use as an interceptor, the fighter was equipped with a better armament system (SM-12PM, 12-PMU).
Poland used the MiG-19PM's in the Polish Air Force. The fighters were delivered in 1958 and 1959 and remained in service until 1974. In total, 33 aircraft of both types were bought.
The MiG-19P and the MiG-19PM's marked their place in Polish Air Force history, as the first supersonic fighters.
The F-105 was designed as a supersonic, single-seat, fighter-bomber capable of carrying nuclear weapons or heavy bomb loads at supersonic speeds. The F-105D variant was an all-weather fighter-bomber version, fitted with mono-pulse and Doppler radar for night or bad weather operations. The original weapons bay, designed for nuclear stores, was sealed and fitted with additional fuel tanks. Bombs were carried on multiple weapons racks on the centerline of the fuselage, and on wing pylons. The aircraft was fitted with a retractable in-flight refueling probe. The first F-105D flew on 9 June 1959 and 610 F-105Ds were eventually built.
This aircraft has served in several F-105 units around the world and is restored to its 1967 Vietnam-era 388th Tactical Fighter Wing, 421st Tactical Fighter Squadron camouflage as it flew during its assignment to Korat RTAB, Thailand. This jet also was briefly assigned to the 355 TFW located at Takhli RTAB in 1968. After this "Thud" finished its combat tour-which certainly included missions supporting Operation "Rolling Thunder," "Steel Tiger," and "Barrel Roll"-it returned stateside and began more than a decade assigned to the District of Columbia Air National Guard and was transferred to the Air and Space Museum in late 1981.
Transferred from the United States Air Force.
Physical Description:
Single-seat, single-engine, jet, fighter/bomber; USAF.
Country of Origin
United States of America
Manufacturer
Republic Aviation Corporation
Date
1961
Location
Steven F. Udvar-Hazy Center in Chantilly, VA
Hangar
Boeing Aviation Hangar
Type
CRAFT-Aircraft
Materials
All metal monoplane, supersonic single-engine jet fighter.
Dimensions
Overall: 19ft 8in., 26854.8lb. (5.994m, 12181.2kg)
Other: 19ft 8in. x 64ft 5in. x 34ft 11in. (5.994m x 19.634m x 10.642m)
Developed as a follow-on to the F-86 Sabre used in the Korean War, the F-100 was the world's first production airplane capable of flying faster than the speed of sound in level flight (760 mph). The prototype -- the YF-100A -- made its first flight on May 25, 1953, at Edwards Air Force Base, Calif. Of the 2,294 F-100s built before production ended in 1959, 1,274 were Ds, more than all the other series combined. The D model, which made its first flight on Jan. 24, 1956, was the most advanced production version. Its features included the first autopilot designed for a supersonic jet and a low-altitude bombing system. The Super Sabre had its combat debut in Vietnam where it was used extensively as a fighter-bomber in ground-support missions such as attacking bridges, road junctions and troop concentrations.
The aircraft on display was used by the Thunderbirds, the official USAF Flight Demonstration Team, from 1964 until 1968. During that period, the team toured the Caribbean, Europe, Latin America and nearly every state in the United States.
This F-100D was retired from service with the 114th Tactical Fighter Group, South Dakota Air National Guard, in 1977. It was restored by Thunderbird maintenance personnel at Nellis Air Force Base, Nev., to its original appearance as a team aircraft. It was flown to the museum by the Air National Guard, and the Thunderbirds presented the aircraft to the museum on July 22, 1977.
The Experimental hangars of the US Air Force Museum in Dayton, OH. Every time we were here before, we missed the up to 4 groups of 43 people allowed to visit the Presidential and Experimental exhibits. This last time we arrived early in the morning and managed to sign up for the tour. Pictures taken during our last visit in June 2009.
A daytoni US Air Force Museumban tett eddigi látogatásaink során mindig lemaradtunk a Presidential and Experimental hangárról, ahova csak aznap reggeli feliratkozással lehet bejutni, így mindig hamar megtelik a napi 4 maximum 43 fős túra. Most kora reggeli indulással ezt is sikerült megnézni.
"The story of love is not important ~ what is important is that one is capable of love.
It is perhaps the only glimpse we are permitted of eternity."
~ Helen Hayes
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
Verse 1
Now Hollywood wants to make you think they know what love is. But I'm a tell you what true love is. Love is not what you see in the movies. Its not the ecstasy, its not what you see in that scene, you know what I mean? I'm telling you right now, true love is sacrifice. Love is thinking about others before you think about yourself, love is selfless not selfish. Love is God and God is love. Love is when you lay down your life for another, whether for your brother, your mother, your father or your sister, its even laying down your life for your enemies, that's unthinkable, but think about that. Love is true. Think.
I'll put you in front of me
So everybody can see
My love, this is my love
I know that I'll be alright
As long as you are my guide
My love, this is my love
Verse 2
Love is patient, love is kind. It does not envy, it does not boast, it is not proud. It is not rude, it is not self-seeking, it is not easily angered, it keeps no record of wrongs. Love does not delight in evil but rejoices with the truth. It always protects, always trusts, always hopes, it always perseveres.
Love never fails. Love is everlasting, its eternal, it goes on and on, it goes beyond time, love is the only thing that will last when you die, but ask the question why? Do you have love?
I'll put you in front of me
So everybody can see
My love, this is my love
I know that I'll be alright
As long as you are my guide
My love, this is my love
Verse 3
There is no greater love than this than he who lays down his life for his friends. Now are you willing to lay down your life for your friends? You're probably willing to lay down your life for your mother, your father, or your best friends, but are you willing to lay down your life for even those that hate you? I'm going to tell you who did that, the definition of love is Jesus Christ. He is love. The nails in his hands, the thorns in his brow, hanging on a cross for your sin my sins, that is LOVE he died for you and me while we still hated him, that is love. God is true love, and if you don't know this love, now is the time to know, perfect love.
I'll put you in front of me
So everybody can see
My love, this is my love
I know that I'll be alright
As long as you are my guide
My love, this is my love
* Love * ~ by Jaeson Ma featuring : Bruno Mars
The Electric Eel is quite capable of electrocuting it's persecutor to death and the Youtube video doing this to a croc is only too common on the net. These famous freshwater predators get their name from the enormous electrical charge they can generate to stun prey and dissuade predators. Their bodies contain electric organs with about 6,000 specialized cells called electrocytes that store power like tiny batteries. When threatened or attacking prey, these cells will discharge simultaneously, emitting a burst of at least 600 volts, five times the power of a standard U.S. wall socket. More notes in the next and in previous captions. (see preceding and succeeding pictures). (Toronto, Canada, Nov.2015)
As time progressed, smartphones became more and more capable on the photographic side. And actual top models can really surprise delivering better results and capabilities than small sensor compact cameras. The P10 uses the most capable twin camera with Leica optics and two sensors combining data into one image. The pixels are still very small and the focal length sometimes a bit limiting, but the focusing is very fast, dynamic range is surprisingly good, and the level of details impressive especially in DNG. Finally a smartphone, which produces images usable for more than showing on the screen, when the need is there.
SOL Austin: Net-Zero Capable
Photos by DeLea Becker @ Beck-Reit and Sons, Ltd.
Beck-Reit and Sons Ltd., an Austin General Contractor, has been working on sustainable construction methods since they day we started building houses. Our desire to build a better house, led us to develop the SOL (Solutions Oriented Living) subdivision in East Austin. We partnered with local architect, KRDB, to design, develop and build a net-zero capable sub-division centered around a community of 40 modern homes. Thru passive design, efficient building envelope and solar power these homes can produce more energy than they consume. The homes have been rated 4-5 star by the Austin Energy Green Building Program. SOL Austin has received national attention and has been featured in the New York Times, Metro-Homes and DIY Network’s, This New House.
This 3 bedroom, 3 bathroom home has 1538 square feet. The Master Suite features a second story balcony, and the open living, dining, kitchen floor plan is ideal for entertaining.
IF Capable blogged nyhagraphics.blogspot.com/
I have created a Group for all illustrators working on or that have illustrated a Alphabet www.flickr.com/groups/illoalphabet/ please feel free to join
White Sands Missile Range Museum
Little John was the Army's smallest nuclear-capable rocket ever deployed. It was a free flight artillery rocket, capable of carrying either nuclear or conventional warheads.
Little John was an air-transportable, unguided rocket powered by a solid-fuel rocket motor. Designed to give airborne Army units a nuclear capability, the highly mobile Little John rocket system complemented the heavier self-propelled Honest John systems.
Developmental studies began in 1953. Little John went through two stages of development. The one shown here (XM47) with triangular fins was the earlier of the two, first launched in June 1956. This was essentially a rocket test vehicle, and was used for training and test purposes.
The final tactical Little John (XM51) had small square fins. Its development began in 1956, with test firings conducted between December 1958 and October 1959. Production began in late 1959 and the first rockets were deployed by airborne battalions in January 1961.
Production and deployment were limited by the fact that Little John was designed for airborne operations and there were only two airborne Army units at the time. In August 1969, it was declared obsolete and withdrawn from service.
At White Sands Missile Range, the first Little John was tested in 1956. Before it was declared obsolete, 636 rockets had been test-fired here. Between 1969 and 1977, 43 additional Little Johns were launched to test laser guidance, warheads and other components. It was a Range workhorse.
Length: 14.5 ft
Diameter: 12 in
Weight: 800 pounds
Propellant: Solid
Range: 11 miles
First Fired: 1956
The Hawker Hurricane was the RAFs first monoplane fighter and the first capable of more than 300 mph. Apart from its exploits during the Battle of Britain it proved to be a highly adaptable and versatile fighter. In the first year of the war it shot down nearly half of all the total enemy aircraft destroyed.
In the Western Desert it proved to be an effective light bomber and tank buster. At sea it was a valuable convoy protector and in the Far East it served as a night fighter. It also performed sterling work for the Soviets under harsh Russian conditions.
This example is one of only 10 flying examples in the world and is a survivor of the Battle of France, Battle of Britain and Battle for Russia. Truly a remarkable piece of aviation history.
The American MGR-1 Honest John Rocket was the first Nuclear-Capable Surface-to-Surface Rocket in their arsenal, it was originally designated ''Artillery Rocket XM31'' the first unit was tested on 29th June 1951, with the first production rounds delivered in January 1953. Its designation was changed to ''M31'' in September 1953. The first Army Units received their Rockets by year's end and Honest John Battalions were deployed in Europe in early 1954. Alternatively, the Rocket was capable of carrying an ordinary High-Explosive Warhead weighing 1,500lb.
Developed at Redstone Arsenal, Alabama, the Honest John was a large but simple fin-stabilised, unguided Artillery Rocket weighing 5,820lb in its initial M31 Nuclear-Armed version. Mounted on the back of a truck, the Rocket was aimed in much the same way as a Cannon and then fired up an elevated ramp, igniting four small spin rockets as it cleared the end of the ramp. The M31 had a range of 15.4 miles with a 20 kiloton Nuclear Warhead and was also capable of carrying a 1,500lb Conventional Warhead.
The M31 system included a truck-mounted, unguided, Solid-Fueled Rocket transported in three separate parts, the Honest John was assembled in the field before launch, mounted on an M289 Launcher, and aimed and fired in about 5 minutes. The Rocket was originally outfitted with a W7 Nuclear Warhead, with a variable yield of up to 20 kilotons of TNT in 1959, a W31 Warhead with three variants was deployed with yields of 2, 10 or 30 Kilotons. There was a W31 variant of 20 Kilotons used exclusively for the Nike Hercules Anti-Aircraft System. The M31 had a range between 3.4 and 15.4 miles.
Early tests exhibited more scatter on target than was acceptable when carrying conventional payloads. Development of an upgraded Honest John, M50, was undertaken to improve accuracy and extend range. The size of the fins was greatly reduced to eliminate weathercocking. Increased spin was applied to restore the positive stability margin that was lost when fin size was reduced. The improved M50, with the smaller fins and more ''rifiling'' had a maximum range of 30+ miles with a scatter on target of only 250 yards, demonstrating an accuracy approaching that of Tube Artillery. The Honest John was manufactured by the Douglas Aircraft Company of Santa Monica, California.
In the 1960's, Sarin Nerve Gas Cluster Munitions were also available, designed to be interchangeable for use with either the Honest John or MGM-5 Corporal. Initially the M79 (E19R1) GB Cluster Warhead, containing 356 M134 (E130R1) Bomblets for the M31A1C Honest John. The production model was the M190 (E19R2) GB Cluster Warhead, containing 356 M139 (E130R2) Bomblets when the M31A1C was phased out in favor of the XM50 Honest John. Under nominal conditions it had an mean area of effect of 0.347 square miles.
The two basic versions of Honest John were:-
**MGR-1A (M31) was 27ft 3in long, had an engine diameter of 22+7⁄8 in, a Warhead diameter of 30in, a fin span of 9ft 1in, weighed 5,820lb (nuclear) and had a range of 3.4 to 15.4 miles. The Hercules Powder Company M6 Solid-Fueled Rocket motor was 16ft 5+7⁄16 in long, weighed 3,937lb, and had 99,000 lbf thrust.
**MGR-1B (M50) was 26ft long, had an engine diameter of 22.8in, a Warhead diameter of 30in, a fin span of 4ft 6in, weighed 4,320lb (nuclear) and had a maximum range of 30 miles, practically twice that of the M31. An improved propellant formulation gave the Rocket motor 150,000 lbf thrust.
In late 1950, Major General Holger Toftoy was a Colonel overseeing the development of the Rocket. The project was in danger of cancellation "on the grounds that such a large Unguided Rocket could not possibly have had the accuracy to justify further funds." On a trip to the White Sands Missile Range, Toftoy met a Texan man who was prone to making unbelievable statements. Whenever anyone expressed doubt about the man's claims, he would respond, "Why, around these parts, I'm called ''Honest John !'" Because the project was being questioned, Toftoy felt that the nickname was appropriate for the Rocket and suggested the name to his superiors.
Specifications:-
▪︎Type: Nuclear-Capable Surface-to-Surface Rocket
▪︎Place of Origin: United States
▪︎In Service: 1953 to 1991
▪︎Used By: Belgium / Canada / Denmark / France / Germany / Greece / Italy / Netherlands / Norway / South Korea / Taiwan / Turkey / United Kingdom / United States
▪︎Conflicts: Cold War
▪︎Manufacturer: Douglas Aircraft Company
▪︎Number Built: 7000+
▪︎Variants: MGR-1A / MGR-1B / MGR-1C
▪︎Mass: MGR-1A - 5,820lb / Length: 27ft 3in / Diameter: 30in
▪︎Powerplant: Hercules M6 solid-fueled rocket, 99,000 lbf
▪︎Wingspan: 9ft 1in
▪︎Propellant: Double base solid propellant
▪︎Operational Range: 3.4 to 15.4 miles
▪︎Flight Ceiling: 30,000ft
▪︎Maximum Speed: Mach 2.3.
Extracts taken from Wikipedia en.m.wikipedia.org/wiki/MGR-1_Honest_John
As time progressed, smartphones became more and more capable on the photographic side. And actual top models can really surprise delivering better results and capabilities than small sensor compact cameras. The P10 uses the most capable twin camera with Leica optics and two sensors combining data into one image. The pixels are still very small and the focal length sometimes a bit limiting, but the focusing is very fast, dynamic range is surprisingly good, and the level of details impressive especially in DNG. Finally a smartphone, which produces images usable for more than showing on the screen, when the need is there.
180628-M-ZO893-0111 MARINE CORPS BASE HAWAII (June 28, 2018) Philippine Marines practice clearing a room during urban operations training as part of the Rim of the Pacific (RIMPAC) exercise aboard Marine Corps Base Hawaii June 28, 2018. Marines training with the U.S. Navy and partner nations from around the world enhances prowess. RIMPAC provides high-value training for task-organized, highly-capable Marine Air-Ground Task Force and enhances the critical crisis response capability of U.S. Marines in the Pacific. Twenty-five nations, more than 45 ships and submarines, about 200 aircraft, and 25,000 personnel are participating in RIMPAC from June 27 to Aug. 2 in and around the Hawaiian Islands and Southern California. (U.S. Marine Corps photo by Sgt. Zachary Orr)
180628-M-ZO893-0151 MARINE CORPS BASE HAWAII (June 28, 2018) Philippine and U.S. Marines team up to clear a room during urban operations training as part of the Rim of the Pacific (RIMPAC) exercise aboard Marine Corps Base Hawaii June 28, 2018. Marines training with the U.S. Navy and partner nations from around the world enhances prowess. RIMPAC provides high-value training for task-organized, highly-capable Marine Air-Ground Task Force and enhances the critical crisis response capability of U.S. Marines in the Pacific. Twenty-five nations, more than 45 ships and submarines, about 200 aircraft, and 25,000 personnel are participating in RIMPAC from June 27 to Aug. 2 in and around the Hawaiian Islands and Southern California. (U.S. Marine Corps photo by Sgt. Zachary Orr)
In capable hands... Lt. Aaron Chambers, Navy Medical Service Corps officer and podiatrist assigned to Naval Medicine Readiness and Training Command Bremerton, has augmented to his normal Orthopedic department division officer duties of treating primarily foot and ankle concerns to helping stop the spread of COVID-19 to protect Sailors, civilians and their families. The St. Louis, Mo. native and the rest of NMRTC Bremerton are focused daily on preparing, responding and preventing COVID-19 at shore, on ships, in submarines, and with squadrons (Official Navy photo by Douglas H Stutz, NMRTC Bremerton public affairs officer).
www.dvidshub.net/image/6194686/am-navy-medicine-helping-s...
Io Aircraft - www.ioaircraft.com
Drew Blair
www.linkedin.com/in/drew-b-25485312/
io aircraft, phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, Boeing XS-1, htv, Air-Launched Rapid Response Weapon, (ARRW), hypersonic tactical vehicle, hypersonic plane, hypersonic aircraft, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjet, darpa, onr, navair, afrl, air force research lab, defense science, missile defense agency, aerospike,
Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
Devils are voracious feeders capable of devouring 40% of their 18 lb body weight in thirty minutes, including bones and fur (as with this wallaby leg). It has been extirpated from the Australian mainland and is now limited to the island of Tasmania. The biggest threat to the devil is the Devil Facial Tumor Disease, a cancer that is spread through saliva during carcass fights and kills the East coast animals within 12 weeks. There is one west coast animal that has survived the cancer. so there may be hope for continued survival of this animal.
The North American FJ-3 "Fury" is a swept-wing, carrier-capable fighter for the United States Navy and Marine Corps based on the United States Air Force's F-86 Sabre, but modified with folding wings and a longer nose landing strut designed to both absorb the shock of hard landings on an aircraft carrier deck and to increase angle of attack for carrier launch.
The Fury was an interim solution during the Korean War when Soviet-built, swept-wing MiG-15 were outclassing US straight wing fighters. The FJ-3 was an improvement over the FJ-2 and incorporated the more powerful Wright J65 turbojet engine. Deliveries began in September 1954, and the FJ-3 joined the fleet in May 1955. An FJ-3 was the first fighter to land aboard the new supercarrier USS Forrestal in 1956.
Because of its more powerful engine, the FJ-3 was superior to most models of the F-86, except the F-86H. A total of 538 FJ-3s were built. Of these 194 were modified to FJ-3Ms with the ability to carry AIM-9 Sidewinder air-to-air missiles. In 1956, the Navy retro-fitted all its FJ-3s with probe-and-drogue air refueling equipment, a long probe being fitted under the left wing.
Ajaja ajaja (Linnaeus, 1758) (or Platalea ajaja) - roseate spoonbills in Florida, USA (January 2016).
Birds are small to large, warm-blooded, egg-laying, feathered, bipedal vertebrates capable of powered flight (although some are secondarily flightless). Many scientists characterize birds as dinosaurs, but this is consequence of the physical structure of evolutionary diagrams. Birds aren’t dinosaurs. They’re birds. The logic & rationale that some use to justify statements such as “birds are dinosaurs” is the same logic & rationale that results in saying “vertebrates are echinoderms”. Well, no one says the latter. No one should say the former, either.
However, birds are evolutionarily derived from theropod dinosaurs. Birds first appeared in the Triassic or Jurassic, depending on which avian paleontologist you ask. They inhabit a wide variety of terrestrial and surface marine environments, and exhibit considerable variation in behaviors and diets.
The roseate spoonbill is a remarkable organism - it has pinkish- to reddish-colored plumage and a spatulate bill, which is used to feel for small fish and invertebrates in turbid water. In the above photo, ten roseate spoonbills are resting on a sediment bar. The two dark-colored birds are double-crested cormorants, Phalacrocorax auritus. The three whitish-colored birds are snowy egrets, Egretta thula.
Classification: Animalia, Chordata, Vertebrata, Aves, Ciconiiformes, Threskiornithidae
Locality: Ding Darling National Wildlife Refuge, Sanibel Island, southwestern Florida, USA
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More info. at:
White Sands Missile Range Museum
Little John was the Army's smallest nuclear-capable rocket ever deployed. It was a free flight artillery rocket, capable of carrying either nuclear or conventional warheads.
Little John was an air-transportable, unguided rocket powered by a solid-fuel rocket motor. Designed to give airborne Army units a nuclear capability, the highly mobile Little John rocket system complemented the heavier self-propelled Honest John systems.
Developmental studies began in 1953. Little John went through two stages of development. The one shown here (XM47) with triangular fins was the earlier of the two, first launched in June 1956. This was essentially a rocket test vehicle, and was used for training and test purposes.
The final tactical Little John (XM51) had small square fins. Its development began in 1956, with test firings conducted between December 1958 and October 1959. Production began in late 1959 and the first rockets were deployed by airborne battalions in January 1961.
Production and deployment were limited by the fact that Little John was designed for airborne operations and there were only two airborne Army units at the time. In August 1969, it was declared obsolete and withdrawn from service.
At White Sands Missile Range, the first Little John was tested in 1956. Before it was declared obsolete, 636 rockets had been test-fired here. Between 1969 and 1977, 43 additional Little Johns were launched to test laser guidance, warheads and other components. It was a Range workhorse.
Length: 14.5 ft
Diameter: 12 in
Weight: 800 pounds
Propellant: Solid
Range: 11 miles
First Fired: 1956
This artwork immediately appears cheeky, as a girl is painted into the canvas upside down, an unusual position for an artwork featuring human faces. Spanish words that appear in the background are blurred, save for a few bold-lettered Spanish words. At first, these letters appear to have no meaning, but when combined with the title of the artwork the sentence changes into “Capable of turning almost everything”, telling us that despite the queer situation that she is in, she has the power to turn things around and greet us with a smile.
To see more of our artworks, visit us at odetoart.com
SOL Austin: Net-Zero Capable
Beck-Reit and Sons Ltd., an Austin General Contractor, has been working on sustainable construction methods since they day we started building houses. Our desire to build a better house led us to the development of the SOL (Solutions Oriented Living) subdivision in East Austin. We partnered with local architect KRDB to design, develop, and build a net-zero capable sub-division centered around a community of 40 modern homes. Thru passive design, efficient building envelope and solar power these homes can produce more energy than they consume. SOL has received national attention and has been featured in the New York Times, Metro-Homes, DIY Network’s: This New House, Builder Magazine, and Green Builder Magazine.
Photos by DeLea Becker @ Beck-Reit and Sons, Ltd.
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.
Strong, capable, and wise, the goddess Athena allegedly leaped from the head of Zeus, already adult, dressed with her armor. Barbie® as Athena wears a stunning suit of golden armor including head piece, breast plate, boots, and shield. Beautiful and bold, she's a fashionable force to be reckoned with.
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.
This pair of extremely capable parent brought up not 1 not 2 not 3 but 4 little ones in a tiny little nest. Not all fledged at the same time. The parents never leave any of their chick behind. They continue to feed the last remaining one until he was ready to leave the nest 2 days later than its siblings.
Seen trying to swallow a mouthful of caterpillars offered by one of its parent.
@jurong eco gardens, sg
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Dell Optiplex 745 Desktop Computer Fast and Powerful Intel 3.0GHz Pentium D Dual Core Processor 2GB DDR2 Interlaced High Performance Memory 160GB Super Fast 7200RPM SATA Hard Drive DVDCDRW Record CD's and Watch DVD Movies Intregrated LanAudio Onboard Video Wireless Capable (Adapter Sold Separately) Windows XP Installed with COA Windows 7 Capable
The Panavia Tornado is a family of twin-engine combat aircraft, which was jointly developed by the United Kingdom, West Germany and Italy. There are three primary versions of the Tornado; the Tornado IDS (Interdictor/Strike) fighter-bomber, the suppression of enemy air defences Tornado ECR (Electronic Combat/Reconnaissance) and the Tornado ADV (Air Defence Variant) interceptor. It is one of the world's most sophisticated and capable interdiction and attack aircraft, with a large payload, long range and high survivability.
Developed and built by Panavia, a tri-national consortium consisting of British Aerospace (then the British Aircraft Corporation), MBB of West Germany, and Alenia Aeronautica of Italy, the Tornado first flew on August 14, 1974, and saw action with the RAF and AMI (Italian Air Force) in the Gulf War. International co-operation continued after its entry into service within the Tri-National Tornado Training Establishment, a tri-nation training and evaluation unit operating from RAF Cottesmore, England. Including all variants, 992 aircraft were built for the three partner nations and Saudi Arabia.
The Panavia Tornado is a family of twin-engine combat aircraft, which was jointly developed by the United Kingdom, West Germany and Italy. There are three primary versions of the Tornado; the Tornado IDS (Interdictor/Strike) fighter-bomber, the suppression of enemy air defences Tornado ECR (Electronic Combat/Reconnaissance) and the Tornado ADV (Air Defence Variant) interceptor. It is one of the world's most sophisticated and capable interdiction and attack aircraft, with a large payload, long range and high survivability.
Developed and built by Panavia, a tri-national consortium consisting of British Aerospace (then the British Aircraft Corporation), MBB of West Germany, and Alenia Aeronautica of Italy, the Tornado first flew on August 14, 1974, and saw action with the RAF and AMI (Italian Air Force) in the Gulf War. International co-operation continued after its entry into service within the Tri-National Tornado Training Establishment, a tri-nation training and evaluation unit operating from RAF Cottesmore, England. Including all variants, 992 aircraft were built for the three partner nations and Saudi Arabia.
Turning the Place Over, by Richard Wilson. The cut out "window" shows views of the interior during its cycle. Lewis Biggs, Director of Liverpool Biennial, said: "It will be remembered for as long as people's jaws are capable of dropping." You have to see this to believe it!
In 1956, the US Navy issued a requirement for a basic trainer aircraft capable of carrier landings, but an aircraft that would also be easy to fly, easy to maintain, and relatively low-cost. The intent of the aircraft was to supplement and eventually replace the earlier TV-1 SeaStar (a navalized version of the T-33 Shooting Star) and two-seat F9F-8T Cougar trainers.
North American, which had earlier designed the successful T-28 Trojan propeller-driven basic trainer for the Navy, chose a design that deliberately drew from earlier naval aircraft. The prototype used the wing design from the FJ-1 Fury, one of the Navy’s first jet fighters, while the cockpit layout was based on the T-28’s. Though the aircraft was obviously no high-performance fighter, with straight wings and a bulbous fuselage, it met all the Navy’s requirements of being robust, simple to fly, and below cost. The Navy purchased the aircraft as the T2J-1 Buckeye, named for the state of Ohio where it was produced, and it entered service in 1958.
While initial reports were favorable, the Buckeye lacked speed: though it was never intended to be supersonic, it was slower than the aircraft it was meant to replace, and its single engine meant that a flameout would mean a subsequent bailout. North American redesigned the aircraft with two J85 turbojets, which was a minimal-time conversion, provided the Buckeye with the safety of two engines, and brought performance up to standard. This aircraft was accepted into the Navy as the T-2B, under post-1962 designation practices. A version with uprated engines, the T-2C, became the baseline aircraft. Buckeyes, as planned, replaced the TV-1, though two-seat TA-4J Skyhawks proved better to replace the TF-9J Cougars.
Over the next forty years, every naval aviator to pass through the US Navy’s pilot training program flew Buckeyes. The syllabus called for initial qualification in T-34C TurboMentors, after which the pilot went on to the T-2. If he (or she) were selected for fighter or attack duties, the T-2 was then used to “carqual” (carrier qualify) before going on to the more high performance TA-4J, and from there to frontline squadrons after graduation. The T-2’s forgiving nature and easy handling made it a perfect trainer for naval aviators. These features also led to it being adopted as the T-2D and T-2E respectively for the Venezuelan and Greek air forces, who used them primarily as trainers, but with secondary roles of light bomber, counterinsurgency, and forward air control duties.
Though the T-2 lasted in service longer than the US Navy had anticipated—the last would not leave naval service until 2008—plans to replace it had already been made by 1990, and gradually the Buckeye was replaced by the T-45A Goshawk. Venezuela has also since retired theirs, leaving Greece the only nation still flying T-2s, which in turn are likely to be retired in the next few years. A few have made their way to civilian operators. 529 Buckeyes were built.
Though seeing T-2 Buckeyes at aviation museums isn't particularly rare, seeing an early, single-engine T-2A is--at least, this is the first one I've ever seen. BuNo 147474 was delivered as a T2J-1 in the early 1960s, but its exact service record is unknown. It finished with VT-7 ("Eagles") at NAS Meridian, Mississippi, probably in the early 1980s, when the the single-engined T-2As were retired. It has been at Planes of Fame in Chino, California since at least 1999.
Though currently in the museum boneyard, Planes of Fame apparently does plan to restore the aircraft at some point; some restoration work has been done. This was a neat find: I've photographed all kinds of T-2Bs and Cs, but never an A-model.
A VTOL capable experimental VicViper designed for special-op missions. It has six guns and is capable of carrying a payload of rockets and/or missiles. Since it is designed to be able to land in remote areas it is also built with space for weapons and supplies for the pilot, who is trained in ground combat along with his space flight training.
My 1st VV. I barely finished this in time for Novvember. I made most of it on Thanksgiving weekend but was working on finishing the details and taking pictures of it to the last day.
Genome dynamics and stability are the ne plus ultra requirements for cellular life. No matter whether life began with metabolism, with self-replicating genetic molecules, or as a cooperative chemical phenomenon, all cells and viruses maintain a genome capable of multiplication, variation and heredity. A population of living entities with these properties will evolve by natural selection, and while modern metabolism supplies the monomers from which genomes (i.e. replicators) are made, genomes alter the kinds of chemical reactions occurring in metabolism (Maynard Smith and Szathmary 1997). This book deals with DNA repair and replication. Together with two other planned volumes,one on transposable elements and genome dynamics and another on recombination and meiosis as a key issue of the metazoan germline development, this volume introduces the conceptual frame work of the series. An earlier review on the classic monograph Mobile DNA (Berg and Howe 1989) was entitled“On the Impossibility of Knowing More. ”It states:“This big book indeed tells us everything but says nothing. It provides no conceptual framework as to what the burgeoning bulk of molecular data means, not out of intent but because it is swept along by an attitude found increasingly in science of ‘never mind the quality, feel the width’ ... the book is essentially uninformative regarding the biological importance of transposable elements in ontogeny and phylogeny” (Dover 1990). The present book series tries to circumvent such criticism. Of course, there have been milder opinions of the monumental Mobile DNA book as well (Brookfield 1989; Fincham 1989). Actually, the 2002 publication of its successor Mobile DNA II (Craig et al. 2002) impressively demonstrates the swift progress int his significant research field, which now not only largely addresses questions of evolutionary relevance but pragmatically feeds additional knowledge applied in human gene therapy or helps to understand the somatic maturation of the immune system by V(D)J recombination. The latter actually demonstrates the closeness of transposable element transposition to DNA repair as the V(D)J recombination reaction is completed by the non-homologous end joining (NHEJ) DNA repair pathway in lymphocyte development where the DNA double-strand break (DSB) is generated through the transposase (i.e. endonuclease) activity of an ancient transposable element. This transposon inserted into an ancestral vertebrate genome some 450 million years ago(Yuetal.1999). In line with this important interface between a vertebrate transposon and DSB repair, the second chapter of Part II of this book reports on asimilar relationship of the Drosophila P elements triggering DSBs and facilitating the understanding of the mechanisms of replication-dependent DSB repair. Other molecularly fossilized but experimentally revitalized transposable elements which promise to be o fbiomedical relevance are planned for an upcoming book volume. As Carl Woese recently said, it seems to be about time that biology makes a choice between the comfortable path of continuing to follow molecular biology’s lead or the more refreshing one seeking a new and inspiring vision of the living world (Woese 2004). To accomplish this is my goal with the book series Genome Dynamics and Stability, where this first volume is dedicated to integrative aspects of replication and DNA repair providing an overview of some facets and perspectives of genome integrity. DNA integrity is relevant for all organisms, and therefore it opens avenues of curiosity ranging from viroids in applied plant research to grasping biodiversity. This vision however must include pragmatic aspects of biomedical relevance as well. The book at hand is entitled Genome Integrity: Facets and Perspectives. It contains a rather broad spectrum of chapters representing key aspects of DNA repair with a slight bias towards DSB repair as justified by its importance. Actually, every chapter is self-sufficient and could serve as an independent entry point to the whole book. The sequence chosen starts with three chapters introducing replication as a fundamental aspect of life. Here, the first chapter gives a general introduction to replication worth to be read by undergraduate students as well as academics, while the second chapter attempts to present a concept towards an anatomy of the eukaryotic replication fork. The third chapter adds the aspect of human diseases to the two more fundamental aspects in Part I. Replication is then linked by two interface-chapters in Part II to the world of DSB repair. The second chapter of Part II first reviews the history of the discovery of the physical nature of the gene and gene mutations. Exploiting gene targeting as an experimental, technical pillar, it attempts to compose the different models of DSB repair into a unifying synthesis. This joins Part II with four key aspects of DSB repair representing Part III. These four key aspects review the structure and function of the Rad50/SMC protein complexes in chromosome biology, further focus on the simplest pathway for DSB repair, i.e. non-homologous endjoining (NHEJ), and focus on a central gatekeeper crucial to avoiding cancer development, i.e. p53, and the most complex role of chromatin in DSB repair. The chapter on DNA base damage recognition in Part IV introduces DNA repair pathways involving one-strand lesions and their pleiotropic interactions with cell physiological functions, such as cell cycle, apoptosis and examples of major human diseases. While DSBs can be triggered and their repair can be studied at precisely defined positions on nucleotide level within a given chromosome, DNA damage introduced through radiation and other genotoxic stress factors follows a slightly different research lead. This is the common theme of the four chapters in Part IV. Ion irradiation as a tool to reveal tracts of damage throughout the eukaryote nucleus reminds us of cloud or Wilson chamber experiments in atomic physics detecting elementary particles of ionizing radiation. Here, in the final chapter of Part V, the tract of damage in a cloud of chromatin is monitored using antibodies to proteins characteristic of specific DNA repair pathways, as discussed in the last chapter of Part III. The four final chapters are important for many reasons, ranging from a significance for irradiation treated cancer patients, or victims of the Chernobyl disaster to the exposure to cosmic radiation of astronauts on long-term space missions. The original idea forthis book came from the 8thmeeting of the DNA Repair Network in Ulm, Germany, and would not have been possible without the support of the Deutsche Gesellschaft für DNA-Reparaturforschung (DGDR). Here I would like to mention especially Jürgen Thomale, Alexander Bürkle, Lisa Wiesmüller, Bernd Kaina and Friederike Eckardt-Schupp, who supported the initial idea and acted in the background.Further I would like to thank the anonymous referees for doing a great job in peer reviewing and improving the manuscripts. I also thank the University of Heidelberg, which gave access to their electronic journal collection. Last but not least, I have to thank Sabine Schreck (Springer, Heidelberg) without whom I could never have engaged in this project. Ursula Gramm(Springer,Heidelberg) and Michael Reinfarth (LETeXGbR, Leipzig) did a fine job copye diting all manuscripts and the Springer team succeeded well in establishing the SpringerLink OnlineFirst version of this bookseries, which provides authors withmore flexibility in the individual handling of their contributions.
White Sands Missile Range Museum
Little John was the Army's smallest nuclear-capable rocket ever deployed. It was a free flight artillery rocket, capable of carrying either nuclear or conventional warheads.
Little John was an air-transportable, unguided rocket powered by a solid-fuel rocket motor. Designed to give airborne Army units a nuclear capability, the highly mobile Little John rocket system complemented the heavier self-propelled Honest John systems.
Developmental studies began in 1953. Little John went through two stages of development. The one shown here (XM47) with triangular fins was the earlier of the two, first launched in June 1956. This was essentially a rocket test vehicle, and was used for training and test purposes.
The final tactical Little John (XM51) had small square fins. Its development began in 1956, with test firings conducted between December 1958 and October 1959. Production began in late 1959 and the first rockets were deployed by airborne battalions in January 1961.
Production and deployment were limited by the fact that Little John was designed for airborne operations and there were only two airborne Army units at the time. In August 1969, it was declared obsolete and withdrawn from service.
At White Sands Missile Range, the first Little John was tested in 1956. Before it was declared obsolete, 636 rockets had been test-fired here. Between 1969 and 1977, 43 additional Little Johns were launched to test laser guidance, warheads and other components. It was a Range workhorse.
Length: 14.5 ft
Diameter: 12 in
Weight: 800 pounds
Propellant: Solid
Range: 11 miles
First Fired: 1956
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.
This is a powerful 2400watt(PTP) 1000ft depth capable, real-time sonar (40times/sec). with 5"color Bright Screen, 16ch GPS receiver, and Built-in 4nm uniMap of lakes rivers and coastline, with 3D chart view,freez fram,sonar echo enhancement... with salt water setting too, even have advanced NMEA output feature for networking with other marine electronics! many more sonar & navigation features than Lowrance! all accessories and manuals like new all in the original box!
include water temp and GPS speed. compatible with Navionics charts, It has one SD card slot that you can use a card to load your waypoints or dowanload them to other GPS devices/computers.
Tested it when ice fishing It's real time sonar worked great to see my 2" lure giging at 86ft deep bottom, and It's very strong on interference if other brand fishfinders are near by, if you know what I mean. It never installed on a boat.
It can run in simulation mode so you can pre-plan your cruise, fishing trip or tournament at home with it before you hit the lake. I'd happy to show you how to utilize it more than most people do.
Also for sale: 2000 Ford Explorer, Mustang-Browning survival suit size XL $200. good condition. st. croix ice fishing rod. camping chair, puters, books etc.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The Bell AH-1 SuperCobra is a twin-engined attack helicopter that was developed on behalf of, and primarily operated by, the United States Marine Corps (USMC). The twin Cobra family, itself part of the larger Huey family, includes the AH-1J SeaCobra, the AH-1T Improved SeaCobra, and the AH-1W SuperCobra. The Super Cobra was derived from the single-engine AH-1 Cobra, which had been developed during the mid-1960s as an interim gunship for the U.S. Army. The USMC had quickly taken an interest in the type but sought a twin-engine arrangement for greater operational safety at sea, along with more capable armaments. While initially opposed by the Department of Defense, who were keen to promote commonality across the services, in May 1968, an order for an initial 49 twin-engine AH-1J SeaCobras was issued to Bell. The type entered service during the final months of the US's involvement in the Vietnam War, seeing limited action in the theatre as a result.
The USMC promptly sought greater payload capacity than that provided by the original Sea Cobra; thus the AH-1T, equipped with the dynamic systems of the Model 309 and a lengthened fuselage, was produced by Bell during the 1970s. In the following decade, in response to the denial of funding to procure the Boeing AH-64 Apache attack helicopter, the USMC opted to procure a more capable variant of the AH-1T; equipped with revised fire control systems compatible with new munitions, such as the AGM-114 Hellfire anti-tank missile, the new model, designated AH-1W, commenced delivery in 1986.
In the early 1980s, the Marine Corps sought a new navalized helicopter. Accordingly, it evaluated the Boeing AH-64 Apache attack helicopter as first choice over a two-week period in September 1981, which included shipboard operation tests. Furthermore, various concepts were studied at this time. However, the service's request for funding to purchase the AH-64 was denied by Congress that same year. As an alternative option, the Marines procured a more powerful version of the AH-1T. Other changes included modified fire control systems to carry and fire AIM-9 Sidewinder and AGM-114 Hellfire missiles. The new version, which was funded by Congress, received the AH-1W designation. During March 1986, deliveries of the AH-1W SuperCobra commenced, eventually totaling 179 new-built helicopters along with the upgrading of 43 existing AH-1Ts.
This development also fell into the period when Great Britain was looking for a potential attack helicopter for the British Army, and Western Germany was - together with France - about to mutually develop a new attack helicopter that would in Germany replace the PAH-1, the light Bo 105 helicopter armed with six HOT anti-tank missiles. In 1984, the French and West German governments had issued a requirement for an advanced antitank helicopter, with one variant desired by the French dedicated to the escort and antihelicopter role. As originally planned, both countries would procure a total of 427 helicopters called “Tiger”. The West Germans planned on acquiring 212 models of the anti-tank variant named PAH-2 (Panzerabwehrhubschrauber or "Anti-tank helicopter"), with deliveries starting at the end of 1992. The French wanted 75 HAPs (Hélicoptère d'Appui Protection or "Support and Escort Helicopter") and 140 HACs (Hélicoptère Anti Char or "Anti-Tank Helicopter"), with deliveries starting at the end of 1991 and 1995, respectively. In the meantime, the USA also offered both the AH-1 as well as the more modern AH-64 as alternatives.
Development of the Tiger started during the Cold War, and it was initially intended as a pure anti-tank helicopter platform to be used against a Soviet ground invasion of Western Europe. A joint venture, consisting of Aérospatiale and MBB, was subsequently chosen as the preferred supplier, but in 1986 the development program was already canceled again due to spiraling costs: it had been officially calculated that supplying the German forces with an equivalent number of US-produced McDonnell Douglas AH-64 Apache attack helicopters would have been a considerably cheaper alternative to proceeding with the Tiger’s development, which became a more and more complex project because the helicopter would have to be able to fulfill more roles, and the duty profiles of Germany and France became significantly different. According to statements by the French Defence Minister André Giraud in April 1986, the collaborative effort had become more expensive than an individual national program and was also forecast to take longer to complete.
This opened the door for American proposals even wider, and beyond the state-of-the-art AH-64 Bell proposed a further upgraded two-engine AH-1W. Bell had been working as a private initiative with both the AH-1T+ demonstrator and the AH-1W prototype, and developed a new experimental hingeless rotor system with four composite blades, designed to withstand up to 23 mm rounds and thus greatly improving battlefield survivability. This new main rotor was manually foldable, reduced vibrations and allowed the engine power to be increased, thus greatly improving the SuperCobra’s performance and load capabilities. The twin engine’s power had until then been restricted, but in the AH-1-4BW the power was liberated to full 1,800 shp (1,342 kW), with a reinforced gearbox that could even cope with 2.400 shp. Top speed climbed by 23 mph/37 km/h, rate of climb improved, and the load capability was raised by 1.000 lb (450 kg). The AH-1-4BW was now able to fly a full looping, something the AH-1 had not been able to do before. However, empty weight of this demonstrator helicopter climbed to 12,189 lb (5,534 kg) and the maximum TOW to 18,492 lb (8.391 kg).
Other changes included a different position for the stabilizers further aft, closer to the tail rotor, which furthermore received small end plates to improve directional stability. The modified AH-1W prototype was aptly re-designated “AH-1-4BW” (4BW standing for “4-blade whiskey”), and there were plans to upgrade the type even further with a fully digitalized cockpit to meet contemporary requirements, e.g. for the British Army.
The West-German Bundesluftwaffe’s interest in the “outdated” AH-1 was initially only lukewarm, but when Bell offered to lend the AH-1-4BW prototype for evaluations and as a development mule for the eventual integration of the European HOT missile and indigenous sensors and avionics, a mutual agreement was signed in late 1987 to have the AH-1-4BW tested by the Luftwaffe in the environment where the type would be operated.
The AH-1-4BW prototype (s/n 166 022) was delivered to Manching in Southern Germany in summer 1988 on board of a C-5 Galaxy. It was operated by the Luftwaffe’s Wehrtechnische Dienststelle (WTD, Technical and Airworthiness Center for Aircraft) 61 for two years and successfully made several tests. This program was divided into three “Phases”. “Phase I” included focused on flight characteristics, tactical operations, and mock air-to-air combat against Luftwaffe CH-53s which acted as Mi-24 aggressors. Upon program start the AH-1-4BW received German markings, the registration 98+11, and a new, subdued paint scheme in Luftwaffe colors instead of the original USMC scheme in an overall medium green.
In “Phase I” the AH-1-4BW retained its American weapon systems, as the flight testing did not involve weapon deployment or integration. Instead, dummies or target designators were carried. After these initial tests that lasted almost a year Bell agreed to let the WTD 61 modify the AH-1-4BW further with European avionics to deploy the HOT 3 anti-tank missile, which would be the helicopter’s primal weapon in the German Heeresflieger’s service, since Germany did at that time neither use the similar American TOW nor the more sophisticated AGM-114 Hellfire, even though the German PARS 3 LR missile (also known as TRIGAT-LR: Third Generation AntiTank, Long Range) was already under development since 1988. This upgrade and test program section received the designation “Phase II”. Outwardly, the newly modified AH-1 was recognizable through a different sensor turret in the nose and a modified HOT missile sight for the gunner in the front seat.
In late 1989 the helicopter underwent another modification by WTD 61, which was to test equipment already intended for the PAH-2. Under the trials’ final “Phase III” the AH-1-4BW received a globular fairing on a mast on top of the main rotor, to test the tactical value of observing, identifying, and selecting targets while the helicopter would remain in cover. This sensor mast combined a panoramic IR camera with a targeting sight for anti-tank missiles and the gun turret, and it functionally replaced the standard chin sensor turret (which was brought back to AH-1W standard). Another novel feature was a streamlined, sugar scope-shaped exhaust diffusor with two chambers which guided hot gases upwards into the main rotor’s downwash, as an alternative to the original diffusors which only mixed cold ambient air with the hot efflux. It turned out to be very effective and was subsequently adapted for the Tiger. Other changes included a new hingeless three-blade tail rotor that was supposed to reduce operational noise and frequency issues with the new 4-blade main rotor, and the endplate stabilizers were enlarged to compensate for the huge “eyeball” on top of the main rotor which significantly changed the AH-1’s flight characteristics, especially at high speed.
Further tests of the Phase III SuperCobra lasted until summer 1990 and provided both Bell as well as the Luftwaffe with valuable benchmark data for further weapon system developments. When the lease contract ended in 1991, the AH-1-4BW was sent back to the United States. In the meantime, though, the political situation had changed dramatically. The USSR had ceased to exist, so that the Cold War threat especially in Europe had ended almost overnight after the Aérospatiale/MBB joint venture, now officially called Eurocopter, had signed an agreement in 1989 which financially secured the majority of the Tiger’s pending development through to serial production, including arrangements for two assembly lines to be built at Aerospatiale's Marignane plant and MBB's Donauwörth facility. This eventually saved the Tiger and in 1991 it had become clear that no American attack helicopter would be bought by either Germany or France. Great Britain as another potential European customer also declined the AH-1 and eventually procured the more modern AH-64 in the form of the license-built AgustaWestland Apache.
In 1992, the Eurocopter Group was officially established, and the Tiger moved closer to the hardware stage; this led to considerable consolidation of the aerospace industry and the Tiger project itself. A major agreement was struck in December 1996 between France and Germany that cemented the Tiger's prospects and committed the development of supporting elements, such as a series of new generation missile designs for use by the new helicopter. National political issues continued to affect the prospects of the Tiger, however. A proposed sale of up to 145 Tigers to Turkey proved a source of controversy; Turkey selected the Tiger as the preferred option, but conflicting attitudes between Eurocopter, France and Germany regarding military exports led to Turkey withdrawing its interest. Eventually, Turkey procured AH-1s and started an indigenous attack helicopter program.
However, the AH-1-4BW’s development and its vigorous testing in Germany were not in vain: Lacking a USMC contract, Bell developed this new design into the AH-1Z with its own funds during the 1990s and 2000s. By 1996, the Marines were again prevented from ordering the AH-64: developing a marine version of the Apache would have been expensive and it was likely that the Marine Corps would be its only customer. Instead, the service signed a contract for the upgrading of AH-1Ws into AH-1Zs, which incorporated many elements from the AH-1-4BW.
General characteristics:
Crew: Two (pilot, co-pilot/gunner)
Length: 58 ft 0 in (17.68 m) overall
45 ft 7 in (14 m) for fuselage only
Width: 10 ft 9 in (3.28 m) for stub wings only
Height: 13 ft 9 in (4.19 m)
13 ft 9 in (4.19 m) incl. Phase III sensor mast
Main rotor diameter: 42 ft 8 in (13.00 m)
Airfoil: blade root: DFVLR DM-H3; blade tip: DFVLR DM-H4
Main rotor area: 1,428.9 sq ft (132.75 m2)
Empty weight: 12,189 lb (5,534 kg)
Max. take-off weight: 18,492 lb (8.391 kg)
Powerplant:
2× General Electric T700-401 turboshaft engine, with 1,800 shp (1,342 kW)
Performance:
Maximum speed: 190 kn (220 mph, 350 km/h)
Never exceed speed: 190 kn (220 mph, 350 km/h)
Range: 317 nmi (365 mi, 587 km)
Service ceiling: 12,200 ft (3,700 m)
Rate of climb: 1,620 ft/min (8.2 m/s)
Armament:
1× 20 mm (0.787 in) M197 3-barreled Gatling cannon
in the A/A49E-7 chin turret (750 rounds ammo capacity)
4× hardpoints under the stub wings for a wide range of weapons, including…
- 20 mm (0.787 in) autocannon pods
- Twenty-two round pods with 68 mm (2.68 in) SNEB unguided rockets,
- Nineteen or seven round pods with 2.75” (70 mm) Hydra 70 or APKWS II rockets,
- 5” (127 mm) Zuni rockets – 8 rockets in two 4-round LAU-10D/A launchers
- Up to 8 TOW missiles in two 4-round XM65 missile launchers, on outboard hardpoints, or
up to 8 HOT3
up to 8 AGM-114 Hellfire missiles in 4-round M272 missile launchers, on outboard hardpoint,
- Up to 2 AIM-9 Sidewinder anti-aircraft missiles, launch rails above each outboard hardpoint or
up to 2 Air-to-Air Stinger (ATAS) air-to-air missiles in single launch tubes
The kit and its assembly:
This what-if model was inspired by the real attempts of Bell to sell a twin-engine Cobra variant to Germany as a replacement for the light PAH-1/Bo 105 helicopter, while plans were made to build an indigenous successor together with France which eventually became the PAH-2/Tiger. These proposals fell well into the time frame of the (also) real AH-14BW project, and I imagined that this specific helicopter had been lent to the Luftwaffe for evaluation?
The basis is the Italeri 1:72 AH-1W kit, a solid basis which requires some work, though. And because I had the remains of a French Tigre at hand (which gave its cockpit for my recent JASDF A-2 build) I decided to use some of the leftover parts for something that borders a kitbashing. This includes the 4-blade main and 3-blade tail rotor, and I integrated the Tiger’s scoop-shaped exhaust diffusor behind the main rotor – a tricky task that require a lot of PSR, but the result looks very natural, if not elegant? The Tiger’s end plate stabilizers were used, too, mounted to the AH-1’s trim stabilizers that were mounted further back, as on the real AH-1-4BW.
To change the look even further I decided to add a sensor pod on top of the main rotor, and this required a totally new mechanical solution to hold the latter. Eventually I integrated a sleeve for a fixed metal axis which also holds the sensor ball (from a MisterCraft Westland Lynx – a bit oversized, but suitable for a prototype), and the PAH-2 rotor received an arrangement of levers that hold it in place and still allow it to spin.
The ordnance was also taken from the Italeri Tigre, with HOT quadruple launchers for the outer weapon stations, the inner hardpoints were left empty and I also did not mount the American chaff/flare dispensers on top of the stub wings.
Painting and markings:
The Luftwaffe did a LOT of interesting camouflage experiments in the early Eighties, adopting several standardized schemes for aircraft, but the Heeresflieger were less enthusiastic and retained the overall Gelboliv (RAL 6014) scheme before a three-color camouflage, consisting of two green tones and a dirty black was gradually introduced – even though apparently not in a uniform fashion, because there were variations for the darker shade of green (retaining RAL 6014 or using FS 34079, as on the Luftwaffe Norm ’83 scheme that was applied to Tornado IDSs, RF-4Es, some Starfighters and to the Transall fleet).
My fictional AH-1-4BW would fall into that transitional phase and I decided to give the helicopter an experimental scheme, which was used/tested on early Tornado IDS, consisting of RAL 7021 (Teerschwarz), RAL 7012 (Basaltgrau) and RAL 6014 (Gelboliv) – on aircraft with undersides in RAL 7000 (Silbergrau), but on a helicopter rather as a wraparound scheme. However, inspired by Luftwaffe F-4Fs with a modified Norm ‘72 splinter scheme that added a simple light grey fin to break up the aircrafts’ profile in a side view, I used RAL 7030 (Steingrau) on the tail tip to achieve the same effect, and the light grey was also used, together with Basaltgrau und Gelboliv mottles on the sensor ball – looks a bit like WWII Luftwaffe style, but appeared plausible for the system’s tactical use from behind some ground cover. The cockpit interior became very dark grey, just like the rotor blades, which were adorned with orange warning markings at the tips – seen on some Luftwaffe helicopters instead of classic yellow or red-white-red bands.
The decals were puzzled together from various sources. National markings came from generic Luftwaffe sheets from TL Modellbau, the light blue WTD 61 emblems behind the cockpit were taken from a Peddinghaus decal sheet with early Luftwaffe unit markings. The dayglo panels were created with generic decal material (TL Modellbau, too) and stencils came mostly from a Fujimi AH-1 sheet, procuring German or even multi-language material appeared too tedious and costly.
The photo calibration markings on nose and fins were improvised from black and white decal sheet material, punched out, cut into quarters, and then applied as circles. Adds an experimental touch to the Cobra!
The kit received a light black ink washing and some post-panel-shading, esp. to brighten up the grey and increase the contrast between the camouflage tones, which appeared even more murky after the dayglow stripes had been added. Finally, the Cobra received an overall coat wit matt acrylic varnish, position lights were added/painted, and the sensor ball received sights made from yellow chrome PET foil, simply punched out and fixed into place with some Humbrol Clearfix.
This one took a while to materialize and was more work than one might expect at first glance. But it looks quite cool, esp. the PAH-2/Tiger’s exhaust fairing fits very well into the Cobra’s lines and adds an elegant touch to the helicopter. The “Eye ball” is a bit large, yes, but IMHO acceptable for a prototype or test vehicle. And the livery certainly conveys a German touch.
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.
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.
This pair of extremely capable parent brought up not 1 not 2 not 3 but 4 little ones in a tiny little nest. Not all fledged at the same time. The parents never leave any of their chick behind. They continue to feed the last remaining one until he was ready to leave the nest 2 days later than its siblings.
The parent was feeding the one with the special hair style. She arrived a little late and was catching up well with the rest. Soon she would look just like the rest of her siblings with the proper white-eye clothing. Until then she would need a little warmth from her room mates.
@jurong eco gardens, sg
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.