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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.
white river - Skookum Flats
“Icmadophila is capable of killing and overgrowing moss mats. When colonizing mossy surfaces, the leading edge of the lichen is associated with a zone of necrosis in the moss.” - McCune, Bruce. 2017. Microlichens of the Pacific Northwest. Volume 2: Keys to the Species.
"Often you'll see lichens growing with bryophytes, so the two are potential competitors and a variety of lichen-bryophyte interactions do occur. Crustose lichens look like thin skins or simple washes of paint on the underlying soil, rock or wood. At first it would appear that such simple, two-dimensional growth forms could be easily overgrown by many bryophytes. In fact some crustose lichens are very effective at keeping bryophytes away, quite likely with chemical deterrents. Lichens produce a wide variety of chemical compounds, some of which have negative effects on bryophytes - acting to prevent spore germination or inhibiting protonemal or gametophytic growth [reference link] ." - www.anbg.gov.au/lichen/ecology-plants.html
my lichen photos by genus - www.flickr.com/photos/29750062@N06/collections/7215762439...
my photos arranged by subject, e.g. mountains - www.flickr.com/photos/29750062@N06/collections
The FJ-3 Fury was built by North American Aviation and entered service with the Marine Corps and Navy in 1954. The carrier capable aircraft was modelled after the F-86 Sabre, a U.S. Air Force aircraft. to view a photograph ot the U.S. Air Force F-86 go to www.flickr.com/photos/23711298@N07/4579778554/in/set-7215...
The FJ-3 Fury was phased out of the inventory by 1962.
The aircraft on in the photograph has the identification of Marine Attack Squardon 333 (VMF-333).
DAY 2 of the Formula Ford 50th Anniversary Race Weekend and after a Really Fast Action Packed array of Cars in both Mazda and Formula Ford Racing and Qualifying on Saturday it was time for Sunday and to find out who would be Crowned the Formula Ford Champion of 2021.
AMOC GT / GT4 & Intermarque (Qualifying)
First up on the Sunday for Qualifying was The AMOC GT/GT4 Championship and with a Grid of Just 5 Cars for this One its going to be Very Interesting to see out of the 5 Drivers who Can set the Quickest Pace During Qualifying. Lets Find Out who took Pole and the Fastest Lap.
In First Place taking Pole Position and the Fastest Lap was the Duo Pair of Rikki Cann and Samuel Wilson) in their Aston Martin V8 Vantage with a Best Lap Time of 1:00.791 and a Top Speed of 71.53mph. Fantastic Work both Ricky and Rob Really Pushing the Aston Martin Hard and Gunning fort that All Important Victory come the First Race.
In Second Place was (Jamie Sturges) in his VW Golf TCR with a Best Lap Time of 1:03.245 and a Top Speed of 68.75mph. Amazing Work there Jamie Pushing that Golf and Racing it Like a Pro.
In Third Place was the Duo of (Whit and Fenn) in their Lotus Elise Motorsport with a Best Lap Time of 1:04.089 and a Top Speed of 67.85mph. Great Work there Whit and Fenn Fantastic Driving and Great Team Work.
Three Very Quick and Capable Cars in the Hands of Some Very Competitive Drivers will make for a Really Fantastic Race. With all three Cars Having Different Power Outputs it will be Interesting to see what Techniques Each of them will use to their Advantage Come the First Race.
AMOC GT / GT4 & Intermarque (Race 1)
After a Very Quick and Heated Qualifying Session which saw the Duo of Rikki Cann and Samuel Wilson Take Pole Position will Jamie and the Duo of Whit and Fenn be able to Beat them off the Line and Who Will Take Home their First Victory of the Weekend?
In First Place Taking the Victory was (Rikki Cann) in his Aston Martin V8 Vantage with a Best Lap Time of 58.194 and an Average Speed of 73.41mph. Amazing Job there Ricky Really Working Hard Behind the Wheel to Keep that Aston in the Lead Thought the Entire Race with some Beautifully Controlled Driving as well.
In Second Place was (Andy Thompson) in his Seat Toledo with a Best Lap Time of 57.893 and an Average Speed of 73.35mph. Incredible Drive there Andy Really Well Done and Making sure to hold onto that All Important Second Place.
In Third Place was (Paul Whight) in his Lotus Elise Motorsport with a Best Lap Time of 57.284 and an Average Speed of 72.75mph. Superb Drive from Paul Really Looked like he was Enjoying that Drive and Kept Pushing Hard the Whole Way around the Race Track. His Smooth Driving Through Clearways was Amazing to see.
What an Amazing First Race for the AMOC GT Championship with Many Different Cars from Many different Manufacturers Taking Part it always a Joy to see both the Cars and their Drivers Happy Doing what they Love to do. With One Last Race to go will the Likes of Rikki Cann's Teammate Samuel Wilson be able to Hold on and Get One More Victory for the Team? Lets Find Out.
AMOC GT / GT4 & Intermarque (Race 2 FINAL)
In First Place taking the Final Win of the Day for AMOC GT was (Rob Fenn) in his Lotus Elise Motorsport) with a Best Lap Time of 50.083 and an Average Speed of 83.82mph. Congratulations Rob what a Drive and What a Car Fantastic Work.
In Second Place was (Samuel Wilson) in his Aston Martin V8 Vantage with a Best Lap Time of 51.459 and an Average Speed of 80.50mph. Amazing Driving there Samuel Keeping Close to Rob on Many Occasions around the Circuit and a Cracking Overtake on Rob through Clearways.
In Third Place was (Julian Reddyhough) in his Aston Martin Vantage with a Best Lap Time of 59.552 and an Average Speed of 71.18mph. Super Driving From Julian Smooth through the Corners and Making sure to Hang onto that Third Place During the Entirety of the Race.
A Really Fantastic Two Races for the AMOC GT Championship here this Weekend while the Grid might not have been up to Full Capacity We saw the Likes of Rob Fenn Samuel Wilson Rikki Cann and Julian Reddyhough take some Incredible Victories thought the Two Races. Congratulations to All of you and Good Luck to all other Drivers who were Taking Part. Keep Pushing Hard and Victory Will Come to You.
BRSCC Mazda MX5 Championship (Race 1)
Next Up was the BRSCC Mazda MX5 Championship and with Saturdays Qualifying showing a Huge Grid of 35 Cars this was Definitely going to be a Fantastic Race to Witness. Lets get right to it and Find Out who Took Victory and by How Much.
In First Place taking the Victory was (Brian Trott) in his Mazda MX5 MK1 with a Best Lap Time of 58.179 and an Average Speed of 73.82mph. Super Work there Brain Racing Against another 34 Competitors in Identical Cars and Winning takes Incredible Driver Skill and Talent and you Really Showed that During the Race. Congratulations.
In Second Place was (Oliver Allwood) in his Mazda MX5 MK1 with a Best Lap Time of 57.532 and an Average Speed of 73.81mph. Well Done Oliver Fantastic Driving and a Really Great Defence of Second Place thought the entire Race.
In Third Place was (Zak Oates) in his Mazda MX5 MK1 with a Best Lap Time of 58.020 and an Average Speed of 73.79mph. Really Nice Work there Zak Amazing Drive and Keeping Very Close to Oliver and Brain at the Front of the Gird thought. Brilliant Driving.
What a Race with Three Incredible Drivers in the likes of Brian Oliver and Zak All Pushing their Cars to the Limit and Achieving Superb Results for Race 1. Good Luck to all other Drivers Lets See if Race 2 of the Day Might Turn things Around.
BRSCC Mazda MX5 Championship (Race 2)
After a Thrilling and Nail Biting Race 1 which saw Brian Trott take the Victory with Oliver Allwood in Second and Zak Oates in Third Place will anyone Else be able to Challenge thease Three Very Fast and Talented Drivers? Lets Find Out.
In First Place taking the Overall Victory was (Steve Foden) in his Mazda MX5 MK1 with a Best Lap Time of 1:07.517 and an Average Speed of 63.32mph. Congratulations Steve a Well Deserved Victory and Another Brilliant Trophy to add to the Cabinet at Home. Congratulations.
In Second Place was (Oliver Allwood) in his Mazda MX5 MK1 with a Best Lap Time of 1:07.789 and an Average Speed of 63.17mph. Brilliant Work Once Again Oliver taking Second Place and Racing with Everything you could Possibly Get out of that Car. A Future Mazda Champion in the Making no Doubt. Brilliant Drive.
In Third Place was (Luke Pullen) in his Mazda MX5 MK1 with a Best Lap Time of 1:07.835 and an Average Speed of 63.14mph. Well Done Luke Really Fantastic Driving in Very Damp and Bright Conditions.
Another Amazing Race for the Mazda MX5 Championship with the Likes of Steve Foden Oliver Allwood and Luke Pullen all taking Incredible Victories thought Race 2 and Standing on the Podium. Keep Up the Amazing Work you Three and to Everyone Else Keep Working Towards Those Goals of Victory and Success.
With One Final Race Coming Up will Steve Foden be able to Hang on and Take Another Victory for 1st Place or will the Likes of Luke and Oliver try to Steal it away from Him? Lets Find Out.
BRSCC Mazda MX5 Championship (Race 3 FINAL)
In First Place taking the Last Victory of the Day for the BRSCC Mazda MX5 Championship was (Michael Knibbs) in his Mazda MX5 MK1 with a Best Lap Time of 58.656 and an Average Speed of 72.84mph. Congratulations Michael A Very Strong Drive with a Lot of Ambition Behind the Wheel. What a Fantastic Way to End off the Weekend.
In Second Place was (Jack Brewer in his Mazda MX5 MK1 with a Best Lap Time of 57.970 and an Average Speed of 72.82mph. Great Drive Jack Pushing Hard and Making Sure to Keep Up with Michael at the Front of the Grid. A Very Committed and Determined Drive.
In Third Place was (Brian Trott) in his Mazda MX5 MK1 with a Best Lap Time of 58.293 and an Average Speed of 72.75mph. Well Done Brian Great Driving and it looked like you were Having a lot of Fun out there and always Remember that its the Love and the Passion that Counts not Just The Race Victory.
What a Weekend it has been for the BRSCC Mazda MX5 Championship. We Have Witnessed Many Talented Drivers from the Likes of Brain Trott and Jack Brewer to Steve Foden and Oliver Allwood as well as Zak Oates. All thease Incredible People Come Here every Year to Share their Passions for what they Love not Just with the Teams and Crew but also the Spectators. Here's to Hoping that a New Generation can be Inspired to follow in their Footsteps and Keep the Legacy of this Great Racing Series Going Now and Well into the Future.
BRSCC Mazda MX5 SuperCup Championship (Race 2)
The Mazda MX5 Super Cup Championship was next Up and after A Whole Day of Qualifying and Qualifying Second Fastest on Saturday it was time to see what Each of the Drivers could do and How they would use their Style and Race Craft to Gain a Victory. With Another Large Grid of 30 Cars Anything Can Happen and Racing always has its Moments of Unpredictability.
In First Place taking the Victory was (Declan Lee) in his Mazda MX5 MK3 with a Best Lap Time of 1:07.272 and an Average Speed of 45.71mph. What a Drive from Declan in Very Wet and Near Impossible Visibility Conditions He Kept his Foot Down and Head up to Take an Incredible Victory. Congratulations Declan.
In Second Place was (Richard Amos) in his Mazda MX5 MK3 with a Best Lap Time of 1:06.697 and an Average Speed of 45.70mph. Brilliant Driving there Richard Keep Pace with Declan Really Well and Navigating in Almost Blind Conditions shows Just How Incredible of a Driver you are.
In Third Place was (John Langridge) in his Mazda MX5 MK3 with a Best Lap Time of 1:07.831 and an Average Speed of 45.68mph. Brilliant Work out there John a True Rain Master of Brands Hatch Keeping the Car on Track and some Truly Incredible Pace from you.
What an Insane Race with Wet and Rainy Weather Conditions Really Mixing the Grid Up and Showing who the Very Talented Drivers are that can Push their Machinery Beyond its Limits in the Wet and Still take Victory. Some Incredible Drivers in the likes of Declan Richard and John Braving it out there to Deliver some Truly Fantastic Wet Weather Performances. Well Done to all the other Drivers as Well thease Conditions are Always Unpredictable and Yet you All put on a Brave Face and Drive like true Gentlemen Thought.
With Race 3 The Final Race Coming up who will be able to take the Last Podium for Mazda SuperCup? Lets Find Out.
BRSCC Mazda MX5 SuperCup Championship (Race 3 FINAL)
The FINAL Race for Mazda SuperCup and with Some Incredible Racing Witnessed in the Rain in the Previous Race would this Last Race Shake things up further? Lets See.
In First Place Taking the Victory was (Jack Harding) in his Mazda MX5 MK3 with a Best Lap Time of 56.785 and an Average Speed of 61.14mph. Super Work there Jack Taking the Victory and the Fastest Lap. Well Done.
In Second Place was (Patrick Fletcher) in his Mazda MX5 MK3 with a Best Lap Time of 56.820 and an Average Speed of 61.05mph. Great Work there Patrick Really Great Effort and a Super Drive for Second Place.
In Third Place was (James Cossins) in his Mazda MX5 MK3 with a Best Lap Time of 56.839 and an Average Speed of 61.04mph. Amazing Driving there James Racing Hard and Holding on Tightly to that All Important Third Place Finish.
Another Incredible Set of Races from the Mazda's to Round of a Brilliant Days Racing for All Drivers Competing in the Mazda Classes. Another set of Incredible Victories for the likes of Jack Patrick and James who all showed their Talent Skill and Determination for Victory.
However We are Not Done Yet as the Grand Finale of Races for this Weekends Formula Ford Championship is Coming Up Next and After a Hectic and Very Competitive Day of both Qualifying and Racing on Saturday With Multiple Races to be Decided Who would be Crowed the Formula Ford Festival Champion?
BRSCC Formula Ford Festival (Semi Final Race 1 Result)
Here we are Now at The Semi Finals after a Very Action Packed Last Chance Race and Now with a Gird of 26 Drivers and Cars This Race as Well as Two More Will Decide the 2021 Formula Ford Champion. Lets See First Who Took Victory in Race 1 for the Semi Finals.
In First Place was (Niall Murray) in his Van Diemen BD21 with a Best Lap Time of 1:01.661 and an Average Speed of 56.48mph. Brilliant Work Niall Congratulations on P1 after a Heroic Drive.
In Second Place was (Neil McLennan) in his Spectrum KMR with a Best Lap Time of 1:01.640 and an Average Speed of 56.41mph. Superb Work there from Neil to take P2 He Really Enjoys this Track and Loves to Race as Quickly as he Can alongside his Fellow Friends and Competitors.
In Third Place was (Jamie Sharp) in his Medina Sport JL17 with a Best Lap Time of 1:01.157 and an Average Speed of 56.37mph. Congratulations Jamie a Really Fantastic Drive and Keeping Very Close to Neil During the Whole Race. Here's Hoping for an Epic Duel in the FINALE Between you two.
With the First of Two Semi Final Races Over Niall Murray is the Winner with Neil McLennan in Second Place and Jamie Sharp in Third Place. Currently Jamie Can Still Win the Championship but will both the likes of Neil and Nial try Something in Race 2 of the Semi Finals to Gain Back their Chances of Becoming Champion? Lets Find Out.
BRSCC Formula Ford Festival (Semi Final Race 2 Result)
In First Place was (Joey Foster) in his Firman 2021 with a Best Lap Time of 1:01.302 and an Average Speed of 69.96mph. Fantastic Driving Joey Really Well Done and a Super Victory for you Indeed.
In Second Place was (Oliver White) in his Medina Sport JL17 with a Best Lap Time of 1:01.124 and an Average Speed of 69.67mph. Congratulations Oliver P2 and Super Car Control During the Race and a Stunning Formula Ford.
In Third Place was (Thomas Mills) in his Spectrum KMR with a Best Lap Time of 1:01.154 and an Average Speed of 69.66mph. Fantastic Work Thomas Well Driven with Amazing Car Control and Tight through the Corners at Clearways.
Another Brilliant Final for Formula Ford with the Likes of Joey Oliver and Thomas all Taking Victories. A Huge Congratulations to Everyone Else who was also Competing in both of Thease Finals. Keep Working on the Car and Training as Much as you can To Improve Lap Times and Strike when the Moment is right on Track for Victory.
BRSCC Formula Ford Festival (GRAND FINAL) (GRAND FINAL CHAMPIONSHIP RACE RESULTS ONLY NOT OVERALL FORMULA FORD 2021 GRAND FINAL CHAMPIONSHIP RESULTS)
This is it the Grand Final of the Formula Ford Festival Race Weekend and With Jamie Sharp Being Potentially One Race away From Taking the Title it has come down to the wire and this Last Race will Determined who The New Formula Ford Grand Final Champion of 2021 is.
In First Place Taking the Grand Final Championship Crown is (Jamie Sharp) in his Medina Sport JL17 with a Best Lap Time of 50.918 and an Average Speed of 66.77mph. Congratulations Jamie a Truly Champion Like Drive to Secure The Title of 2021 Formula Ford Grand Final Champion and Some Brilliant Drives all Season for a Well Deserved Victory in Formula Ford.
In Second Place was (Maxwell Esterson) in his Ray GR18 with a Best Lap Time of 51.116 and an Average Speed of 66.76mph. A Truly Competitive Drive there Maxwell Second in The Championship Standings and Something to be Very Proud of Phenomenal Driving.
In Third Place was (Andre Castro) in his Ray GR15 with a Best Lap Time of 51.137 and an Average Speed of 66.73mph. Superb Driving there Andre with P3 in the Standings and a Well Deserved Place in Formula Ford History.
Jamie Sharp is The New 2021 Formula Ford Grand Final Champion After a Heroic Battle Thought the Season He has Emerged Victorious. Congratulations Jamie you Really Deserve This Championship and all the Hard Work you Have done has Really Paid off. Both Maxwell and Andre also Did a Phenomenal Job and together All Three of you will Make History and Inspire Future Generations to come and Have a Go at Formula Ford.
Now Lets take a Look at the Overall GRAND FINAL Championship Standings for Formula Ford 2021
In First Position was (Jamie Sharp) in his Medina Sport JL17
In Second Position was (Neil McClennan) in his Spectrum KMR
In Third Position was (Maxwell Esterson) in his Ray GR 18
The Overall Formula Ford National Championship Pro 2021 was Won by (Chris Middlehurst) in his Van Diemen LA10 with 433 Points A Really Incredible Achievement Chris and a Strong Drive Thought The Whole Season
In Second Place on 431 Points was (Alex Walker) in his Spectrum 011 Superb Job there Alex Well Deserved
In Third Place on 414 Points was (Max Esterson) in his Ray GR18 Fantastic Work Max Phenomenal Driving Thought The Season
And This Concludes The Weekend at Brands Hatch's Formula Ford 50th Anniversary Weekend. This Weekend will be Remembered for a Long Time Coming and to All The Drivers who Took the Crowns in their Respective Championships. Congratulations. To All other Drivers Keep Working at it your Time Will Come.
See You All Again Next Year for Another Competitive and no Doubt Incredible Season of Formula Ford Racing at Brands Hatch.
The S-3 Viking, built by Lockheed, was used to identify and track enemy submarines. The aircraft was introduced to Navy units in 1974. The four crew, carrier capable aircraft, was also used in electronic warfare and surveillance missions to protect fleet operations. The aircraft was retired from carrier service in 2009 and only a few remain in land based service in non combat ready roles.
+++ 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 famous Napoleonic cuirassiers, which still are displayed in official events and on 14th of July parade as republican horse guards, had their traditions shattered during world war one, when it became obvious that the cavalry was obsolete in this new kind of stalemate which prevailed on the western front. When the first tanks appeared in 1917, new tactics quickly led to give this new kind of instrument to the cavalry corp, leaving their horses for these new mechanized beasts, but almost similar duties.
Since then, the French, as well as the British and Soviets, always made the distinguishment between two kind of tanks, the infantry and cavalry ones (as well as the heavy breakthrough tank, "char de rupture" as the FMC 2c). Plans for a new cavalry tank, which was to replace obsolete models, came as soon as 1931, revised on 26 June 1934, which a new, heavier model, capable of resisting any antitank gun at that time. The task was given to the St. Ouen Societe d'Outillage Mecanique et d'Usinage d'Artillerie (SOMUA).
The resulting tank became the S35. The hull was made of four parts, and the turret was a solid piece of cast iron, just like the hull, with max thickness around 47 and 40 mm respectively. The turret was derived of the B1 heavy tank model, but with an enlarged turret ring, allowing both the tank commander and the gun operator to be in at the same time. The medium-barrel SA-35 47 mm gun was a common issue, too. It was quite efficient against most German and Soviet tanks at the time, using a provision of 90 AP and 28 HE shots. There was also a coaxial 7.5 Reibel machine gun with 2250 rounds, which could be moved independently from the gun. Radio was scheduled to equip all S35 units, but as the ER28 set production never reached the required level, only one tank of five were equipped, despite the fact that many of them included an antenna. The rear engine was side by side with two self-feeding fuel tanks, and the crew was protected by a thick firewall bulkhead. The V8 Somua designed by engineer Javier-Sabin developed about 200 bhp and used a double filling tank system which sometimes caused problems.
The first prototype was ready in April 1935, undergoing successful trials until august, and gaining an order, so the model was named after its year of production. However, the S35 had several flaws, the first of which was a common issue among French tanks: A overloaded commander, and at the same time, a hatchless turret (mostly adopted for budgetary reasons) which caused the same commander to be unprotected, completely outside the turret. The other flaw was maintenance: The cast iron modules didn't facilitate any access to the suspension, which made any work complicated and time-consuming. Also, the cost per unit was high, and only a limited numbers of this medium tank were ever produced. On the first of September 1939, 246 had been delivered, and only 288 were in service by May 1940, but 430 were built until June 1940. Production was halted for the more advanced SOMUA S40. This S40 was, in some ways, both a considerable evolution and a very similar vehicle to the S35. It adopted a modified suspension, with a raised front drive sprocket, to give the tank better cross-country capacities – the Achilles heel of the S35’s mobility – as well as a slightly lowered front hull.
During this transition time a small number of late S35 hulls still on the production lines were diverted to produce the tank’s only variant, the S39SI, a dedicated infantry support (Soutien d'Infanterie, hence the “SI” suffix) vehicle. The S39SI differed from the S35 mainly through its new cast turret, which was a completely new design and had been developed for the Char B1 but was never applied to it. Thanks to the turret ring’s same diameter it was easy to adapt to the S35's hull, though.
The S39SI's main armament was a 75 mm modèle 1929 ABS howitzer, designed by the Arsenal de Bourges, also known as the 75 mm SA 35. This gun was the same as the hull gun in the Char B1 bis tank but had a longer barrel (L/25 instead of the L/17,1 barrel in the B1) for higher accuracy and range. Thanks to its compact breech, the gun could be elevated 40° in its internal cylinder mantlet and depressed by 10°. A 7,5mm Reibel machine gun was carried to the right of the gun. It was normally be linked to the main gun, copying (only) its horizontal elevation (up to a limited +20° elevation) and fired through a pedal by the commander. The machine gun could also be detached from the gun and moved separately by the gunner, in an independent mount that allowed separate movement of 15° to each side, too.
The shells the 75 mm howitzer fired were 75×241 mm Rimmed, based on the larger 75×350 mm shells fired by the 75 mm mle 1897, the French Army’s standard field gun in WW1 and, to an extent, also WW2. While these rounds were rather old-fashioned and not as powerful as modern ammunition types, they were still available in large quantities.
Two shell types were standard issue for the 75 mm ABS. The first was the Obus de rupture Mle.1910M (Rupture Shell model 1910M), which was an armored piercing high-explosive (APHE) shell. The shell had a weight of 6.4 kg and contained 90 grams of explosives. It was fired at a muzzle velocity of 250 m/s. It offered an armor penetration of 40 mm at an incidence of 30° and a range of 500 meters. Though this was a respectable performance by the 1930s, it should be noted that this shell was designed to engage fortifications, and not tanks. The other shell was the Obus explosif modèle 1915 (Explosive Shell model 1915), a high-explosive shell. It weighed 5.55 kg and contained 740 grams of explosive. It was fired at a muzzle velocity of 260 m/s. Sights provided for the 75 mm gun were two L.710s, which formed prismatic binocular sights. This gave a field of view of 11.5°, but the turret could be turned a full 360°. Range ladders were provided for up to 2.000 m with HE and 1.800 m for APHE shells.
The S39SI's total ammunition supply was 47 rounds, and thanks to the additional space in the turret, the machine guns' 7.5 mm ammunition supply was expanded, too, to 2.750 rounds. Typically, 17 rupture/APHE and 30 HE shells would be carried into battle. The gun's theoretical rate of fire was quite high, at 15 rounds per minute. However, within the constraints of an enclosed armored vehicle with a limited crew and the ammunition stored not only in the turret but also in the hull, the rate of fire would be closer to 6 rounds per minute with APHE shells and the first 6 HE shells, because only twelve rounds were carried readied in the turret. After that, as the fuses had to be manually inserted into the shells for the HE rounds and the rest of the ammunition had to be passed from the hull into the turret, the rate of fire decreased to a mere 2 to 4 rounds per minute. This was, however, accepted, since the S39SI would normally only make prepared quick strike attacks against soft or fortified enemy positions, and after a few shots retreat.
For the S39SI the S35’s hull crew was retained (a driver and a radio operator, who also acted as a loader for the turret crew); the latter’s position was augmented with a glacis-mounted Reibel machine gun for close-range self-defense, to suppress enemy fire from the S39SI's targets. The two crew members in the turret (commander and gunner) were involved in the operation of the 75 mm gun, even though the commander could, thanks to his new crewmate, concentrate onto his core tasks. The commander was placed to the left of the gun and had a cupola taken over from the S35’s turret. As a novelty, the cupola was not welded directly to the turret but rather placed onto a round hatch, which could be opened in a case of emergency and offered another exit for the crew, beyond the standard entry hatch on the left side of the cast hull and the gunner's hatch on the turret.
While the new turret was spacious and the additional crewman markedly improved the commander's workload, it had its downsides, too. The biggest issue was its weight and bulk: the bigger turret and its heavier weapon increased the vehicle's net weight by almost 2.5 tons, what markedly hampered its performance, especially off road. Acceleration and handling deteriorated, and the vehicle's center of gravity shifted up- and forwards, what not only made tight curves hazardous. The running gear, simply taken over from the S35 and not reinforced at all, became overstressed and the leaf springs in the front bogies frequently broke.
By May 1940, the bulk of the S39SI force was allocated to the first army deployed in Belgium in the 1st and 2nd DLM (Division Légère mécanique). Because of the lack of support and a weak constitution compared to the German Panzerdivisionen, these units performed as they could, with high losses, but with some successes. The battle of Hannut (May 12-14), the largest tank battle in 1940, occurred between six armored divisions, a clash of nearly 1700 tanks and armored vehicles. Despite tactical victories along strongpoints, it was a strategical failure: the Germans systematically outmanoeuvered the French, gaining local superior firepower, with excellent communication and support. At the same time, French tactics "from the book" proved obsolete.
The remaining S39SIs, around twenty, were re-grouped and fought to prevent three German Panzerdivisions form approaching Dunkirk. They were destroyed or ultimately abandoned, deprived of ammunition and fuel. Only a handful survived, and five operational vehicles were taken over by the Wehrmacht. Due to their outdated armament and poor handling characteristics, they were soon refitted with S35 turrets, usually with a new Panzer III cupola hatch, and renamed Panzerkampfwagen 35-S 739(f). The retained, however, their hull machine gun and could be easily identified through this detail. After the fall of France, about 250 to 290 S35s were captured by the Germans.
In February 1941, most of these fought with the Panzerbrigade 100. Eventually this unit was renamed Panzerabteilung 211 and sent to Finland, fighting on the Eastern front, but they were outclassed by Soviet KV-1 and T-34. Others formed suppletive unit for re-organized Panzer divisions, for training and transport (without their turret or with an open superstructure), and for police duties. Some fought the resistance on many occasions, and some were hastily sent to Normandy, in June 1944 (Panzer Ersatz-Abteilung 100 and Panzer Abteilung 206). Other S35s were sent to Yugoslavia, fighting the partisans. Many dismounted turrets were also allocated to German armored trains, which served in all European theaters, but none of the S39SIs' howitzer turrets survived. Axis forces received some S35, too, the biggest user being Italy with 32 tanks, and there had been German plans to resume S35 production and send these vehicles to Japan, but this did not come to fruition. In December 1944, a single German unit was still equipped with an handful of S35s, but they were by then hopelessly outdated.
Specifications:
Crew: Four (driver, radio operator/purveyor, gunner, commander)
Weight: 21,9 tons (48.240 lb)
Length: 5,90 m (19 ft 4 in) overall
5,30 m (17 ft 4½ in) hull only
Width: 2,12 m (6 ft 11½ in)
Height: 2,95 m (9 ft 8 in)
Ground clearance: 0.35 m (14 in)
Suspension: Leaf spring bogies
Fuel capacity: 510 l (136 U.S. gal)
Armor:
28 - 50mm cast steel
Performance:
Maximum speed: 40 km/h (25 mph) on road
32.2 km/h (20 mph) off road
Operational range: 230 km (142 mi) on road,
130 km (81 mi) off road
Power/weight: 9,13 PS/ton
Engine & transmission:
Somua 12.666cm³ V8 petrol engine with 200hp
Armament:
1× 75 mm Arsenal de Bourges (ABS) SA 35/L 25 howitzer with 47 rounds
2× 7,5mm Reibel machine guns (in the turret and in the front glacis plate) with a total of 2.750 rounds
The kit and its assembly:
I had wanted to build a Somua S35 (or rather a whiffy derivative of it) for a long time, and had already salvaged a Heller kit as a donor bank a while ago. But what could have been plausibly changed about this quite unique tank with its cast hull and small turret? In real life these features hindered its evolution, and except for the S40 and a projected SaU39 SPG on the S35’s chassis there were no variants or evolutions – also blocked by the fall of France and the German occupation.
Inspiration for a build struck me when I thought about a different main armament, in the form of a howitzer and as an infantry support vehicle, similar to the early German Panzer IV or late Panzer III. This would allow to take over hull and chassis and only required a different (bigger) turret for a bigger gun.
Finding a suitable turret turned out to be a tough task, though, because it was to be a cast construction, like the S35 itself. In 1:72 there’s only little choice. I checked aftermarket resin options but did not find any suitable parts. From other kits the only option I found was the early T-34 turret, but that had already been used on a modded Char B1, and beyond the wish to avoid a doublet I thought that it might be too big for the S35. After a long search I eventually came across Hasegawa’s Churchill Mk. I kit – which features the early and quite odd-looking 2-pounder turret which appeared like a serious option for my build.
Said and done, I tried to adapt the Churchill turret, and this was not as easy as expected. The S35 hull had to be opened, but the Churchill turret also featured a socket/ring which raised it markedly above the hull – looking a bit goofy, together with the turret’s bulbous shape. Cutting it away would have been a complicated task, so I rather decided to hide it behind a “fence” of styrene strips. The turret still sticks out, but not as obviously as without the small “collar”. The turret itself was upgraded with the Churchill’s 76.2 mm hull gun barrel and received S35 donors, namely the typical commander cupola and the independent machine gun mount. Both add more French flavor.
Other small mods include a scratched tarpaulin at the back (from paper tissue, white glue and tape strips, instead of the OOB “thing” that looks like a bulged box), a radio antenna at the back and a machine gun in the glacis plate – yes, and unlikely change due to the cast hull, but it would IMHO make a lot of sense for an infantry support vehicle that would attack enemy positions at relatively short range, to suppress enemy fire or infantry excursions. This was completely scratched from sprue material.
A final word about Heller’s 1:72 kit of the Somua S35. It is a nice representation of this tank at that small scale, and appreciably simple. However, it has some weak points. One major problem, esp. during lower hull assembly, is the lack of locator pins or other alignment aids. The instructions are not conclusive, leaving the modeler to trial and error. Another weak point (much like many other Heller tank kits) are the vinyl tracks. They are molded in a relatively stiff, bright silver PVC material, and they lack detail. Good thing is that not much of them is visible, once they are put into place – but this is another challenge in itself. They appear to be quite short, and to avoid damage to the running gear I mounted them unconnected. Good move, because the space above the return rollers turned out to be too small (or the tracks to be too thick), so that they had to be forced into position. Only then the track was fixed with super glue to the lower wheels, and thankfully the tracks neither broke when I bent them around the idler and sprocket wheels (the latter are devoid of any sprocket, BTW!). With some paint on the tracks the result looks quite good, though, but I’d give out a dire warning!
Painting and markings:
French WWII tanks and their paint scheme make an interesting modeling topic, because there were so many styles and variations, and even artistic if not bizarre liveries that really set them apart. One of these schemes is the “landscape with horizon” concept, an attempt to blend the tank’s side view into the landscape, in a kind of colored horizontal bands that also include the sky as potential background on higher areas. Several tanks were painted in this fashion, including S35s, and I adapted a scheme from a real S35 for my fictional build and even expanded it with elements from another tank that followed a similar concept.
The basic camouflage consists of green and brown horizontal bands on the tank’s lower areas (I used Humbrol 133 and 159, quite intense tones) and a greenish grey on the upper areas, including the hull’s top side, that could be described as “Sky Type S” – an odd choice for a tank, yet plausible within the camouflage concept’s framework. I used Tamiya XF-76 (IJN Grey-Green), which is more subdued than Sky, and it worked nicely,
The turret of the benchmark S35 was also painted in this grey-green overall and covered with black-rimmed mottles in green and brown. I adopted this for my build, too, but omitted the black contrast lines because they would have been very hard to replicate at the small 1:72 scala and on the turret’s highly fragmented surface. A difference was incorporated from another real S35, though: the upper surface was painted in sky blue (Humbrol 47), and that tone was extended down the turret’s sides. The blue blends well into the grey-green tone, and the mottles on top of that hide the edge between the tones even further.
Most tactical markings stem from a Trumpeter Char B1’s decal sheet, with improvised registration plates. The whole model received a dark brown washing with acrylic artist paints and some tone-in-tone dry-brushing to emphasize details and add plasticity. After a coat with matt acrylic varnish, I also added some mineral pigments to the hill’s lower areas to simulate dust.
Well, are more demanding conversion than obvious at first sight, and I am not 100% happy with the outcome because the bulbous new turret looks …ridiculous – due to its with and the forward position on the hull. The resulting proportions remind me a lot of the cute “Napoleon” tank from Masamune Shiro’s “Dominion Tank Police” manga/anime series. ^^ Yet, the paint scheme turned out nicely, and using the more intense brown and green were a good decision. The S39SI looks odd, but it’s still rooted in reality for a good part.
ASTOR (Airborne Stand-Off Radar) will provide a long-range, battlefield-intelligence, target-imaging and tracking radar for the RAF and the Army and will have surveillance applications in peacetime, wartime and in crisis operations. The prime contractor selected to provide the ASTOR system is Raytheon Systems Limited, using the Bombardier Global Express aircraft as the air platform. The system comprises three basic components, or segments. The first segment is the air platform, a modified twin-engined Global Express business jet, called the Sentinel R1 by the RAF, equipped with a radar system capable of both Synthetic Aperture Radar (SAR) and Moving Target Indicator (MTI) functions. The SAR will enable all-weather, day and night reconnaissance and surveillance to be carried out; the MTI will enable the operators to monitor the activity of mobile ground targets.
Card details, inside, stamps, and techniques at paperartscafe.blogspot.com/2019/01/more-than-you-know.html
Sea otters are highly specialized marine mammals capable of living their entire lives without ever having to leave the ocean, have the densest fur (one million hairs per inch) of any mammal and are one of the few marine species to use tools
Food & Foraging
An otter must consume approximately 25% of its bodyweight in prey each day just to stay alive! A 75-pound otter can eat up to 1,500 sea urchins a day, or about 25 pounds of seafood (for a 75 pound kid, that would amount to eating 75 quarter pound hamburgers every day!). To meet its high energetic and thermoregulation demands, a sea otter’s metabolic rate is 2 to 3 times that of comparatively sized mammals. Prey items include sea urchins, abalone, crabs, mussels, clams, marine snails, marine worms, sea stars, and squid. www.seaotters.com
The strong forelegs paws are used to locate and capture prey. Pockets of loose skin under each foreleg are used to store prey it has gathered on the seafloor for the ascent to the surface. Rocks are often used as tools to dislodge prey on the sea floor and to break open the hard outer shells of some prey items upon returning to the surface. Floating belly-up in the water, they place rocks on their chests and repeatedly pound hard-shelled prey against them to gain access the meat inside.
Unlike most other marine mammals, sea otters commonly drink seawater. Although most of the animal’s water needs are met through the consumption of prey, its large kidneys allow it to extract fresh water from seawater.
The Nikon F4 camera was the flagship SLR of Nikon company in the years 1990's (see the description below). The camera has an amazing number of functions rendering Nikon F4 one of the most advanced and capable film camera of the all the times. Nikon F's phylogeny commercially started in 1959 with the original system SLR Nikon F and was finally discontinued with the end of Nikon F6 at the late 2019.
I received from a German seller for 50€ this Nikon Speedlight electronic flash SB-26 that was, at the time of Nikon F4, the most powerful dedicated Nikon flash (Guide Number 36 at full power and 100 ISO).
The SB-26 communicates with the Nikon F4 body (and many other Nikon camera's) and can be operated in many different modes including TTL real-time metering with automatic equilibration of the ambient light using the 5-zone matrix metering done by the DP-20 photometric viewer as well in the center-weighted mode. Other possibilities include the normal TTL mode, an Auto mode using the own sensor of the flash and a manual mode with 7 power levels.
The flash head can cover the optical field from super-wide angle lenses 18-20mm, wide-angle lenses 28mm and 35mm, normal lenses 50mm, and long-focal lenses at 70mm and 85mm. The head can be rotated according two axis for indirect lightening. In addition, the SB-26 has a special focusing aid for the Nikon F4 autofocus system, projecting in the the darkness a red focusing image. SB-23 flash can be also used as master or slave flash in a coordinated flash system.
The flash requires 4 AA alkaline cells for approximately 100 lights at full power and much more with energy recycling at lower power levels.
November 17, 2024
69004 Lyon
France
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About the camera :
Maybe it would have been better not to ask for this question: « what new do you have at the moment?» to my local photo store, because Christine grab underneath the counter an amazing camera, stating « I have that … » . What a beast ! A Nikon F4 in the exact state of the Nikon brochure year 1990, presented with the standard AF Nikkor 1:1.4 f=50mm. I was already hooked by the machine. After two days, I decided to buy it even with some little common issues found on early Nikon F4 (see below), fortunately not affecting the whole, numberous functions of this incredibly complex professional SLR of the year 1990’s.
Nikon F4 came to the market on September 1988 starting with the serial number 2.000.000. Fully manufactured in Japan (modules came from 3 different Nikon factories) the F4's were assembled in Mito, Ibaraki (North to Tokyo) Nikon plant (no more in the mother factory of Tokyo Oi like the Nikon’s F). When I lived in Tokyo in 1990-1991, Nikon F4 was the top-of-the-line of Nikon SLR camera’s. I saw it in particular in Shinjuku Bic Camera store when I bought there, in December 1990 my Nikonos V.
Nikon F4 incorporates many astonishing engineering features as the double vertical-travel curtain shutter capable of the 1/8000s. Compared to the Nikon F3, the F4 was an AF SLR operated by a CCD sensor (200 photo sites). The film is automatically loaded, advanced with to top speed of 5,7 frame/s !! With the MB-21 power grip (F4s version). The F4 is a very heavy camera (1.7kg with the AF Nikkor 1.4/50mm), incredibly tough and well constructed. This exemplary is devoid of any scratches or marks, and in a condition proving that it was not used for hard professional appliances, for those it was however intended. The camera has still it original Nikon neck strap, the original user manual in French. The lens is protected by a Cokin (Franc) Skylight 1A 52mm filter and the original Nikon front cap. The two small LCD displays (one on the F4 body, one in the DP-20 finder) are both affected by the classical syndrome of « bleeding ». Fortunately, all information could still be read. One says that 70% of the early Nikon F4 suffer from this problem but also found on other models.
According its serial number and the production rate of about 5000 units/month, this Nikon F4s was probably manufactured in Mito, Ibaraki, Japan in May 1989.
The camera was exported abroad thereafter attested by the presence of the golden oval little sticker("Passed" on the DP-20 viewfinder. In order to certify the quality production, two Japanese organizations, the Japan Camera Industry Institute (JCII) and the Japan Machinery Design Center (JMDC), joined forces to verify and mark the conformity of products for the foreign market. This is how, between the 1950s and 1980s, this famous little gold sticker was affixed, with the legendary "Passed", meaning that the device had been checked. Finally, when we say that the device had been checked, the production line had been checked because each device could not be checked individually.
Capable of letting its body temperature fall to 48 F when entering a state of torpor to conserve energy, the normal body temperatrue is 107 F. Seen at Baylands.
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The Manchester was originally designed to the Air Ministry Specification P.13/36. The specification called for a twin-engine "medium bomber" for "worldwide use", which was to be capable of carrying out shallow (30°) dive bombing attacks, and carry heavy bomb loads (8,000 lb/3,630 kg) or two 18 in (457 mm) torpedoes. Provision for catapult assisted takeoff to permit the maximum load was also part of the specification. Cruising speed was to be a minimum of 275 mph at 15,000 feet. The Air Ministry were expecting an aircraft of similar weight to the B.1/35 specification but smaller and faster.
Avro had already started work on a design before the invitation to tender. They were in competition with Boulton Paul, Bristol, Fairey Handley Page and Shorts. Vickers had a design but did not tender. In early 1937 the Avro design and the Handley Page were accepted, and prototypes of both ordered.
The design used the Rolls-Royce Vulture 24-cylinder X-block engine, which was essentially two Rolls-Royce Peregrine Vee cylinder blocks mounted one on top of the other, the bottom one inverted to give the "X" shape. When developed in 1935, the engine had promise — it was rated at 1,760 hp (1,310 kW) - but it proved woefully unreliable and had to be derated to 1,480-1,500 hp (1,100-1,120 kW). Avro's prototype Manchester L7246 was assembled by their experimental department at Manchester's Ringway Airport and first flew from there on 25 July 1939, with the second aircraft following on 26 May 1940. The Handley Page HP.56, always intended as the backup to the Avro, was redesigned to take four engines on the orders of the Air Ministry in 1937 as the Vulture was already showing problems.
While the Manchester was designed with twin tails, the first production aircraft, designated the Mk I, had a central fin added and a total of 20 aircraft with this configuration were completed. They were succeeded by the Mk IA which reverted to the twin-fin system but used enlarged, taller fin and rudders mounted on a new tailplane with span increased from 22 ft (6.71 m) to 33 ft (10.06 m). This configuration was carried over to the Lancaster, except for the first prototype, which also used a central fin.
Avro built 177 and Metropolitan-Vickers completed 32 aircraft. Plans for Armstrong Whitworth and Fairey Aviation at Stockport/Ringway to build the Manchester were abandoned. Fairey's order for 150 Manchesters was replaced by orders for Halifaxes.
Eventually 209 Manchesters entered service, before production finished in November 1941, equipping eight bomber squadrons, serving with two others and also being used by Coastal Command.
Variants
Manchester L7246
First prototype originally with twin tail. Due to lack of directional stability, it had a third fin added.
Manchester I - First production version with twin tail and additional central fin added; 20 of this type were built.
Manchester IA - Main production version with twin tail with enlarged tailplane. It also had taller fins and rudders.
Manchester II - Projected version re-engined with a pair of Napier Sabre or Bristol Centaurus engines. None built.
Manchester III BT308 - This version was powered by four Merlin engines with increased wingspan; also, the three fins and rudders of the Manchester I were retained. This variant was the first prototype of the later Avro Lancaster.
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.
The 85 minutes that Roger Federer spent on court on Thursday produced a highlights reel that surely no other player is capable of matching. No one makes tennis look as easy as the Swiss when he is in full flow and his 6-4, 6-2, 6-2 second-round victory over the American Sam Querrey was every bit as dominant as it sounds.
From a sublime half-volley drop shot to one outrageous rally when, after over-running the ball, he lobbed Querrey with a between-the-legs forehand to win the point, Federer cut his opponent’s big game to pieces with a performance which Andy Murray, a potential semi-final opponent, will surely have taken notice of.
“I’m very happy with the way I’m playing,” he said. “I’ve been playing well this season, really since here last year. It’s also a bit of a relief to be playing well at Wimbledon.”
Seeing Federer rip through opponents in the first week of a grand slam is nothing new – he makes a habit of steamrolling opponents in the early rounds – but it remains hugely impressive to see the seven-time Wimbledon champion gliding around a grass court, touching down only to smash a forehand or carve a perfectly crafted slice.
The world No36 Querrey, a former champion at Queen’s Club, was utterly helpless in the face of Federer’s range of attack and the 17-times grand slam champion also did a great job in returning serve, always making life difficult for Querrey. The American held his own until 4-4 but, once he was broken, the first set was over and another break in the opening game of the second crushed his spirit.
180628-M-ZO893-0114 MARINE CORPS BASE HAWAII (June 28, 2018) A Philippine Marine kicks in a door 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)
The Bremen-built Norrona is capable of carrying 1482 passengers and 634 cars.
During the summer months of 2007 and 2008 it sailed to Scrabster from Bergen once a week. It then headed north to Torshavn in the Faroes and on to Seyisfjrur in Iceland before returning to the Faroes and then back to Bergen.
In November 2008 the Faroese government had to step in to save Smyril from bankruptcy with the injection of £3.1m.
Now the Norrona is used for a year-round service from the Faroes to Denmark, calling in Iceland between spring and autumn only.
Gross Tonnage: 35966
Deadweight: 6113 t
Length Overall x Breadth Extreme: 164.56m × 33.5m
Year Built: 2003
IMO: 9227390
MMSI: 231200000
Call Sign: OZ2040
Flag: Faroe Is [FO]
AIS Vessel Type: Passenger
The Chance Vought F4U Corsair was a carrier-capable fighter aircraft that saw service primarily in World War II and the Korean War. Goodyear-built Corsairs were designated FG and Brewster-built aircraft F3A. The Corsair served in smaller air forces until the 1960s, following the longest production run of any piston-engined fighter in U.S. history (1942–1952).[1][2] Some Japanese pilots regarded it as the most formidable American fighter of World War II.[3] The U.S. Navy counted an 11:1 kill ratio with the F4U Corsair.[4]
Corsairs served with the U.S. Navy, U.S. Marines, Fleet Air Arm and the Royal New Zealand Air Force, as well the French Navy Aeronavale and other services postwar. It quickly became the most capable carrier-based fighter-bomber of World War II. Demand for the aircraft soon overwhelmed Vought's manufacturing capability, resulting in production by Goodyear (as the FG-1) and Brewster (as the F3A-1). From the first prototype delivery to the U.S. Navy in 1940, to final delivery in 1953 to the French, 12,571 F4U Corsairs were manufactured by Vought,[5] in 16 separate models.[6][7]
Ceremonial Bill Signing: S.C. Pain-Capable Unborn Child Protection Act, H.3114 (Official Governor's Office Photo by Camlin Moore)
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.
Tristan Alexander Glo Karting at K1 Speed Mississauga. A state-of-the-art, neon-style LED lighting that lines the track barriers and is capable of displaying several different bright,
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.
131104-N-DB801-037 (PEARL HARBOR, Hawaii) Nov. 4, 2013 – Chief Electronics Technician Matthew Tuckett of the Los Angeles-class submarine USS City of Corpus Christi (SSN 705) plays with his daughter Isabella at a luncheon for the crew prior to the submarine's departure from Joint Base Pearl Harbor-Hickam on a Western Pacific Deployment, Nov. 4. City of Corpus Christi is the second ship to be named after the Texas city and is capable of conducting anti-surface and anti-submarine operations along with guided missile strike operations using conventional Tomahawk Land Attack Missiles. (U.S Navy photo by Mass Communication Specialist 2nd Class Steven Khor/Released)
capable of locating stealth aircraft - the Tamara needed eight antennas and many vehicles, the Věra needs only one antenna mast and one standard container with electronics
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.
Douglas Aircraft manufactured the F4D-1 Skyray from 1950 to 1958. The carrier capable Skyray was designed for the high-altitude interception. With no other mission capabilities, the F4D was not suited for the multi-mission capabilities that faced the military starting in the 1950s. As a result, the F4D-1 had a relatively short service career. The last F-4D-1 squadron went away in 1964. The F4D-1 was the last fighter aircraft manufactured by Douglas Aircraft before the merger with MCDonnell Aircraft.
ISLAMABAD: Pakistan successfully test-fired a nuclear capable ballistic missile with a range of 900 kilometers, days after testing a comparable rocket capable of striking targets as far as 1,500 kilometers, bringing numerous Indian cities under its variety.
The launch of Shaheen 1A or Hatf IV...
www.moraldefinition.com/pakistan-test-fires-nuclear-capab...
The Extra Flugzeugbau EA300 is a two-seat aerobatic monoplane capable of Unlimited category competition. It was designed in 1987 by Walter Extra, an award-winning German aerobatic pilot and built by Extra Flugzeugbau.
Design of the Extra 300 was based on the Extra 230, an early 1980s monoplane having a wing made of wood. The Extra 300 has a welded steel tube fuselage covered in aluminium and fabric. The mid-set wing has a carbon fiber composite spar and carbon composite skins. A symmetrical airfoil, mounted with a zero angle of incidence, provides equal performance in both upright and inverted flight. The landing gear is fixed taildragger style with composite main legs and fiberglass wheel pants. The powerplant is a fuel-injected Lycoming AEIO-540 which produces 300 horsepower (224 kW).
The first two-seat Extra 300 made its maiden flight on 6 May 1988, with German type certification following on 16 May 1990. The single seat Extra 300S flew on 4 March 1992.
The Extra 300 is stressed for ±10 G with one person on board and ±8 G with two. Some Extra 300s are certificated in the Experimental Category in the U.S., while others are certificated in the Aerobatic category.
300L
Two seat version with low mounted wing and shorter fuselage.[3] More Extra 300L ("L" is a 2 seater version) aircraft have been produced than any other model. Its wing is mounted at the bottom of the fuselage, with its span reduced from 26 ft 3 in (8.00 m) to 24 ft 3 in (7.39 m). Improved ailerons boost the 300L's roll rate to 400 degrees per second. All 300Ls are fully certified under FAA and European Joint Aviation Authorities regulations.
General characteristics
* Crew: one pilot
* Capacity: two
* Length: 6.95 m (22 ft 9½ in)
* Wingspan: 7.39 m (24 ft 3 in)
* Height: 2.62 m (8 ft 7¼ in)
* Wing area: 10.44 m² (112.4 ft²)
* Airfoil: symmetrical
* Empty weight: 682 kg (approx.) (1,500 lb (approx.))
* Loaded weight: 952 kg (2095 lb)
* Useful load: 270 kg (595 lb)
* Max takeoff weight: 952 kg (2095 lb)
* Powerplant: 1× Lycoming AEIO-540-L1B5 MT-Propeller composite propeller (3- or 4-blade), 224 kW (300 hp)
* Fuel capacity: 52.7 U.S. gal (199.5 l)
Performance
* Never exceed speed: 408 km/h (220 knot, 253 mph)
* Cruise speed: 317 km/h (170 knot, 196 mph)
* Stall speed: 102 km/h (55 knot, 63 mph)
* Range: 944 km with auxiliary fuel (510 nmi, 586 statute mi)
* Service ceiling: 4875 m (16,000 ft)
* Rate of climb: 16 meters/s (3200 ft/min)
* Roll Rate : 400 degrees per second
ORLANDO, Fla. - In today’s complex and high tempo operational environment, America’s Army Reserve to rapidly deploy highly trained units to any corner of the world with the personnel and equipment they have on hand. With multiple contingencies and numerous potential threats capable of employing cutting-edge tactics with modern military equipment, the Army Reserve looks to its premiere sustainers such the 143d Sustainment Command (Expeditionary) to lead, train and equip its 10,000-Soldier command.
In taking the first, major step toward achieving this vital mission, the 143d ESC conducted a Mission Training Brief Feb. 2-3, 2018, at the command’s headquarters in Orlando, Fla.
“An MTB promotes cohesion through collaboration,” said U.S. Army Lt. Col. Walter L. Flinn, commander, 332nd Transportation Terminal Battalion. “It offers a forum for commanders to share their successes and shortcomings while seeking and offering guidance among their fellow leaders.”
Led by U.S. Army Brig. Gen. Deborah L. Kotulich, commanding general, 143d ESC, the MTB featured dozens of senior leaders from the company to the ESC level whose wealth of knowledge and experience offered solutions to a myriad of logistical challenges.
“The expectation of having several months to bring your Soldiers up to speed at a pre-mobilization station is coming to an end,” Kotulich announced to dozens of battalion and brigade commanders and command sergeants majors huddled in the conference room. “We must assume that we will mobilize at a moment’s notice, and it’s our responsibility that we physically and mentally prepare every Soldier for the rigors of combat through realistic training.”
Kotulich expects every downtrace unit to spend less time in classrooms and more time in the field. This focus on individual and collective readiness stems from the U.S. Army Reserve Command’s Ready Force X initiative.
“Ready Force X is the Army Reserve’s answer to the [U.S.] Army’s demand for properly equipped and highly trained Soldiers who can rapidly deploy into combat,” said U.S. Army Col. Wanda Williams, commander, 641st Regional Sustainment Group. “Almost half of the 143d ESC’s downtrace units must meet the strict criteria established by Ready Force X’s “Fight Fast” mentality. This MTB offers precious time for commanders to obtain timely information needed to properly execute the numerous requirements to maintain a constantly high state of readiness.”
While Kotulich entrusts her fellow officers to formulate plans and carry out the Army Reserve’s “Fight Fast” initiative, she relies on her command sergeants major to refine the tasks required to carry out their commanding general’s intent.
“There are 43 individual training requirements that every unit must complete before reporting to a pre-mobilization site,” said U.S. Army Command Sgt. Maj. Carlos O. Lopes, command sergeant major, 143d ESC. “As NCOs, we are responsible for providing effective training that ensures every Soldier has mastered these fundamental skills that directly determine one’s survivability on the battlefield.”
“NCOs can only do this if they understand their commanders’ intent,” added Command Sgt. Maj. Kenyatta S. Stamps, command sergeant major, 787th Combat Support and Sustainment Battalion. “The MTB allows us to hear those intentions firsthand and develop effective techniques and tactics to achieve them.”
These techniques and tactics encompass a variety of tasks that enhance speed, agility and sustained readiness at the individual, team and unit level. From warrior drills to medical readiness, commanders must meticulously manage finite time and resources to crystallize the Army Reserve’s strategic vision and implement the 143d ESC’s operational mission.
“Ready Force X is about leadership, energy and execution,” said Flinn. “Commanders must own the responsibility for readiness. Establishing an open dialog among senior leaders remains paramount to understanding not only what we do but how we do it.”
With more than half of the 143d ESC falls under the Ready Force X umbrella, every unit and Soldier must face the challenges if they are to reap the awards of transforming America’s Army Reserve into the most lethal and capable federal reserve force in U.S. history.
“America demands highly trained and proficient Soldiers, and the Army Reserve is blessed to have motivated men and women ready to endure the hardships inherent in armed conflict,” said Williams. “That’s why I tell my Soldiers, ‘Don’t worry about the names. Just be ready. Be ready now!”
U.S. Army photo by Sgt. John L. Carkeet IV, 143d ESC
A malevolent witch capable of transforming itself into a wolf, coyote, bear, bird, or any other animal. The witch might wear the hide or skin of the animal identity it wants to assume, and when the transformation is complete, the human witch inherits the speed, strength, or cunning of the animal whose shape it has taken.
Wikipedia.....
+++ 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.
The Annual British Truck Racing Championship Made its way Back to The Brands Hatch Circuit for its Season Finale Marking the End of Motorsport for the Season.
With a Massive Firework Display on the Sunday and Plenty of on and Off Track Action The Weekend was Shaping up to be One to Remember.
Many Drivers and Support Races were also Present from the small Yet Nimble Legends Cars to the Much Bigger and more Powerful 1000 Break Horse Power Racing Trucks that will be doing Battle on the circuit Saturday was Looking like a Really Good Start to a Weekend of Speed Madness and Awesome Racing.
Speaking of which Lets take a Look and See what Qualifying will Hold for Each Support and Main Race and Find out who Will be Taking Pole for The First Races of The Weekend.
Legends Cars Championship (Qualifying)
First Up is the Famous and Fan Favourite Legends Cars Championship, Thease Little Tiny Machines Run Yamaha Motorbike Engines within them that run up to 1200/1250cc Depending on the Spec of Engine. They also are 120 Break Horse Power and with how Light Weight they are (1,325lbs Including The Driver) Thease Cars are Very Quick and Very Nimble.
Lets Find Out who came where in Qualifying and Who Will be Starting on the Front Row.
In First Place Taking Pole and The Fastest Lap was (Chris Needham) in his Legend Coupe 1250 with a Best Lap Time of 55.691 and a Top Speed of 78.08mph. Amazing Work there Chris Well Deserved and Super Job for Pole Position.
In Second Place was (Will Gibson) in his Legend 34 Ford Coupe 1250 with a Best Lap Time of 55.721 and a Top Speed of 78.04mph. Superb Job there Will Fighting Hard and Very Nearly Taking Pole from Chris.
In Third Place was (John Mickel) in his Legend 34 Ford Coupe 1250 with a Best Lap Time of 55.740 and a Top Speed of 78.01mph. Amazing Work John Pushing that Legend Hard and Securing P3 on the Gird for the Race Super Job.
Three Very Fast and Capable Drivers in Chris Will and John All Fighting it out with their Fellow Competitors for The Victory Come the First Race but who will be Brave enough to Take on the Top 3 Fastest Drivers out there? We will Have to Wait and See.
Junior Saloon Car Championship (Qualifying Part 1)
Next Up we Have The Junior Saloon Car Championship a Racing Series Designed for Much Younger Drivers (Between 14 and 17 Years of Age) who want to try their Hand in Motorsport from a Young Age.
Thease Drivers are Mostly Fearless and always Provide some Very Intense and Incredible Racing Due to their Competitive Nature and Determination to Win and Succeed.
The Cars Used for This Series are Citroen Saxo VTR'S that are 1600cc In Terms of Power Meaning that Every Driver is on a Level Playing Field when the Racing Starts making for some Close Wheel to Wheel Action and Really showing who the Most Skilled and Quickest Drivers out there are.
Speaking of Which Lets Get straight to Qualifying and see who was the Most Fearless and Managed to Clock an Incredible Lap During Qualifying.
In First Place Taking Pole Position and The Fastest Lap was (Charlie Hand) in his Citroen Saxo VTR 1600 with a Best Lap Time of 58.554 and a Top Speed of 74.26mph. In credible Driving there Charlie Very Precise and Controlled Thought the Entire Lap to Secure P1 on the Gird Amazing Job.
In Second Place was (Jamie Petters) in his Citroen Saxo VTR 1600 with a Best Lap Time of 58.661 and a Top Speed of 74.13mph. Great Work there Jamie Pushing Hard and Securing that P2 Spot on the Front Row of the Gird Superb Job.
In Third Place was (Harvey Caton) in his Citroen Saxo VTR 1600 with a Best Lap Time of 58.685 and a Top Speed of 74.10mph. Incredible Drive there Harvey Pushing The Car and Fighting All the While to Defend that P3 on the Gird.
What an Incredibly Talented array of Drivers in Charlie Jamie and Harvey All Battling it out with their Fellow Competitors to try and Win the Championship and get those All Important Points they Need which could make up the Difference. Qualifying Second Fastest is up Next so lets take a look and see Who will come out on Top.
Junior Saloon Car Championship (Qualifying Second Fastest)
Following the Results from The First Qualifying Session the Second Qualifying Session Will see all the Drivers Go out again to Better their Lap Times and Maybe even Allow some New Competitors to Move up the Order into the Podium Places.
Lets Take a Look and See if Charlie Hand has managed to Hold onto His P1 Position on the Grid.
In First Place Taking Pole Position and The Fastest Lap was (Charlie Hand) in his Citroen Saxo VTR 1600 with a Best Lap Time of 58.639 and a Top Speed of 74.15mph. Another Incredible Lap from Charlie Hand Putting Himself Once Again on Pole for The First Race for The Junior Saloon Car Championship. Congratulations Charlie.
In Second Place was (Will Redford) in his Citroen Saxo VTR 1600 with a Best Lap Time of 58.851 and a Top Speed of 73.89mph. Great Drive there from Will Securing P2 and Adding a New Driver to the Top of the Standings. Great Work.
In Third Place was (Jamie Petters) in his Citroen Saxo VTR 1600 with a Best Lap Time of 58.861 and a Top Speed of 73.87mph. Fantastic Work there Jamie Really Pushing the Car Hard and Taking that Third Position Away from Harvey on the Gird. Nice Job.
Another Really Intense Qualifying Session which has seen the Likes of Charlie Will and Jamie all Emerge Victoriously on the Front Row but out of All Three of Thease Very Talented Drivers only one of them Can take The Race Win but who is it going to be?
CTCRC Racing For Marshals (Qualifying)
Next Up was The CTCRC Racing For Marshals Race a Very Special Support Race added to the Weekend at the Last Moments to Congratulate and Commemorate the Important Safety and Work each and Every Marshal of the Circuit does where ever they go and What Ever the Circuit.
The Orange Army as they are Known as take out their Time on Weekends to Volunteer at Race Meets Marshalling the Races to ensure Driver Safety is a Top Priority in the Sport and that Rules are being Adhered to.
From Volunteers who Clean the Track after Each Race to Flag Wavers to Incident Respondents and even Vehicle Recovery The Orange Army is always on Standby For When Anything goes Wrong. They Have a Passion for Motorsport that Cannot be Matched and a Community that is still Going Strong to this Day all over the Country.
The Race itself Features a Wide Variety of Cars from Honda Civic EG2000 to Ford Escort MK1 Mexico's to even Aston Martin V8 Vantages. Each and Every Car has its Strengths and Weaknesses when it comes to Power and Control.
Lets take a Look at Qualifying and see who Managed to Taim their Beast and take that All Important P1 Spot on the Gird for Race 1.
In First Place taking Pole Position and the Fastest Lap was (Samuel Wilson) in his Aston Martin V8 Vantage with a Best Lap Time of 52.087 and a Top Speed of 83.48mph. Phenomenal Drive there Samuel Really Working Hard to Keep the Car on the Track and Utilise all that Important Horse Power.
In Second Place was (Gary Prebble) in his Honda Civic EG2000 with a Best Lap Time of 52.672 and a Top Speed of 82.56mph. Great Work there Gary Pushing Hard and Ensuring that P2 is Secure on the Gird. Great Driving.
In Third Place was (Mike Saunders) in his Ford MK1 Escort Mexico with a Best Lap Time of 52.837 and a Top Speed of 82.30mph. Fantastic Work there Mike Great Job and Well Done for Securing P3 on the Grid.
A Really Fantastic Trio of Drivers in P1 P2 And P3 in the Likes of Samuel Gary and Mike all Pushing Hard and Making their Mark Amongst their Fellow Drivers but will anyone Else be able to challenge them and Potentially take that All Important P1 Spot Right Out from Underneath them? Stay Tuned to Find Out.
Pickup Truck Championship (Qualifying Part 1)
Pickup Trucks made their way out onto the Circuit Next and With some Very Fast and Capable Machinery in each of thease Cars Expect to see Very Fast Lap Times and a Lot of High Speed Action.
The Pickup Trucks themselves are Made out of a Space Frame with the Bodies on all the Trucks Just being either Plastic or Fibreglass which Helps to Reduce Weight and Allows for some Very Quick Lap Times around the Circuit.
Engine Specifications for the Pickup Trucks Includes a 2.0 Litre Engine Capable of 220 Break Horse Power and Much like The Legends Cars they are Still Very Nimble at High Speeds Resulting in Full concentration and Skill to ensure Victory on the Race Track.
Lets Look to Qualifying and see what Happened and who will be On Pole for the First of Two Qualifying Sessions This is Part 1.
In First Place taking Pole and the Fastest Lap was (Matt Wills) in his Pickup Truck 2000 with a Best Lap Time of 52.358 and a Top Speed of 83.05mph. Great Drive there Matt Pushing Hard and Keeping the Truck Pointing in the Right Direction at All Times. Great Work.
In Second Place was (Matt Simpson) in his Pickup Truck 2000 with a Best Lap Time of 52.529 and a Top Speed of 82.78mph. Well Done Matt P2 and a Super Drive from you as well.
In Third Place was (Dean Tompkins) in his Pickup Truck 2000 with a Best Lap Time of 52.593 and a Top Speed of 82.68mph. Well Done Dean A Really Good Drive and Fending off David O' Regan to take that All Important P3 on the Grid.
Another Incredible Display of Car Control and High Speed Action from the Two Matt's and Dean for what I'm Sure will be a Fantastic First Race when the Lights Go Out but for Now its onto Qualifying Part 2 to see if Any of the Fastest Drivers Can Improve or Move their Positions on the Gird to a Better Starting Spot.
Pickup Truck Championship (Qualifying Part 2)
For Part 2 of This Qualifying Session the Top 20 Fastest Drivers Battle it out for Another Chance to either Improve or Defend their Position from the First Qualifying Session.
Lets take a Look and see How Dean and the Two Matt's go on Did they Stay where they Were or Have they Moved About a bit and Allowed a New Driver to take Pole for the Race?
In First Place taking Pole and The Fastest Lap was (Mark Willis) in his Pickup Truck 2000 with a Best Lap Time of 52.358 and a Top Speed of 83.05mph. Congratulations Mark P1 and a Front Row Start on the Gird for Race 1. Incredible Lap.
In Second Place was (Matt Simpson) in his Pickup Truck 2000 with a Best Lap Time of 52.529 and a Top Speed of 82.78mph. Another Fantastic Lap there Matt Hanging onto P2 on the Grid and Matching Your Previous Fastest Time. Great Stuff.
In Third Place was (Dean Thomas) in his Pickup Truck 2000 with a Best Lap Time of 52.593 and a Top Speed of 82.68mph. Fantastic Work there Dean Keep Hold of that P3 on the Grid and Defending Well from P4's David O' Regan.
What a Superb Bit of Driving from Each of the Top Three in Mark Matt and Dean Thease Three Really Know How to Push their Pickup Trucks to the Limit and Race them Right on the Edge of what is Possible Around this Circuit. Looking Forward to the First Race and to see who can make their Mark on the Weekend First.
British Truck Racing Championship (Qualifying)
Finally it was Time for The Heavy Weights to make their way out onto the Circuit and with 1000 Break Horse Power under each of the Drivers Right Foot This will Surely be a Qualifying Session of who is Brave Enough to Push their Truck to the Limit and Take Pole Position for Race 1 of the Weekend.
In First Place taking Pole Position and The Fastest Lap was (Ryan Smith) in his Mercedes Actros 12000 with a Best Lap Time of 1:00.232 and a Top Speed of 72.19mph. Brilliant Driving from Ryan Really Pushing on and Getting the Job Done to Secure the First Pole Position for Truck Racing this Weekend. Fantastic Drive.
In Second Place was (Stuart Oliver) in his Volvo VNL 13000 with a Best Lap Time of 1:00.949 and a Top Speed of 71.34mph. Well Driven there Stuart Keeping the Volvo Out of Trouble and Taking a Well Deserved P2 Spot on the Grid.
In Third Place was (David Jenkins) in his Man TGX 12000 with a Best Lap Time of 1:01.146 and a Top Speed of 71.11mph. Great Drive there David Really Well Done that's P3 on the Grid.
Three Incredible Drivers in Ryan Stuart and David all Pushing themselves Hard and Getting Ready for what Will be a Super First Race for the Trucks. To All the Other Truck Racers and Support Racers taking Part Good Luck and May the Best Man Win.
Legends Cars Championship (Race 1 Results)
After a Very Hectic Qualifying Session which saw Chris Needham Will Gibson and John Mickel in First Second and Third Place it was Time for Race 1 and to see out of the Top 3 Drivers as well as the Rest of the Drivers who could take that All Important Race Victory.
In First Place Taking the Win was (Sean Smith) in his Legend 34 Ford Coupe 1250 with a Best Lap Time of 56.515 and an Average Speed of 50.17mph. Congratulations Sean Really Well Driven and Held together for that Impressive Victory.
In Second Place was (Stephen Whitelegg) in his Legend Coupe 1250 with a Best Lap Time of 56.352 and an Average Speed of 50.17 mph. Superb Driving from Stephen and a Fantastic P2 Finish on the Podium.
In Third Place was (John Mickel) in his Legend 34 Ford Coupe with a Best Lap Time of 56.160 and an Average Speed of 50.16mph. Great Driving There John P3 and The Final Step on the Podium.
What an Amazing First Race that was for The Legends Cars Championship with the Likes of Sean Stephen and John all Taking Superb Victories and Battle Through the Field. Good Luck to all other Drivers and Lets see what Race 2 Brings.
Legends Cars Championship (Race 2 Results)
After a Really Intense Battle at the Top End of the Field it was Time once again for the Legends Cars and their Drivers to Head out onto the Circuit for Race 2.
In First Place Taking the Win was (Will Gibson) in his Legend 34 Ford Coupe with a Best Lap Time of 55.548 and an Average Speed of 77.28mph. Phenomenal Drive there Will Pushing Hard through the Field to take a Very Well Deserved Race Win. Congratulations.
In Second Place was (Miles Rudman) in his Legend 34 Ford Coupe with a Best Lap Time of 55.541 and an Average Speed of 77.25mph. Great Drive there Miles Pushing Yourself and The Car Thought the entire Race and Securing P2.
In Third Place was (Mike Schlup) in his Legend 34 Coupe with a Best Lap Time of 55.638 and an Average Speed of 77.07mph. Great Driving there Mike Nicely Done and P3 on the Podium Super Job.
Another Amazing Race which saw the Likes of Will Miles and Mike all Taking Victories with a Superb Display of Driving from Each of them and some Very Competitive Action thought the Race from other Drivers too. Race 3 is Up Next and who will take the Final Race Victory of the Day for The Legends Championship?
Legends Cars Championship (Race 3 Results)
The Final Legends Race of Saturday and with so Many Different Drivers Winning such as Will Gibson Sean Smith would anybody else be able to take on thease Top Level Drivers and Bring Home Glory to their Team?
Lets Find Out
In First Place taking the Victory was (John Mickel) in his Legend 34 Ford Coupe with a Best Lap Time of 56.016 and an Average Speed of 63.83mph. Amazing Job John Really Pushing the Car to its Limits in this Last Race and Taking Home the Spoils and The Glory. A Really Nice way to End The First Days Racing Congratulations.
In Second Place was (Paul Simmons) in his Legend 34 Ford Coupe with a Best Lap Time of 55.801 and an Average Speed of 63.81mph. Nice Work Paul A Really Solid Race and a Great Finish for a First Days Racing at Brands Hatch.
In Third Place was (Jack Parker) in his Legend 34 Ford Coupe with a Best Lap Time of 55.682 and an Average Speed of 63.54mph. Really Great Drive Jack 3rd Place and Fantastic to see a New Winner on the Podium for Legends Racing Really Well Deserved.
What an Incredible First Day of Racing it has been for the Legends Championship and with another Three Races to come on Sunday the Action will continue to Intensify. A Big Congratulations to all of the Race Winners in John Paul Jack Stephen Mike Miles and Sean who all Drove Insanely Well and Well Done to all of the other Drivers out there. Keep Pushing and Never Give Up.
Junior Saloon Car Championship (Race 1 Results)
The First Race for the Junior Saloon Cars Championship is Up Next and After seeing Charlie Hand Dominate the Field in Qualifying Will any other Driver be able to Stop Him.
Lets Find Out
In First Place taking the Victory was (Charlie Hand) in his Citroen Saxo VTR 1600 with a Best Lap Time of 58.995 and an Average Speed of 61.36mph. Phenomenal Job Once Again Charlie Putting on a Super Display of Driving Skill and Speed to Dominate Your way to Victory from Lights to Flag. Amazing Drive.
In Second Place was (Will Redford) in his Citroen Saxo VTR 1600 with a Best Lap Time of 58.981 and an Average Speed of 61.33mph. Really Well Driven there Will Chasing Down Charlie Right till the End and Still Finishing an Incredible Second Place. Congratulations.
In Third Place was (Jamie Petters) in his Citroen Saxo VTR 1600 with a Best Lap Time of 59.392 and an Average Speed of 60.74mph. Great Drive there Jamie A Lot of Hard work and Dedication to achieve that Third Position Fighting off Ruben Hage in a Thrilling Battling Side by Side. Well Done.
A Fantastic Opening Race for the Junior Saloon Car Championship with the likes of Charlie Hand coming out Victorious Once Again with Will Redford in Second Place and Jamie Petters in Third.
A Quick Mention of that Incredible Battle Between Jamie and Ruben for 3rd Place What a Phenomenal Bit of Driving from thease Two Young Drivers as they went Side by Side Continuously for Three Straight Laps before Jamie took that All Important P3 with a Move at Paddock Hill Bend. Great work to Ruben too a Phenomenal Drive for P4.
Looking Forward to some More Intense Racing Action from thease Two as Well as all the other Drivers in This Series on Sunday Until Then Good Luck and Keep Racing!
CTCRC Racing For Marshals (Race 1 Results)
After a Brilliant Qualifying Session which saw Samuel Wilson in his Aston Martin V8 Vantage take Victory Over Gary Prebble and Mike Saunders it was Time to see what the CRTC Drivers could get up to and who could take their First Victory in Race 1.
In First Place Taking Victory was (Scott Kirwan) in his Reno Clio 2000 with a Best Lap Time of 58.832 and an Average Speed of 72.98mph. Amazing Drive there Scott A Well Deserved Victory to take First Place.
In Second Place was (Keith Evans) in his Alpha Romeo Alpfasud with a Best Lap Time of 1:03.789 and an Average Speed of 67.70mph. Great Work there Keith Really Pushing Hard and Taking a Well Deserved P2 in the Race. Fantastic Work.
In Third Place was (Nathan Berrisford) in his BMW 1800ti with a Best Lap Time of 1:03.752 and an Average Speed of 67.53mph. Great Work from Nathan To Achieve Third Place and take that Final Step on the Podium Congratulations.
A Really Great First Race for the CTCRC Showcasing some Impressive Machinery and some Really Amazing Drivers in Scott Keith and Nathan All Taking Superb Victories on DAY 1. Good Luck to all of the other Drivers out their your Time Will Come, Keep Racing and Pushing your Team and Yourself to Go Further.
Pickup Truck Championship (Race 1 Results)
Next Up The Pickup Trucks Made their way out onto the Circuit and after Seeing what thease Drivers could do in Qualifying it was Mark Willis who took Pole Position in the Second Fastest Qualifying Category with Matt Simpson in Second Place and Dean Thomas in Third. Who Will be Able to Challenge each of the Top Three?
Lets Find Out
In First Place taking the Race Win and the Fastest Lap was (Dean Thompkins) in his Pickup Truck 2000 with a Best Lap Time of 52.051 and an Average Speed of 81.70mph. Congratulations Dean Really Well Done and a Fantastic Drive thought the entire Race.
In Second Place was (Paul Thompkins) in his Pickup Truck 2000 with a Best Lap Time of 52.402 and an Average Speed of 81.68mph. Superb Job there Paul Working Really Hard and Trying to Stay Close to Dean Most of The Time as Well.
In Third Place was (Matt Simpson) in his Pickup Truck 2000 with a Best Lap Time of 52.519 and an Average Speed of 81.65mph. Really Well Done Matt Fantastic Drive with a Few Sideways Moments and Securing P3 on the Podium.
A Really Exciting First Race for the Pickup Trucks as they Battled it out to see who could take that All Important Victory and become a Race Winner. Huge Congratulations to Dean Paul and Matt for putting on One Hell of a Great Race and to All the other Pickup Truck Drivers who showed their Skills and Racing Passion while Competing. Looking Forward to Sunday and More Track Action from This Lot.
British Truck Racing Championship (Race 1 Results)
Lastly for the Saturday was The British Truck Racing Championship and after a Really Aggressive Qualifying Session it was Time for each Driver to put their Skills to the Test and Battle it out for a Victory.
With Ryan Smith in Pole Position Stuart Oliver in Second and David Jenkins in Third This Race is Going to be One Hell of a Good Race to Witness.
In First Place taking the Victory was (Ryan Smith) in his Mercedes Actros 12000 with a Best Lap Time of 58.945 and an Average Speed of 72.21mph. Congratulations Ryan Really Well Deserved and a Fantastic Victory for Race 1.
In Second Place was (David Jenkins) in his Man TGX 12000 with a Best Lap Time of 1:00.159 and an Average Speed of 71.48mph. Amazing Job there David Taking your P3 Position in Qualifying and Turning it into a P2 Finish at the End of the Race Great Drive.
In Third Place was (John Newell) in his Man TGS 12000 with a Best Lap Time of 1:00.718 and an Average Speed of 70.64mph. Nice Work John Pushing the Truck Hard and Fending off Martin Gibson to take a Well Deserved Third Place.
Super Racing From the British Truck Racing Championship with Many Side by Side Battles Taking Place thought the Race and Lots of Sideways Action to Round off the Saturday Here at Brands Hatch.
A Big Congratulations to Ryan Smith David Jenkins and John Newell who all Drove Very Well and Showed what a True Championship Like Drive is in one of thease Monstrous Trucks. Well Done to all of the other Truck Racers who also Took Part Hoping to see some New Faces on the Top Step of the Podium Come Sunday.
For Now See You ALL Then!
Cowes RNLI Lifeboat B-810 Tabby Cat in the river Medina.
B-810 is a Atlantic 85 B class lifeboats, which are 8½ metres long, are capable of 35 knots and can carry up to four crew members.
The Atlantic 85 was designed by the RNLI and has been developed over the past 5 years to meet the ever-changing requirements of the lifesaving service. It can operate safely in daylight up to force 7 conditions and at night up to force 6.
ift.tt/1XIb6YV A skyhook-equipped F9C Sparrowhawk approaches the trapeze of the USS Macon for docking, capable of carrying four such aircraft in its interior hangar. 1933-1935 [504x640] #HistoryPorn #history #retro ift.tt/1swjJK5 via Histolines
Cowes new RNLI ILB (inshore lifeboat)
Lifeboat B-859 SHEENA LOUISE
going on to the slipway of the Lifeboat station at Cowes on the Isle of Wight for the first time.
B-859 is a Atlantic 85 B class lifeboats, which are 8½ metres long, are capable of 35 knots and can carry up to four crew members.
The Atlantic 85 was designed by the RNLI and has been developed over the past 5 years to meet the ever-changing requirements of the lifesaving service. It can operate safely in daylight up to force 7 conditions and at night up to force 6.
Handley Page were famous for their World War Two Halifax Bomber and went on to produce one of the most capable Post war jet bombers in the Victor. It's medium-size and graceful looks belied its great versatility and capability, and in it's bomber form, it's large bomb bay allowed the greatest ordnance of any post war British bomber. Though less well known than the Vulcan it was arguably the best of the three, being faster and higher flying also. The aircraft featured a unique crescent shaped landing edge on the swept wings and tail horizontal services, with a futuristic nose/cockpit area.
By early 1956 the first Victor B.1 had flown, with the first RAF unit (232 OCU) beginning in November 1957. 10 Squadron of Bomber Command became operational with the Victor B.1 in April 1958 with the improved B.2 flying in February 1959. Following the sudden retirement of the Valiant Fleet in 1964, the Victor was gradually converted into two and three point tankers, ending with the superb K.2 variant, while the SR.2 was an extremely capable reconnaissance version. The tankers gave great service in both the Falklands and Gulf Campaigns, it's contribution in the former conflict being crucial. In common with many other post war British aircraft the Victor outlived it's manufacturer besides it's two V-bomber sisters, the Valiant and Vulcan, serving as a K.2 tanker variant until 1993. XL160 was the 10th Victor K.2 conversion and the first painted in hemp scheme.
Handley Page Victor K.2 XL160 service history - January 1956 Contract 6/Acft/123996/CB(6), 26th January 1961 awaiting collection, 26th January 1961 MoA for Conway engine tests. 27th July 1962 Handley Page for conversion to B.2R, 16th January 1964 100 Squadron, 19th July 1965 Wittering Wing, 25th October 1968 H.P, 21st May 1970 H. Siddeley awaiting conversion to K.2, 22nd September 1975 55 Squadron, 2nd October 1980 57 Squadron, October 1982 first aircraft in hemp colour scheme, 12th August 1985 55 Squadron, 8th January 1986 57 Squadron, 2nd July 1986 struck off charge BDR training RAF Marham (8910M), 9th July 1994 nose section saved by Victor Association.
Handley Page Victor K.2 XL160 Falklands War service history -
▪︎29th March 1982 - with 57 Squadron at Marham.
▪︎29th April 1982 - support the deployment of Vulcan B.2's from Waddington to Wideawake (operating from/to Marham).
▪︎1st May 1982 - deployed to Banjul, refueling 809 Squadron. Sea Harrier FRS.1's en route from Yeovilton to Ascension.
▪︎3rd May 1982 - deployed from Marham to Wideawake via Banjul, supporting the deployment of I(F) Squadron Harrier GR.3's from St Mawgan to Ascension. Subsequent tanker missions from Wideawake included 2nd ''Black Buck'' Vulcan B.2 bombing raid overnight 3rd-4th May 1982.
▪︎7th May 1982 returned to Marham non-stop, supporting the redeployment of a Vulcan B.2.
▪︎14th May 1982 - Flown back to Wideawake non-stop. Subsequent tanker missions from there included the final''Black Buck'' bombing raid 12th June 1982.
HANDLEY PAGE VICTOR -
▪︎Prototype First Flight: 24th December 1952
▪︎First Production Flight: 1st February 1956
▪︎Mk.2 First Flight: 20th February 1959
▪︎Retired From Service: October 1993.
VARIANTS -
▪︎HP. 80 - Prototype
▪︎B.Mk.1 - First production
▪︎B(K).Mk.1A - Interim tanker conversion
▪︎K.Mk.1 - Dedicated tanker
▪︎B.Mk.2 - Larger engines and wings
▪︎B.Mk.2R - Upgraded for Blue Steel
▪︎SR.Mk.2 - Strategic reconnaissance version
▪︎K.Mk.2 - 2R converted to tankers.
HANDLEY PAGE VICTOR K.Mk.2 -
▪︎Crew: Five
▪︎Powerplant: Four Rolls-Royce Conway Mk.201 turbofans, 20,600 lb of thrust each
▪︎Span: 117 ft
▪︎Length: 114 ft 9 in
▪︎Wing Area: 2,200 sq/ft
▪︎Weight Empty: 110,000 lb
▪︎Maximum Takeoff Weight: 223,000 lb
▪︎Maximum Speed: 550 knots / Mach 0.96 at 36,090 ft
▪︎Ceiling Height: 52,000 ft
▪︎Range: 3,995 nautical miles
▪︎Unrefueled Load: Up to 35,000 lb.
Information from the Norfolk & Suffolk Aviation Museum
Greenville Fire/Rescue, New Bern Fire Department, and Greenville Police held a two-day water rescue training along the Tar River in Greenville on August 3–4, 2022. The joint training exercises help NC Urban Search and Rescue Task Force 10 members build and maintain water rescue skills and techniques, such as boat handling, victim retrieval, and search and rescue operations.
Known as North Carolina Task Force 10, we are the only team located east of I-95 and north of Wilmington, North Carolina. The North Carolina USAR Task Force team system maintains caches of equipment strategically located throughout the state. Each Task Force team must be capable of a quick response with the necessary equipment, personnel and training to handle any natural or man-made event for up to 72 hours. All the training and equipment is standardized across the state.
"Cryptobiotic Soil" is capable of absorbing a lot of water and helps hold the sand in place. Seen on the Esplanade along the Thunder River Trail.
We did a 4 day/3 night backpack trip from the North Rim in Grand Canyon National Park in Arizona.
We descended into the canyon on the Bill Hall Trail to the Thunder River Trail and camped the first night at the upper Tapeats Creek camp. We continued down the Thunder River Trail to the Colorado River and followed informal route downstream to Deer Creek where we camped the second night. We continued on the Deer Creek trail to the Esplanade where we camped the third night. We ascended out of the canyon on the Bill Hall Trail.
Follow this link to read about this and all of the other backpacking trips and dayhikes we have done in Arizona.
Follow this link to see the collection of all of our Arizona photos.
To see more photos of the great places we have been check out our photo collections
To read about the other great places we have been go to www.panafoot.com
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.
A random photographic quartet that for me is capable of conjuring with quick fingers all kinds of travel memories previously thought lost to fog: a pug in a doorway of a Parisian post office; a love heart masquerading as a leaf or a leaf that wishes it were a heart; the green creep of Oxford; and the stage set in London. A haphazard collection they now form and to me whisper in my ear of where I have been. I recall now the excitement of waiting for the curtain to lift before The Royal Ballet’s performance of Onegin. The night it was a Saturday, the ballet told in three acts, and my forearms prickled from beginning until close. We sat up high, in a theatre familiar to me not from previous experience but from film. My heart a loud drum, I vowed then to read Alexander Pushkin’s classic verse-novel (though I have only now purchased a copy from my local bookstore).
Recently posted,
Crewed by 250 Royal Yachtsmen, a platoon of Royal Marines and capable of hosting up to 250 guests, the Royal Yacht Britannia carried the British Royal Family around the world for over 40 years. The ship is photographed here in the Brisbane River during Queen Elizabeth II’s 1963 tour of Australia.
While returning from a trip to Nova Scotia, by way of Maine, we decided to make a stop in Lubec The easternmost town in the United States. The heavy August fog hindered our photography So we were only capable of shooting close to the shore. Lubic is an intriguing hamlet of homes and fishing wharves a few shops and restaurants nothing fancy, then the Tides are huge.
The Me 163 Komet, designed by Alexander Martin Lippisch, was the only operational rocket-powered fighter aircraft during the Second World War. Although revolutionary and capable of performance unrivaled at the time, it proved ineffective as a fighter and resulted in the destruction of very few Allied aircraft.
The Me 163 Komet, designed by Alexander Martin Lippisch, was the only operational rocket-powered fighter aircraft during the Second World War. Although revolutionary and capable of performance unrivaled at the time, it proved ineffective as a fighter and resulted in the destruction of very few Allied aircraft.
The Me 163 Komet, designed by Alexander Martin Lippisch, was the only operational rocket-powered fighter aircraft during the Second World War. Although revolutionary and capable of performance unrivaled at the time, it proved ineffective as a fighter and resulted in the destruction of very few Allied aircraft.
The Texas rat snake is a fairly large snake, capable of attaining lengths past six feet. They vary greatly in color and patterning throughout their range, but they are typically yellow or tan in color, with brown to olive-green, irregular blotching from head to tail. Specimens from the southern area of their range tend to have more yellow, while those from the northern range tend to be darker. One way to distinguish them from other rat snakes is they are the only ones with a solid grey head. Some specimens have red or orange speckling. The belly is typically a solid gray or white in color. The several naturally occurring color variations include albinos, high orange or hypomelanistic, and a few specimens which display leucism which have become regularly captive-bred and are popular in the pet trade.They are agile climbers, able to reach bird nests with relative ease. They are often found around farmland, and will sometimes consume fledgeling chickens and eggs, which leads them to be erroneously called the chicken snake. They are known for their attitude, and will typically bite if handled, though their bite is harmless............
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The F2H-2P Photo Banshee was Naval Aviation's most capable photo reconnaissance platform during the Korean War. Having the speed and high-altitude performance of the F2H fighter, the F2H-2P adeptly provided reconnaissance vital to the interdiction campaign. Following its service, the Museum's aircraft was discovered in a playground in Vero Beach, Florida, its fuselage and wings filled with concrete.
Of the 364 production versions of the F2H Banshee (McDonnell Aircraft Corporation's successor to the FH Phantom), 58 were designated F2H-2Ps. Differing from the fighter version of the F2H in the installation of a lengthened nose to house six reconnaissance cameras, the Photo Banshees possessed the speed and high-altitude performance for which the F2H was known.
In the Korean War, where photo reconnaissance was vital in support of the interdiction campaign, the F2H-2P brought increased capability over the F9F-2P Panther. The latter aircraft, employing the K-17 type aerial camera, had to make three passes over a target at 5,000 feet to capture the same coverage as K-38 cameras in a Banshee could get in one pass at an altitude of 15,000 feet. This reduced danger to the aircraft from enemy fire and also reduced the processing work required by photo laboratories ashore and afloat. The nose section housing the cameras in the F2H-2P also incorporated one inch fiberglass matting to help control temperature so that the cameras would function at high altitude. So effective was the F2H-2P that one squadron, Marine Photo Reconnaissance Squadron (VMJ) 1, shot enough exposed film to circle the globe six and a half times. One carrier captain called the airplane "the finest photo plane in service. Its speed, maneuverability, visibility, range, and endurance far exceed any other fighter photo [plane] in service."
The Museum's F2H-2P Banshee spent the years between 1959 and 1988 with its fuselage filled with cement sitting in sand in a playground in Vero Beach, Florida, where children pretended to soar among the clouds in its cockpit. Accessioned by the Museum in 1989, it is restored in the markings of Bureau Number 126673, a VMJ-1 aircraft of the Korean War.
www.navalaviationmuseum.org/attractions/aircraft-exhibits...
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