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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
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
"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,
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...
This 3,400 lb. expansion joint is capable of 2.3" lateral movement and 1.5" axial movement, and was designed for 65 PSIG and 1076ºF. It was made with SB-409 alloy 800 bellows and 316H piping and gimbal components. The dimension of this expansion joint is 24" x 168" x 71". This gimbal expansion joint contains two sets of hinge pins or pivots with the axis of each set perpendicular to each other. To ensure the products quality, the joints were 100% X-rayed, and hydro-tested at 120 PSIG prior to delivery.
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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.
There are a very few models capable to cast a shadow over my beloved iron horse. Alex is one of 'em.
Earlier that day we were participating in a Distinguished Gentlemen Ride event, so all we needed was a role of film, some of that generous sun and a half an hour to fire few shots.
On a technical note, I have surprised myself by developing this in (all interested may as well write down the recipe) Ilford Perceptol 1+3, 20C for 23 minutes with 10 sec agitations each minute.
Film used: Kodak Tri-X 400 exposed at it's nominal value.
Hasselblad 500C/M with Carl Zeiss macro planar CFi f4/120mm with RED FILTER (-3) used.
I was surprised that even digitaltruth had very little data on a combination of Tri-X at 400 ASA and Perceptol, don't ask me how I've calculated this one.
English:
CH-148 Cyclone
Royal Canadian Air Force
The CH-148 Cyclone is one of the most capable maritime helicopters in the world. It is Canada’s main ship-borne maritime helicopter, and it provides air support to the Royal Canadian Navy.
The Cyclone can be used for surface and sub-surface surveillance, search and rescue missions, tactical transport and more. It can operate during the day or night and in most weather conditions to support missions in Canada and around the world.
Length: 17.22 m
Length (folded configuration): 14.78 m
Rotor span: 17.48 m
Height: 5.44 m
Maximum Gross Weight: 13,000 kg
Maximum speed: 287 km/h
Range: 740 km
Location(s):
Patricia Bay, B.C.
Shearwater, N.S.
----------------------------------------------------------------------------------------
Français :
CH-148 Cyclone
Aviation royale canadienne
Le CH-148 Cyclone figure parmi les hélicoptères maritimes les plus efficaces au monde. À titre de principal hélicoptère maritime embarqué du Canada, son travail consiste à apporter un soutien aérien à la Marine royale canadienne.
Le CH-148 Cyclone accomplit notamment des missions de surveillance et de contrôle de surface et sous-marins, de recherche et de sauvetage et de transport tactique. Il peut accomplir son travail de jour comme de nuit, dans la majorité des conditions météorologiques, afin de soutenir les missions canadiennes et internationales.
Longeur : 17,22 m
Longeur (plié) : 14,78 m
Envergure du rotor : 17,48 m
Hauteur : 5,44 m
Masse totale maximale : 13 000 kg
Vitesse maximale : 287 km/h
Autonomie : 740 km
Bases :
Patricia Bay, C.-B.
Shearwater, N.-É.
Even if you do not own an iPhone you know that they are capable of a lot without really much effort. Whether you are a current iPhone owner or a person who is thinking about getting one, you will find some exceptional ideas and advice below for maximum enjoyment of all it has to offer.
Did you know that rice can be used to dry your iPhone if it gets wet? It is common to drop the phone in a water puddle, the toilet or something wet. Towel dry your phone and put it in a baggie filled with rice. Then dry it out overnight, or at the bare minimum for numerous hours.
A protective screen is a beneficial investment for your iPhone. Your phone will definitely fall victim to nicks and scratches if you have not purchased a screen protector for it. Just a tiny speck of dirt can scratch the screen. It is in your best interest to always use a screen protector.
Are you fed up by all the notifications you get on your iPhone? Below is an idea on the best ways to turn them off. Click on settings and tap notifications. Then check out which apps are listed inside of your "Notifications Center", and pick which ones you would like to keep or get rid of. Better still, getting rid of these unwanted notifications can also extend the battery life of your device.
Lots of iPhone users will spent a lot of time surfing the web and reading mail, but they do not know the best ways to save the graphics they find or are sent. All you have to do is touch the graphic you 'd like to save, and hold on for a few seconds. Soon, a box will pop up with the option to save the graphic you've touched.
You can use your headphone cord to take a photo. Simply line up your subject within the frame. When you are ready to snap the picture, simply push the button. Doing this will take a picture. Use your regular picture saving steps to add the picture to your cam roll.
There are lots of multimedia capabilities available to your iPhone. You can use your iPhone download TV series episodes, motion pictures, comical clips or anything else you desire.
Are you not so sure you intend to send that iMessage after all? Has your meaning been messed up by Automobile Correct again? There is a really easy way to take care of the damage: simply beverage your iPhone swiftly. Any kind of recent typing is instantly eliminated. Go to the Settings menu to make certain this function is enabled.
There is no need to tap the 'X' button to waive the iPhone's suggestions. This makes it much easier and more efficient to use your phone to send emails or texts. All you need to do is simply tap on the screen anywhere and the box goes away.
If you need to do some quick math, but not in your head, use the calculator in your iPhone. When the phone is in a vertical position, the calculator is a standard one, but when the phone is held horizontally, a scientific calculator appears.
It may not be a good idea to use Siri. Apple makes note of these recordings and puts them on their internal server. While this does assist the speech recognition function, you must know that you might not have total privacy when doing this.
Lots of people do not know that they can make their iPhone visually show their incoming messages and calls. The LED cam can blink when you have something coming in, silently but noticeably. Just access the settings menu, then to "general" and next to "availability." Turn on "LED Flash for Alerts.".
Did you know that you can actually take a screenshot using your iPhone? Once you are ready to take the screenshot, first hold the home button down, then tap the sleep button as well. If you see that your screen has turned white, you have successfully taken a screenshot.
You must also think about options with an app specifically for managing your battery. There are a few available that can inform you of when you use too much power and how you can reduce it to save battery life. Lots of will also inform you when you must calibrate, so you are always getting accurate readings.
To type with greater efficiency, establish shortcuts on the iPhone. Simply go to "Settings," check under the "General" tab, navigate your way to the "Keyboard," and from there you can pick the "Add New Shortcut" option. Put in acronyms or abbreviations to phrases and words you use. When you start typing a word that's been programmed, your phone will automatically fill it in for you.
Attach with all your friends through social media on the iPhone. The iPhone lets you update all your family and friends about your life using these preferred social media outlets like Facebook and Twitter. Also, you can check out the buzz with your friends during the day with updates and news feeds.
One of the best ways to communicate with others by means of your iPhone is the FaceTime feature. This application lets users actually see their conversation partner. If you 'd like to use it, all you have to do is access your contacts, and select the FaceTime button. Press down on it and you can both hear and see the person.
Do not allow your iPhone to set in the sun for extended amount of times. If the phone is placed in sunlight for a long time, it can be completely ruined. Internal components are created to sustain normal temperatures, so direct exposure to sunlight can be harmful.
If you have numerous email accounts that you intend to check from your iPhone, give each email account a different name. You might become confused if each one of your accounts are named similarly. So to separate each account and make it basic to find what you're trying to find; give each account a special name.
With the information you have read, you have probably learned a bit about the phone, at least more than you knew before. If so, use all this information to maximize your phone's use, or make a decision whether this is the ideal phone for you.
Did you know that rice can be used to dry your iPhone if it gets wet? Lots of iPhone users will spent a lot of time surfing the web and reading mail, but they do not know how to save the graphics they find or are sent. Lots of people do not know that they can make their iPhone visually show their incoming messages and calls. Did you know that you can actually take a screenshot using your iPhone? The iPhone lets you update all your family and friends about your life using these preferred social media outlets like Facebook and Twitter. c2creviewer.blogspot.ch/2012/09/espionnez-un-iphone-sans-...
Capable of flying in space in short distances. Average (figured out that it was too slow and changed to average) speed in Earth-like atmosphere: 900 kmph
SMAM is capable of precisely targeting and defeating hard and soft targets at extended ranges and can be integrated on a range of Army ground vehicle and aviation platforms as well as maritime platforms. (Images courtesy of the authors)
Meade was a capable commander respected by his fellow officers, but his short temper was not well liked by his men and he disliked meddling reporters, who in turn vilified him in the press. He had the misfortune of having the unflattering sobriquet of a "damned old goggle-eyed snapping turtle" bestowed on him by some of his men. Yet he led the Army of the Potomac to victory at Gettysburg, and remained as its commander until the end of the war almost two years later.
CDV by the Philadelphia Photographic Company.
Head smashed in infinite fragments,. run over by the wheels and turned into dust.
heart and brain torn, splashed and trampled, crashed skull ,aching eyes,pulverized bones.
180628-M-ZO893-0121 MARINE CORPS BASE HAWAII (June 28, 2018) A Philippine Marine clears a room during urban operations training as part of Rim of the Pacific (RIMPAC) exercise aboard Marine Corps Base Hawaii June 28, 2018. 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 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]
+++ 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.
+++ 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 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.
This is a family dedicated channel to our beloved big lad Benji
We got Benji in 2007 when he was 4 years old as the owner was suffering from an illness and was no longer capable of looking after him
We got him on the 21st may 2007 so we used that date to celebrate his birthday
When Benji came to live with us he was a very independant lad and was always the boss especially over my two young sons and he stamped his authority quite quickly
He did test us at the beginning but soon knew that living here with us he was going to get nothing more than love and attention and he got that in abundance
He loved his home comforts as he would often take over the settee and would declare that space as his own
I myself have had health issues and Benji would always pop his head up to see if everything was alright with me and i would do the same with him everynight
We nearly lost Benji in 2013/2014 when we discovered a small lump on his groin and the vet at the time told us it was just a fatty lump and just ignore it
We knew something was not right and advised the vet that we wanted it removed and we would pay for the operation
We booked him in 2 weeks after that appointment and when we got him to the PDSA they told us that it was a good job that we ignored her colleagues advice and decided to go for the operation as it saved his life as this so called fatty lump was actually a growth that was cutting off his blood vessel, The operation was a success and it extended our time with Benji
There was times that we questioned some of the vets advice as for when we kept asking about all the lumps that was appearing on his body and again we were told that they were just fatty lumps
Over the past couple of years we were concerned of a few lumps under his chest and a few that would appear around his ribs etc and again we were told to ignore them as they were fatty lumps
Well those lumps turned out to be cancer and cost our baby boy his life as his liver had also became very enlarged and we had to make a decssion if we wanted to die in agony as we were informed or for the vet to give him that terrible injection
We took him home for a day so that he could say his goodbyes to my sons and we stayed awake with him all night
The following morning we gave him his favourite a tin of tuna and he had a good drink of water and at 10:15am on September 1st 2017 Benji was put to sleep
My wife held him in her arms as i cuddled his head and kept him from seeing the needles and he dropped into his deep sleep forever
The vet that dealt with Benji on his final moment was a wonderful and caring vet and we thank her from the bottom of our hearts for all she done
We love you Benji and we will walk together again one day soon
Forever your
Mammy, Daddy and Brothers
Took a walk in the hills at morrongo valley when i came back down their was this guy flying his heli he had two of them he was doing free styje flying took some shot's and then move on to the birding.Big Morongo Canyon Preserve is an internationally-recognized birding site. Several rare or unusual species are known to nest here, and many other species are abundant during the spring and fall migration seasons.
What does it mean to “fly 3D”? All aircraft maneuver in three dimensional space, so what separates 3D flying from just flying? Model helicopters are capable of maneuvers other aircraft, including full sized helicopters can only dream of. A modern “3D” model helicopter is capable of aggressive, accurate and axial flips and rolls. Adding the ability to pirouette, fly backwards and upside down, there is practically no limit to the maneuvers that can be flown. Although aggressive, unbelievable flights may seem wildly out of control to the untrained eye, it takes immense skill, and the models can be flown incredibly precisely with enough practice.
One of the beauties of modern aerobatic helicopter flight, which has come to be known as 3D, is how varied the potential is. Every 3D heli pilot exhibits their own character and style in flight. A 3D flight could be flown freestyle with nothing planned ahead of time, or it could be a highly prepared, choreographed flight put to music for competition. While 3D heli flight is, in essence, simply a combination of flips, rolls , and pirouettes, there is no end to the combinations. Once a heli pilot masters the basics, a continuously evolving world of precision aerobatics awaits. Like a dancer or figure skater, a 3D heli pilot can express style by putting simple moves together in complicated sequences for incredible effect.
Like any sport, art, or specialty, practice makes perfect. Some people learn faster than others, but everybody should try to step gingerly into more complicated and aggressive moves, for safeties sake (not to mention your wallet!). Excellent training tools are available; most notably computer simulators and buddy boxes. Unlike most video games which are intended for play, simulators for model aircraft are designed around one goal, helping people learn how to fly model airplanes and helicopters. Simulators are so accurate a budding pilot can master almost all regimes of flight in a simulated environment which instantly replaces a wrecked model! In real life, a crash cost not only confidence, but time and money to fix the model. By the time the pilot gets back to it, the learning experience from the crash is not fresh, and learning tends to progress slower. On a simulator, a fledgling pilot can take as much time exploring the controls as they want, and learn at their own pace without any down time between crashes.
This is a family dedicated channel to our beloved big lad Benji
We got Benji in 2007 when he was 4 years old as the owner was suffering from an illness and was no longer capable of looking after him
We got him on the 21st may 2007 so we used that date to celebrate his birthday
When Benji came to live with us he was a very independant lad and was always the boss especially over my two young sons and he stamped his authority quite quickly
He did test us at the beginning but soon knew that living here with us he was going to get nothing more than love and attention and he got that in abundance
He loved his home comforts as he would often take over the settee and would declare that space as his own
I myself have had health issues and Benji would always pop his head up to see if everything was alright with me and i would do the same with him everynight
We nearly lost Benji in 2013/2014 when we discovered a small lump on his groin and the vet at the time told us it was just a fatty lump and just ignore it
We knew something was not right and advised the vet that we wanted it removed and we would pay for the operation
We booked him in 2 weeks after that appointment and when we got him to the PDSA they told us that it was a good job that we ignored her colleagues advice and decided to go for the operation as it saved his life as this so called fatty lump was actually a growth that was cutting off his blood vessel, The operation was a success and it extended our time with Benji
There was times that we questioned some of the vets advice as for when we kept asking about all the lumps that was appearing on his body and again we were told that they were just fatty lumps
Over the past couple of years we were concerned of a few lumps under his chest and a few that would appear around his ribs etc and again we were told to ignore them as they were fatty lumps
Well those lumps turned out to be cancer and cost our baby boy his life as his liver had also became very enlarged and we had to make a decssion if we wanted to die in agony as we were informed or for the vet to give him that terrible injection
We took him home for a day so that he could say his goodbyes to my sons and we stayed awake with him all night
The following morning we gave him his favourite a tin of tuna and he had a good drink of water and at 10:15am on September 1st 2017 Benji was put to sleep
My wife held him in her arms as i cuddled his head and kept him from seeing the needles and he dropped into his deep sleep forever
The vet that dealt with Benji on his final moment was a wonderful and caring vet and we thank her from the bottom of our hearts for all she done
We love you Benji and we will walk together again one day soon
Forever your
Mammy, Daddy and Brothers
Capable of carrying 10,000 chickens to "processing plants" KFC's new oversized poultry stock car is now in regular service as part of the food supply chain for your next bucket of crispy chicken. MDH, reporting all the fake news that's fit to put on Flickr...
Bronze Statue of Mahatma Ghandi Unveiled in 1993 by Archbishop Desmond Tutu Church Street Pietermaritzburg Kwazulu Natal South Africa Sepia January 18th 1999
"Non-violence is not a clostered virtue. It is no impossible Ideal... It is capable of being practiced by the millions.... It is the soul force within every human being... The path of true non-violence required much more courage than violence" Mahatma Ghandi
The statue of Mahatma Ghandi commemorates the centenary of his experience at the Pietermaritzburg railway station in 1893 when he was cast out from a first class carriage because he was not White. Gandhi had close links to Pietermaritzburg and his passive resistance campaign is closely linked to the city.
“My life is my message”, Mahatma Ghandi.
The second generation of the midsize Mercedes-Benz SUV gets more than a renaming to GLC from GLK; this versatile new SUV, which goes on sale in December, is an entirely different, larger and more capable vehicle. The 2016 GLC design makes a clear departure from the GLK with a sleek, emotionally inspired form and a more dynamic presence.
The Grumman F-14 Tomcat is an American carrier-capable supersonic, twin-engine, two-seat, twin-tail, variable-sweep wing fighter aircraft. The Tomcat was developed for the United States Navy's Naval Fighter Experimental (VFX) program after the collapse of the General Dynamics-Grumman F-111B project. The F-14 was the first of the American Teen Series fighters, which were designed incorporating air combat experience against MiG fighters during the Vietnam War.
The F-14 first flew on 21 December 1970 and made its first deployment in 1974 with the U.S. Navy aboard USS Enterprise (CVN-65), replacing the McDonnell Douglas F-4 Phantom II. The F-14 served as the U.S. Navy's primary maritime air superiority fighter, fleet defense interceptor, and tactical aerial reconnaissance platform into the 2000s. The Low Altitude Navigation and Targeting Infrared for Night (LANTIRN) pod system was added in the 1990s and the Tomcat began performing precision ground-attack missions.The Tomcat was retired by U.S. Navy on 22 September 2006, supplanted by the Boeing F/A-18E/F Super Hornet. Several retired F-14s have been put on display across the US.
Having been exported to Iran under the Pahlavi dynasty in 1976, F-14s were used as land-based interceptors by the Islamic Republic of Iran Air Force during the Iran–Iraq War. Iran claimed their F-14s shot down at least 160 Iraqi aircraft during the war (only 55 of these confirmed, according to historian Tom Cooper), while 16 Tomcats were lost, including seven losses to accidents. As of 2022, the F-14 remains in service with Iran's air force, though in low numbers of combat-ready aircraft due to a lack of spare parts.
Wikipedia: en.wikipedia.org/wiki/Grumman_F-14_Tomcat
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.
Boat Name BUCEPHALUS
Launched in 1971 this yacht is a remarkable combination of Jack Laurent Giles’s design, a Wölter Huisman build and finish by A.H. Moody & Son; three of the greatest names in yachting at that time – and frankly they didn’t get much better at that time. BUCEPHALUS is a strong, comfortable classic yacht equipped to the highest standard and fitted out not so long ago with the intention to sail around the world, but the owner's plans have now changed. She however is more than capable and absolutely ready to go
Dimensions
LOA: 51 ft 0 in
Length of Deck: 51 ft 0 in
Minimum Draft: 6 ft 5 in
Engines
Engine 1:
Engine/Fuel Type: Diesel
Brokers Comments
Launched in 1971 this yacht is a remarkable combination of Jack Laurent Giles’s design, a Wölter Huisman build and finish by A.H. Moody & Son; three of the greatest names in yachting at that time – and frankly they didn’t get much better at that time. BUCEPHALUS is a strong, comfortable classic yacht equipped to the highest standard and fitted out not so long ago with the intention to sail around the world, but the owner's plans have now changed. She however is more than capable and absolutely ready to go.
History
Originally named VIA MARIS this yacht was commissioned by a Dr Ellis from Washington State in the USA and built by Wölter Huisman in 1971 to Lloyds 100A. The original designs were for a slightly smaller yacht but she was extended – the owner has copies of the original supplied by Royal Huisman. He has also been in communication with the original owner's family. Finished at A.H. Moody's, sailed to the U.S. and then back again for some further finishing work the yacht has crossed the Atlantic three times on her own bottom. As VIA MARIS she has an entry in Arthur Beiser's “The Proper Yacht” (2nd Ed). She is also detailed in one of Laurent Giles’ books.
Subsequently she was bought in the States and shipped over to Hamburg where she was being used as a sail trainer when her current owner bought her there in 2006. He commissioned a new set of modern interior designs from the original designers, Laurent Giles and Barry van Geffen oversaw the design - VIA MARIS was the first yacht he sailed in when he joined LG in 1971. From 2008 she underwent a 3 year total refit in Holland with master carpenters from Hakvort, Royal Huisman and De Ruiter (Moonen) and a Mastervolt agent.
Construction
- Aluminium hull.
- Teak decks (2008)
- Rudder supported by full length skeg
Accommodation and Domestic Equipment
Laurent Giles were commissioned in 2006 to create a new interior design to give a more modern look and to provide bathroom facilities in the owner’s cabin aft, yet retaining the character of her original design. The interior was almost completely rebuilt with new teak and teak veneer. New mattresses and cushions in Alcantara, new Corian surfaces in the galley and heads. In summary accommodation is for four in two double cabins, plus a two person convertible berth in the saloon.
Deck house
- Navigation table to port housing the main instruments, chart table and computer
- Internal helm position to starboard; wheel and Morse controls
- Companionway steps down and corridor aft port side by galley
Owner’s Cabin
- Skylight hatchway over
- Small vanity unit immediately to port
- Double berth extending aft
- Ample hanging stowage
- Sony Bravia flat screen TV and Sony home theatre system
- En suite head, Vetus electric fresh water flush WC, basin and shower
- Seating for one
Forward to L shaped galley to port
- Large top opening fridge and water cooled chest freezers outboard in corridor outboard
- Corian work surfaces and teak fiddles
- 3 burner ceramic hob
- Force 10 electric stove
- Sink and mixer fresh water tap
- Microwave
- Fridge
- To starboard side of corridor is a walk in access doorway to aft end of engine room
Forward to starboard
- Day head and shower in white melamine, teak and Corian
- Vetus fresh water flushing WC
Forward to Saloon
- U shaped seating to port converts to occasional double
- Centre line drop leaf table and two comfortable chairs to starboard
- Teak battening to the hull interior and stowage to starboard
- Sony Bravia flat screen TV and Samsung home theatre system
Forward to guest cabin
- Double berth offset to port
- Ample hanging stowage to starboard
- Large opening hatch over fitted with fly screen and blackout blinds
- SOVOS state of the art fold down TV/DVD player
Domestic equipment
- Candy washing machine in lazarette
- Trash compactor in lazarette
- Cruisair 2 unit reverse cycle air conditioning system
- Spectra 65 litres per hour water maker; new
- Diesel constant hot water system and hot air heating system; new
- Ralph Lauren bed linen and towels
Rig Spars and Sails
Mast head ketch rig with removable cutter
- New Soromap masts and rigging in 2009
- Andersen self-tailing winches on masts, new 2009
- All sails in good order, recently inspected, cleaned and maintained by North Sails
- Manual roller furling genoa with new UV strip North Sails
- Main North Sails slab reefing
- Mizzen sail slab reefing
- Storm jib
- Trysail North Sails new
- Asymmetric cruising chute Gaastra (2009) with snuffer
- Spinnaker
- Staysail
Deck Equipment and Ground Tackle
- 2 x Barlow 30 primary winches
- 2 x Barlow electric primary winches
- Bow roller and anchor
- Stainless Pushpit, pulpit stanchions and double guard wires
- Electric/hydraulic anchor winch. 100 metres ½ inch chain
- Teak deck boxes,
- Chromed/Stainless dorade vents
- New teak deck boxes
- Stern davits
- New Nemo passarelle / swim ladder
- New bimini & dodger
- Stac - pack covers for both main and mizzen
- New Zodiac Yachtline 220 RIB tender and Yamaha 4 HP outboard
- Large lazarette aft containing washing machine and trash compactor
Mechanical Electrical and Tankage
- Walk in engine room
- Yanmar 4JH3-DTE 125 HP engine, new 2010
- Dual fuel filtration systems installed for both engine and generator 2009
- New propeller shaft 2010
- Max-Prop automatic feathering propeller
- New Jefa helm
- Side Power 24 V bow thruster 2008
- Paguro 8000 generator - less than 200 hours
- 12 V and 24 V alternators 2011
- 12 x Mastervolt 2 V batteries giving 750 Ah at 24 V new 2008
- Mastervolt engine, generator and bow thruster batteries new 2008
- Mastervolt 4,000 W combi inverter new 2009
- Mastervolt charger for bow thruster and anchor winch batteries
- Mastervolt isolators and controllers new 2008
- Shore power connection via a transformer supplying ring main
- Spectra 65 litres per hour water maker
- 220 Gallons / 1,000 litres fuel capacity in 3 x keel tanks
- 190 gallons / 863 litres water capacity in 3 x keel tanks
- 77 gallons / 350 litres holding tank
- All pumps and plumbing replaced (2008-09)
Navigation Communication and Electronics
- Raymarine ST40 and ST60 instruments
- Raymarine SPX30 Smartpilot autopilot and 2 x ST6002 controllers
- Raytheon 72 nm radar and RL80C plotter with RL70C cockpit repeater
- Worldwide C-Map charts
- ICOM DSC VHF
- ICOM IC-M801E SSB transceiver
- Clipper Navtex
- Thrane & Thrane Sailor FB 250 sat com (bb, internet, telephone) with dedicated PC
- AIS Watchmate
- Intellian I3 Satellite TV system with two Humax decoders
- TVs and DVD players in cabins as detailed
Safety
- 1 x Manual bilge pump in cockpit
- 4 x Electric bilge pumps
- EPIRB
- Plastimo Trans Ocean Class 2 life raft for 6 persons
- Jonbuoy inflatable Danbuoy
- MOB recovery system
- Fire extinguishers throughout
Refit details
2008-2011 Major refit
- Masts, standing and running rigging
- All new electrics, electronics, re-wiring by Mastervolt agent
- All pumps and plumbing replaced with new
- New engine fitted in 2011
- Comprehensively surveyed for insurance
- No deterioration in her aluminium - no detectable diminution from original alloy thickness
- Stripped back to bare metal and repainted in Alexseal in 2009
- 2011 capping rail taken off and top sides re-treated, again in Alexseal
- With galvanic isolator, new primer and paint not expected to have deteriorated since refit
Owners Comments
In all respects BUCEPHALUS is more sound than when she was hatched - she has modern systems and a better, lighter rig and vastly improved electrics and electronics (her original electrics were 32V). She is reasonably low maintenance and is extremely strong - I have sailed her with my crewman in a force 7/8 for 3 days in 6-8 metre seas from Peloponnese to Malta and she never gave cause for concern.
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.
SOL Austin: Net-Zero Capable
Photos by Allison Cartwright @ Twist Tours
Beck-Reit and Sons Ltd., an Austin General Contractor, has been working on sustainable construction methods since they day we started building houses. Our desire to build a better house, led us to the development of the SOL (Solutions Oriented Living) subdivision in East Austin. We partnered with local architect, KRDB to design, develop and build a net-zero capable sub-division centered around a community of 40 modern homes. Thru passive design, efficient building envelope and solar power these homes can produce more energy than they consume. The homes have been rated 4-5 star by the Austin Energy Green Building Program. SOL Austin has received national attention and has been featured in the New York Times, Metro-Homes and DIY Network’s, This New House.
Ceremonial Bill Signing: S.C. Pain-Capable Unborn Child Protection Act, H.3114 (Official Governor's Office Photo by Camlin Moore)
Ceremonial Bill Signing: S.C. Pain-Capable Unborn Child Protection Act, H.3114 (Official Governor's Office Photo by Camlin Moore)
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The injection molding machine is one of the most popular and efficient manufacturing processes in the world and can produce large quantities of the products you are using every day. Injection machines are capable of producing identical volumes of items in the fastest time while maintaining product quality. Do you know how does injection moulding machine work? Let’s learn the principle of injection machine operation with BNT Machinery in this article.
What is an injection molding machine?
An injection molding machine is production equipment capable of producing large volumes of products. It works by injecting molten material into the mold. Injection molding materials include metals, glasses, and elastomers, and are most commonly used to create thermoplastics and thermosetting polymers.
> > > Learn more: How does CO injection machine affect tuna color?
History of injection molding
The injection molding machine was first invented in the United States in 1872 by brothers John Wesley Hyatt and Isaiah. This machine is more primitive than modern equipment, it works like a large needle, under the action of a piston, the plastic through the cylinder is heated and injected into the mold.
German scientists Arthur Eichengrün and Theodore Becker discovered the first soluble forms of cellulose acetate in 1903, which are less flammable than cellulose nitrate and easy to extrude. Arthur Eichengrün developed the first injection molding machine in 1939 and patented the flexible cellulose acetate injection mold.
World War II opened up huge demand for cheap and mass-produced products. In 1946, American inventor James Watson Hendry built the first screw pump, which allowed more precise control of the injection rate and quality of the products manufactured. This machine can also mix raw materials before spraying, so that colored plastic or recycled plastics are mixed.
In 1970, Hendry developed the first air-assisted injection molding system for rapid cooling of complex products. This improves the design flexibility and rigidity of manufactured products while saving on costs, fuel, raw materials, and waste.
History of plastics injection molding
In 1990, aluminum molds were widely used. Nowadays, screw pumps make up the majority of plastic injection molding machines.
Plastic injection molding technology produces push buttons for use in automotive, medical, aerospace, consumer goods, toys, plumbing, packaging, and construction.
Application of injection molding technology
Injection molding technology is widely used in industry, especially in the plastics industry, as the ideal method for producing large objects of the same volume. In addition, injection molding technology is also applied in the manufacturing industry of packaging, bottle caps, auto parts, components, coils, musical instruments, tables and chairs, machine parts (including gears), …
> > > Read more: What is an overmold? What are the applications of overmolding?
How does injection moulding machine work?
How does injection moulding machine work? The injection molding process is carried out through 4 main steps, specifically as follows:
Step 1: Use the plastic injection machine to melt the material to a suitable temperature.
In this step, the raw materials that are still in a hard form such as recycled plastics and virgin plastic will be put into the raw material port of the plastic injection machine. Here, the materials will be mixed and pushed forward to melt by the heating system arranged around the cylinder of the machine.
Step 2: The screw system of the plastic injection molding machine will create a large pressure to inject the molten plastic into the mold in the closed state. The screw system of the plastic injection machine will act as a plunger pushing the melted plastic forward with great pressure. The plastic channel system will contain the liquid plastic part. At this time, the mold cavity is in a closed state to do the task of forming the product.
Step 3: Cool the mold part so that the molten plastic part turns into a solid state. In order to get the plastic out, the melted plastic must be solidified. In this step, the machine’s cooling system will work to cool the mold and solidify the molten plastic.
Step 4: Take the product out. This is the final step of the injection molding process. The injection molding machine’s needle system will slowly pull out half of the mold, leaving a certain amount of time to take the product out. Then close the mold again to continue the new process.
Suitable plastics
The types of plastic commonly used in injection molding are thermoplastics, thermosetting plastics, and some elastomers. Available materials are usually metals or a mixture of materials, so designers can select the material with the most suitable properties.
Material selection criteria are based on stiffness, modulus of elasticity, flexural resistance, heat resistance and water absorption, design requirements as well as manufacturing cost, each with different specifications. should be considered and considered. The thermoplastics are nylon, polyethylene, and polystyrene. Thermosetting resins are epoxy and phenolic.
Structure of plastic injection molding machine
Clamping system
It has the effect of opening and closing the mold while supporting the movement of the molding element and creating a force large enough to hold the mold during the filling process and push the product out of the mold. The motion of this assembly is reciprocating, so any mechanism that produces this movement is allowed.
Common types of mold clamp assemblies include:
– Mechanical clamp assembly
– Hydraulic clamp assembly
– Mechanical clamp assembly with hydraulic combination
Mold
Consists of 2 basic components: a fixed half and a movable mold. The movable mold half usually carries the mold core, and the fixed mold half usually carries the mold cavity. In the mold plates, a cooling system and plastic channel are arranged. In addition, there are connecting rods and other parts such as a heating system … will talk about plastic injection mold in detail.
Spray system
The injection system consists of 3 parts: the feed hopper, the thermal cylinder, the screw, and the nozzle.
Feed Hopper
Thermoplastic is fed in the form of pellets. The feed hopper serves to contain these particles. These small particles of material from the door of the feed hopper enter the thermal cylinder.
Thermal Cylinder
The heating cylinder for the material makes the material molten, it is heated by the thermocouples.
The screw consists of 3 segments:
Inlet section: Near the inlet hopper used to move the material forward, at the end of this zone, the material softens and begins to flow.
Compression zone: In the middle of the screw, used to compress liquid materials.
Dosing area: Mix and homogenize the material before injection into the mold.
Nozzle: The part that attaches between the cylinder head and the nozzle of the mold. The nozzle must have a shape suitable for the flow of the material and be firmly attached to the nozzle during injection molding. The nozzle hole should be smaller than the nozzle hole in the mold.
The nozzle is interchangeable and has its own heating ring. Because the types of plastic have different characteristics, the nozzles also have different textures to help the best plastic injection process into the mold.
Advantages and limitations of using an injection molding machine
Advantage:
Complex shapes: Plastic injection molded parts can hold very tight tolerances on extremely small parts that are not possible with other manufacturing methods and cost-effectively. This allows injection molding products to be more complex or more suitable for certain applications.
Speed and scale: Injection molding works best when it quickly produces a large number of parts. The mold can contain multiple cavities all producing identical products in one press.
Usually, the cooling time of thermoplastics is also short. Even large parts can be produced in a minute or two. This means that every minute you can produce hundreds of products from one machine and one operator.
Durability: Plastic is an extremely durable material, especially when molded. That’s why it’s often used to make the outer shell or outer shell of equipment, plastic containers, etc. In addition, it is practically possible to mix anti-UV agents, increasing the anti-corrosion properties. bacteria, making it antistatic, and other uses make it a very durable material choice for components.
Product control: It is much easier to control the bonded surface of plastic molded components than other components. The colors are melted directly into the resin allowing for a uniform color without the need for a second operation such as powder coating. In addition, the mold can give the product many different characteristics, from smooth and smooth to matte..
In addition, labels and logos can be engraved on the part by the mold, making it easier for users to read and easily found on the product.
Defect:
Design Limitations: Since the mold has to be partially opened and ejected, there are some designs that cannot be molded or would be extremely difficult to cast.
High upfront costs: Injection molding involves an investment in an injection mold that can cost anywhere from 20 million to 500 million depending on the complexity of the part and the size of the mold.
Longer design time: Before production can be made entirely of drawings, molds must be designed and engineered to be able to rapidly increase project time and deliver products to production.
These are all information about how does injection moulding machine work that BNT shares with you. Hopefully, through our article, you will have more useful knowledge to apply to your work.
Contact information to buy an injection molding machine:
Address: No. 233, 23/10 Phuong Son Ward, Nha Trang City, Khanh Hoa
Hotline: 0905 361 004
Email: bntbaonam@gmail.com
Website: bnt-machinery.com
Fanpage: BNT Machinery
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.
Ceremonial Bill Signing: S.C. Pain-Capable Unborn Child Protection Act, H.3114 (Official Governor's Office Photo by Camlin Moore)
Ceremonial Bill Signing: S.C. Pain-Capable Unborn Child Protection Act, H.3114 (Official Governor's Office Photo by Camlin Moore)
I like balls.
Specifically, pink ones named Kirby. There's just something refreshing about playing a game that is aimed at younger children with an ultra simplistic design, with a main character that is probably the most overpowered being in the entire Nintendo universe and is capable of devouring the souls of the damned as an energy source.
One of releases on the 3DS was the excellent Robobot game where the main gimmick was that Kirby would jump into a mech suit from time to time and wreck havoc on his enemies. The suit could take on different forms dependent on situation, with my favourite being the jet form.
Well, Good Smile Company announced they were going to release a Robobot suit to go along with the Kirby already out. it was no jet, but it certainly looked neat in the previews, so I figured why the hell not. And, as every good hoarder knows, I went for the deluxe set because it was marginally more expensive but came with a full size Nendoroid Kirby for display with the suit along with the exclusive flight cap piece - I don't think the expression is exclusive to this set.
While the Kirby is fully functional with magnetic arms and legs, it obviously doesn't have all the bells and whistles the full release does.
After about 9 months or so of waiting, my order finally arrived, personally couriered by the vendor no less, and I was able to sit down and crack it open.
I gotta say, she is a beaut.
First off, lets talk the box. Unlike the typical Nendoroid releases, this is under the Nendoroid More series. Secondly, you'll notice there is no window on this box. I don't think this was a cost thing, but rather they opted for a full box so you could get that kick ass artwork to tempt you on the shelf.
You don't really get a sense of how gigantic this figure is until you open the box. I mean, yes, you know because of how big the box is, but what's impressive is how much of the box is filled by this thing. There really isn't a whole lot of empty space. The suit is also made to scale with the Nendoroid and dwarfs Kirby.
Robobattle Armour, I dub thee the Broly of all Nendoroid releases.
While I generally like my figures detailed, when the design is simple I like the figure to reflect that as well. Clearly the armour isn't Gundam levels of details. It's a rotund cheery pink suit with few mechanical details and I think GSC did a fantastic job at bringing the suit into the real world. All the paint apps are very well done, being crisp and clean. Use of metallic colours on the exhaust and drill bits on the shoulders was nice. We even get to take a peek at the inside of the cockpit, which I don't think was ever shown in game (maybe there was some Nintendo concept art?).
Being what it is, the suit isn't exactly what I would call capable of my articulation - it really has pretty much basic articulation, and can't actually stand without the base supporting it. It should be noted that the wrist do move (not the fingers) as do the bronze exhaust pipes on the back. Joints are all friction type which I can see becoming weakened overtime if you overexert them, particularly the ones for the shoulders.
Now, while the suit is cute to look at, where it shines is when you combine it with the actual Kirby itself. This not only gives the poor thing a head, but also the suit is actually more reflective of what it is, not a standalone suit, but an extension of Kirby himself. It's honestly amazing how many posing options are opened up by simply adding on an articulated head, even if the body stays the same.
I think as far as a Kirby fan goes, getting this set is a no brainer. Should you get the deluxe set? In my case, it was an extra $20, and while consolidating to save space would have been a good idea, I worship at the feet of Kirby so MOAR, MOAR, MOAR!
The suit by itself is pretty good, but really isn't a particularly exciting to display on its own, not like the upcoming Rabbit Suit from Mega Man X. This thing was clearly meant for use with Kirby.
So.. what are you waiting for? BUY! BUY! BUY!