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SOL Austin: Net-Zero Capable
Photos by DeLea Becker @ Beck-Reit and Sons, Ltd.
Beck-Reit and Sons Ltd., an Austin General Contractor, has been working on sustainable construction methods since they day we started building houses. Our desire to build a better house, led us to develop the SOL (Solutions Oriented Living) subdivision in East Austin. We partnered with local architect, KRDB, to design, develop and build a net-zero capable sub-division centered around a community of 40 modern homes. Thru passive design, efficient building envelope and solar power these homes can produce more energy than they consume. The homes have been rated 4-5 star by the Austin Energy Green Building Program. SOL Austin has received national attention and has been featured in the New York Times, Metro-Homes and DIY Network’s, This New House.
This 3 bedroom, 3 bathroom home has 1538 square feet. The Master Suite features a second story balcony, and the open living, dining, kitchen floor plan is ideal for entertaining.
The successor to McDonnell's FH-1 Phantom, the F2H Banshee proved to be a fast and capable high-altitude fighter, making it the aircraft of choice to escort B-29 bombers over Korea. The airplane's official nickname derived from the fact that its engines "screamed like a banshee." To its pilots, however, it was affectionately called the "Banjo."
The F2H Banshee was McDonnell Aircraft Corporation's successor to the FH-1 Phantom, the Navy's first pure jet. Bearing a resemblance to its forbearer, the F2H outpaced it in performance, bettering its maximum speed by more than 50 mph and nearly doubling the range.
Acquisition of the F2H began in August 1948, and the aircraft began entering squadron service the following year. Banshees were capable of cruising on one engine at altitude and were very stable in operations aboard ship. They had two adverse traits, however, in that the tail section was particularly vulnerable to any stress loads beyond the manufacturer's g-load limits, and the landing gear was very fragile, precluding carrier arrested landings above recommended landing weights. Once a pilot dumped excess fuel to achieve maximum permissible weight, he was limited in passes at the deck, not a pleasant situation under adverse weather conditions.
It was the ability to operate at high-altitudes that proved to be the F2H's most valued trait. When the controversy over the Air Force's B-36 bomber erupted during the late-1940s, the high-altitude capability of the F2H was a key point in the Navy's argument against the claimed invincibility of the strategic bomber. That same performance also served well in the skies over Korea, where Banshees were the aircraft of choice for top cover escort of Air Force B-29 raids into North Korea. Advanced versions of the F2H continued to serve as the fleet's primary all-weather carrier fighter until 1959.
Accepted by the Navy on 24 July 1953, the Museum's F2H-4 (Bureau Number 126419) served in many Marine and Navy fighter and all-weather fighter squadrons and made a deployment in the carrier Coral Sea (CVA-43). Stricken from the active naval aircraft inventory in May 1962, it was assigned to the Naval Air Technical Training Center at Jacksonville, Florida, and transferred to the Museum in 1970.
www.navalaviationmuseum.org/attractions/aircraft-exhibits...
Assembled from 3 photographs.
Capable of sustained speeds of 90 mph, the J class appear to have small drivers. Perhaps dwarfed by the massiveness of the loco in general and the visual impact of the large roller bearings, the drivers are 70" in diameter (178cm). As a point of comparison, 70013 Oliver Cromwell's drivers are 74" (188cm). You can compare here: Oliver Cromwell
Built in 1950 to a design from 1941, long before 70013, the J class had a number of technologies integrated into it that escaped British engineers 20 years later: Automatic lubrication at over 200 points and roller bearings everywhere (axles, main & side rods, valve gear, wrist pins). This permitted 15,000-mile/month usage and 18month intervals between shop visits.
Update 2014: 611 is currently undergoing restroation to running order at the North Carolina Transport Museum.
020111-N-2383B-502.JPG
A CH-46E Sea Knight helicopter of Marine Medium Helicopter Squadron-365 deliver Marines of 26th Marine Expedtionary Unit (Special Operations Capable) to an undisclosed mountain top location as they conduct missions in support of Operation Enduring Freedom, Jan. 11, 2002. (U.S. Navy photo by Chief Photographer's Mate Johnny Bivera) (Released)
To learn more about living and serving in Korea with the US Army, visit our official website at: imcom.korea.army.mil
Whether you are fresh off of active-duty, a military spouse or a seasoned professional, you will find a career with U.S. Army in Korea both challenging and inspiring. If you ready to join an award winning team and embark on the adventure of a lifetime, you can learn more about living and working in Korea online: imcom.korea.army.mil
Photos from the US Army in Korea can be viewed online at www.flickr.com/imcomkorea
The Morning Calm Weekly command information newspaper is available online at imcom.korea.army.mil
Published for those serving in the Republic of Korea - an assignment of choice.
About this image: Operation Enduring Freedom. A Department of Defense Image Collection.
These images are generally cleared for release and are considered in the public domain. Request credit be given the Department of Defense and individual photographer.
To learn more about living and serving in Korea with the US Army, visit our official website at: imcom.korea.army.mil
Whether you are fresh off of active-duty, a military spouse or a seasoned professional, you will find a career with U.S. Army in Korea both challenging and inspiring. If you ready to join an award winning team and embark on the adventure of a lifetime, you can learn more about living and working in Korea online: imcom.korea.army.mil
Photos from the US Army in Korea can be viewed online at www.flickr.com/imcomkorea
The Morning Calm Weekly command information newspaper is available online at imcom.korea.army.mil
Published for those serving in the Republic of Korea - an assignment of choice.
About this image: Operation Enduring Freedom. A Department of Defense Image Collection.
These images are generally cleared for release and are considered in the public domain. Request credit be given the Department of Defense and individual photographer.
To learn more about living and serving in Korea with the US Army, visit our official website at: imcom.korea.army.mil
Whether you are fresh off of active-duty, a military spouse or a seasoned professional, you will find a career with U.S. Army in Korea both challenging and inspiring. If you ready to join an award winning team and embark on the adventure of a lifetime, you can learn more about living and working in Korea online: imcom.korea.army.mil
Photos from the US Army in Korea can be viewed online at www.flickr.com/imcomkorea
The Morning Calm Weekly command information newspaper is available online at imcom.korea.army.mil
Published for those serving in the Republic of Korea - an assignment of choice.
About this image: Operation Enduring Freedom. A Department of Defense Image Collection.
These images are generally cleared for release and are considered in the public domain. Request credit be given the Department of Defense and individual photographer.
Description from www.wingsandwheels.net
"Wings & Wheels is set to soar in 2010 as one of the UK’s most spectacular family airshows returns for two days on Sunday 29th and Monday 30th August.
Attracting phenomenal crowds in 2009, with some of the finest aircraft and motoring displays in the UK, Wings & Wheels is not just an Airshow, it’s an exciting weekend of family entertainment.
The four hour flying display will be led by a crowd-thrilling assortment of RAF legends, including displays by the Red Arrows, the Eurofighter Typhoon, Team Breitling Wingwalkers, The Tigers - The Princess of Wales’s Royal Regiment's Parachute Display Team, the Battle of Britain Memorial flight, and the only Avro Vulcan in the world capable of flying.
Brooklands Museum will entertain with an assortment of motoring icons, including Aston Martins, Ferraris, Jaguars, AC Cobras, Lotuses, Porsches, TVRs and the McLaren Mercedes SLR, all of which will race up and down the runway.
And if that wasn’t enough, a fairground, aviation and motoring simulators, trampolines, motorbike demonstrations and trials, and much more will pack the Central Arena alongside the retail village, which houses over 50 stalls selling hand crafted gifts, from jewellery to toys, aviation books and memorabilia, paintings and models, clothing and food.
With all this and a lot more going on, Wings & Wheels 2010 has something for all the family"
+++ 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.
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.
In this view RT 1702 is seen operating on route 23C in the capable hands of veteran LT driver Peter McMahon and with its proud owner Bob Wilkin standing on the platform signalling to other road users that the bus is turning left into the confines of Barking Garage. During the 1940s and 1950s all conductors and conductresses by law had to perform hand signals to other road traffic when they were standing on the platform prior to trafficators being fitted as standard to buses built from the late 1950s onwards. Even if I am working as a conductor on a Routemaster or RT on any private hire or other special duty I still perform hand signals whenever I am on the platform as they help to back up the trafficators if other road users following behind the bus may not see the trafficators clearly in strong sunshine.
The text reads :The vast majority of us are both more and less capable than we realize.
IF-capable-w
An optical retail shop software must be readily capable of managing Inventory of frames, sunglasses, Contact lens solution and many more. Few of our currently very active customers would do the following to barcode these spectacle frames.
1. They would enter thed escription into one practice management software. say 10 number.
2. Later, they would open another label creation software such as Bartender, create a label V2.0, Zebra designer 12.1 or else and edit the bar codes and simply print them.
In fact, this practice itself was so primitive and they never seemed to demand from the vendors that they needed something better.
This was causing big problem among Opticians to precisely track the inventory flow. Because, what is in the main software may be awfully different in terms of numbering, price , description and etc.
As they came across Optiware 2.0, suite of products and its higher clan of products such as OptimNet 3.4, they are able to print the Barcodes, right from within the software.
This picture shows only one side of the print. To watch the other side of it .. please do click here.
www.flickr.com/photos/anushinfobase/7951697328/in/photost...
A flathead V-8 in a '39 or '40 Ford was just what a 'shine runner needed to stay ahead of the law. But I'm betting this one hasn't seen a lot of dirt.
New 40amp capable EVSE, fully charged the 2012 Chevy Volt battery from fully depleted to full charge in 3:44 hours. The charge rate is limited to the on-car charger itself. It was kept at a rate that keeps one from overloading typical household wiring. When one wants to charge an EV with higher rates, it will require a dedicated circuit, rated for the capability of the high current that vehicle can utilize.
The HDPS is capable of performing complex heat treatments on sheet steel in controlled atmospheres before dipping in a bath of molten zinc alloy.
The HDPS allows us to investigate the interactions between the steel substrate and the coating before making changes in order to improve the final product. We are able to alter the chemistry of the bath to investigate the role of micro-additions on the microstructure and corrosion resistance of coatings.
This is the only HDPS in a European University and was built to our specification.
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.
Some background:
The VF-1 was developed by Stonewell/Bellcom/Shinnakasu for the U.N. Spacy by using alien Overtechnology obtained from the SDF-1 Macross alien spaceship. Its production was preceded by an aerodynamic proving version of its airframe, the VF-X. Unlike all later VF vehicles, the VF-X was strictly a jet aircraft, built to demonstrate that a jet fighter with the features necessary to convert to Battroid mode was aerodynamically feasible. After the VF-X's testing was finished, an advanced concept atmospheric-only prototype, the VF-0 Phoenix, was flight-tested from 2005 to 2007 and briefly served as an active-duty fighter from 2007 to the VF-1's rollout in late 2008, while the bugs were being worked out of the fully functional VF-1 prototype (the VF-X-1).
Introduced in 2008, the VF-1 would be produced en masse within a short period of time, a total of 5,459 airframes were delivered until 2013. The space-capable VF-1's combat debut was on February 7, 2009, during the Battle of South Ataria Island - the first battle of Space War I - and remained the mainstay fighter of the U.N. Spacy for the entire conflict. From the start the VF-1 proved to be an extremely capable and versatile craft, successfully combating a variety of Zentraedi mecha even in most sorties which saw UN Spacy forces significantly outnumbered. The versatility of the Valkyrie design enabled the variable fighter to act as both large-scale infantry and as air/space superiority fighter. The signature skills of U.N. Spacy ace pilot Maximilian Jenius exemplified the effectiveness of the variable systems as he near-constantly transformed the Valkyrie in battle to seize advantages of each mode as combat conditions changed from moment to moment.
The basic VF-1 was deployed in four sub-variants (designated A, D, J, and S) and its success was increased by continued development of various enhancements and upgrades. The VF-1 was a single-seater, but the VF-1D was a two-seater with a slightly extended cockpit section, originally developed as a trainer for conversion duties. It shared almost all systems of the single-seaters, though, was fully combat-capable, and only differed through an extended cockpit section that offered space for a second seat behind the standard pilot seat.
The VF-1 was operated by many operational U.N. Spacy units - initially by fighter/interceptor units, but when more and more aircraft became available or early production models were replaced by new and improved later machines, VF-1s were also operated by strike units like the "Manjisai". This unit was formed in early 2009 to defend the southern regions of the Japanese mainland from Zentraedi attacks. Its home base became Naha, and in honor of the Japanese air force unit that had been based in the Okinawa region during WWII to defend the country against american bomber raids, the unit adopted the "144" (which later became the more famous IJA 244th Hikotai) number and carried the old unit marking on the VF-1s' fins. SVA-144 machines were furthermore noteworthy for their experimental paint schemes, which were tested to replace the U.N. Spacy's standard livery of sand and white for the VF-1As. Several color combinations were tested, including pale blue and teal hues, and some flight commanders decorated their machines further with colorful trim and cheatlines to add an individual touch - a feature that was normally reserved to commanding officers.
After the end of Space War I, production on Earth was stopped but the VF-1 continued to be manufactured both in the Sol system and throughout the UNG space colonies. Although the VF-1 would be replaced in 2020 as the primary Variable Fighter of the U.N. Spacy by the more capable, but also much bigger, VF-4 Lightning III, a long service record and its persistent production after the war in many space sectors proved the lasting worth of the design.
The VF-1 was without doubt the most recognizable variable fighter of Space War I and was seen as a vibrant symbol of the U.N. Spacy. At the end of 2015 the final rollout of the VF-1 was celebrated at a special ceremony, commemorating this most famous of variable fighters. The VF-1 Valkryie was built from 2006 to 2013 with several major variants (VF-1A = 5,093, VF-1D = 85, VF-1J = 49, VF-1S = 30), sub-variants (VF-1G = 12, VE-1 = 122, VT-1 = 68) and upgrades of existing airframes (like the VF-1P).
Despite its relatively short and intense production run the fighter remained active in many second line units and continued to show its worthiness even years later, e. g. through Milia Jenius who would use her old VF-1 fighter in defense of the colonization fleet - 35 years after the type's service introduction!
General characteristics:
All-environment variable fighter and tactical combat Battroid,
used by U.N. Spacy, U.N. Navy, U.N. Space Air Force and U.N.S. Marine Corps
Accommodation:
Pilot and trainee in Marty & Beck Mk-7 zero/zero ejection seats
Dimensions:
Fighter Mode:
Length 14.23 meters
Wingspan 14.78 meters (at 20° minimum sweep)
Height 3.84 meters
Battroid Mode:
Height 12.68 meters
Width 7.3 meters
Length 4.0 meters
Empty weight: 13.25 metric tons
Standard T-O mass: 18.5 metric tons
MTOW: 37.0 metric tons
Power Plant:
2x Shinnakasu Heavy Industry/P&W/Roice FF-2001 thermonuclear reaction turbine engines, output 650 MW each, rated at 11,500 kg in standard or 225.63 kN in overboost
4x Shinnakasu Heavy Industry NBS-1 high-thrust vernier thrusters (1 x counter reverse vernier thruster nozzle mounted on the side of each leg nacelle/air intake, 1 x wing thruster roll control system on each wingtip)
18x P&W LHP04 low-thrust vernier thrusters beneath multipurpose hook/handles
Performance:
Battroid Mode: maximum walking speed 160 km/h
Fighter Mode: at 10,000 m Mach 2.71; at 30,000+ m Mach 3.87
g limit: in space +7
Thrust-to-weight ratio: empty 3.47; standard T-O 2.49; maximum T-O 1.24
Design Features:
3-mode variable transformation; variable geometry wing; vertical take-off and landing; control-configurable vehicle; single-axis thrust vectoring; three "magic hand" manipulators for maintenance use; retractable canopy shield for Battroid mode and atmospheric reentry; option of GBP-1S system, atmospheric-escape booster, or FAST Pack system
Transformation:
Standard time from Fighter to Battroid (automated): under 5 sec.
Min. time from Fighter to Battroid (manual): 0.9 sec.
Armament:
2x Mauler RÖV-20 anti-aircraft laser cannon, firing 6,000 ppm
1x Howard GU-11 55 mm three-barrel Gatling gun pod with 200 RPG, fired at 1,200 rpm
4x underwing hard points for a wide variety of ordnance, including…
12x AMM-1 hybrid guided multipurpose missiles (3/point), or
12x MK-82 LDGB conventional bombs (3/point), or
6x RMS-1 large anti-ship reaction missiles (2/outboard point, 1/inboard point), or
4x UUM-7 micro-missile pods (1/point) each carrying 15 x Bifors HMM-01 micro-missiles,
or a combination of above load-outs
The kit and its assembly:
Once again, a vintage 1:100 VF-1 model, no idea how many I have built of these - probably more than 30... But I still find inspriration for canonical, fictional and even converted/fictional variants. This project was spontaneously inspired by a photograph of a car that I had recently come upon while browsing the WWW: an individualized McLaren, taken somewhere in the Persian Gulf region. I just had a front view, though, but it showed that the car had been re-painted or foil-wrapped in two teal colors, with thin yellow contrast lines between these tones. Sounds horrible, but actually worked for me, also because of the color contrasts. I
The kit was built OOB, with the landing gear down and with an open canopy. As a standard upgrade I added some typical small blade antennae on the nose and on the spine. As an extra I provided this VF-1 with radar warning antenna fairlings at the top of the fins, too. The four underwing hardpoints were retained, but the armament was changed from twelve original AMM-1 missiles to four cluster bomb units on the outer pair of pylons (these are actually 1:100 scale, from a toylike Revell A-10 snap-fit kit) and two fictional GBUs on the inner stations - modified (poor) Kh-23/AS-7 "Kerry" ASMs in 1:72 from a Kangam/Revell Yak-38 kit. Furthermore, the VF-1's standard GU-11 gun pod was retained, modified to hold a scratched wire display for in-flight pictures.
Painting and markings:
Quite challenging, and to ease things I jused an Arii VF-1J kit molded in pale green plastic. The cockpit became canonical medium grey with brown seat cushions, air intakes and some other areas were painted in a dark grey tone. The two teal tones were a bit challenging, though, and the scheme itself evolved gradually, because I adapted the inspiring car's front section with a darker shade in front of the windscreen and along the lower front bumper, and extrapolated it further back on the VF-1.
The light tone would be the primary color, with darker accents and thin yellow stripes/lines differentiating them. This led early to dark "shank flanks" and an extended spine, as well as dark folded arms and a dark head unit underneath. However, wings, fins and dorsal area were challenging, and I actually made some design tests with computer aid to eventually come up with "breast chevrons", and extended spine and simple dark slats and flaps on the wings - instead of dark teal wings with a single lighter stripe, what I had initially favored. But it would not have worked and disrupted the overall elegant look.
The dark teal turquoise is ModelMaster's "Soviet Cockpit Teal", while the light tone is Humbrol 65 (RLM 65, Lichtblau), later panel-shaded with ModelColor's acrylic 70.832 "Patina Verdin", a markedly lighter and more greenish tone, which was applied with a glazing technique. Together it works quite well. The yellow lines were all created with 0.5mm decal stripes from TL Modellbau - a tedious job, because the stripes had partly to be carefully bent into shape, but much easier than trying to do this stunt with paint. And the result is a rather subtle yet decorative livery, almost a low-viz livery, thanks to the subdued teal tones and the thin yellow lines which differ only a little in brightness from their surroundings.
The decals came mostly from the OOB sheet, just the "kite" roundels and the yellow "U.N. Spacy" tags on legs and gun pod were procured from a VF-1A sheet. The "ER" code comes from an Academy OV-10 Bronco while the yellow 244th Hikotai emblem on the outer fins' surface came from a Printscale aftermarket sheet. After the decals had been completed the model was sealed with a coat of not-100%-matt acrylic varnish. Position and other lights were painted with translucent acrylic paint on chrome silver vases, and the model was finally completed.
A pretty VF-1, and it looks (to me) better than expected, despite the strange color combination of teal and yellow. It appears to be quite effective, too, since the teal tones are rather subdued and only the kite roundels really stand out. It even looks elegant, even though the livery is totally fictional?!
The F/A Hornet was first built by McDonnel Douglas and was introduced into service in 1978. The all weather, carrier capable aircraft, saw extensive service in the Persian Gulf War, during Operation Enduring Freedom, and in Afghanistan. The aircraft in the photograph has the unit identification of Marine Fighter Attack Squadron 314 (VMFA 314,) the Black Knights.
there are moments capable of stopping time. tiny moments. moments that jump out at you suddenly and catch you off guard even though you've been watching them creep up on you. they creep inch by inch out of your deepest, darkest dread, and you can see their eyes glowing in the darkness for days before they finally get close enough to touch. and these eyes, you lose yourself in them, not in love, in trepidation. and as you stare in trepidation, silently hoping these tiny glimmering eyes will never reach you, you're blindsided by a tiny dark moment that changes you forever. and that you just let it, that you just stare, transfixed, like an innocent bystander as a tiny time-stopping moment you've been expecting for so long still knocks the wind out of you...that moment implicates you in bringing your deepest fears into the light. it implicates you in your own never-ending surprise that your life-halting fears are not separate from you but a part of you. they don't live with you, but inside you, festering, waiting for you to call for them when you need a monster to blame for your own part in the tiny moments that stop you in your tracks. implicated in your own deception again and again because it isn't as painful to believe that monsters are real.
The HDPS is capable of performing complex heat treatments on sheet steel in controlled atmospheres before dipping in a bath of molten zinc alloy.
The HDPS allows us to investigate the interactions between the steel substrate and the coating before making changes in order to improve the final product. We are able to alter the chemistry of the bath to investigate the role of micro-additions on the microstructure and corrosion resistance of coatings.
This is the only HDPS in a European University and was built to our specification.
Built by the Schiffswerks Rieherst company in Hamburg, the Umbria was launched on December 30th 1911 with the name of Bahia Blanca. It was a large freighter by that time, 150 meters long, with a power capable of providing a speed of 14 knots that could carry 9,000 tons of cargo and up to 2,000 passengers. In 1912 it began operating the Hamburg-America line doing different jobs between Europe and Argentina until the outbreak of World War I, when it was based in Buenos Aires. In 1918 the ship was acquired by the Argentinian government and it was not until 1935 when the ship was taken over by the Italian government and renamed again: the Umbria. From that moment its trips were to transport troops and during the following two years carried several thousand soldiers to the Italian colonies in East Africa.
The loss of the Umbria
In May 1940, when Italy was still neutral in World War II, the Umbria was secretly loaded with 360,000 bombs between 15 kg and 100 kg, 60 boxes of detonators, building materials and three Fiat Lunga cars, carrying a total 8,600 tons of weapons towards the East Africa. The explosives had destination Massawa and Assab, Eritrea, that was Italian colony by then, and the rest of the cargo was heading different locations in Asia. Italy's entry into the war was imminent and this shipment was destined to the defense of the colonies against the Allies and to the possible expansion of its African territories.
On 3rd June 1940 the Umbria reached Port Said, northern Egypt, where loaded with 1,000 tons of coal and water in a movement to fool the Allies, trying to look like a harmless freighter. The port, controlled by the Royal Navy, and its authorities allowed the ship enter on the Red Sea three days after arrival. The British delayed the departure of the Umbria knowing that Italy's entry into the war was imminent and that the cargo of Umbria had devastating power that sooner or later would be used against the Allies and why not, to get a great load to fight fascism. But Italy, as a neutral country that it was, had every right to transport weapons much like any other cargo to its colonies.
Having met the deadline to be retained, the Umbria crossed the Suez Canal on June 6th but with the escort of the HMS Grimsby. The importance and destructive capacity of the cargo required it. Three days later the Umbria entered in Sudan waters and the HMS Grimsby ordered the Umbria captain to anchor on Wingate Reef under the pretext of searching for contraband. Moments later the British warship HMS Leander arrived with a group of 20 sailors who boarded the Umbria. After thoroughly searching the ship and finding nothing, the captain ordered the British troops to remain the night aboard the Umbria.
The next morning Lorenzo Muiesan, Umbria captain, was in his cabin listening to the radio when Mussolini announced the entry of Italy into the World War II. Hostilities would begin at midnight of that day. Muiesan, a very patriotic captain with long experience, was the only one in the area who had heard the news and knew immediately that both Umbria and the burden would be used by the Allies against their own country. He had no option to disable both. In a move of extraordinary intelligence, as the hours passed retained by the British who did not yet know that Italy was officially the enemy, the captain ordered his crew conducting a rescue simulation... that was more real than the British thought. This maneuver, which the English soldiers agreed as they believed it would serve to further delay the departure of the Umbria. While the Italians occupied the lifeboats, the chief engineers, following Muiesan´s orders, opened all the valves and drown the ship to the bottom of the reef. With the crew safe, the British only had time to get on their ship and watch the freighter slid slowly.
When the captain of HMS Grimsby asked why he had done that Muiesan confirmed the declaration of war from Italy to Britain. The next day Muiesan and the rest of Umbria crew departed detainees to India, where they spent four years in prison.
CARGO:
The Umbria was carrying 360,000 individual aircraft bombs ranging in size from 15, 50 and 100 kg. The vessel also carried a large quantity of fuses, ammunition and detonators as well as other traditional cargo. The captain knew these bombs would be confiscated and used by the enemy against his country should they ever discover them which was why he made the call to sink the ship.
The Umbria had sailed in June 1940 with 6,000 tons of bombs, 60 boxes detonators, explosives, weapons and three Fiat 1100 Lunga from Genoa via Livorno and Naples in the Suez Canal and on the way via Massaua and Assab to Calcutta.
The Grumman built S2F-1 Tracker was used as a anti submarine warfare aircraft. The carrier capable aircraft was in U.S. Navy service from 1954 to 1976. The aircraft in the photograph was built in 1957 and was retired from active service in 1981.
SOL Austin: Net-Zero Capable
Photos by DeLea Becker @ Beck-Reit and Sons, Ltd.
Beck-Reit and Sons Ltd., an Austin General Contractor, has been working on sustainable construction methods since they day we started building houses. Our desire to build a better house, led us to develop the SOL (Solutions Oriented Living) subdivision in East Austin. We partnered with local architect, KRDB, to design, develop and build a net-zero capable sub-division centered around a community of 40 modern homes. Thru passive design, efficient building envelope and solar power these homes can produce more energy than they consume. The homes have been rated 4-5 star by the Austin Energy Green Building Program. SOL Austin has received national attention and has been featured in the New York Times, Metro-Homes and DIY Network’s, This New House.
This 3 bedroom, 3 bathroom home has 1538 square feet. The Master Suite features a second story balcony, and the open living, dining, kitchen floor plan is ideal for entertaining.
Spearhead looks at the cutting edge of war, units capable of operating completely independently in the forefront of battle. The series examines the unit's: Origins and history , Organisation, order of battle and how this changed Battle history, theatre by theatr, Insignia and Markings , Top people - biographies of commanders and personalities. Each book ends with an assessment of unit effectiveness as seen by itself, its opponents and the wider viewpoint of history - and a full reference section including: Critical bibliography , Relevant museums or exhibits , Website links & Re-enactment groups . Formed in North Africa in August 1941 from the 5th Leichte Division, 21 st Panzer fought in all the major battles of the desert war, including the Afrika Korps' advance to El Alamein, the fighting retreat to Tunisia, and operations against the American forces at Kasserine, until it was destroyed around Tunis in 1943. Reconstituted in France, 21st Panzer went on to fight in Normandy after D-Day until it was again almost completely annihilated in the battle of the Falaise Gap. Again reformed, 21 st Panzer would end its days on the Eastern Front, where it surrendered to the Russians at Cottbus, southeast of Berlin, in April 1945. This varied and chequered history involves some of the fiercest fighting of World War 2 and makes 21 st Panzer the ideal subject to start Ian Allan Publishing's new Spearhead series. 2001 new paper edtion, 7x10, 75 black/white and 11 colour photos. 12 maps. 96 pages. . ISBN: 0-7110-2853-2.
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
Scanning vibrometer capable of precisely acquiring and analysing vibrations in
three dimensions.
For more information www.twi-global.com/
If you wish to use this image each use should be accompanied by the credit line and notice, "Courtesy of TWI Ltd".
The Enterprise is without a doubt the strangest ship in the Territorial Fleet. While most designs used by the TN are homegrown small- to mid-sized, highly adaptable vessels capable of rapid deployment to fill a multitude of roles, the Enterprise is gigantic, slow, and decidedly not of Republic (or even human) origin. Found adrift and unpowered, the origins of this former derelict are unknown. Carbon-dating places it around 5000 years old, and while the titanium alloy used in its construction is not exotic, its sheer cost boggles the mind. The elements used to power it's engines are extremely rare and also costly, perphaps another reason why the Republic never attempted to build a copy.
The Enterprise is by far the largest ship in the Territorial Navy, more than four times the tonnage of a Claymore-class cruiser. To call the Enterprise slow is slightly misleading. Its FTL seems to be slower than standard Slingshot drives, and its sublight speed is likewise unimpressive. However, the Enterprise uses a unique singularity drive which allows it to make miniature FTL jumps inside of a solar system.
While the technology has been succesfully reverse-engineered, it is too large and expensive to practically fit aboard any vessel. A modified, less powerful version was eventually created and is used as the -Cuttthoat-class's F-Zero drive.
The Enterprise offers a unique capability for the Territorial Navy. It is the only battleship-sized vessel in the Fleet, with enough hangar space to house multiple space wings, fulfilling the role of a sort of super-carrier. Unlike other Republic ships, all its weapons are energy-based, mostly lasers with a smattering of plasma. Its shield are extremely weak, only strong enough to deflect astral debris, but its armour is immensely strong, able to shrug off devastating amounts of firepower.
The Enterprise has multiple sections that can detach themselves from the main hull, exposing additional hangers for rapid deployments. It is suspected that these had other uses for its original creators, but none can tell exactly what. The Enterprise is not attached to any Territorial Fleet Group, instead serving as the flagship of its own Enterprise Task Force, which may serve on its own or be attached to a fleet as needs require.
Service aboard the Enterprise is seen as a tremendous honour, and the ship is beloved thoughout the Holy Terran Republic. It has a reputation for good luck. When attacked by a Concordat attack group in 2388, the "Big E" was heavily damaged, and destruction seemed imminent as a Concordat battleship closed in on the wounded ship.
It was at this moment that laser battery #1 fired a burst straight through the enemy's core, annihilating it. Later, the shot was calculated to require more than 200% the maximum energy capacity of the charge banks. Even more strangely, post-battle investigation revealed that all power conduits to the turret had been severed before the shot was taken. None of the gunnery officers could testify to having taken the shot.
There are numerous eyewitness accounts of "ghostly figures" see throughout the ship. Sometimes they are credited with saving a crewman from a scenario where certain death seems the only possible outcome. It is no wonder that the highly superstitious Territorials believe that the spirits of the Marines who died securing the ship return occasionally to protect them. Some believe it is the ghosts of the original creators of the ship.
Morale aboard the Enterprise is consistently among the highest in the entire fleet. Its current commander is Captain Desjani, who serves under Admiral Geary, who is in overall command of the Enterpise Task Force.
Average number of yearly missions undertaken by ship class:
Rapier-class: 31
Claymore-class: 22
Taffy-class: 156
RTS Enterpise: 40
Took a walk in the hills at morrongo valley when i came back down their was this guy flying his heli he had two of them he was doing free styje flying took some shot's and then move on to the birding.Big Morongo Canyon Preserve is an internationally-recognized birding site. Several rare or unusual species are known to nest here, and many other species are abundant during the spring and fall migration seasons.
What does it mean to “fly 3D”? All aircraft maneuver in three dimensional space, so what separates 3D flying from just flying? Model helicopters are capable of maneuvers other aircraft, including full sized helicopters can only dream of. A modern “3D” model helicopter is capable of aggressive, accurate and axial flips and rolls. Adding the ability to pirouette, fly backwards and upside down, there is practically no limit to the maneuvers that can be flown. Although aggressive, unbelievable flights may seem wildly out of control to the untrained eye, it takes immense skill, and the models can be flown incredibly precisely with enough practice.
One of the beauties of modern aerobatic helicopter flight, which has come to be known as 3D, is how varied the potential is. Every 3D heli pilot exhibits their own character and style in flight. A 3D flight could be flown freestyle with nothing planned ahead of time, or it could be a highly prepared, choreographed flight put to music for competition. While 3D heli flight is, in essence, simply a combination of flips, rolls , and pirouettes, there is no end to the combinations. Once a heli pilot masters the basics, a continuously evolving world of precision aerobatics awaits. Like a dancer or figure skater, a 3D heli pilot can express style by putting simple moves together in complicated sequences for incredible effect.
Like any sport, art, or specialty, practice makes perfect. Some people learn faster than others, but everybody should try to step gingerly into more complicated and aggressive moves, for safeties sake (not to mention your wallet!). Excellent training tools are available; most notably computer simulators and buddy boxes. Unlike most video games which are intended for play, simulators for model aircraft are designed around one goal, helping people learn how to fly model airplanes and helicopters. Simulators are so accurate a budding pilot can master almost all regimes of flight in a simulated environment which instantly replaces a wrecked model! In real life, a crash cost not only confidence, but time and money to fix the model. By the time the pilot gets back to it, the learning experience from the crash is not fresh, and learning tends to progress slower. On a simulator, a fledgling pilot can take as much time exploring the controls as they want, and learn at their own pace without any down time between crashes.
The ''Typhoon FGR4'' provides the RAF with a highly capable and extremely agile multi-role combat aircraft, capable of being deployed in the full spectrum of air operations, including air policing, peace support and high intensity conflict.
Initially deployed in the air-to-air role as the ''Typhoon F2'', the aircraft now has a potent and precise multirole capability.
The pilot can carry out many functions by voice command or through a hands-on stick and throttle system. Combined with an advanced cockpit and the HEA (Helmet equipment assembly) the pilot is superbly equipped for all aspects of air operations.
Britain, Germany, Italy and Spain formally agreed to start development of the aircraft in 1988 with contracts for a first batch of 148 aircraft of which 53 were for the RAF signed ten years later. Deliveries to the RAF started in 2003 to 17(R) Sqn who were based at BAE Systems Warton Aerodrome in Lancashire (alongside the factory where the aircraft were assembled) while detailed development and testing of the aircraft was carried out. Formal activation of the first ''Typhoon'' Squadron at RAF Coningsby occurred on the 1st Jul 2005.
The aircraft took over responsibility for UK QRA on 29 Jun 2007 and was formally declared as an advanced Air Defence platform on 1 Jan 2008.
Wings Over the Rockies Air and Space Museum
Mk28/B28RE
Hydrogen Bomb
The Mk28 hydrogen bomb, although first produced in 1958, remained an active item until 1991. It was designed to be carried by various fighter and bomber aircraft (F-100, F-104, F-105, B-47, B-52, and B-66). This weapon is capable of a ground or air burst and may be carried internally or externally, with a free-fall or parachute retarded drop, depending upon its configuration.
The W28 small diameter, light weight thermonuclear warhead in Mk28 became the most versatile and widely used design ever adopted by the United States. This tactical and strategic thermonuclear bomb had the longest US service duration (33 years) and 2nd largest production run of any U.S. weapon design with over 4500 produced. The last weapons were retired from the U.S. arsenal in 1991.
The Mk-28 employed the "Building Block" principle, permitting various combinations of components to be combined:
B28EX -Carried externally by F-100, F-105, and F-4; no parachute.
B28RE - Carried externally; equipped with one 4-ft. pilot chute and one 28 ft. ribbon chute.
B28IN - Carried internally by B-52 and F-105; no parachute.
B28RI - Carried internally; equipped with one 4-ft. pilot parachute, one 16.5-ft. ribbon extraction chute, one 64-ft. solid chute, and one 30-in. stabilization chute.
B28FI - Carried internally; equipped with one 4-ft. pilot chute, one 16-ft. and one 24-ft. chute.
This Mk28RE was used at Lowry to teach students how to load and unload the weapon on different types of aircraft. It is displayed underneath the F-100 Super Sabre, one of the primary aircraft used as a delivery system.
Specifications
Length: 96-170 inches
Diameter: 20 or 22 inches
Weight: 1,700 -2,320 pounds
Yield: Low kiloton to low megaton range
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.
SOL Austin: Net-Zero Capable
Photos by DeLea Becker @ Beck-Reit and Sons, Ltd.
Beck-Reit and Sons Ltd., an Austin General Contractor, has been working on sustainable construction methods since they day we started building houses. Our desire to build a better house, led us to develop the SOL (Solutions Oriented Living) subdivision in East Austin. We partnered with local architect, KRDB, to design, develop and build a net-zero capable sub-division centered around a community of 40 modern homes. Thru passive design, efficient building envelope and solar power these homes can produce more energy than they consume. The homes have been rated 4-5 star by the Austin Energy Green Building Program. SOL Austin has received national attention and has been featured in the New York Times, Metro-Homes and DIY Network’s, This New House.
This 3 bedroom, 3 bathroom home has 1538 square feet. The Master Suite features a second story balcony, and the open living, dining, kitchen floor plan is ideal for entertaining.
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]
Io Aircraft - www.ioaircraft.com
Drew Blair
www.linkedin.com/in/drew-b-25485312/
io aircraft, phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, Boeing XS-1, htv, Air-Launched Rapid Response Weapon, (ARRW), hypersonic tactical vehicle, hypersonic plane, hypersonic aircraft, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjet, darpa, onr, navair, afrl, air force research lab, defense science, missile defense agency, aerospike,
Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
These pumps are capable of delivering flow up to 1350 gpm and head conditions up to 300 ft. and higher. These pumps come equipped with hand-operated diaphragm primers as standard but can be equipped for automatic priming. Griffin jet pumps are an ideal solution for field installation of wellpoints or well casings without drilling.
These pumps are available in diesel or electric models. Other options and sizes are available. Visit Griffin's website for more information: www.griffinpump.com
050124-M-8479B-002
Najaf Province, Iraq (Jan. 24, 2005) - Marines from Tank Platoon, Battalion Landing Team 1st Battalion, 4th Marines, 11th Marine Expeditionary Unit (Special Operations Capable), fire their M1A1 Abrams tank main gun in the western desert of Najaf Province, Iraq, during a training exercise. The Marine tank crewmembers train monthly to remain proficient with the M1A1 tank. U.S. Marine Corps photo by Gunnery Sgt. Robert K. Blankenship (RELEASED)
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.
Convair XB-36 in flight just after takeoff or just before landing. (U.S. Air Force photo)
In 1941 when Britain's survival appeared doubtful, the AAF outlined a requirement for a bomber capable of bombing European targets from the Western Hemisphere. From this, evolved the giant Convair B-36. Due to the improving war situation and a lowered priority of the B-36 development program, the XB-36 did not make its first flight until Aug. 8, 1946. Deliveries to SAC of B-36s with a range of more than 7,000 miles began in 1948. The B-36 had a normal crew of 15, although the strategic reconnaissance version carried a crew of 22 plus camera equipment and 14,000 pounds of photo flash bombs for night photography.
The B-36 became the subject of sometimes bitter inter-service controversy when anonymous documents were circulated alleging corruption in the selection of the aircraft and questioning both its value and the USAF philosophy of strategic bombing. A Congressional investigation in 1949, however, vindicated the original decision to buy the B-36 and it remained in production until 1954, with a total purchase of 385 planes. Its unofficial nickname of "Peacemaker" was appropriate for, although the B-36 never dropped a bomb in combat, its range and nuclear weapons capability made it a powerful deterrent to a possible third world war.
When the XB-36 was designed during World War II, specifications called for two main landing gear wheels to be equipped with the largest aircraft tires produced in the United States to that time. Manufactured by Goodyear, the tires were 110 inches in diameter and 36 inches in width. Weighing 1,320 pounds, each tire was 30 percent nylon cord construction, the equivalent of approximately 60 automobile tires or 12,700 pairs of nylon hose.
Because of the enormous pressures imposed by the XB-36 upon concrete runways when equipped with single wheels, it could takeoff and land safely at only three airfields (the Convair field at Fort Worth, Texas, Eglin and Fairfield-Suisun Army Air Fields). As a result, the single-wheel landing gear was redesigned and production B-36s incorporated four smaller wheels and tires on each of its main landing gears.
The museum has an original XB-36 main landing gear on display in the Cold War Gallery.
TECHNICAL NOTES:
Armament: Designed for 10 .50-cal. machine guns and five 37mm cannon plus 77,784 lbs of bombs (no defensive armament was actually installed)
Engines: Six Pratt & Whitney R-4360-25 radials of 3,000 hp each (takeoff power)
Maximum speed: 346 mph at 35,000 ft.
Cruising speed: 216 mph
Range: 3,850 miles with 77,784 lbs. bomb load (estimated)
Service ceiling: 38,000 ft.
Span: 230 ft. 0 in.
Length: 163 ft. 0 in.
Height: 46 ft. 10 in.
Weight: 265,000 lbs. (maximum gross weight)
Crew: 15
Serial number: 42-13570
Feral swine are capable of climbing cattle panels. This photo shows how an adult sow in this case would climb out of the corral trap after eating the bait provided. This happened multiple times and is why many people put chicken wire or other mesh over the top of the trap. Corral traps are one of the most effective methods for live trapping and removal of feral swine in this country. Camera systems can help tell the story when you keep losing your quarry.
Built by the Schiffswerks Rieherst company in Hamburg, the Umbria was launched on December 30th 1911 with the name of Bahia Blanca. It was a large freighter by that time, 150 meters long, with a power capable of providing a speed of 14 knots that could carry 9,000 tons of cargo and up to 2,000 passengers. In 1912 it began operating the Hamburg-America line doing different jobs between Europe and Argentina until the outbreak of World War I, when it was based in Buenos Aires. In 1918 the ship was acquired by the Argentinian government and it was not until 1935 when the ship was taken over by the Italian government and renamed again: the Umbria. From that moment its trips were to transport troops and during the following two years carried several thousand soldiers to the Italian colonies in East Africa.
The loss of the Umbria
In May 1940, when Italy was still neutral in World War II, the Umbria was secretly loaded with 360,000 bombs between 15 kg and 100 kg, 60 boxes of detonators, building materials and three Fiat Lunga cars, carrying a total 8,600 tons of weapons towards the East Africa. The explosives had destination Massawa and Assab, Eritrea, that was Italian colony by then, and the rest of the cargo was heading different locations in Asia. Italy's entry into the war was imminent and this shipment was destined to the defense of the colonies against the Allies and to the possible expansion of its African territories.
On 3rd June 1940 the Umbria reached Port Said, northern Egypt, where loaded with 1,000 tons of coal and water in a movement to fool the Allies, trying to look like a harmless freighter. The port, controlled by the Royal Navy, and its authorities allowed the ship enter on the Red Sea three days after arrival. The British delayed the departure of the Umbria knowing that Italy's entry into the war was imminent and that the cargo of Umbria had devastating power that sooner or later would be used against the Allies and why not, to get a great load to fight fascism. But Italy, as a neutral country that it was, had every right to transport weapons much like any other cargo to its colonies.
Having met the deadline to be retained, the Umbria crossed the Suez Canal on June 6th but with the escort of the HMS Grimsby. The importance and destructive capacity of the cargo required it. Three days later the Umbria entered in Sudan waters and the HMS Grimsby ordered the Umbria captain to anchor on Wingate Reef under the pretext of searching for contraband. Moments later the British warship HMS Leander arrived with a group of 20 sailors who boarded the Umbria. After thoroughly searching the ship and finding nothing, the captain ordered the British troops to remain the night aboard the Umbria.
The next morning Lorenzo Muiesan, Umbria captain, was in his cabin listening to the radio when Mussolini announced the entry of Italy into the World War II. Hostilities would begin at midnight of that day. Muiesan, a very patriotic captain with long experience, was the only one in the area who had heard the news and knew immediately that both Umbria and the burden would be used by the Allies against their own country. He had no option to disable both. In a move of extraordinary intelligence, as the hours passed retained by the British who did not yet know that Italy was officially the enemy, the captain ordered his crew conducting a rescue simulation... that was more real than the British thought. This maneuver, which the English soldiers agreed as they believed it would serve to further delay the departure of the Umbria. While the Italians occupied the lifeboats, the chief engineers, following Muiesan´s orders, opened all the valves and drown the ship to the bottom of the reef. With the crew safe, the British only had time to get on their ship and watch the freighter slid slowly.
When the captain of HMS Grimsby asked why he had done that Muiesan confirmed the declaration of war from Italy to Britain. The next day Muiesan and the rest of Umbria crew departed detainees to India, where they spent four years in prison.
CARGO:
The Umbria was carrying 360,000 individual aircraft bombs ranging in size from 15, 50 and 100 kg. The vessel also carried a large quantity of fuses, ammunition and detonators as well as other traditional cargo. The captain knew these bombs would be confiscated and used by the enemy against his country should they ever discover them which was why he made the call to sink the ship.
The Umbria had sailed in June 1940 with 6,000 tons of bombs, 60 boxes detonators, explosives, weapons and three Fiat 1100 Lunga from Genoa via Livorno and Naples in the Suez Canal and on the way via Massaua and Assab to Calcutta.