View allAll Photos Tagged combat
Nous avons fait un shooting en boxeuse, légèrement dénudé, mais on ne voit rien, j'aime bien ce style de photos.
Qui Veut se mesurer à mon athlète?
The ritualised combat between 2 male adders (Vipera berus) known as the 'dance of the adders' and once thought to be a courtship dance between male and female. Top UK wildlife sight, always a privilege to see.
I'm a big fan of LEGO's set 10302 "Optimus Prime". It looks great as a robot and decent as a truck and the transformation works really well. The one thing that could make it even better, in my book, was for Optimus to have the trailer, also known as the Combat Deck. So, obviously, I built my own. I haven't had much time in the last two months or so and this is a substantial model, but it's done.
Palmer, Alfred T.,, photographer.
Here's our mission. A combat crew receives final instructions just before taking off in a mighty YB-17 bomber from a bombardment squadron base at the field, Langley Field, Va.
1942 May
1 transparency : color.
Notes:
Title from FSA or OWI agency caption.
Transfer from U.S. Office of War Information, 1944.
Subjects:
United States--Army
World War, 1939-1945
Sunrises & sunsets
Air bases
Bombers
Langley Air Force Base (Va.)
United States--Virginia--Hampton
Format: Transparencies--Color
Rights Info: No known restrictions on publication.
Repository: Library of Congress, Prints and Photographs Division, Washington, D.C. 20540 USA, hdl.loc.gov/loc.pnp/pp.print
Part Of: Farm Security Administration - Office of War Information Collection 12002-31 (DLC) 93845501
General information about the FSA/OWI Color Photographs is available at hdl.loc.gov/loc.pnp/pp.fsac
Higher resolution image is available (Persistent URL): hdl.loc.gov/loc.pnp/fsac.1a35094
Call Number: LC-USW36-207
This is a nice little shot of the combat shotgun that was gifted to me to let me by a great customer (you know who you are, I didn't want to shout you out if you didn't want to be known.) do as I wanted. I went with a subtle weathering on the camo along with metallic highlights. To finish the piece I added a handful of shells to the top of the gun.
-JD
A U.S. Air Force C-130H Hercules aircraft assigned to the 142nd Airlift Squadron, Delaware Air National Guard is on the flight line at Lielvarde Air Base, Latvia, as U.S. Soldiers assigned to the 173rd Airborne Brigade Combat Team prepare to depart from the base Sept. 7, 2014, during exercise Steadfast Javelin II. Steadfast Javelin II is a NATO-led exercise designed to prepare U.S., NATO and international partner forces for unified land operations. (DoD photo by Staff Sgt. Tim Chacon, U.S. Air Force/Released)
Taken in 2011.
This guy's hoodie, decorated with images of various assault and submachine guns, is belatedly appropriate here because once upon a time this area was known as the Combat Zone, an officially recognized "adult entertainment" area. Now long gone, "the Zone" was mainly populated by strip joints, sleazy bars, and hookers -- and of course their male clientele. LaGrange Street, on the left behind the green plastic, where a couple of strip clubs still operate, was perhaps the most notorious street in the city.
La 169a Ala de caza (169 FW) es una unidad de la Guardia Nacional Aérea de Carolina del Sur , estacionada en la Base de la Guardia Nacional Conjunta McEntire , Columbia, Carolina del Sur. Si se activa para el servicio federal, el Ala es obtenida por el Comando de Combate Aéreo de la Fuerza Aérea de los Estados Unidos .
Well it's 26 October 2018 and that means it's Fighter Friday. So enjoy this wonderful Spitfire over Paine Field skies back in August 2017. This particular Mark Vc Spitfire saw World War II combat after the Battle of Britain and even took a few hits from a few ground attacks - for more info on this artifact go here: flyingheritage.org/Explore/The-Collection/Britian/Superma...
PHOTO CREDIT: Joe A. Kunzler Photo, AvgeekJoe Productions, growlernoise-AT-gmail-DOT-com
First time making any lego aircraft, when ace combat 7 released I follow the hype and found this drone design looks nice so I build it.
Paris - LACPIXEL - 2017
Please don't use this image without my explicit permission.
© All rights reserved
The model is minifig scale and fits 2 Pilots.
Dimensions: 20cm wide, 56cm long and 12cm tall
Pieces: 1206
Cost: around 140 euros
My next MOC will be the Resistance Bomber, so keep an eye out!
A little weapon mod I made up and painted. I haven't been overseas in a few years now and REALLY miss it. I do go to Japan for some extensive training later in the month though. I also got some new materials that I added to the base. Weeds, static grass and tiny leaves.
A day out in the Cotswolds at the end of November 2024 on the look out for Short-eared Owls.
Every now and then two or three of the Short-eared Owls would come together and fly a short of Aerial Combat without actually hitting each other. They would then fly off to different parts of the fields to continue hunting.
Short-eared Owls are medium sized Owls with mottled brown bodies, pale under-wings and yellow eyes. They are often seen hunting during the day. In winter, there's an influx of continental birds from Scandinavia, Russia, Iceland to the UK.
Peregrine Aerial Combat Training Phase is always a joy to watch. Engineers have actually used some of their moves in designing fighter jets!
A Modified Wombat APC for limited combat operations. Equipped with Long Range Missile Tubes, Defensive Machine Gun Turret, Armor Plates and LowGrav Hoverdrive.
Bien qu'ils maitrisent l'art de voler comme aucun autre animal, les grands rapaces payent parfois de leur vie le prix de leur accrobaties... Ce fut malheureusement le cas pour un gypaète en Vanoise ce mardi 21 mars 2017, à la suite d'un combat avec le couple local de Bessans.
www.ledauphine.com/savoie/2017/03/23/combat-de-gypaetes-e...
Après celui de cet été avec un vautour fauve, j'ai pu immortaliser un second combat de ce genre avec un Aigle royal cet hiver...
Copyright : Raphael Grinevald
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Thank you all for the visits and comments.
Lots of images in this one! :s For Excellentium's 9th theme, check it out here! www.nexusmods.com/skyrim/images/708832
Description This 1953 NACA High-Speed Flight Research Station photograph shows the Douglas D-558-2 #2 Skyrocket (NACA 144), prior to flight, being towed under the P2B-1S (Navy designation for the Air Force B-29) launch vehicle (NACA 137) for attachment. In this view the tail of the Skyrocket is almost aligned with the opening cut to fit in the bottom of the P2B-1S. The photograph also shows the large hydraulic jacks used to elevate the P2B-1S launch vehicle. The Douglas D-558-2 "Skyrockets" were among the early transonic research airplanes like the X-1, X-4, X-5, and X-92A. Three of the single-seat, swept-wing aircraft flew from 1948 to 1956 in a joint program involving the National Advisory Committee for Aeronautics (NACA), with its flight research done at the NACA's Muroc Flight Test Unit in Calif., redesignated in 1949 the High-Speed Flight Research Station (HSFRS). Also partners in the flight research were the Navy-Marine Corps and the Douglas Aircraft Co.
The HSFRS became the High-Speed Flight Station in 1954 and is now known as the NASA Armstrong Flight Research Center. The Skyrocket made aviation history when it became the first airplane to fly twice the speed of sound. The 2 in the aircraft's designation referred to the fact that the Skyrocket was the phase-two version of what had originally been conceived as a three-phase program, with the phase-one aircraft having straight wings. The third phase, which never came to fruition, would have involved constructing a mock-up of a combat-type aircraft embodying the results from the testing of the phase one and two aircraft.
Douglas pilot John F. Martin made the first flight at Muroc Army Airfield (later renamed Edwards Air Force Base) in Calif. on February 4, 1948. The goals of the program were to investigate the characteristics of swept-wing aircraft at transonic and supersonic speeds with particular attention to pitch-up (uncommanded rotation of the nose of the airplane upwards)--a problem prevalent in high-speed service aircraft of that era, particularly at low speeds during take-off and landing and in tight turns.
The three aircraft gathered a great deal of data about pitch-up and the coupling of lateral (yaw) and longitudinal (pitch) motions; wing and tail loads, lift, drag, and buffeting characteristics of swept-wing aircraft at transonic and supersonic speeds; and the effects of the rocket exhaust plume on lateral dynamic stability throughout the speed range. (Plume effects were a new experience for aircraft.) The number three aircraft also gathered information about the effects of external stores (bomb shapes, drop tanks) upon the aircraft's behavior in the transonic region (roughly 0.7 to 1.3 times the speed of sound). In correlation with data from other early transonic research aircraft such as the XF-92A, this information contributed to solutions to the pitch-up problem in swept-wing aircraft.
The three airplanes flew a total of 313 times--123 by the number one aircraft (Bureau No. 37973--NACA 143), 103 by the second Skyrocket (Bureau No. 37974--NACA 144), and 87 by airplane number three (Bureau No. 37975--NACA 145). Skyrocket 143 flew all but one of its missions as part of the Douglas contractor program to test the airplane's performance.
NACA aircraft 143 was initially powered by a Westinghouse J-34-40 turbojet engine configured only for ground take-offs, but in 1954-55 the contractor modified it to an all-rocket air-launch capability featuring an LR8-RM-6, 4-chamber Reaction Motors engine rated at 6,000 pounds of thrust at sea level (the Navy designation for the Air Force's LR-11 used in the X-1). In this configuration, NACA research pilot John McKay flew the airplane only once for familiarization on September 17, 1956. The 123 flights of NACA 143 served to validate wind-tunnel predictions of the airplane's performance, except for the fact that the airplane experienced less drag above Mach 0.85 than the wind tunnels had indicated.
NACA 144 also began its flight program with a turbojet powerplant. NACA pilots Robert A. Champine and John H. Griffith flew 21 times in this configuration to test airspeed calibrations and to research longitudinal and lateral stability and control. In the process, during August of 1949 they encountered pitch-up problems, which NACA engineers recognized as serious because they could produce a limiting and dangerous restriction on flight performance. Hence, they determined to make a complete investigation of the problem.
In 1950, Douglas replaced the turbojet with an LR-8 rocket engine, and its pilot, William B. Bridgeman, flew the aircraft seven times up to a speed of Mach 1.88 (1.88 times the speed of sound) and an altitude of 79,494 feet (the latter an unofficial world's altitude record at the time, achieved on August 15, 1951). In the rocket configuration, a Navy P2B (Navy version of the B-29) launched the airplane at approximately 30,000 feet after taking off from the ground with the Skyrocket attached beneath its bomb bay. During Bridgeman's supersonic flights, he encountered a violent rolling motion known as lateral instability that was less pronounced on the Mach 1.88 flight on August 7, 1951, than on a Mach 1.85 flight in June when he pushed over to a low angle of attack (angle of the fuselage or wing to the prevailing wind direction).
The NACA engineers studied the behavior of the aircraft before beginning their own flight research in the airplane in September 1951. Over the next couple of years, NACA pilot A. Scott Crossfield flew the airplane 20 times to gather data on longitudinal and lateral stability and control, wing and tail loads, and lift, drag, and buffeting characteristics at speeds up to Mach 1.878.
At that point, Marine Lt. Col. Marion Carl flew the airplane to a new (unofficial) altitude record of 83,235 feet on August 21, 1953, and to a maximum speed of Mach 1.728.
Following Carl's completion of these flights for the Navy, NACA technicians at the High-Speed Flight Research Station (HSFRS) near Mojave, Calif., outfitted the LR-8 engine's cylinders with nozzle extensions to prevent the exhaust gas from affecting the rudders at supersonic speeds. This addition also increased the engine's thrust by 6.5 percent at Mach 1.7 and 70,000 feet.
Even before Marion Carl had flown the Skyrocket, HSFRS Chief Walter C. Williams had petitioned NACA headquarters unsuccessfully to fly the aircraft to Mach 2 to garner the research data at that speed. Finally, after Crossfield had secured the agreement of the Navy's Bureau of Aeronautics, NACA director Hugh L. Dryden relaxed the organization's usual practice of leaving record setting to others and consented to attempting a flight to Mach 2.
In addition to adding the nozzle extensions, the NACA flight team at the HSFRS chilled the fuel (alcohol) so more could be poured into the tank and waxed the fuselage to reduce drag. With these preparations and employing a flight plan devised by project engineer Herman O. Ankenbruck to fly to approximately 72,000 feet and push over into a slight dive, Crossfield made aviation history on November 20, 1953, when he flew to Mach 2.005 (1,291 miles per hour). He became the first pilot to reach Mach 2 in this, the only flight in which the Skyrocket flew that fast.
Following this flight, Crossfield and NACA pilots Joseph A. Walker and John B. McKay flew the airplane for such purposes as to gather data on pressure distribution, structural loads, and structural heating, with the last flight in the program occurring on December 20, 1956, when McKay obtained dynamic stability data and sound-pressure levels at transonic speeds and above.
Meanwhile, NACA 145 had completed 21 contractor flights by Douglas pilots Eugene F. May and Bill Bridgeman in November 1950. In this jet-and-rocket-prope lled craft, Scott Crossfield and Walter Jones began the NACA's investigation of pitch-up lasting from September 1951 well into the summer of 1953. They flew the Skyrocket with a variety of wing-fence, wing-slat, and leading-edge chord extension configurations, performing various maneuvers as well as straight-and-level flying at transonic speeds. While fences significantly aided recovery from pitch-up conditions, leading edge chord extensions did not, disproving wind-tunnel tests to the contrary. Slats (long, narrow auxiliary airfoils) in the fully open position eliminated pitch-up except in the speed range around Mach 0.8 to 0.85.
In June 1954, Crossfield began an investigation of the effects of external stores (bomb shapes and fuel tanks) upon the aircraft's transonic behavior. McKay and Stanley Butchart completed the NACA's investigation of this issue, with McKay flying the final mission on August 28, 1956.
Besides setting several records, the Skyrocket pilots had gathered important data and understanding about what would and would not work to provide stable, controlled flight of a swept-wing aircraft in the transonic and supersonic flight regimes. The data they gathered also helped to enable a better correlation of wind-tunnel test results with actual flight values, enhancing the abilities of designers to produce more capable aircraft for the armed services, especially those with swept wings. Moreover, data on such matters as stability and control from this and other early research airplanes aided in the design of the century series of fighter airplanes, all of which featured the movable horizontal stabilizers first employed on the X-1 and D-558 series.
Credit: NASA
Image Number: E-1014
Date: August 1953